Chrysler 300 dares to be different
The murky logic behind the DaimlerChrysler merger is starting to come clear.
Second-guessers questioned the deal from Day One, trying to understand what Mercedes saw in the weak sister of Detroit’s Big Three.
Some thought M-B coveted Chrysler’s design staff, but buying a company is an expensive way to outfit a studio.
Others speculated that the appeal lay in Chrysler’s expansive U.S. dealer network, but for what purpose – to re-brand them as M-B outlets?
Not likely.
Instead, it’s beginning to appear that M-B saw Chrysler as a way to amortize the expense of developing new platforms. The concept is simple: Building more vehicles using common components reduces the cost of building each and increases the profitability of the platform.
So, the slippery-looking Chrysler Crossfire is built on M-B’s two-seat SLK platform (and borrows many of its mechanicals) and the Dodge Magnum station wagon and Chrysler 300 sedan are appended to the E-Class platform.
Smart strategy: the development costs associated with the E-Class architecture now are spread over a larger base of vehicles, and new Chrysler Corp. cars ride atop some of the world’s best chassis and suspensions.
The 300 is a full-size, five-passenger sedan with a spacious, comfortable cabin, large trunk and styling that dares to be different. With an in-your-face grille, heavy shoulders and straight-as-a-string body-length character line, the 300 has the presence of a traditional up-level sedan. Some see in it a reflection of Rolls-Royce design aesthetics, which is not as much of a stretch as it may sound.
Interior design is highlighted by a large and well-organized central instrument panel that includes an analog clock, optional navigation display and the audio and climate controls. Our tester wore black-on-white gauges and a neat, four-spoke steering wheel.
In a big break from recent tradition, the 300 was introduced as a rear-wheel-drive car, as is the E-Class, and near the end of the year an all-wheel-drive version debuted.
The all-independent suspension uses a short-long arm setup in front and a five-link configuration in back. The arrangement produces excellent ride and handling characteristics and the compact design of the rear setup contributes to the 300’s large trunk.
Chrysler makes a 300 for nearly every budget and set of tastes. The base 300 ($23,500, including destination charges) is equipped with a 200-horsepower V-6 and provides practical daily transportation but not much in the way of excitement. It’s available only with rear-wheel-drive.
Standard gear includes air conditioning, power windows, mirrors, door locks and driver’s seat, AM/FM/CD stereo and tilt-and-telescoping steering wheel.
Touring ($27,895) models get leather interiors, ABS, foglights, chrome trim, stability control, brake assist and a 3.5-liter V-6 that makes 250 hp.
Limited trim ($30,090) adds chrome wheels, power front-passenger seat, heated seats, one-touch up-and-down windows, dual-zone climate control and an information center.
Touring and limited models get a 2.5-liter V-6 that makes 250 hp.
Next up is the 300C ($33,095), which makes the leap to V-8 country with a 5.7-liter “hemi” engine that produces a stalwart 340 hp, and picks up such extras as dual exhaust tips, 18-inch wheels and tires, tortoise-shell interior accents and a 288 Boston Acoustics stereo with in-dash CD changer.
Introduced late last fall, the 300C SRT8 ($39,990) sits atop the dogpile, with its 420-hp, 6.1-liter “hemi” engine. Performance upgrades include larger-diameter anti-sway bars, specially tailored spring rates, Bilstein dampers, Brembo four-piston disc brakes, and 20-inch forged aluminum wheels wearing Goodyear F1 three-season tires.
Chrysler says 300C models have dominated sales to date, with about 40 percent of buyers opting for the 340-hp version of the hemi, so named for its semi-hemispherical cylinder heads. We drove a 300C tester that weighed in at $34,080, which is probably a typical transaction price, assuming you don’t pay more than full retail at the dealership.
In real-life, daily driving, the 300 excels. American in attitude and spirit, it is, nonetheless, clearly a product of a successful cross-pollination. German engineering shows up in the driving dynamics, the precision of the steering and the strong, linear feel of the brakes.
If you’re looking for traditional American ride and handling, you’ll be best suited by the base, Touring and Limited models. The two 300C trims incorporate sport-tuned suspensions that might be a bit firm for many drivers.
Just as well. Those folks probably wouldn’t miss the hearty burble that emanates from under the hood although they’ll certainly enjoy the 300’s very good seats (“Why can’t Americans make great seats?” a friend asked recently; the 300 seems to indicate it’s possible).
The V-8 engines in the family use a new Chrysler technology, a multi-displacement system that shuts down four cylinders when the throttle is at low or moderate settings. The 300C earns EPA ratings of 17 city/25 highway, while the SRT8 gets 14/19.
Not great, but impressive, considering the 300C storms from 0-60 in the high-5s, while the SRT smokes in the low-5s.
Around town, the 300C did a nice job handling our difficult streets, absorbing potholes with minimal steering feedback and excellent compliance. On the highway, the cabin was quiet and composed.
Rear-seat passengers enjoy excellent legroom and otherwise pleasant accommodations. Beware the center hump, though; its disappearance is a chief virtue of the front-wheel-drive configuration.
Such safety features as ABS, traction control and stability control are optional on the base 300 but standard on Touring, Limited and C editions. Side-curtain airbags, self-sealing tires and adjustable pedals are optional on all models,
It’s been a long haul for the Chrysler Corp., and there are no silver bullets that will restore the company to better days. However, if these early signs indicate what we can expect from the post-merger company, the future looks bright for Chrysler.