2008 Chrysler 300 Review

Specifications

I love muscle cars. But if gas prices didn’t cost an arm and a leg, the one other trait that would be holding me back – well, and for those in particular who have kids, a wife, her parents, and all their gear to haul around – from owning a true V8-powered American rear-driver is its requisite two-door framework. Yes, that’s right, because yours truly here would prefer to have his daily driver armed with four small doors than one with just two large doors (I swear, my girlfriend made me say that). Not only are four doors more convenient when taking friends out for a quick jaunt around the block, but it also means you won’t have to act like a contortionist in those parking stalls that are a lot more than a tight squeeze when getting in or out. But who said you can’t have your cake and eat it too? You can, and the best of both worlds is available right here and right now, with the Chrysler 300C. Bon appetit!

The Chrysler 300 name actually goes way back to 1955, when the first C-300 made its debut. The “C-” designation, which stood for Coupe, was later dropped, while the “300” meant a 300 horsepower 5.4-liter Hemi V8 was under the bonnet. These were limited production “letter series” high-performance luxury two-door vehicles. It means that, with the exception of the C-300 (or “300A”, if you will), every new model that followed carried the next letter of the alphabet, with the letter “i” being skipped. So, a 300B was built in 1956, a 300C in 1957, a 300D in 1958, and so forth, ending with a 300L in 1965. Five years later, a limited run of 501 Hurst 300s were produced, and the world never heard of the 300 again. Well, until 1999, that is, with the resurrection of the 300M. But unlike tradition, it was a front-drive V6-powered full-sized flagship sedan using Chrysler’s LH platform. It was a design that was shared with the Concorde and LHS, and, along with the latter, was considered one of Chrysler’s most prestigious cars at the time. It carried onwards until 2005 when a much more authentic Chrysler 300 made its comeback.

Based on Chrysler’s new rear-wheel drive LX platform, many have said that this all-new Chrysler 300 is the best rendition, thus far, of the V8 hotrods of the 1950s and 60s. It’s a platform that has also served its time in the oval-eyed Mercedes-Benz E-Class between 1996 and 2002, complements of the Daimler-Chrysler merger. The 300 also shares other components with the Benz, most notably the slick-shifting five-speed automatic transmission (now assembled in Kokomo, Indiana), the independent rear multi-link suspension setup, steering column, front seat frames, wiring harnesses, and 4Matic if all-wheel drive is so desired. In fact, up to 20-percent of the Chrysler 300 is E-Class material, including its rear-wheel drive layout, of course.


Chrysler offers the 300 in a variety of engine choices and model configurations. For $28,960 there’s the Touring, which features a 250 horsepower 3.5-liter V6 mated to a four-speed automatic (or five-speeds featuring an Auto/Stick manual mode with AWD). Moving up, there’s the $32,090 Limited, which comes with the same V6 engine as in the Touring, but with more luxurious amenities as standard equipment. All-wheel drive is available in both the Touring and Limited trims for $2,855 and $2,195, respectively. It’s also worth mentioning that there’s also an absolute base stripped-out model appropriately called the LX for $24,625, that’s not-so-inspired by a 190 horsepower 2.7-liter V6. And because it’s so barebones, AWD isn’t even available.

But what we’re really gathered here for today is the 300C. As its oh-so familiar name suggests, many of its styling cues have been greatly inspired by the 1957 300C. Like its predecessor, the modern 300C is also powered by a Hemi engine (“Yeah, it’s got a HEMI!”). But instead of having a 6.4-liter atomic bomb under the hood, our 300C features a laser-guided 5.7-liter cruise missile. Although nowhere as lethal, at least on paper, it still produces over 300 horsepower – 340 to be exact – and packs a K.O.-smashing 390 lb-ft of torque punch. In terms of power output, though, it still doesn’t stand a chance against the 375-hp ‘57 300C (and 390-hp in some), so for a fair fight we’d have to somehow convince the 300C SRT8 to step up to the ring. Or is that true? Actually, in the old days they measured horsepower at the engine instead of at the rear wheel, so factoring in driveline friction loss the new engine is actually more powerful than the ‘57, and then adding in the extra grip of modern tires it all combines for a car that sprints to 60 mph in about 6 seconds (some tests show it at 5.6 and others at 6.3 seconds), where as the old two-door could only manage the same speed in 7.1 seconds (and that was the best ever recorded time). So all you naysayers who go on about the new 5.7-liter not being a real Hemi, eat your heart out. Call it what you want, it’s still got the goods.

