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Summer vacation centered on San Diego this year, and what more appropriate vehicle for a family trip to the Pacific than the Chrysler Pacifica?

Two extra-tall teenagers, loads of extraneous gear and a six-hour freeway drone may sound like a recipe for stress, but Pacifica managed to smooth out the bumps and deliver us to the Dana Inn with relaxed competence.

Sure, a minivan could have done the job. But a large part of Pacifica’s appeal is that it provides the family-sized space while still looking stylish and sporty. Plus, while performing daily runabout duty, Pacifica showed off its carlike driving abilities on winding roads, in traffic and while negotiating San Diego’s notoriously tight, 360-degree freeway ramps.

Wonder of wonders, Pacifica seems to have licked both the soccer-mom stigma of minivans and the cumbersome handling of most large sport utility vehicles.

The 2004 Pacifica is a new entry in the overheated segment of family-sized crossover vehicles, recently highlighted by the Nissan Murano and Infiniti FX35/FX45. Other domestic versions include the GM siblings Pontiac Aztek and Buick Rendezvous.

Call Pacifica a tall station wagon, a squat minivan or a streamlined SUV. Chrysler refers to its new offspring as a “sports tourer.”

Despite the booming popularity of car-based SUVs and minivans, this is still a risky endeavor for Chrysler. Pacifica is marketed as a luxury vehicle, and its base price is the highest of any Chrysler. Recently, the company announced production of a lower-priced version with less content to boost sales volume.

What it is

Pacifica succeeds where others have failed, combining the space and versatility of a minivan with the drivability of a sedan. Sporty? Not really, though it handles and maneuvers with surprising finesse.

Engine and transmission

The 3.5 liter V-6 puts out 250 horsepower, but accelerating this 4,482-pound vehicle had me wishing for more.

Pulling away from a stop or merging into traffic, Pacifica feels heavy and sluggish.

This contrasts poorly with Pacifica’s sharp driving characteristics. A power upgrade would be beneficial, though it would surely impact fuel mileage, which already is not that great. We averaged about 17 miles per gallon during the weeklong trip, which was mostly freeway driving.

Pacifica does cruise nicely at speed. Hill climbing is also fairly strong, even with a heavy load of humans and gear.

Chrysler is known for its solid automatic transmissions, and the four-speed unit in the Pacifica works well.

Handling and drivability

For such a large vehicle, Pacifica feels almost nimble. Cornering is very refined, with little of the body sway and heavy understeer that hampers similar craft. Credit a relatively low center of gravity and good suspension design.

The rack-and-pinion steering initially feels heavy but quickl y proves direct and responsive. Big brother Mercedes-Benz probably had some input, because it feels more akin to the German manufacturer’s steering than Chrysler’s.

The compliant suspension also bears the mark of Mercedes. The ride overall is smooth, with rough surfaces, potholes, even speed bumps becoming nearly non-existent.

Styling

Here’s where Chrysler shines, as usual, with a body design that is purposeful, sporty and substantial looking. This is a huge vehicle, nearly as long as Chrysler’s biggest minivan, and even wider, yet it comes across as stylishly well-proportioned.

In a similar vein as Murano and FX, there’s a certain sport-hatchback flair to the body shape, accentuated by big chrome wheels and tires.

One gripe: The optional power lift gate was all-too-easy to set off accidentally via the remote. Too many times I set it in motion while putting the keys in my pocket.

Interior

The aura here is very much minivan, with three rows of seats and luxury accommodations throughout. Seating is just for six, though, with a broad console in the center row creating room for two.

A console that folded up for a center seat would have been a good addition.

This interior has a solid, workable feel, with seats that fold down easily, lots of cubbies and stowage spaces and top-drawer trim and features throughout. The seats are firm and supportive. No aches from the six-hour cruise.

Unlike most minivans, the middle row of seats had plenty of legroom. The wide cabin also gives each position lots of hip and shoulder room.

The third row is tight and should be considered kid space only. The sloping roofline limits headroom for third-seat passengers.

Pricing

The front-drive model tested here starts at $30,550, which is a pretty substantial starting point. The all-wheel-drive model starts at about $2,000 more.

There’s a full boatload of standard features, including adjustable pedals; traction control; full power locks, mirrors and seats; steering-wheel audio controls; a trip computer; load leveling and height control; and side-impact air curtains for all passengers.

Options on the test Pacifica included leather seating, $890; chrome aluminum wheels, $750; Infinity audio upgrade, an excellent bargain at $700; heated seats, $500; high-intensity headlamps, $500; power lift gate, $400; cargo convenience group, $300; full-size spare tire, $160; engine-block heater, $35; smokers group, $30; and shipping, $680.

The total was a not-insubstantial $35,495, unless you consider Pacifica’s impressive load of luxury, safety and performance goodies.

Bottom line

Stylish and maneuverable, Pacifica is among the best alternatives to a minivan.

Chrysler Pacifica

Vehicle type: Six-passenger, four-door wagon, front-wheel drive.

Base price: $30,550.

Price as tested: $35,495.

Engine: 3.5-liter V-6, 250 horsepower at 6,400 rpm, 250 pound-feet of torque at 3,950 rpm.

Transmission: Four-speed automatic.

Wheelbase: 116.3 inches.

Curb weight: 4,482 pounds.

EPA mileage: 17 city, 23 highway.

Highs:

Attractive styling.

Luxury features.

Maneuverability.

Lows:

Needs engine power.

Tight third seat.

Power liftgate woes.