Chrysler turned to Mercedes for its state-of-the-art suspension, and again reworked it to fit the slightly larger and heavier car in its Indiana facility, where the transmission gets built as well. Like the car's
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| The 300's suspension, also sourced from Mercedes, is extremely sophisticated, boasting an independent short/long arm (SLA) setup in the front and 5-link independent configuration out back. (Photo: Trevor Hofmann, Canadian Auto Press) |
other components its extremely sophisticated, boasting an independent short/long arm (SLA) setup in the front and 5-link independent configuration out back. The result is an ideally damped setup, wonderfully controllable through long sweeping or tight corners at high-speed and confidence inspiring under extreme braking. The 300C made its substantial curb weight known while attacking the "S" curves however, feeling a little taxed in transition, but it doesn't upset the flow from corner to corner, or for that matter lane to lane. The lighter V6 car seems a bit more agile; at least at first... let me expand on that thought.
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| As far as I pushed the 300C, it seemed nothing I could do could shake it's iron grip on the road. (Photo: Trevor Hofmann, Canadian Auto Press) |
Being initially impressed, I pushed the 300C further and further into each turn, fully expecting its nose to eventually break free and plow into the oncoming lane. Most large cars will show this tendency under duress, but the 300 did not. Just when I started to sense the front wheel losing contact with the road surface, it miraculously continued to hold on. While I'm sure it has its limits, I wasn't crazy enough to find out on public roads. Needless to say, for most drivers the 300 will perform admirably if called upon, whether the reason is a little bit of fun behind the wheel, or more importantly to avoid a potential accident.
