From the driver's seat, the Chrysler 300 is one of the better big American sedans we've tested, and certainly the most interesting. To be sure, that view is colored by a preference for rear-wheel drive. Yet more than that, the 300 has created a new definition for the Detroit sedan. With its size, styling and design features, it retains characteristics that might be described as uniquely American. But it also has an international quality, measured by its responsiveness and efficiency.
We tested a 300C in typical Detroit winter slop, and found it worked well in most situations. Chrysler has done a fine job of tuning the traction and stability electronics. With all-season tires, the 300C got through typical snow and slush just fine, but an unplowed alley proved to be a problem. We'd recommend either an all-wheel drive model or a good set of snow tires for drivers that often encounter snow.
The Chrysler 300 LX base model drives nice. The dual-overhead cam 2.7-liter V6 engine delivers 178 horsepower, enough to handle big-city rush-hour traffic. It's a frugal choice, both in terms of fuel cost and the purchase price. Some drivers may find themselves working this engine hard, however, and wishing for a little more power. Also, the four-speed automatic transmission lacks the responsiveness and flexibility of a five-speed automatic.
The 3.5-liter V6 in the 300 Touring and 300 Limited will work better for most buyers. We found the power better than adequate, even after driving the powerful 300C. We also liked the smooth and quick-shifting five-speed automatic, which is based on a Mercedes design, though it's built in Kokomo, Indiana. At idle, we could feel the pulse of the engine.
On the road, the Chrysler 300 feels as solid as it looks, having inherited significant mechanicals from Chrysler's former parent company, Mercedes-Benz. From a handling standpoint, the 300 is heavily and positively influenced by a design borrowed from the Mercedes E-Class: five-link rear suspension mounted to a subframe, and the short-arm/long-arm front suspension, modified for the 300's longer wheelbase, wider track and bigger wheels.
The ride is smooth, but solid enough to prevent wallowing. We wouldn't change much. This is a large car, to be sure. It has a longer wheelbase (120 inches) than the Chrysler 300s from the 1950s, yet its overall length is shorter, and it doesn't feel balky or cumbersome. In short, it doesn't drive big. It feels a bit heavy, but also very secure, confident and responsive. It rides well, even the sportier 300C.
The 300 is reasonably easy to park despite its size. However, only the upper models have rear obstacle detection, which beeps an audible tone, increasing the frequency as you back toward an object.
The 300C handles well for a car its size. We found it maintained a fairly even keel when driven hard through switchback turns. Body lean was well-checked. The weight of the car became apparent in transient maneuvers, as it could be felt transitioning from one side to the other. The cornering is good enough that the all-season tires don't really do it justice. We think the 300 would respond very well to a set of summer performance tires, with a set of winter tires on a second set of wheels.
Chrysler has gotten the rack-and-pinion steering right. It has just the right amount of weight, and it delivers a secure feeling. We like its accuracy.
The brakes are excellent. Driving a 300C hard over some twisty mountain roads, the big Bosch-built brakes really did the job, inspiring surprising confidence in a car that weighs over 4000 pounds. The front brakes on the 300C are bigger and better than those on the V6 models; antilock brakes with brake assist and electronic brake distribution, which balances brake force front and rear, are standard on all but the base 300 LX.
Its brakes and 390 pound-feet of torque from the Hemi V8 deliver surprising towing capacity for a sedan. The 300C will pull 2000 pounds of trailer straight off the dealer lot, and substantially more with fairly minor aftermarket modifications.
The 300C can accelerate from 0 to 60 mph in 6.3 seconds, according to Chrysler, but it feels even quicker than that. In shorter bursts of acceleration, this car squirts like few larger sedans available today, and you'll love the deep growling Hemi exhaust note along the way. For fun and convenience, all that torque should not underestimated.
And here's where the efficiency part of the equation comes into play. The 300C's 5.7-liter Hemi is a cam-in-block engine, just like the monster American muscle-car V8s of the '60s and early '70s. Yet it features a technology Chrysler calls the Multi-Displacement System (MDS), which shuts down four of the eight cylinders when the power isn't needed. MDS is much better (and simpler and better sorted) than those introduced after the first fuel crunch of the 1970s. The transfers from eight to four to eight cylinders occur in a fraction of a second, and we never noticed it happening. For 2008, Chrysler has added a Fuel Saver Mode display to let drivers know when four cylinders have shut down.
As a result, this V8 delivers 340 horsepower and 390 pound-feet of torque yet fuel economy is an EPA-rated 15/23 mpg City/Highway, not bad given the size and weight of the car. Chrysler claims that in certain situations, like cruising at a steady 60 mph for extended periods, the 300C will deliver up to 30 mpg. In any case, if you want to cruise with a light foot, you're only using four cylinders and therefore less gas.
If you prefer a heavy foot, the SRT8 is the most impressive 300 of all. This model is not a hot rod in the traditional American sense, which might be described as rough or even crude. Rather, the SRT8 is more a complete performance upgrade, in the fashion of European models such as the Mercedes AMG models or the BMW M cars, with improvements to the brakes (from Brembo) and a suspension tuned to match the big engine without beating up the people inside.
The SRT8's Hemi is a big engine, with a 6.1-liter displacement, and it is tuned for free revving and immediate throttle response. The result is 425 horsepower and 420 pound-feet of torque, and in this sense the SRT8 is like the muscle cars of the '60s. Floor the accelerator, even for a second, and it shoves heads back into headrests. Keep it floored and you'll be talking to the local law enforcement before you realize it. If you love the rush of acceleration, the SRT8 is hard to beat. Unfortunately, it comes with a $2200 Gas Guzzler tax.
Still, focusing on engine performance underestimates the SRT8. It's very well sorted, and probably the best balanced American-brand performance sedan we've tested in some time, if balance is defined as a mix of grip, responsive handling and decent ride quality. From the driver's perspective, it's one of the more entertaining and satisfying sedans available today. Compared to more expensive European competitors, the SRT8 is a bargain, given its price and performance potential.
