2006 Chrysler 300 Review

Specifications

Keeping the Hot, Hot!

OK, lets get this straight. Chrysler takes the most powerful car in its class and pumps it up with an additional 85-horsepower and 30 lb-ft of torque? With such a move its pretty clear that Detroits number three automaker definitely believes in the team leadership creed of keeping the hot, hot in order to get the warm warmer, and leaving the cold behind…” or something like that.

And I suppose, rather than attempting to bolster its weakest models with racy add-ons that arent going to fool anyone, strengthening its brand image by juicing up its best-selling flagship sedan makes a lot of sense. After all, theres an argument that substantiates such actions, a marketing dogma which purports that drawing greater attention to a halo model will result in increased interest in more pedestrian vehicles such as minivans and crossovers. Chrysler tried this with the Crossfire, to some success, but really its 300 has cast a much larger halo across the winged blue-ribbon brand, and unlike the two-seat sports car is making a rather large profit.

The 300C SRT8 is the halo car of halo cars, the top dog among Dobermans; and with that (unofficial) title commands a respect on the road that few rivals can even hope to emulate. I know this first hand, because Ive seen the look on the faces of stunned passersby, the knowledgeable car buffs who realize with mouths agape, exactly what it was that shook the very ground they were standing on - 10-spoke, 20-inch rims and low-profile performance rubber, a unique front fascia featuring integrated circular fog lamps, a subtle rear decklid spoiler, big fat chrome tipped dual exhaust pipes, and, if you can spot it, a discrete SRT8 badge fixed to the trunk, being the only outward clues.

While its high-output 6.1-liter HEMI V8 doesnt thunder to the same degree as a hog “silenced” with sawed off short pipes, its rumbling exhaust note is plenty capable of increasing a bodys flow of endorphins. A quick blip of the throttle smoothes the engines gentle lope, and simultaneously launches the big sedan with as much force as false bravery can muster. Sure, Ill admit that I had a few quivering thoughts about just how to manage such a monster on the open track, but once Id left the Mont-Tremblant pit lane and opened up the throttle it was too late for cowardice.

The track dips dramatically at first, bending into a lethargic right-hander before darting 90-degrees to the right and then another 90 to the left again. Getting this combination of complex corners right is a feat Im still attempting to master, despite having driven this course on four separate occasions this year alone, but the grand sedan follows my line with minimal tire squeal and maximum adhesion, clipping the curbs with adequate suspension travel so as not to be thrown off its course, before drifting to the outside of the track upon exit, readying for a long, sweeping left-hand curve that allows a tempting opportunity to stretch its legs.

Stretch it does, 60, 70, 80, 90, 100 mph on a reverse camber corner, thats enough for a first run in a car that Im hardly familiar with yet. After dabbing the brakes a bit to set up the next curve, the track sweeps to the right, allowing a nip of the curb again before charging down the first back straight… well its straight other than an off-camber dogleg about a quarter of the way down.

This is where the SRT8 picks up speed alarmingly fast, alarmingly because a hairpin right-hander can sneak up in a rather disconcerting fashion, but no worries as the large cars all-disc Brembo braking system clamps down hard on its huge rotors with red-painted calipers, scrubbing off speed in uncanny fashion and once again setting up what might be the most important corner on the circuit.

If you dont get this one right, staying far enough to the left of the track before turning sharply to the right, nipping the curb and slowly unwinding the wheel so that the car finds its way to the far side of the exit, its a long, lonely uphill grind to the crest of the second back straight. Again, the SRT8 is surprisingly easy to negotiate at an alarmingly quick rate, body roll minimized even when asked to do the stuff of two-seat sports cars. I manhandle it through the corner with a deftness that goes beyond my normal abilities, a considerable feat being that I previously switched off the electronic stability program so as not to burn through the ABS-enhanced four-wheel discs. I feather the throttle at exit, continuing the downward motion with my right foot towards full power, on my way up the back straight. The speed climbs once again… 70, 80, 90, 100, 110, 120 mph, before the necessity to get hard on the binders in order to set up a seemingly hard right-hand sweeper.

Quickly I remember that this one is deceiving at entry, and not as taxing on the tires as it looks. All too often Ive ruined this corner by slowing too drastically, and therefore I force myself to let up a little before pressing the throttle and turning into the curve, nudging the curb as I stay as far to the right as possible, prior to charting a direct line across a slightly sharper left hander, which points me up a steep grade towards the bridge.

