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Sunday, November 11, 2007
Bold, handsome, roomy and satisfying.
Driving Impressions
From the driver's seat, the Chrysler 300 is one of the better big American sedans we've tested, and certainly the most interesting. To be sure, that view is colored by a preference for rear-wheel drive. Yet more than that, the 300 has created a new definition for Detroit Sedan. With its size, styling and design features, it retains characteristics that might be described as uniquely American. But it also has an international quality, measured by its responsiveness and efficiency.
A note for buyers who are wary of rear-wheel-drive sedans for everyday driving, and particularly those who live in the Snow Belt: We tested a 300C in typical Detroit winter slop, and found it well suited to the season. Chrysler has done an excellent job tuning the traction and stability electronics. With all-season tires, the 300C was no more of a challenge in snow and slush than the typical front-wheel-drive sedan. A decent set of snow tires would eliminate the smallest doubt.
The Chrysler 300 base model drives nice. The dual-overhead cam 2.7-liter V6 engine delivers 190 horsepower, enough to handle big-city rush-hour traffic. It's a frugal choice, both in terms of fuel costs and the purchase price. Some drivers may find themselves working this engine hard, however, and wishing for a little more power. Also, the four-speed automatic transmission lacks the responsiveness and flexibility of a five-speed automatic.
The 3.5-liter V6 in the 300 Touring and 300 Limited will work better for most buyers. We found the power better than adequate, even after driving the powerful 300C. We also liked the five-speed automatic, which is based on a Mercedes design, though it's built in Kokomo, Indiana, and shifts smoothly and quickly. At idle, we could feel the pulse of the engine.
On the road, the Chrysler 300 feels as solid as it looks, having inherited significant mechanicals from Chrysler's parent company, Mercedes-Benz. From a handling standpoint, the 300 is heavily and positively influenced by a design borrowed from the Mercedes E-Class: five-link rear suspension mounted to a subframe, and the short-arm/long-arm front suspension, modified for the 300's longer wheelbase, wider track and bigger wheels.
The ride is smooth, but solid enough to prevent wallowing. We wouldn't change much. This is a large car, to be sure. It has a longer wheelbase (120 inches) than the Chrysler 300s from the 1950s, yet its overall length is shorter, and it doesn't feel balky or cumbersome. In short, it doesn't drive big. It feels a bit heavy, but also very secure, confident and responsive. It rides well, even the sportier 300C.
It's reasonably easy to park despite its size. We wish all models came with rear Park Assist or, better yet, a rearview camera, because it is a big car. Only the upper models have Park Assist, which beeps an audible tone, increasing the frequency as you back toward an object.
The 300C handles quite well for a car this size. Tossing a 300C from side to side through switchback turns, it beautifully maintained an even keel. In other words, it offers good transient response. Body lean is minimal, especially considering this 300 is geared more toward family or luxury buyers than sports sedan buyers. The cornering is good enough that the all-season tires don't really do it justice. Depending on where we did most of our driving, we might choose some summer performance tires. Maybe even put some winter tires on a second set of wheels.
Chrysler has gotten the rack-and-pinion steering right. It's just the right amount of weight, and delivers a secure feeling. We like its accuracy.
The brakes are excellent. Driving the 300C hard over some twisty mountain roads, the big Bosch-built brakes really did the job, inspiring surprising confidence in a car that weighs over 4000 pounds. The front brakes on the 300C are bigger and better than those on the V6 models; antilock brakes with brake assist and electronic brake distribution, which balances brake force front and rear, are standard on all but the base 300.
Those brakes and 390 lb-ft of torque from the Hemi V8 deliver another benefit: surprising towing capacity for a standard sedan. The 300C will pull 2000 pounds straight of the dealer lot, and substantially more with fairly minor aftermarket modifications.
The 300C can accelerate from 0 to 60 mph in 6.3 seconds, according to Chrysler, but it feels even quicker than that. In shorter bursts of acceleration, this car squirts like few larger sedans available today, and you'll love the deep growling Hemi exhaust note along the way. For fun and convenience, all that torque should not underestimated.
