313 complaints and ten recalls, including a curtain airbag campaign that was reissued twice, and a battery fire recall on the plug-in hybrid that arrived in 2026. The plug-in hybrid drew 115 of those complaints from a fraction of the sales.

Applies only if the van is the plug-in hybrid, meaning the version with a battery you charge from a socket. Recall 26V-362, Chrysler code 52D, was reported to NHTSA on 4 June 2026 and covers 2020 to 2022 Pacifica plug-in hybrids. The summary is one sentence: 'The battery pack may cause a vehicle fire, even when the vehicle is parked with the ignition in the Off position.' The remedy begins with instructions rather than a repair, which is how you can tell how seriously it was treated: 'Owners are advised not to charge their vehicles, and to park outside and away from structures, until their vehicle is repaired.' Dealers then update the high voltage battery pack control module software, the computer that supervises the big battery, and inspect and replace the battery pack assembly as necessary, free. Owner notification letters were mailed from 23 June 2026, and NHTSA notes the affected VINs became searchable on 11 June 2026. The important context is that this is the third campaign in one family. 22V-077 covered 2017 and 2018 vans and was superseded. 24V-538 covered 2019 to 2021 and called itself 'an expansion' of it. 26V-362 now applies effectively the same remedy to 2020 to 2022. If you are looking at a 2022 plug-in hybrid, treat an unresolved 26V-362 as a reason to walk away rather than negotiate, because the interim instruction is that you cannot charge it or keep it in a garage.

The 2022 plug-in hybrid drew 115 federal complaints, the second-highest figure for any hybrid year in this van's run and remarkable given how few were sold relative to the petrol version. The campaign behind it is 23V-010, Chrysler code 03A, covering 2017 to 2023 Pacifica plug-in hybrids where 'an internal transmission wiring connector may short circuit, resulting in an unexpected engine shutdown', which 'can cause a loss of drive power'. In the cabin it presents as a warning to pull over and a van that then loses drive. The recall remedy is software: dealers update the Power Inverter Module, the box that turns battery power into drive, plus the instrument cluster and engine control module if needed, free. Understand what that buys, because it is not a cure. A mechanic explains it plainly: the update 'will help your Chrysler avoid stalling in the middle of the road. Instead, the vehicle will go into limp mode and limit speed and power to let you safely park.' The actual repair sits in Chrysler's warranty extensions. XE1 covers 2017 to 2023 plug-in hybrids and states 'this bulletin involves servicing the transmission'; XN1 covers the same span and states 'this bulletin involves replacing the transmission'. Both trigger on fault codes P0A3F, P0A43, P0A45 or P0C1A, and both note the customer 'may also comment on the following: vehicle is in limp mode'. Neither publishes a mileage or year cap, so have a dealer check the VIN against both before you buy rather than afterwards.

Recall 22V-181, Chrysler code Z22, covers 2021 and 2022 Pacificas and 2021 Voyagers where 'the second-row seat-to-floor mounting latch may bind and stick open, preventing the seat from properly securing to the floor.' NHTSA records that because of this 'these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 225, Child Restraint Anchorage Systems', and that 'an unsecured seat increases the risk of injury in a crash.' Dealers inspect and, if necessary, replace the second-row seat cushion frame, free, with owner letters mailed on 7 April 2022. In a vehicle bought specifically to carry children in car seats, this is the campaign that matters most in the van's actual job, and it is worth backing up the VIN check with a physical one: fold and refit both second-row seats, then pull hard upward on each to confirm it is genuinely latched to the floor rather than sitting in place.

The 2022 has three Chrysler customer satisfaction notifications attached to it, and two are specific to this year alone. 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 it only happens if you ask a dealer to run the VIN. They are ZD3, 'Customer Satisfaction Notification 9-Speed Transmission', and ZD2, 'Customer Satisfaction Notification Engine Misfire', both 2022 only, plus 47A, 'Serpentine Belt Squeal', covering 2022 and 2023. Each appears in the federal manufacturer-communications index as a subject line with no body text at all, so we will not invent a description of what any of them does or which vans qualify. What is worth saying is that a free factory program covering the nine-speed transmission and another covering engine misfire, both on the same model year, are exactly the kind of thing to raise before you buy rather than after a symptom appears. On the test drive, listen for a belt squeal on a cold start and note any roughness at idle or under load, then ask a dealer to check all three by VIN.

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, either at a dealer or over the air, with owner letters mailed from 9 July 2024. The complaint files for the 2021 and 2022 are full of owners who were notified and then could not get it done, repeating the same formula: 'the part to do the recall repair was not yet available… VIN tool confirms parts not available.' For a buyer today that history mostly matters as a reminder to check rather than assume, because a campaign that was hard to complete is a campaign more likely to be sitting open. The physical test takes thirty seconds: shift into reverse and back out several times and confirm the image appears promptly and clears properly each time.

A small campaign, but a genuinely dangerous failure mode and a trivially cheap fix. Recall 22V-619, Chrysler code Z80, covers 2022 Voyager and Pacifica vans where 'the windshield wiper arm nuts may be improperly tightened, which can cause the wipers to not function properly.' NHTSA's consequence line: 'Improperly functioning wipers can reduce the driver's visibility in certain weather conditions.' Dealers tighten the nuts, free, and owner letters went out on 30 August 2022. This is the sort of campaign a used buyer skips over because it sounds minor, and it is minor in cost but not in what happens if a wiper stops sweeping in heavy rain on a motorway. It is also the easiest thing on this entire list to test yourself: run the wipers through every speed including the intermittent settings and the washers, and watch both arms sweep their full arc without slipping or juddering at the pivot.

Distinct from recall 22V-181 and worth keeping separate, because the recall concerns the latch holding the seat to the floor while this concerns the mechanism holding the seat back upright. SEATS is a recurring complaint cluster on the 2021 to 2023 vans. A 2023 owner gives the clearest account and names 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 dealers had none in stock and that 'it is on back order due to the number of vehicles that have had this problem.' Another owner describes a rear seat that 'unexpectedly fully reclined and slid back and forth' with a child in it. Be clear on where this stands: 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 no one is obliged to pay for it. Test it by hand. Sit in each second-row seat and push back firmly against the seat back; it should lock solidly rather than tipping or sliding.

Two long-running checks that do not change on this model year. 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 estimate at '558', and a dealer replacement out of warranty at 'more than a thousand dollars'; his case for acting promptly is a warning about consequences rather than a repair quote, that running an engine low on oil means 'the engine itself is going to cost five six thousand dollars'. Look underneath with a torch for wet residue below the housing at the front of the engine. The other is the ZF 948TE nine-speed automatic, built by German supplier ZF rather than Chrysler and shared with the front-drive Jeep Cherokee and the Honda Odyssey. It shifts abruptly around 14 mph on many of these vans. A mechanic who investigated his own concluded 'the transmission is mechanically sound, it is not a mechanical problem with the transmission, it is simply a software control', and found 'no metal' when he drained the fluid at 50,000 and 60,000 miles. On a 2022 specifically, remember that ZD3 is a free factory program covering the nine-speed, so a rough shift is a question for a dealer before it is a reason to fear a rebuild.