2005 Chrysler 300 Review

Specifications

Coolness Comes of Age

In spite of my wifes claim that my sense of fashion makes no sense at all, I stand firm in my belief that the 1960s produced the coolest cars ever - at least domestically. Fords Thunderbird, Buicks Riviera, Lincolns Continental and Cadillacs Coupe Deville just oozed coolness, along with the Beatles, JFK and Bond - James Bond.

The hulking automotive masses of cosmopolitan panache were almost exclusively propelled by their rear wheels and powered by massive V8 iron (GM introduced the front-wheel drive Cadillac Eldorado and Oldsmobile Toronado in the 1966 model year). Its well known that history repeats itself, as my wardrobe is testament to, however, Chryslers case history is repeating in the form of rear-wheel drive and tremendous V8 power. But before sending your heart into palpitations, this review puts the milder version of Chryslers new 300 through the rigors of a road test. So take a deep breath, relax the neck muscles and extinguish those visions of tire burning acceleration.

In 1955 the automotive world was set ablaze when Chrysler issued its first HEMI powered car, the C-300. Paying homage to its elders todays 300C, and to a lesser extent the unlettered 300, perpetuates the performance and sophistication of the original “lettered” Chrysler. And like its predecessors the all-new 300s accomplish such laudable tasks with a healthy dose of foreboding style.

Sinister: Thats the adjective that came to mind the first time I laid eyes on the new 300 in the skin. This beast looks like something villainous from the set of Batman, and I dont mean that negatively. In a world of uninspired bar-of-soap auto designs, the chopped roofline and long horizontal hood of the 300 imparts a bad-guy image that stands out like a mobster at choir practice. You know the guy I mean, standing in the shadows wearing a dark pinstriped suit, carrying a violin case.

Chrysler achieved the 300s striking form by altering todays glass-to-steel ratio and fabricating over-sized wheel housings. Glass-to-steel ratios (the split between window size versus door size) in the 1960s hovered in the range of 1/3 glass to 2/3s steel. During the following decades that ratio increased to a range of half glass and half steel. In a daring move, Chrysler designers drew upon the 1960s ratio when they penned the 300. The retro ratio conveys the “sinister,” chopped roofline effect that I so admire, an effect that is further emphasized by the large wheel housings that reach far into the 4-door sedans high beltline.

Although the 300s design theme hearkens back to when the space-race and cold war were playing out on black and white televisions across America, its technology doesnt. Chrysler has equipped the 300 with the latest in safety features and performance-oriented engineering.

After feasting my eyes for a short period on the 300s external hardware, I climbed aboard my tester and immediately noticed a higher than typical seating position. In fact the lower seat cushions in todays 300 sit 2.5 inches higher than those in last years 300M. The added elevation improves roadway visibility and ease of ingress/egress. Regrettably what looks great from the outside in terms of roof structure is problematic inside. Wide A- and C-pillars interrupt the drivers field of vision, therefore extra care is needed to ensure pedestrians and other objects are not concealed from view when turning or reversing.

On the positive side, the A- and C-pillars support a roofline that is 2.5 inches taller than the 300Ms, ergo plenty of headroom above the furniture. Despite its abundance of interior space, the new 300 is 1.0 inch shorter in overall length than the 300M - a car that was designed for sale in Europe and therefore was already the shortest among the outgoing LH family (Dodge Intrepid, Chrysler Concorde, and Chrysler LHS). To emphasize my point, the 300 has half an inch more rear legroom than the behemoth Ford Crown Victoria, which is an eyebrow raising 38 cm (15 in) longer than the Chrysler overall.

Although there is no quarreling with empirical evidence, the 300 can deceive one into believing that its larger than it really is. Perhaps in the same way that TV adds 10-pounds to a persons physique, the new 300 seems to add size and substance to its look and feel. It may be its long hood, smooth ride, cavernous interior or elevated seating position that contributes to its larger than life persona, but whatever it is its an effect I like.

Also high on my list of likes is the new cars well-designed content-rich interior. My tester was dressed in Light Greystone Torino leather, beautifully contrasted against a dark gray dash, center console and upper door panels. In addition to the appealing interior hues and materials, the designers also focused on the 300s gauge cluster and dash layout. Large circular primary gauges are set upon white backgrounds that glow translucent-green when the headlights are switched on. These instruments feature very precise readouts and exhibit a retro look akin to an antique timepiece.

The gauge cluster gives way to a bold center stack trimmed with a satin-finished metal faceplate. Set high in the center stack is an analogue clock, matching the gauge cluster. Below the clock is the screen for the audio and optional navigation system. Dropping beneath the sizeable screen is a very straightforward heat and ventilation system, which features dual-zone climate control. Both the fan speed and dual temperature settings can easily be adjusted manually with the rotary controls. The ease of operation in this setup is remarkable, given some of the complex systems that have found their way into luxury cars lately.

Connecting with the center stack is the lower console housing the gear selector. I was absolutely bowled-over by Chryslers use of a gated transmission pattern in the 300 Limited in place of the manual-mode configurations that have now become an industry staple. I have always preferred a gated shift pattern to the manual mode, and although Chrysler could have added an additional gate for a true first-gear position instead of a combined first and second gear gate, they ought to be commended for making the effort to gate the 4-speed automatic in the first place. For those preferring the manual mode, the HEMI energized 300C is equipped with a 5-speed autobox featuring Chryslers longstanding AutoStick manual-mode setup.