Unlike all cars Ive taken through this series of high-speed twists, turns and undulations, the SRT8 responds well, and there are some seriously high-force transitional weight transfers to be reckoned with. The entire process belies the cars substantial girth. Even the sizeable curbs are no match for the SRT8s adequately tall suspension travel, absorbing them without groans, grumblings or any wayward movement from the rear end.

After passing under the bridge the track makes one of its sharpest and possibly most dangerous corners, exiting left before sweeping to the right and heading forward in a crestfallen dip, resulting in the need to climb again, get on the binders and cut a hard right line down and around to the left before entering the front straight, past the “grandstand” and pits. Prior to this event, Ive almost completely lost it when exiting the bridge corner, as the curb is especially high and theres not much room to negotiate the turn, and correct any resulting oversteer. To the left is a large field that can actually seem quite diminutive when charging through it, car out of control and tire wall looming near. Fortunately for me, I learned this corners lesson once and lived to tell the tale, a few clumps of grass attached to the tires being the only evidence that anything potentially dire had taken place, and therefore will forever pay my respects.

The second time around the track, having been given a decent understanding of the SRT8s capabilities, I bury my foot into the throttle with more enthusiasm, trusting that its big brakes would be there at my beckoned call when needed… providing I dont get over confident. I dont, the brakes are there, and I am able to improve my line through each corner while exceeding my previous lap time. I continue this process, feeling more comfortable with each passing lap and gaining greater respect for a car that really shouldnt be able to execute what it has being asked to do - size and weight always in consideration.

The reality of its on-track capabilities become all the more perplexing when touring the horrendously unkempt roadways around the St. Jovite, Quebec area. There are some four-lane highways that are quite acceptable, of course, but the majority of secondary routes havent seen a full-scale paving machine in decades. Rather, the provinces road crews being somewhat under funded, winters frost heaves and potholes are merely covered over with fresh asphalt in the spring, creating slightly less dangerous road surface irregularities - highly advantageous when testing out suspension systems mind you.

Ive seen otherwise quiet and enjoyable vehicles reduced to plastic chattering, storage bin clattering, interior dash panel squeaking annoyances over these roads, which makes me especially impressed by the tomb-like silence of Chryslers flagship. The 300 was initially lauded for its low road, wind and mechanical noise, vibration and harshness levels, benefits of its Mercedes-Benz E-Class derivation, but I didnt expect such comforts to extend beyond the luxury-oriented version of the sedan. The SRT8 is completely civilized, excepting that bit of raucous engine whine and throaty exhaust noted earlier in this review, and while its ride is evidently firmer than the 300C, for instance, it is hardly disconcerting when behind the wheel or in the passengers seat.

Truly, this is one super sedan that I, for one, could live with every day. The well bolstered seats are extremely comfortable. In fact, I being one who appreciates getting that warm embrace from behind that sport seats offer, found them more comfortable than the regular 300 chairs. Their suede-like inserts keep my butt and backside in place when hard charging too, leaving elbows and hands free to work the steering wheel and shifter, rather than propping up the torso at it would otherwise toss about.

And I think its the cars seats that exemplify the SRT divisions philosophy best. Chrysler made a commitment to never produce an SRT model that didnt hold up to a strict performance creed, while some other automakers have spoiled their sporting brands identities with half-hearted attempts that appear more the result of “savvy” marketers than a dedicated group of skunk-works engineers toiling long, personal hours to create the super sport models that once muscled their way into North American enthusiasts hearts. All SRT branded vehicles are pure in purpose and design, from the Viper SRT-10 that started them all, to the lowly SX 2.0 (Neon) derived SRT-4. I like that.

And I really like the 300C SRT8. The only drawback that I can see is fueling the passion, literally. Its 6.1-liter HEMI doesnt feature Chryslers MDS (Multiple Displacement System), which shuts four of its eight cylinders down during light loads, meaning it is sure to go through gasoline at a quicker pace than its less powerful sibling. While this poses certain environmental alarm bells, my concern would be financial. Although, those ready and willing to plop $39,920 down on a new car, a very low price considering its top-tier performance but probably unwise for me until a few more investments mature, wont be worrying too much about the price of petrol, as long as it hovers in and around its current price.

After all, if you want a hybrid, buy a hybrid. If you want pure, unadulterated power, and with that the ability to rule the roads in unrighteous dominion, this is your car.