And here's where the efficiency part of the equation come into play. The 300C's 5.7-liter Hemi is a cam-in-block engine, just like the monster American muscle-car V8s of the '60s and early '70s. Yet it features a new technology called Multi Displacement System (MDS), which shuts down four of the eight cylinders when the power isn't needed. MDS is much better (and simpler and better sorted) than those introduced after the first fuel crunch of the 1970s. The transfers from 8 to 4 to 8 cylinders occur in a fraction of a second, and we never noticed it happening.
As a result, this 340-hp, 390 lb-ft V8 delivers impressive mileage figures. The EPA ratings say 17/25 mpg City/Highway, better than a lot of V6-powered vehicles on the market, and particularly impressive given the size and weight of the car. Chrysler claims that in certain situations, like cruising at a steady 60 mph for extended periods, the 300C will deliver up to 30 mpg. In any case, if you want to cruise with a light foot, you're only using four cylinders and about half as much gas.
If you prefer a heavy foot, the SRT-8 is the most impressive 300 of all. This model is not a hot-rod in the traditional American sense, which might be described as rough or even crude. Rather, the SRT-8 is more a complete performance upgrade, in the fashion of European models such as the BMW M cars or the Mercedes AMG models, with improvements to the brakes (from Brembo) and a suspension tuned to match the big engine without beating up the people inside.
The SRT-8's Hemi is a big engine, 6.1 liters displacement, and tuned for free revving and immediate throttle response. The result is 425 horsepower and 420 lb-ft of torque, and in this sense the SRT-8 is like the muscle cars of the '60s. Floor the accelerator, even for a second, and it shoves heads back into headrests. Keep it floored and you'll be talking to the local law enforcement before you realize. If you love the rush of acceleration, the SRT-8 is hard to beat, but unfortunately it does not come with the Multi Displacement System. Instead, it comes with a $2200 Gas Guzzler tax.
Still, focusing on engine performance underestimates the SRT-8. It's very well sorted, and probably the best balanced American-brand performance sedan we've tested in some time, if balance is defined as a mix of grip, responsive handling and decent ride quality. From the driver's perspective, it's one of the more entertaining, satisfying and (again) interesting sedans available today. Compared to more expensive European competitors, the SRT-8 is a bargain, given its price and performance potential.
Driving Impressions
From the driver's seat, the Chrysler 300 is one of the better big American sedans we've tested, and certainly the most interesting. To be sure, that view is colored by a preference for rear-wheel drive. Yet more than that, the 300 has created a new definition for Detroit Sedan. With its size, styling and design features, it retains characteristics that might be described as uniquely American. But it also has an international quality, measured by its responsiveness and efficiency.
A note for buyers who are wary of rear-wheel-drive sedans for everyday driving, and particularly those who live in the Snow Belt: We tested a 300C in typical Detroit winter slop, and found it well suited to the season. Chrysler has done an excellent job tuning the traction and stability electronics. With all-season tires, the 300C was no more of a challenge in snow and slush than the typical front-wheel-drive sedan. A decent set of snow tires would eliminate the smallest doubt.
The Chrysler 300 base model drives nice. The dual-overhead cam 2.7-liter V6 engine delivers 190 horsepower, enough to handle big-city rush-hour traffic. It's a frugal choice, both in terms of fuel costs and the purchase price. Some drivers may find themselves working this engine hard, however, and wishing for a little more power. Also, the four-speed automatic transmission lacks the responsiveness and flexibility of a five-speed automatic.
The 3.5-liter V6 in the 300 Touring and 300 Limited will work better for most buyers. We found the power better than adequate, even after driving the powerful 300C. We also liked the five-speed automatic, which is based on a Mercedes design, though it's built in Kokomo, Indiana, and shifts smoothly and quickly. At idle, we could feel the pulse of the engine.
On the road, the Chrysler 300 feels as solid as it looks, having inherited significant mechanicals from Chrysler's parent company, Mercedes-Benz. From a handling standpoint, the 300 is heavily and positively influenced by a design borrowed from the Mercedes E-Class: five-link rear suspension mounted to a subframe, and the short-arm/long-arm front suspension, modified for the 300's longer wheelbase, wider track and bigger wheels.
