2005 Chrysler 300 Review

Specifications

As Much Mozart as it is Mos Def

A true story: while on the photo shoot for the Chrysler 300C AWD, early one morning, rolling by street corners in downtown Toronto, I hear through the lowered windows, “Yo yo yo, check out that live whip!”

“What?” I turn to my passenger.

With a blank stare, he responds dryly, “He means, check out that awesome car, Justin.”

Case in point - while I might not be well versed in street slang, Chryslers new 300C certainly is. Unbeknownst to me, the 300C and its sibling, the Dodge Magnum, have instantly become two of todays hottest cars in the hip-hop scene, appearing in top-ten music videos alongside the legendary six-four (1964) Impala and the Cadillac Escalade, be it stock or low-ridin on double-deuces (lowered, riding on 22-inch wheels).

In outright defiance of pop culture, Chrysler has made a large, bold and controversial American sedan thats actually cool. In fact, I cant remember a time in recent years when a vehicle of this type garnered as much hype as the 300. On sale since last year, it still manages to make people stare, point in disbelief and stand around, slack-jawed as if it were a concept car. Id like to see Buick or Lincoln try and muster half the success Chrysler has had with this car.

With the Viper, Prowler, PT Cruiser, and Crossfire already in its portfolio, its safe to say that no one does the transition from dream to reality better than Chrysler. The bold 300 is yet another concept car transformation paying homage to Chryslers heritage in a stark, time-warping body that fuses muscle with a technological spin. Nowhere else on earth, except elsewhere in DaimlerChryslers portfolio, will you find variable-displacement Hemi power merged with state-of-the-art components and all-wheel drive.

I find it amazing that that this XXL-sized behemoth plucks the sweet strings of an extremely wide generational and demographic base. Obviously, this product appeals to the younger, trendier types who are drawn to the 300s audacious, Bentley-esque looks and proportions. It has also been a hit amongst fans of American automobiles with attitude; it looks the part with its choptop roof, foursquare stance, intimidating headlight and grille combo and plenty of blingin chrome brightwork, not unlike its distinctive befinned siblings of yore. As a car of both substance and character, it will also be loved by the ever-critical, high-profile businessperson and wouldnt be out of place as the number one form of transportation for cigar-chomping mobsters.

But you need not be a person of fame (or infamy) to enjoy the 300, with its extremely spacious cabin. In front and in back, theres plenty of room to stretch out. With four on board, rear passengers can comfortably cross their legs, and with three-up on the back seat, theres no rubbing shoulders or knocking elbows. The only downside is the hump in the carpet from the driveline, which makes riding the center seat slightly awkward, but not uncomfortable. Three-point seatbelts are standard for all occupants, while the airbag count includes two, two-stage frontal airbags as well as full-length side-curtain airbags.

Initial impressions of quality are excellent, with matte, soft-touch plastics, high-quality leathers and tasteful design. Thumbs up go to the classy indiglo gauges, intuitive HVAC controls, silvered chrome accents and the analog clock on the upper dashboard cowling, but Im not so hot on the tortoise shell trim. Different, yes, but I much prefer the real California burled walnut.

The design itself is also smart, but far less imposing than its exterior might suggest. There are a few shortcomings with the 300, most of which can be attributed to pesky corporate bean counters. Hard, fabric-texture plastics cover the A-pillars instead of cloth, while nylon is liberally used on the parts of the seats that are out of view. The squishy soft-touch plastics also end around the sides of the console - knock, and youll find a dramatic difference on the lower dash and console which uses a cheaper, harder molding. Thankfully, these are merely minor hiccups that dont spoil the atmosphere, and also forgivable considering the cars value-driven price.

As the top-of-the-line model, the 300C AWD comes equipped with the hallmark goodies of an upscale luxury car, and a few you might not have expected. Power eight-way adjustable seats, a power tilt-and-telescoping steering wheel and power-adjustable pedals make it nearly impossible to find a driving position thats not comfortable, while automatic HID headlamps and auto-dimming rear- and side-view mirrors reduce the stress of driving at night.

The 300C also features a unique EVIC unit (Electronic Vehicle Information Center), which displays its heading, the exterior temperature and a trip computer. Also integrated into EVIC are memory-saved personal settings including those for exterior light delay, mirror tilt during reverse maneuvers, audio options and more.

And then theres the sound system. Standard fare is a six-disc CD/MP3 player integrated into a standard Chrysler-Infiniti head unit, linked to a killer 380-watt seven-speaker-plus- subwoofer Boston Acoustics sound system. Clear, distortion-free sound hails from around, easily turning the 300C into a private orchestra - or rock concert - made even better by the cars silent interior, which borrows tricks from its German relatives such as advanced noise insulation and triple-sealed doors. The only downside that I can think of with the 300s sound system is that the cars natural sound system - the low-pitched rumble of its twin-spark V8 - is absent.

My tester had the optional navigation system upgrade, a steep $2,130 option, but well worth the cost. Turn-by-turn directions are shown on the bright seven-inch LCD display and on the EVIC center so the driver doesnt have to take his eyes off the road. Voice guidance can be turned on and off. The system is invaluable if youre inept with maps (like me), or cant stand getting lost, but it does have its flaws, as the system calculates routes based on the shortest distance, rather than the fastest route. While its useful if youre completely unfamiliar with the area, the system has a habit of sending you on your way via surface streets rather than the highway. Finally, the navigation package groups with the DAB (digital audio broadcast) AM/FM, displaying news feeds, song credits and weather conditions (where available).

