2004 Chrysler 300M Review

Specifications

Time is Running Out

With the introduction of the 2005 Chrysler 300 series, time is rapidly ticking away in the life span of the appealing 300M. During the automotive hay-days of the 50s and 60s, and as late as 1971, Chrysler utilized the “300″ designation to mark its performance oriented offerings.

This tradition was resurrected in 1998 with the introduction of the Europe-bound 300M, which was based on Chryslers forward thinking cab-forward, LH architecture. Admirably, when developing the 300M, Chrysler set their sights high by benchmarking the BMW M5 rather than a domestic product. Despite its reversed drive configuration, the domestic M is front-wheel drive, such ambition led to a car that didnt necessarily dethrone the revered M5, but at least exhibited a taste of Bavaria - and I am not talking bratwurst and lager.

The 300M has been removed from production to make way for the 300C as Chryslers top sedan, that latter which features rear-wheel and soon to be, all-wheel drive. Some will view the evolution of the model to rear-wheel drive as progress and others regress. There is no doubt that FWD delivers certain benefits that elude a RWD setup, the most apparent being foul-weather traction. Placing the weight of the engine over the drive wheels increases their adhesion and traction values. Of course, while true in the past this dogma doesnt factor in the advancement of driver aids such as traction and stability control, which come standard on the 300C. To quell concerns further, the new 300s all-wheel drive option will offer even greater safety for those that live in colder regions - although fuel economy will no doubt be negatively affected.

Whether you feel that front- or rear-wheel drive offers up any kind of handling advantage will come down to personal preference. A RWD vehicle when piloted by a skilled driver is capable of stepping the cars rear-end out at the apex of a curve and shooting like a bullet through the remainder of it. Its no accident that almost all high-performance cars are either RWD or AWD. Have you ever heard of a FWD Ferrari? If Ferrari ever considered FWD, poor Enzo would return from the ever-after to sort such a mess out for sure.

But for the common-folk making up the vast majority of drivers, FWD is just fine thank you very much. Any gains in low-speed traction tend to outweigh the average drivers latent desire to drift through high-speed turns. And if commonsense exerts sufficient influence in a buyers automotive selection, it may be time to visit a Chrysler showroom and kick the tires affixed to a 300M. Wait much longer and the only 300M tires available for kicking will have encountered pre-owned wear.

So rather than rambling-on excessively about FWD versus RWD, I will get on with my review of the 300M Special. Of all the Chrysler products riding on the outgoing LH platform, the 300M is by far the best looking in my view. Slightly shorter in the hindquarter than the Chrysler Concorde, proportionally the 300M is what a full-size sedan should be unless overwhelming trunk space is required - and for that the Chrysler Concorde will fit the bill. The sleekness of the 300M in union with its stubby trunk lid tends to portray the car as smaller than it actually is, but in fact the 300M is one inch longer than its replacement 300C, and for a competitive comparison is 10.2 inches longer than the 2004 Honda Accord 4-door.

The cab-forward design maximizes the ratio of interior space to exterior size, by pushing all four wheels closer to their respective corners than what was previously domestic sedan convention. Another LH architecture anomaly, as far as front-wheel drive domestics are concerned, is its longitudinally mounted engine, a configuration which enabled Chrysler to pen the vehicles with lower hood lines; the benefits of which translate into sleek, wind-cheating body shapes. The 300M design theme was predicated on a modern wedge shape, resulting in a much higher belt line at the trunk than at the front of the car. The result is a car that still looks fresh today despite the myriad of competitive models that have surfaced since its inception.

The extra interior space provided by cab-forward engineering is immediately detectable upon sliding into one of the five seating positions. Front, and especially rear legroom is abundant. Chrysler devised a clean, fairly elegant cabin layout. The front seats are very supportive, although more cushy than those found in the German benchmark. The Chrysler perches are also on the shy side when it comes to side-bolstering. But if driver and passenger comfort levels are a priority, the 300M delivers with features such as dual-zone climate control, power everything and a decent audio system.

In addition to being well equipped the interior is comprised of attractive materials that impart a feeling of quality. I found the many buttons fulfilling the heating, ventilation and air-conditioning functions, however, to be less than intuitive to use. I have yet to experience a system that improves upon large, easy to read dials. The same is true in relation to audio controls. Here again Chrysler has traded function for fashion with the use of too many buttons. Sure, such arrays of high-tech gadgetry look impressive, but they are often difficult to use especially when driving in traffic - you might as well be dialing on a cell phone as to be tailoring HVAC settings. Fortunately Chrysler eliminated some driver distraction by also placing audio controls on the steering wheel.

Stepping out of the car and opening the front hood will reveal a high-output 3.5-liter (215 cu-in) SOHC V6, featuring 24-valves and sequential multi-port electronic fuel injection. In the standard 300M this unit generates a respectable 250-horsepower and a matching 250 pounds-feet of torque. In the Special, Chrysler bumped-up the output slightly to 255-horsepower and 257 pounds-feet of torque. The power ratings of both engines ensure the 300M wont be labeled as an automotive under-achiever. With the Specials slight energy boost, power hits the tarmac the moment the throttle is engaged and doesnt diminish until free of right foot pressure. Look for a spirited 7.5 second 0 to 60 mph time - not bad for a large car.

Although I cant really quibble about the ability of Chryslers aging V6 to move the Special with appropriate gusto, I take issue with its level of refinement. Many other manufacturers are equipping their luxury offerings with V6 engines that run as smooth as warm honey. Chryslers isnt. Some of the less than satin notes from the 3.5 may be attributable to an attempt by Chrysler to attain a performance note from the 300Ms exhaust tubing, but it doesnt work. The engine is growly in a less than appealing way. Of course, exhaust notes, like opera, can be music to one persons ears and pain to anothers.

