2005 Chrysler 300 Review

Specifications

The “Cool” HEMI Authority

In Roman numerals “C” denotes a quantity of 100; in a Chrysler 300 the letter “C” denotes a quantity of horsepower more than three times that at 340, an impressive figure indeed - especially when backed-up by a torque rating of 390 pounds-feet! This palpitation inducing power is generated by a 5.7-liter (345 cu-in) HEMI V8, the likes of which we havent seen since the Mopar heydays of the 1960s and 70s. If world conflicts, famine and plagues arent enough to convince the skeptical that history repeats itself, utter the word “HEMI” and await an affirmation.

During the horsepower wars that besieged the domestic auto industry during the decade of hippies and flower power, the phrase “426 Hemi” commanded awesome respect among performance enthusiasts and weekend racers. For 2005 that respect has returned to the automotive arena, once again under the tutelage of Chrysler. The original Hemi engine was unwrapped by Chrysler way back in 1951. It displaced 5.4-liters of atmosphere (331 cu-in) and milled out 180-horsepower, which some 53-years ago was hugely impressive. The Hemi legend culminated in 1965 when the power-drunk 426 hit the street, slamming out no less than 425 time-warping horsepower. So whats the Hemis secret? Well for those too young to remember the 60s or those still recovering from them, “Hemi” refers to the hemispherical shape of the cylinder heads at the top of the combustion chambers. Each cylinder head is shaped like half a sphere; picture a tennis ball sliced in two, place one of the halves pointing upward, atop a cylinder and - you get the idea.

A Hemi design improves the air and fuel flow efficiency into the cylinder, the combustion of this mixture and the discharge of the exhaust it produces. Due to valve angle limitations, a Hemi engine relies exclusively on 2-valve per-cylinder technology; however the hemispherical shape of the head provides sufficient space to accommodate large, low restriction valves. To ensure a complete burn of the fuel during the combustion phase, Chrysler ignites the volatile mixture with two spark plugs per cylinder. The Hemis leg-up on combustion efficiency translates into improved performance and power output, leaving many Hemi rivals sucking for air - literally.

But enough of the techno-babble, to appreciate todays HEMI you need one of Chrysler Groups 5.7-liter V8-powered models, and the 300C is the newest and, in my opinion, best of the lot. Another prerequisite is a heavy right foot, and thanks to Chryslers press fleet administrator and the inheritance of genes from Moms side of the family, I recently had both.

Not long ago, I put a V6-equipped Chrysler 300 Limited through its paces during a road test. That review and several others of Chryslers 300 Series are available under the archives heading of this site. Preferring not to repeat myself, which is a definite sign of aging, Ill focus this road test on the aspects of the 300 that accompany the “C” designation and leave you, the reader, to check out the previous articles for a full range of 300 series attributes.

Adding the “C” proclamation to the 300s bodywork transforms a comparatively docile sedan into something spellbinding and formidable. Similar in scope to the way the devil transformed a child-like Linda Blair into a terrifying servant of evil in the cult horror classic, the Exorcist. Okay, that may be a little over-the-top - but you get my point. There is nothing subtle about the leap from a 250-horsepower V6 to a 340-horsepower HEMI V8. Compare the torque ratings and the contrast becomes even more compelling: 250 versus 390 pounds-feet of twist.

And compelling might just be the most appropriate adjective to describe the performance of the 300C. The 5.7-liter HEMI lurking beneath the hood fires up like any other smooth-running overhead-valve V8. Its extremely quiet, other than a respectfully muted exhaust note at idle and takeoff, but otherwise its potential is nearly imperceptible within the parameters of conservative usage. In fact, it might just be a bit too civilized in my opinion. Its not until a heavy right foot dominates the driving pattern that the HEMI speaks up for itself - and thats disappointing. I recently road tested Pontiacs Bonneville GXP, equipped with a detuned version of Cadillacs highly respected Northstar V8, and was more than smitten with the “burble” emitted from its twin pipes. At idle, the GXP lets everyone know that more than six cylinders are firing beneath the bonnet. Sink the right foot and a GXP sport tuned exhaust note sings out like Joe Cocker at full volume, but with much more refinement than old Joe has.

