Chrysler 300C 2005 Review

What we liked
>> Effortless V8 performance
>> Standout retro styling
>> Plenty of space

Not so much
>> V8 on thirsty side, despite MDS
>> Styling reduces visibility
>> Interior not as striking as exterior

OVERVIEW
Although not to the level of the Ford Territory or Mitsubishi 380, there have been enough sneak previews and PR placements of the 300C to realise that the Australian arm of the American giant is serious about its new flagship model. First sighted at the 2004 Melbourne Motor Show in left-hand drive form, interest has been maintained throughout 2005 with the use of 300C 'safety' cars at V8 Supercar rounds. Subsequently, the 300C hits the market with high expectations.

Since its release in the US in late-2003, the car has picked up a swag of media awards and become a sales success with more than 200,000 delivered worldwide. There's little doubt Chrysler Australia has equally high hopes for the 300C, banking on it to continue the sales momentum generated by a succession of new models and assist in the regeneration of the Chrysler brand Down Under.

According to Chrysler Jeep Australia/Pacific MD, Gerry Jenkins, "300C will be the face of Chrysler and we expect this vehicle to be the best-selling Chrysler nameplate."

The 300C marks Chrysler's return to a rear-wheel drive, large car platform, and is yet another vehicle to benefit from the Mercedes-Benz/Chrysler merger. In fact, around 20 per cent of its parts are Mercedes-sourced, including the multi-link rear suspension, steering column, and the five-speed auto transmission from the E-Class.

It's also the second model, after the Grand Cherokee, to arrive here with the powerful 5.7-litre HEMI V8 engine.

Part of the appeal of the 300C is its retro image, from the styling cues that hark back to the original 300 'Letter' series cars of the 1950s and 1960s to the engine that capitalises on the appeal of the legendary 'Hemi' V8s. Check out that 'HEMI' insignia near the right taillight. It's unique to Australian-spec vehicles, as Chrysler tries to cash in on the baby boomer brand loyalty generated by the last locally-built Chrysler Hemi sedans sold here in the early-1980s.

But for those who don't get all sweaty upon hearing HEMI, the 300C should still appeal as a modern performance sedan that stands out from the crowd. It looks distinctive, even attractive, in the metal, and in regards to performance, ride and handling, is closer to the latest European expresses than the wallowing, gas-guzzling American buses of the past.

Two engines will be available initially - a 3.5-litre petrol V6 and the 5.7-litre V8, each matched to a five-speed auto. Chrysler is also considering the introduction of a turbodiesel variant, as well as hotter SRT and Touring (wagon) versions.

Although regarded as a potential volume seller, Chrysler Oz has reasonably modest expectations of around 1400 sales in the 300C's first year. Reaching this target will be assisted by aggressive pricing that starts at $53,990 for the V6, rising to $59,990 for HEMI V8.

FEATURES
You're unlikely to mistake the 300C for anything else on the road, at least from the front and sides. The large square egg-crate grille (a throwback to earlier 300 models), along with bejewelled headlights, definitely catches the eye. As does the bold, slab-sided body, which with its upright windscreen, reduced glasshouse, and 'chopped' roof, is straight from the '50s custom car handbook.

Big 18-inch wheels (we get more conservative satin finish alloys rather than America's 'bling, bling' mirror-polished chrome versions), add to the custom look, as do the chrome highlights on the side mirrors, door handles and bumpers. We've no doubt it won't be long before the 'custom boys' go to work and let loose a modified 300C at Summernats!

The 300C is a big car, at 4999mm almost as long as the outgoing S-Class. But the 'cab forward' design, with its short front and rear overhangs and long bonnet, helps create a compact, integrated look. It also allowed for an extended wheelbase (3048mm) for improved roadholding,

The 300C is well-equipped for the price, with leather trim, electrically adjustable seats with memory, power windows, leather steering wheel with multifunction controls, cruise control, rain-sensing windscreen wipers, climate control, rear park assist, and six airbags. The seven-speaker Boston Acoustics sound system with six-disc stacker fitted to V8 versions is an aural delight, delivering a sound quality expected in much more expensive cars.

The only options available for the V8 are premium paint ($370), and power sunroof ($2430). Chrysler is currently investigating the option of a locally-sourced Sat-nav system.

COMFORT
Step inside the 300C and there's an initial impression of space and comfort. The front seats are large and comfortable and heated, with good lumbar support and some side bolstering for push-on driving. Eight-way electric-adjustment for the seats, combined with a tilt adjustable steering wheel, allows for a comfortable driving position for most.

The lack of reach adjustment for the steering wheel, however, is disappointing for a car of this stature.

The colour theme inside is sombre, two-tone grey (leather on V8, a 'delete' cloth option on V6), and like the exterior design, blends the old with the new. The analogue, silver faced instruments add a touch of class and help lift the mood, as do the wood highlights and chrome hints throughout the cabin. Although the trip computer is a tad confusing, overall it all works well, offering an understated yet upmarket feel.

Rear seat passengers are also well treated, with plenty of leg, shoulder and headroom. There's enough legroom (just) to comfortably accommodate a six foot passenger with the front seat pushed back, and enough width to squeeze three adults across. There's also a few storage compartments, including a large centre console compartment; while the boot looks big enough to swallow a couple of golf bags and some additional luggage. For more load space the rear seats fold down 60:40.

SAFETY
The 300C shapes up well in the safety stakes. Although yet to be subjected to European NCAP crash testing, it's come up trumps in the US equivalent, achieving a five-star rating for frontal crash protection.

Active safety features include a raft of electronic nannies including Electronic Stability Program (ESP), Emergency Brake Assist, Traction Control System (TCS), and anti-lock brakes.