The 300M Specials mid-pack V6 colludes with a 4-speed autobox in order to deliver torque to the front wheels. This chore is undertaken with competence, although rapid acceleration and deceleration patterns can confuse the transmission, leaving it searching for the next most suitable cog and then shifting abruptly. Otherwise smooth shifting occurs at the appropriate points depending on the demands of the right foot. For those preferring to inject greater driver administration into the gear selection process, the autostick features a manual-mode gate Chrysler has long dubbed AutoStick.

Once underway, the 300M Special is a handling gem. I was quite astounded by its ability to alter direction as quickly and securely as it does given its full-size sedan status. The steering is quite heavy, however, with a fair tug needed to pull it side to side. Some of the resistance is no doubt attributable to the low profile 18-inch Michelin Pilots sticking each of the four-corners to the roadway, and some of it no doubt is engineered-in by Chrysler as a means of enhancing road-feel, with yet more as the result of its front-wheel driveline adding load to the steering mechanism. When push comes to shove some drivers may find the resistance a bit much, especially if they anticipate the 300M Special to deliver more of a luxury car feel. Chryslers answer to that, of course, would be the Concorde Limited.

About the only time the Special delivers that luxury car presence is when its standing still, otherwise it delivers a performance car feel - meaning a firm ride and sharp handling. The slightly lowered Special devours corners with an insatiable appetite. In doing so very little body lean, sway or roll is detectable. Cornering is prairie-flat and understeer marginally evident until the right foot is sunk deeply into the throttle at which point the 300M Special finds tenacious traction and cornering grip. I had to constantly remind myself that I was executing such maneuvers in a near-luxury, four-door sedan tipping the weight scale at 3,650 lbs - again, not bad at all.

Unfortunately, with Herculean handling somethings-gotta-give and with the Special it is ride quality. With the outgoing 300 Chrysler chassis engineers could never seem to achieve the ride quality versus handling Nirvana that other premium manufacturers have. They came close, but deleterious road surfaces are not absorbed by the stiffened 300M suspension as well as and with the same finesse than by some competitors, the Acura TL being one. The re-calibrated suspension assemblage supporting the front of the Special consists of gas-charged MacPherson struts and a stabilizer bar. Working to hold up the rear is an independent multi-link setup featuring Chapman struts and a stabilizer bar.

Much to the brands credit, Chrysler has done a better job at canceling-out torque-steer in its 300M Special than many other manufacturers have done with their high-output FWD offerings. Very little torque-steer gathers in straight-line acceleration. Noticeable, though, is a tendency for the wide 245/45ZR18 Michelin Pilots to follow ruts and groves in an uneven road surface. These tires deliver outstanding road adhesion, but also plague the car with more road noise than a premium set of summer or all-season tires would.

Not only does the extraordinary road adhesion of the Michelins aid and abet awe-inspiring handling, they apply the same grip when hauling the Special to a rapid cessation of movement. Big sedans arent supposed to stop this sure-footedly and fast. With the intervention of its antilock system, the 4-wheel disc brakes on the 300M are very effective. Throw the anchor out at any speed and the Special can suck the eyeballs from their sockets. Repeated braking failed to generate any appreciable brake fade either.

Working in partnership with the antilock brakes is Chryslers traction control system, which impedes wheel spin, and according to Chrysler, portions out brake force to each wheel when turning corners. Considering the high torque yield of the Specials V6, this system is welcome indeed.

Also most welcome is Chryslers attention to safety. In addition to Next-Generation frontal airbags, side-impact airbags are available in all 300M trim levels. But even in base form, the 300M is anything but basic. Standard equipment includes dual front airbags, antilock 4-wheel disc brakes, emergency inside trunk release, power steering, tilt leather-wrapped steering wheel w/radio controls, cruise control, air conditioning w/automatic climate control, leather upholstery, heated 8-way power front bucket seats w/driver-side lumbar adjustment, center console, cupholders, split folding rear seat, memory system (driver seat, mirrors, radio), heated power mirrors, power windows, power door locks, remote keyless entry, Infinity AM/FM/CD player, analog clock, tachometer, trip computer, universal garage-door opener, automatic day/night rearview mirror, rear defogger, power decklid release, variable-intermittent wipers, illuminated visor mirrors, overhead console, map lights, automatic headlights, floormats, theft-deterrent system, fog lights, 225/55R17 tires and alloy wheels.

The 300M Special adds the high-output 3.5-liter V6 255-horsepower engine, tire-pressure monitoring, Infinity AM/FM/cassette w/in-dash 6-disc CD changer, tilt-down back-up-aid mirrors w/turn signals, driver-side automatic day/night mirror, xenon headlights, sport suspension, full-size spare tire, 225/55VR17 tires and chrome alloy wheels.

For performance-oriented drivers who prefer the delivery of their torque to the front wheels and who wish to remain loyal to a domestic brand, the magnificent handling Chrysler 300M Special may be their iron fist in a velvet glove. This is a highly capable sedan with handling and performance that belies its near-luxury car roots. It is also one of the best looking 4-door units rolling the highways and byways of North America today. Time is running out to get your hands on a new example though, Special or not, so fence sitting is out of the question. Prospective purchasers may also be in for a nice surprise; Chrysler will likely cut tremendous deals to ensure the remaining stock is cleared-out as soon as possible to make way for the 300 series. Remember, like the days of our youth, once theyre gone - theyre gone.

In the end, as competent as the new 2005 300C is proving itself to be, it will be a shame to see the old 300M disappear. Its a car that measures up well against any mid- to large-size competitor, and deserves the attention of anyone looking for a car in this market segment.