I understand Chryslers corporate decision to build itself a luxury flagship with the 300C, but when kids of the muscle car era tick the “C” box on an order sheet they may be let down to discover their heavily muted HEMI V8 sounds like something powering a Lincoln Towncar. Perhaps the solution is the new SRT8 sport version, just announced recently at Pebble Beach Concours dElegance. The new 6.1-liter HEMI no doubt deals with the issue of exhaust tuning on its way up to 425 horsepower, along with a few other performance-related touches, such as a tauter suspension and better road-adhering tires.

On the flip side, with a sport model on the way the luxo-cruiser 300C could push the comfort envelope even further, ensuring sufficient distinction between the cars to attract two definitive groups of buyers. But I dont work for Chrysler, at least I havent seen a paycheck yet, so I will leave market targeting the 300C up to those folks that Chrysler pays for such guidance and return to my role of auto journalist.

Although the 300Cs HEMI is modest in terms of auditory presence under normal loads, it loses all inhibition when the throttle is pushed wide open. From the moment a wheel turns, the power comes on forcefully and evenly. Unless massive acceleration is demanded, the HEMI goes about its business quite covertly. Play with its potential to kick out 340-ponies and what was demure becomes flamboyant, not to mention extremely fast. Under full acceleration the HEMI growls sweetly and discreetly as the tachometers needle soars to north of 5,000 rpm before the cars 5-speed autobox interjects with a quick swapping of the cogs.

Off the line under full throttle, the big 300C will pin children and small adults to the rear of their seats and hold them there as if Velcro had been secretly applied, an amazing feat considering its 4,046 pound curb weight. Such acceleration is seldom necessary about town, but on the highway it can be most beneficial. Its high speed passing capability is tremendous. Regardless of the 300Cs speed, if the gas pedal is slammed to the floor the high-waisted sedan quickly engages the most effective of its five gears and hurtles forward. Unlike some vehicles that cry for additional low-end torque, the HEMI-equipped C has it in droves, and thats what contributes to its on-tap at any speed, exhilarating passing performance. Of course, the 5-speed gearbox does its part too, keeping the revs just where they should be to maximize the engines awesome torque potential.

Thats right, I did say 5-speed gearbox. When the “C” applique is affixed to the 300, so is a 5-speed automatic transmission which delivers power to the rear wheels; or better yet all the wheels once the all-wheel-drive version of the 300C is launched this fall. Hooking a group of five gears, as opposed to the more conventional four gears, to an engine provides engineers with a wider range of possible intervals to work with, thereby ensuring peak off-the-line acceleration and highway passing capabilities. A residual bonus is improved fuel economy. With Daimlers influence, the 300C receives one of the nicest, most functional auto-sticks in the biz. The console-mounted shifter is set within a European-like gated shift plate. With the stick in the Drive position the transmission operates like any other premium automatic. But tap the stick to the right or left and its manual shift-mode immediately kicks in. A quick flick to the right shifts upward and a flick to the left shifts downward. Hold the stick to the right momentarily and Chryslers AutoStick reprograms itself to an automatic mode.

By directing the Hemis thrust to the rear wheels, and eventually all the wheels Chrysler is doing more than just talking the talk, they are walking the walk. I am giddy about the brands return to rear wheel drive, or should I say the abandonment of front wheel drive, for performance vehicles. I abhor torque-steer and the twichiness inherent in front wheel drive vehicles churning out substantial quantities of horsepower. Its unnerving to say the least. Some powerful front-wheel drive sedans I have sampled have been so ill-effected by torque-steer that one has to question their safety, especially when piloted by a driver unfamiliar with such a mechanical demon.

