375 complaints and eight recalls on the facelift year, and the complaint file has changed character entirely: most of the recent filings are owners waiting for a rearview camera part that was not available.

Applies only to the plug-in hybrid, the version with a battery you charge from a socket, and 2021 is one of only two model years caught by both surviving campaigns. Recall 24V-538, Chrysler code 72B, covers 3,606 vehicles across 2019 to 2021: 'The battery pack may cause a vehicle fire when parked, even with the ignition in the Off position.' Recall 26V-362, Chrysler code 52D, reported 4 June 2026, covers 2020 to 2022 and says the same thing. Both carry the same instruction to owners, which is the clearest statement of how serious this was treated as being: 'Owners are advised not to charge their vehicles, and to park outside and away from structures, until their vehicle is repaired.' Both remedies are identical: update the high voltage battery pack control module software, the computer supervising the big battery, then inspect and replace the pack as necessary, free. 24V-538's letters were mailed 6 March 2025; 26V-362's from 23 June 2026. The history behind them is the reason to be careful rather than relaxed. The first campaign in this family, 22V-077, covered 2017 and 2018 vans, and NHTSA's record says it 'is superseded by NHTSA recall 24V-538'; 24V-538 calls itself 'an expansion of NHTSA recall number 22V-077'; and 26V-362 applies the same fix a third time. Get documentary proof the most recent campaign is closed on the specific VIN.

The largest complaint cluster on the 2021, and one that needs reading correctly. Recall 24V-436, Chrysler codes 66B and 79B, covers 2021 to 2023 Pacificas among many other Stellantis models, where 'the radio software may prevent the rearview image from displaying', failing Federal Motor Vehicle Safety Standard 111 on rear visibility. The remedy is a free software update, at a dealer or over the air, and owner letters went out from 9 July 2024. What fills the complaint file is not the defect but the wait. Filing after filing repeats the same formula: 'the part to do the recall repair was not yet available. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair… VIN tool confirms parts not available.' Some owners describe the underlying symptom too, one reporting that 'the back over camera occasionally went blank and was flickering', another that 'while reversing, the rearview camera image was frozen or black.' One was told the recall could not be done 'unless the radio was replaced', because 'the radio was blocking the update from being completed.' For a buyer today this is mostly historical: check the VIN, and if the campaign is closed the issue is closed. If it is still open, that is a conversation to have before money changes hands, because it is a compliance defect on a family van.

The 2021 plug-in hybrid's complaint file is small at 26 filings, and it is dominated by two related things. First, recall 23V-010, Chrysler code 03A, covering 2017 to 2023 plug-in hybrids where 'an internal transmission wiring connector may short circuit, resulting in an unexpected engine shutdown.' NHTSA's schedule named this year first: 2021 owners were to be notified from 21 March 2023. Owners describe both the failure and the wait, one reporting a loss of motive power at 70 mph where the dealer 'related the failure to NHTSA Campaign Number 23V010000 but the VIN was not included', another that 'the part to do the recall repair was not yet available.' Second, the Power Inverter Module, the box that converts the big battery's power into drive. One owner's van 'failed to start', was 'diagnosed with a power inverter module (PIM) failure', had the module replaced, 'however, the failure persisted', and the dealer then 'determined that the hybrid battery needed to be replaced' at around 41,000 miles. Another needed the module at 30,000 miles and found 'the part was not available.' Chrysler covers this family of failures through warranty extensions rather than the recall: XE1 states 'this bulletin involves servicing the transmission', XN1 states 'this bulletin involves replacing the transmission', and XT1 covers high voltage battery pack replacement on 2017 to 2021 plug-in hybrids. None publishes a mileage or year cap, so verify the terms against the VIN with a dealer.

Recall 24V-793, Chrysler code A8B, covers 2020 to 2023 Pacificas and certain Voyagers where 'an improperly secured connector for the side curtain air bags may prevent the air bags from deploying', which puts the van outside Federal Motor Vehicle Safety Standards 214 on side impact protection and 226 on ejection mitigation. The remedy is to secure the connector, free, and owner letters were mailed on 22 October 2024. Chrysler's own campaign record states 'all vehicles have been remedied', so on most 2021 vans this should already be closed. Confirm it with the VIN rather than assuming, because a van that has changed hands more than once can miss a notification. Note that this is a different airbag defect from the seam-pressure campaign that affects the 2022 and later vans.

The 2021 carries more Chrysler customer satisfaction notifications than any other year of this van, and collectively they are the most honest picture of how the redesign shipped. A customer satisfaction notification is a free fix for something that is not a safety defect, which means it is not a recall, no letter is mailed to you, and the work happens only if you ask a dealer to check the VIN. The seven touching this year are Y12 'Automatic Headlamps', Y23 'Powertrain Control Module Software', Y25 'Radio Software Update', Y40 'Control Module Software Updates', Y50 'Power Liftgate', Y97 'Hub Bolts', and Z76 'Electric Vehicle Mode Unavailable'. Every one of these appears in the federal manufacturer-communications index as a subject line and nothing more, with no description of the symptom or the work performed, so we will not tell you what any of them changes. Two are worth raising unprompted on a test drive, though, because their titles map onto things you can check: try the power liftgate several times through its full travel, and on a plug-in hybrid confirm the van will actually run on electric power from a full charge rather than defaulting to the petrol engine.

Separate from recall 22V-181, and worth keeping apart from it because the two are easy to conflate. The recall concerns the latch that holds the seat to the floor. This is about the mechanism that holds the seat back upright. SEATS is a recurring complaint cluster from 2021 onward, and the clearest description comes from a 2023 owner who identified the part: 'Part number 68324912AC on both 2nd row seats has failed. The plastic housing encasing the spring broke on top for one seat, and on bottom for the other seat. Now the seat back does not lock in position. When the seat back tilts far enough forward, the seat slides freely forwards and backwards.' He adds that 'no one has the part in stock. It is on back order due to the number of vehicles that have had this problem.' Another owner reports a rear seat that 'unexpectedly fully reclined and slid back and forth' with a child sitting in it. Be clear about the status of this: it is the subject of consumer litigation against Stellantis, and a lawsuit is not coverage. No recall and no published Chrysler warranty extension covers this failure, so nobody is obliged to pay for it. Test it physically. Sit in each second-row seat, push back hard against the seat back, and confirm it locks rather than tipping or sliding.

Nothing about the 2021 changes the two long-running petrol-van checks. The oil filter housing, which mechanics also call the oil cooler, weeps at its joint with the block on the 3.6L Pentastar V6 across the whole 2017 to 2023 run. An owner-mechanic who caught his early puts the housing part at 'about 200', a dealer diagnostic at '558', and a dealer replacement out of warranty at 'more than a thousand dollars', and argues for doing it promptly because running the engine low on oil means 'the engine itself is going to cost five six thousand dollars'. That last figure is his warning about neglect, not a quote for a job. Look underneath with a torch for wet residue below the housing. The ZF 948TE nine-speed automatic, built by German supplier ZF and shared with the front-drive Jeep Cherokee and Honda Odyssey, still shifts abruptly around 14 mph on many vans; a mechanic who investigated his own concluded it 'is mechanically sound, it is not a mechanical problem with the transmission, it is simply a software control' and found no metal in the fluid at 60,000 miles. On a 2021, note also customer satisfaction program Y23 covers powertrain control module software, so a van with a rough shift is worth asking about by VIN before anyone suggests a gearbox.