An all-American three-hundred-and-forty horsepower 5.7-liter V8. It’s really hard to transcribe to you on paper (or monitor) what that exactly feels like, short of giving you a ride, but if you were about to execute the perfect bank heist tomorrow, just don’t forget to include a 300C as part of the plan. It’s the ultimate getaway car, bar none. For one, it’s got plenty of legroom in the back, with 4.6 inches more than what you’ll find in a new 2008 E-Class. That way, three of your favorite 6-foot-plus bank-robbing thug-wannabes can sit comfortably in the 60/40-split folding leather rear bench, while awaiting their arrival. Of course, if you’ve fitted your C with the $945 Luxury Group II package, they’ll have to scuffle for the window seats, as they’re heated. Also included in that package are auto-dimming chromed outside mirrors that are foldable (lesser models get body-colored fixed mirrors) and feature orange LED turn signal indicators integrated into the actual mirrors themselves (with white LEDs atop the orange ones to help illuminate the surroundings at night), wood trim, and a wood/leather-wrapped steering wheel. If you feel ever so inclined to do so, opt for the $950 power glass sunroof and the adaptive speed control, which is a steal at $595. It includes a laser or radar sensor mounted at the front of the vehicle that constantly monitors the distance to the vehicle directly ahead of you. You can set that distance to one of three predetermined levels, namely very close, close, or far away. The car manages braking and acceleration all on its own, and, let me emphasize, it’s a feature that costs thousands in other luxury brands.

So back to the heist. You’ve managed to sprint past the 300-pound security guard (no relation to the car) and now you’re out of the bank, with bags of money in hand. The problem is, your driver is anxiously eager to drive off into the sunset all on his own. But before he goes, you kindly gesture to him that the cash needs to go into the trunk first (with gun in hand, of course). Thankfully, there’s 15.6 cubic feet of space available for everybody’s shares. That’s 2.5 cu ft larger than in the flagship Acura RL, or, overall, almost three Mini Cooper cargo volumes combined! So now the chase is officially on.

Mashing the pedal to the metal, the 300C goes like stink in a straight line, and will surprise you as to what it’s capable of in the bends. At stoplights, and with just a hint of chirp coming from the rear wheels, it easily leaves all traffic behind, while the creamy-smooth five-speed auto makes quick shifts in full-on “D” mode (manual Auto/Stick mode can be a little sluggish at times). With the Electronic Stability Program (ESP) partnered up with Brake Assist, ABS, and all-speed traction control, it works quite effectively at controlling unwanted wheel-spin and possible spinouts in the wet, with plenty of grip available in the dry.

It isn’t so much its curb weight of 4,096 pounds that makes it feel like a big car, but rather the sensation comes from its stellar proportions. At 196.8 inches from nose to tail, it’s 5.7 inches longer than a BMW 5-Series, 0.8 inches wider than a Volvo S80, and has a wheelbase that’s 4.1 inches more expansive than a regular-length Audi A8 (its WB is just one inch short of a long-WB A8, or A8 L). Sitting inside at the helm in the driver’s seat, you’ll find that the Mini-Me-sized front windshield is more than an arm’s length away, and that the hood likes to make itself known (like in an SUV). For these reasons, you’ll probably feel like you’re sitting behind the wheel of a lowered behemoth. But that doesn’t matter at all, because the 300C handles like a champ. Go ahead, and throw the big beast hard into any corner. The all-season Continental ContiTouringContact CH95 EcoPlus 225/60R18 99H tires will chirp for a second or two, but the car will do as commanded. With power-assisted rack and pinion steering, cornering is smooth, effortless and accurate. Now I’m not saying that it’s BMW-accurate, nor is it Honda Civic Si-quick, but it’s quite capable alright. And I’m amazed at how the independent suspension up front and the aforementioned multi-links out back manage to be fairly stiff in tight turns, preventing unnecessary body roll, yet also comfortable enough for long-distance journeys. In fact, if you’re not out robbing banks for a living, this 300C will make an incredible road-trip demon, err, companion.

But you literally can’t be hard on the gas pedal all the time, or you’ll end up getting figures like mine: an observed fuel consumption rating of 11.5 mpg. If you think that’s outrageous, you’ll laugh in absolute hysteria as my initial number was 10.4 mpg. Thinking I needed remedial Grade 5 mathematics, I calculated a second value of 12.6 mpg, which, although being slightly better, was no more relieving. If you know your fuel ratings, that’s just about as bad as a Ferrari 612 Scaglietti that also features a 5.7-liter motor, but with four additional and very-ferocious cylinders making 540 hp (200 hp more). But if I weren’t so thrust-happy during the week, I’d be achieving a lot closer to the EPA’s 15 / 23 mpg ratings in the city/highway. Unlike the Ferrari, Chrysler’s V8 engine features a Multi-Displacement System that can shut off four of its eight cylinders when cruising along at steady highway speeds or for when you don’t need to get up and go in a hurry. Think of it as if the car has dual personalities, both in engine and in style. Let’s say you had a hard day’s work, and you wish to drive home in serene comfort. No problem, as the 300C will deliver. But when the weekend finally arrives, and you want to terrorize the downtown core with a few buddies like outlaws hitting up the clubs and parties (no doubt as a designated driver), the 300C will do that too. Its aggressive front stance incorporates (and is hugely dominated by) a massive “eat ‘em up” front grille that’ll easily gobble up innocent children playing in the streets and family pets who don’t know any better; at the same time, it’s a very classy and elegant design, easily finding itself at home parked right in front of any 5-star hotel. With its baby-Bentley looks, an abundance of bling-bling found in the aluminum chrome-clad wheels, mirrors, door handles, window/door trim, and grille, and its signature appearance that incorporates maximum usage of sheet metal with minimal window area (for bullet protection, no doubt), you’re basically covered.