The seats bolted to my Limited tester were also worthy of praise. Both front seats were power adjustable including height, although a manual lever was used to actuate the lumbar mechanism. Once settled in, I had no desire to get out of the drivers seat. It is simply one of the best and most supportive I have experienced in some time. Better than those I sampled in the outgoing 300M and recently introduced Pacifica, and a host of competitor products. The euphoria, however, is hardly limited to those riding in front. I was impressed with rear seat comfort, particularly the welcoming legroom that greets long legged beings such as yours truly. Even with the front seats all the way back, rear legroom is plentiful. There were no bruised shins or chaffed knee complaints to be heard from anyone.

Driving the 300 Limited is also unlikely to generate complaints, provided the U.S. only base 2.7 liter (167 cu-in) 190-horsepower engine does not reside beneath its sculpted hood. Although I havent sampled that unit, based on my experience with the 250 horses generated by the Limiteds V6, I would question the 2.7s ability to adequately power the 3,721 pound Chrysler. It may in fact be a little embarrassing to roll up beside a Cadillac CTS or Lincoln LS in the aggressive looking 300, and then need a full 11-seconds to hit 60 mph (96.6 km/h) from a standing start. Chrysler rates the Limited at a more acceptable, albeit somewhat lackluster 9-seconds for the same run.

But purchasers choosing the 3.5-liter (215 cu-in) V6 in the Limited will likely find it more than adequate. In addition to 250-horsepower, the overhead cam 4-valve per cylinder powerplant twists out 250 foot-pounds of torque. This engine is remarkably smooth in its new application, even more so than in other Chrysler products that I have sampled. Within normal driving parameters it goes about its business with nary a moan or groan. Under full throttle, however, a significant, less than appealing growl permeates the cab. This engine is not as refined as some of the V6s being offered by Chryslers competition.

Although the tire shredding HEMI is mated to a 5-speed autobox, as just mentioned both V6s are attached to a 4-speed automatic transmission. I am pleased to say though, that the 4-speed version functions splendidly. Shifts are conducted with smoothness befitting a premium vehicle. Engaging drive or reverse induces no clunk or thunk, but simply a smooth transition of force. Once underway, snapping the accelerator to the floor will bring about a fluid downshift and a smooth application of passing power. No hostile neck snapping kick-down here, just a quality conveying, creamy build up of engine RPM and torque.

Smoothness is not exclusive to the well-mannered transmission, however, as Chrysler engineers have formulated a suspension calibration that favors ride quality over Formula-1 handling, at least at the Limited trim level. The fully independent suspension oppresses roadway upheavals before they have an opportunity to upset the cars occupants. The rigid structure of the 300 aids its suspension in overcoming pavement atrocities without subjecting the riding fare to shudder or unnecessary jousting. A small fly in the suspension ointment is the audible workings of the independent front setup. Occasionally, rough surfaces will generate more of an auditory reaction from the front suspension than I find acceptable in this class of car. I must admit though that I am extremely picky about this issue, finding that many cars equipped with MacPherson strut components suffer from this malady - but not all do, which leads to my criticism.

Not to be criticized though is the 300s ability to insulate its occupants from road and wind noise. Underway, it does a commendable job of keeping all that is outside, outside. The 300 delivers a peacefully quiet ride that is ever so welcoming when nerves are frayed and tempers are short. Set the climate control to the optimal temperature, slide a favorite disc into the in-dash 6-disc player, and the 300 becomes your oyster.

But stirring beneath the 300s world of content is a spirit that can inspire as well as soothe the restless soul. Chrysler didnt neglect handling agility when engineering the cars ride quality, especially impressive given its large-car size and weight. Not so much a track performer as a touring sedan, the 300 Limited will hustle through most directional changes with confidence and poise. Some body lean accompanies rapid side-to-side transitions, and sway is fairly evident when lanes are swiftly swapped. But through each corner the 300 stays predictably planted. Its power steering is slightly over-powered for those seeking maximum road feel and feedback, but lest we forget the luxury-car theme of the Limited.

On wet slippery roads I had the opportunity to put Chryslers traction control and anti-skid technologies to the test. These systems performed flawlessly and only intervened when appropriate. Some wheelspin and oversteer was permitted before big brother stepped in and restored order. Punching the throttle mid-turn on a slippery surface initiated alarming oversteer, but in short order Chryslers Electronic Stability Program applied wheel specific braking and torque reduction, bringing the 300 into line like an army drill sergeant.

Complementing the traction control and vehicle stability systems is an antilock, 4-wheel disc brake arrangement, with brake pedal actuation on the solid, firm side. Although I prattled on earlier about how the 300 felt larger than it really is, I wasnt including its braking ability in the analogy. It can shed velocity with a fervor that belies its full-size. Emergency stops are dead straight and easily controlled, although some nosedive is present, which the long, clearly visible hood of the 300 may tend to exaggerate.

Chrysler has equipped the 300 and 300C with dual front multistage airbags as standard equipment. That safety net can be easily enhanced for front and rear occupants by selecting optional side-curtain airbags. However many airbags you choose, there will be plenty of additional standard equipment regardless of which trim level is selected, starting with the base 300 and moving vertically through the Touring edition, Limited edition and ending with the 300C powerbroker. Particularly noteworthy is the rock bottom $22,970 entry point that Chrysler has assigned to the base 300. Skipping the nicely equipped Touring and heavily contented Limited variants and in favor of the deliciously equipped HEMI powered 340-horsepower 300C can be accomplished for only $32,370.

Regardless of trim package, 2005 300s will deliver rear-wheel drive until an all-wheel drive variant arrives for sale later in the year. But in case youre concerned about traction in the snow, the additional of traction and stability control systems allow secure handling dynamics in most weather conditions. Whats more, rear-wheel drive eliminates torque steer that has corrupted otherwise fine handling front-wheel drive sedans from a variety of manufacturers, including Chrysler. In addition to no torque steer, the 300 also assures a sense of coolness. You know what I mean, a “shaken not stirred” sort of attitude. That, it has in spades.