The ride is smooth, but solid enough to prevent wallowing. We wouldn't change much. This is a large car, to be sure. It has a longer wheelbase (120 inches) than the Chrysler 300s from the 1950s, yet its overall length is shorter, and it doesn't feel balky or cumbersome. In short, it doesn't drive big. It feels a bit heavy, but also very secure, confident and responsive. It rides well, even the sportier 300C.
It's reasonably easy to park despite its size. We wish all models came with rear Park Assist or, better yet, a rearview camera, because it is a big car. Only the upper models have Park Assist, which beeps an audible tone, increasing the frequency as you back toward an object.
The 300C handles quite well for a car this size. Tossing a 300C from side to side through switchback turns, it beautifully maintained an even keel. In other words, it offers good transient response. Body lean is minimal, especially considering this 300 is geared more toward family or luxury buyers than sports sedan buyers. The cornering is good enough that the all-season tires don't really do it justice. Depending on where we did most of our driving, we might choose some summer performance tires. Maybe even put some winter tires on a second set of wheels.
Chrysler has gotten the rack-and-pinion steering right. It's just the right amount of weight, and delivers a secure feeling. We like its accuracy.
The brakes are excellent. Driving the 300C hard over some twisty mountain roads, the big Bosch-built brakes really did the job, inspiring surprising confidence in a car that weighs over 4000 pounds. The front brakes on the 300C are bigger and better than those on the V6 models; antilock brakes with brake assist and electronic brake distribution, which balances brake force front and rear, are standard on all but the base 300.
Those brakes and 390 lb-ft of torque from the Hemi V8 deliver another benefit: surprising towing capacity for a standard sedan. The 300C will pull 2000 pounds straight of the dealer lot, and substantially more with fairly minor aftermarket modifications.
The 300C can accelerate from 0 to 60 mph in 6.3 seconds, according to Chrysler, but it feels even quicker than that. In shorter bursts of acceleration, this car squirts like few larger sedans available today, and you'll love the deep growling Hemi exhaust note along the way. For fun and convenience, all that torque should not underestimated.
And here's where the efficiency part of the equation come into play. The 300C's 5.7-liter Hemi is a cam-in-block engine, just like the monster American muscle-car V8s of the '60s and early '70s. Yet it features a new technology called Multi Displacement System (MDS), which shuts down four of the eight cylinders when the power isn't needed. MDS is much better (and simpler and better sorted) than those introduced after the first fuel crunch of the 1970s. The transfers from 8 to 4 to 8 cylinders occur in a fraction of a second, and we never noticed it happening.
As a result, this 340-hp, 390 lb-ft V8 delivers impressive mileage figures. The EPA ratings say 17/25 mpg City/Highway, better than a lot of V6-powered vehicles on the market, and particularly impressive given the size and weight of the car. Chrysler claims that in certain situations, like cruising at a steady 60 mph for extended periods, the 300C will deliver up to 30 mpg. In any case, if you want to cruise with a light foot, you're only using four cylinders and about half as much gas.
If you prefer a heavy foot, the SRT-8 is the most impressive 300 of all. This model is not a hot-rod in the traditional American sense, which might be described as rough or even crude. Rather, the SRT-8 is more a complete performance upgrade, in the fashion of European models such as the BMW M cars or the Mercedes AMG models, with improvements to the brakes (from Brembo) and a suspension tuned to match the big engine without beating up the people inside.
The SRT-8's Hemi is a big engine, 6.1 liters displacement, and tuned for free revving and immediate throttle response. The result is 425 horsepower and 420 lb-ft of torque, and in this sense the SRT-8 is like the muscle cars of the '60s. Floor the accelerator, even for a second, and it shoves heads back into headrests. Keep it floored and you'll be talking to the local law enforcement before you realize. If you love the rush of acceleration, the SRT-8 is hard to beat, but unfortunately it does not come with the Multi Displacement System. Instead, it comes with a $2200 Gas Guzzler tax.
Still, focusing on engine performance underestimates the SRT-8. It's very well sorted, and probably the best balanced American-brand performance sedan we've tested in some time, if balance is defined as a mix of grip, responsive handling and decent ride quality. From the driver's perspective, it's one of the more entertaining, satisfying and (again) interesting sedans available today. Compared to more expensive European competitors, the SRT-8 is a bargain, given its price and performance potential.
Labels: Automobiles Reviews
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