Also helping prevent a crash are Xenon HID headlamps, headlamp washers and a three-blink turn signal. The side mirrors also dip when Reverse is selected to aid visibility, and there are also rear parking sensors.

Front seat belt pre-tensioners and six airbags, including front and rear side-curtain bags, complete the safety picture.

MECHANICAL
While the 300C benefits from a host of DaimlerChrysler technology, the 'Hemi' is still mostly old-school American V8. It features a cast-iron block with aluminium cylinder-heads, electronic throttle and dual ignition (two sparkplugs per cylinder), plus the all-important (for marketing as well as performance reasons) hemispherical combustion chambers.

The 5.7-litre V8 also features a multiple displacement system, or MDS, designed to improve fuel economy by up to 20 per cent by deactivating four of the eight cylinders (with no discernible difference to the driver) under certain, light-load conditions, such as highway cruising. How much money this will save you at the fuel pump is debateable and will depend a lot on your driving style -- particularly if you want to achieve anywhere close to the official fuel consumption figure of 12.1lt/100km.

The 300C tips the scales at 1873kg but there's no doubting its performance potential: with 250kW and 525Nm, the HEMI-powered 300C can go from 0-100km/h in 6.4sec and reach an electronically-limited top speed of 250km/h.

The 3.5-litre single-overhead camshaft V6 is an updated version of an existing Chrysler engine, featuring a new intake manifold and electronic throttle for maximum power of 183kW at 6400rpm and 340Nm at 3800rpm. Official fuel consumption is 11.0lt/100km.

Both engines come with a five-speed automatic transmission, with adaptive electronic control for smoother shifts, along with a sequential AutoStick mode for manual shifting.

The Mercedes' five-link independent rear suspension was tweaked for the 300C, incorporating longer links to accommodate the wider track. Front suspension utilises high-mounted control arms, lateral links and tension struts. Australian-spec vehicles get slightly firmer 'Euro-tuned' suspension for better grip and handling.

Chrysler also dipped into Mercedes' parts bin for the power rack and pinion steering, while braking is taken care of by twin-piston aluminium callipers and 345mm vented rotors at the front, and single-piston aluminium callipers with 320mm vented rotors at the rear.

COMPETITORS
As a large, 'economy-priced' prestige sedan, the 300C enters a niche market in Australia dominated by locally-built offerings from Ford and Holden. Both Statesman and Fairlane offer similar space, V8 options and features, and fall around the same price as the 300C, with the newcomer having an edge in refinement and individuality.

Chrysler is also hoping to entice buyers of locally-built performance cars from FPV and HSV. While the V8-engined 300C appears well matched in performance, price and features, and has a possible edge in cabin space, the locally-built muscle cars are likely to appeal to a slightly more younger demographic than the more upmarket 300C. Chrysler will more seriously target the hotshoes with its SRT derivatives.

With its German influence and distinctive looks, the 300C is also likely to attract some traditional buyers of Euro prestige cars from the likes of Audi, BMW and Mercedes. A 'cut-price' alternative to a 5-Series or A6, perhaps...

ON THE ROAD
The drive program for the local launch of the 300C incorporated a 400km route from Melbourne to Apollo Bay on Victoria's Great Ocean Road. It included mostly quiet country roads with long, smooth straights broken up by challenging, twisting sections that gave the 300C the chance to demonstrate its credentials as a fast, comfortable, competent tourer.

Only V8 versions were available at launch (the V6 is yet to arrive in the country), but as the majority of buyers are likely to tick the HEMI box, the following comments should be representative of the 300C experience.

Slip into the comfy driver's seat and you immediately feel you're in a big car. Although the commanding position affords good visibility all-round (even through the mail-slot rear window), the high waistline gives the impression of sitting much lower in the car. It's a bit like a low-slung roadster, which adds to the driving appeal..

The big V8 responds almost instantly to accelerator input, piling on the speed with consummate ease. It's also quiet and refined, with just enough exhaust howl to impress the V8 junkies without ruining the cabin's peaceful ambience.

The five-speed auto is a perfect match, with a set of evenly-spaced ratios and shifts that are barely noticeable, even during severe kick-downs. The sequential function -- short nudges of the gearstick Benz-style left or right -- adds a further level of sportiness but frankly with all that torque and the adaptive auto, we didn't feel the need during our test drive.

With less weight than the Grand Cherokee to haul, the V8's strong torque and power output is put to better use in the 300C. Overseas magazines have clocked the 300C at 14.1secs for the quarter mile -- which puts it slap-bang in Falcon GT territory.

The 300C eats up the miles while allowing just a hint of tyre and wind noise to intrude into the well-insulated cabin at highway speeds. Steering is light, but direct and precise and loads up nicely at speed. Despite its considerable bulk the 300C remains composed in corners, with little body roll but some understeer when pushed.

The taut, multi-link rear suspension and grippy Pirelli tyres help keep the big car firmly planted to the bitumen, inspiring confidence to enter corners at considerable pace, with just a brush of the brakes and mid-corner throttle-adjustment when necessary. The high grip threshold meant the electronic safety aids were rarely called upon.

Although the suspension is on the sporty side, the ride is not overly firm and most road nasties are dispatched with little disruption to passengers. The big brakes provide good feel and pull the big sedan up promptly when required.

Overall, the 300C impresses with its strong styling, civilised performance and a price that's more than competitive with other comparable vehicles. It shapes up particularly well as a stress-free long-distance tourer, with few vices, and plenty of refined grunt when required. It's definitely worth a look if you're looking for a large, comfortable, well-equipped sedan.