Inside, the cool factor doesn’t end, continuing with illuminated front cup holders and front/rear door map pockets in Timex-watch Indigo green, and a keyfob-activated Remote Start system. Rest in peace that you’ll never again need to start the car traditionally, but, if you must, a TIP Start System allows you to start the engine by simply “tipping” the ignition key to the point where it just begins to crank, and the computer will take care of the rest. Add to that power-adjustable foot pedals, a power tilt/telescoping steering wheel, eight-way power front seats with manual lumbar support (including a two-driver memory system that recalls the driver’s seating position, outside mirrors, radio settings, foot pedals, and steering column) and the result is a perfectly comfortable fit. If you’re the techno-wizard of the family, you’ll love the Electronic Vehicle Information Center (EVIC), which is painlessly configurable using the steering wheel-mounted buttons. It enables the driver to program the door locks, headlights, horn, backup parking sensors, rain-sensing windshield wipers, power seats, outside mirrors, language, and units – up to 128 functions, according to Chrysler, all at the tip of your fingers, without ever needing to visit your local stealersh…, I mean dealership. It sure comes in handy, as the first thing I did was to disable the honking that occurred every time I used the auto-start feature (which was pretty much every time) or locked the vehicle. And, the second thing I did was to set the outside mirrors to auto-dip whenever I put the shifter in reverse.

Complaints? Well, there aren’t very many. The first topic I’ll address is the hard interior plastics, which I do have to admit are a bit cheap-feeling (and -looking) for a $40K car. Sure, it’s not up to Japanese or German standards, but along with the Chrysler Pacifica (RIP), we’re seeing vast improvements in quality compared to earlier Chryslers. So I’ll give a big kudos and a well-deserved pat in the back for such an achievement. Still, a little more work on the interior would certainly complement the exterior, which, in the 300’s case, certainly doesn’t look cheap at all. The second case would be the 300C’s standard Boston Acoustics sound system. It features seven speakers with a 368-watt digital amplifier and subwoofer and 5.1 Matrix Surround Sound. Sounds good, right? Well, it’s loud and thumps with bass aplenty (although nowhere near as earth-shattering as a Mustang’s Mach system); however, the sound quality isn’t very clear. The best way to explain this is to walk into your local Lexus dealer, pop your favorite CD into a base Lexus GS 350 (like the one I tested a few weeks ago), and compare. If you can’t tell the difference, maybe my ears are shot or I need a hearing aid. But for some reason, I’m hearing a lot more instruments than vocals, and I can’t quite figure out how to correct that (believe me, I’ve tried). Other than those two issues, the 1-dimensional ultra-flat gauge cluster looks like Chrysler’s engineers ran the real gauges through a steam roller, the V8’s as thirsty on fuel as a kid who’s just got his hands on a 7-Eleven Slurpee in 86-degree F weather who’s about to have his way with brain freeze (leading me to question whether or not the MDS is actually saving me the 10-20-percent it’s suppose to), there’s no driver/passenger assist handles up front, and front-side and front/rear side curtain airbags are not standard. The latter is optional, as part of the $1,080 Protection Group II package. It also includes air filters for the interior cabin, parking sensors in the rear bumper, auto-dimming rear view mirror, HID headlamps, and Bluetooth hands-free communication. Now, with our test unit including the MyGiG Infotainment System with Nav and Sirius satellite radio, at $1,725, it comes to a total of $41,010. The only other option available that our test car didn’t feature was the rear seat video system ($1,460).

It’s too bad our 300C didn’t come with the SRT Design, as it includes a performance-tuned suspension and steering, 20-inch ultra-bright aluminum wheels with 245/45R20 all-season performance tires, a performance exhaust system, high-speed engine controller, body-colored door handles, mirrors, and fascia inserts, sporty front seats with suede microfiber inserts, leather-wrapped steering wheel with perforated leather upper trim accents, the airbags from the Protection Group II, carbon fiber hydrographic interior accents, and the Adaptive Speed Control. What a deal. And for an end result that’ll almost resemble the SRT8, it’s another steal. I guess we’ll have to wait to test that one out.

But for what we have here, the 300C is a strong package and a bargain at that. It proves that a practical, comfortable, angry, and fast four-door V8 muscle car does exist. And for $2,100, you can even add all-wheel drive to the roster if you’d like, which will make it practically unstoppable when the roads get all nasty and covered in the white stuff. What else do you expect Chrysler to do, feed you the money to buy it? Well, in essence, they actually have. With a $3,000 consumer cash allowance on 300Cs ($2,000 for regular 300s, and time sensitive… so visit your Chrysler dealer soon if you want to take advantage), you’re looking at spending $32,715 for a base 300C. That’s down from $35,715, mind you. It brings our as-tested price to a very appealing $38,010 just the same. Also as exciting is the Let’s Refuel America Program that guarantees you a price of $2.99/gallon whenever you fill up for up to 12,000 miles per year up to 3 years. So, thinking back, you actually don’t have to rob that bank after all. If you’re in the market for a big, rear-drive luxury car, there really isn’t any other excuse not to get one. C’mon, you can buy a lot of gas for $3,000.