The 300C AWD is at its best when cruising, something that Chrysler has got down to an art. The car itself is simply so relaxed, its long wheelbase, high-profile tires and slightly softer suspension are up to the task of absorbing ruts and bumps which would otherwise disturb. Windows down, sunroof open, and HEMI V8 lazing about at slightly above idle, the only real thing that prevents this laid-back machine from being the ultimate cruiser is the high belt line which makes resting ones arm on the window ledge a rather uncomfortable affair. That said, nothing short of turning the 300C into a four-door convertible (Chrysler, take note of the ASC Helios, please) could make a better cruiser.

Over the eleven days on which I drove the 300C, I had the (mis)fortune of good weather. Great in that it helped keep the 300s deep, metallic black paint clean, but not so great in that I wasnt able to test out the new all-wheel drive system in adverse road conditions.

Heres the lowdown: both V6- and V8-powered 300s use an adapted version of Mercedes-Benzs 4Matic system, as seen on the C, E and S-Class sedans. However appealing all-wheel drive sounds, the system isnt as modern or advanced as those used on Audi vehicles equipped with quattro, or even Subarus famed symmetrical all-wheel drive. Instead, a more primitive, permanently-fixed ratio is used to deliver 38 percent power to the front and 62 percent power to the rear. Simple it may be, but it gets the job done without fuss or muss.

Where its possible to shear the tread off a new set of tires in the RWD 300C with a few burnouts, theres no such drama to be had with the AWD. The system hooks up instantly, translating every jab of the accelerator pedal into a brief time-pausing warp and making every stoplight dash a perfect launch. Chrysler claims that the AWD variant will hit 60 mph in 6.3 seconds, 0.1 seconds slower than the RWD version, but the truth is, youd be hard-pressed to separate the chest-compressing abilities of the two models. Pause for a second. 6.3 seconds? Thats about as quick as Americas mainstream modernized muscle machine, the new Ford Mustang GT. Whoa.

With massive dimensions including a 120-inch wheelbase and a 196.8-inch-long body, a portly 4,250 pound curb weight and a stocky, Americanized body, you might expect the 300 to handle more like a sumo wrestler than a sprightly ballerina, but the C does an incredible job when the road begins to twist and turn. Underpinned by the same multi-link suspension as featured in the previous generation E-Class, but with components cast of steel instead of aluminum to save cost, the 300C AWD stays confidently planted to the road, with its body movements precisely controlled. Theres a surprising lack of body roll, pitch and dive, and even more surprisingly, when pushed, a lack of tire-squeal and squirm from overly soft dampers and mushy springs. Keep in mind that this is a car that essentially has the footprint of a BMW 7-Series sedan.

Since only 38 percent of the Hemis burly 390 lb-ft of torque are directed to the front wheels, the 300C AWD maintains the rear-wheel bias of the regular rear drivers. Handling is, as a result, essentially the same - even with its standard electronic stability control (ESP) off, it requires extreme levels of ham-fistedness and an overdose of the throttle to land you in trouble, but lifting off the throttle and sharpening your aim will bring understeer quickly back in line. The addition of all-wheel drive doesnt change the 300s demeanor; it may not be as sharp as its donor-parent or the other mainstream German superstars, but its light years ahead of Chryslers best front-drivers and in motion, feels smaller that it actually is.

When ordering the 300 with AWD, there are a few add-ons which come standard regardless of trim level. These include an upgrade to the American-built version of Benzs venerable five-speed automatic transmission with AutoStick manual mode for V6-powered models, as well as grippy 225/60-series Continental touring tires (optional runflats) mounted on beautiful six-spoke, polished 18-inch alloy wheels. Theyre an upgrade from the standard 215/60 series doughnuts. AWD models also receive a special technical package which adds larger front brakes. Theres also a slightly larger fuel tank to compensate for the additional drain from AWD.

My tester came loaded to the gills with every option available except wood trim. Price? $50K easy, said friends and strangers, but theyre off by nearly ten grand. As tested, the price rang in at $40,280, though a 300C AWD can be had for as little as $34,455, an enormous amount of metal for the money.

As good as the 300C AWD is, it has its drawbacks - the appealing looks, and spaciousness from a wheelbase that is comparable to that of most full-size trucks, can make some situations more frustrating than enjoyable. Parking in conventional-sized parking spaces is a chore, sometimes taking two or three attempts to get into a tighter one. Youd best forget about the arm-twirling strain of parallel parking and reverse parking; the bunker-slit windows and high trunk make reversing a chore and a half. The optional Park Assist function takes the guesswork out of some of the ordeal, though.

Another more major concern is the 300Cs thirst for medium-grade fuel. Though it proudly boasts Multi Displacement System (MDS) which deactivates four cylinders, turning the engine into what might be the worlds largest V4 when little or no throttle is present, consumption is still an issue. According to the cars on-board computer, I averaged 15.3 mpg for a steady mix of highway and city driving, a figure well off the mark of its 21 mpg city, 31 mpg highway rating. Though MDS is claimed to knock 15-20 percent of your total fuel bill, it makes me wonder if the system actually ever came into play. Ill never know - it is completely undetectable, activating within 40 milliseconds of the application of the throttle.

As it is, the Chrysler 300 is able to dip its toes into many different classifications of cars. Depending on what model you choose, it can compete against midsize sedans such as the Camry and Accord, to high-end executives like the BMW 5-Series and Mercedes-Benz E-Class. It even makes an excellent alternative to the traditional American limos, namely the Lincoln Town Car and Cadillac DeVille.

This is the new contemporary American luxury car, reborn in a package thats as much Mozart as it is Mos Def - and its a very appealing package indeed.