Piloting the 300C on the other hand is quite reminiscent of piloting the torque-abundant, rear wheel drive sedans of yesteryear. Not only is the wide horizontal hood of the big Chrysler visible to the driver as hoods were back then, but the rear wheel drive format transmits handling dynamics that are more predictable. Hammering the throttle during a turn is sure to drift the 300Cs tail out, provided the Electronic Stability Program has been switched off. Thanks to an excellent, well-balanced chassis setup, controlling the rear fling is as simple as easing off the juice and over-correcting slightly in the direction the tail is headed; try doing that in a front-wheel drive rocket.

Chryslers chassis engineers obviously stayed up late toiling away with the suspension calibrations in an effort to dial-in handling performance without subjecting the luxo-boat crowd to excessive jostling. Have they achieved this elusive goal? Well, mostly. The 300C is independently supported at all four corners. Front and rear stabilizer bars assist in bringing fairly flat cornering to the comfortable riding four-door cruiser. Shod in Continental touring tires, the 300C isnt likely to raze the pavement at the local track, but considering its size, weight and compassion for passengers its no slouch in the curves either.

Riding on the firm side for a Chrysler badged sedan, the 300C embraces winding roads with enthusiasm and predictability. Although its steering is on the light side, road-feel and feedback is suitable given its luxury-car roots. Combined with the ability of the HEMI to shoot the 300C out of a curve like an F16, competent handling makes the car one heck of a comfortable and rewarding ride in which to blast through the most challenging of mountain road twists and undulations. A criticism of the suspension package, though, is the occasional thumpiness generated by the front assembly when broken pavement or sharp ridges are encountered. For many, this may not be an issue, but for me it would grate like a broken record. The hushed cabin expected in a car in the 300Cs caliber should not be spoiled by the intrusion of suspension noise, period. This annoyance may actually be emphasized by the absence of road and wind noise. Chrysler has done a good job of controlling these less than welcome elements of motoring.

And unlike the 1960s when motoring with a HEMI didnt include outrageous fuel prices, todays privilege of administering one can become a financial burden. To offset such an impediment, Chrysler has developed its Multi-Displacement System (MDS) that actually deactivates four of the eight cylinders during periods of light acceleration or steady cruising. Being somewhat skeptical of this technology and flashing back to Cadillacs less than successful attempt to do something similar in the 1980s, I was anxious to sample Chryslers modern reincarnation. Now that I have, it gives me great pleasure to report that the automakers gas-miser technology is absolutely seamless and undetectable in its operation. I have been unable to find fault or criticism, which is rather disturbing to someone in my profession. Assuming the reliability of this technology withstands the rigors of time, it is an excellent step in providing power and performance while minimizing the global impact of such highly desired automotive traits. It should be mentioned, however, that while Chrysler is first to the table with a modern cylinder deactivation system, it wont be the only game in town for long. GM will be next and Honda soon to follow.

While planning-out the virtuous performance aspects of the 300C, Chrysler didnt overlook safety concerns. Powerful 4-wheel antilock disc brakes pull the boulevard cruiser to a halt with astonishing rapidity and control. I didnt experience significant brake fade or grabbiness from the system, even after being well heated from multiple hard stops. Further aiding vehicular control is a brake-based traction control system combining with Electronic Stability Program (ESP), the latter which intervenes when excessive yaw is detected suggesting a sideways skid or loss of control is imminent. Passive safety systems at work in a 300C include driver and front passenger airbags and optional front and rear side-curtain airbags.

At the end of my test it became apparent just how unique the 2005 Chrysler 300C is compared to just about anything else in its class. Its in-your-face dramatic styling and extremely successful sales have shaken rival manufacturers to the very core. Chrysler has demonstrated tremendous courage by putting into production a car with “mob styling” and powering it with all the punch a mobster could ask for; and luckily for us non-mobsters, without an asking price only a mobster could afford. Not only does the 300C deliver a huge dose of HEMI authority, it also delivers incredible value, especially when all of its hi-tech performance elements and comfort and convenience features are taken into account. Chrysler may not have planned it, but to any sort of automotive performance nut, whether male or female, the big “C” on the 300s panel stands for “cool,” way cool!