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2006 Chrysler 300C SRT8 Road Test

Rob Rothwell

December 06, 2006

No Substitute for Displacement

The brutish difference between the SRT8 and its more genteel cousins is also starkly contrasted in ride and handling dynamics. The lowered, fully independent suspension system underpinning the SRT8 uses Blistein shock absorbers and firmer spring and damper rates to fortify the car's

(Photo: Rob Rothwell, Auto123.com)

handling prowess. As one might guess, marked ride deterioration and perceptible suspension thump accompany the expanded handling capability, yet I didn't find ride quality objectionable given the major boost in cornering tenacity bestowed upon the already, good handling luxo-cruiser. For it's size and weight (1,904 kg / 4,190 lb) the SRT8 demonstrates remarkable neutrality and composure in spirited cornering, although I sensed its Mercedes-like large steering wheel slowed turn-in response ever so slightly. Nonetheless, the imposing sedan loads predictably and benefits from rear wheel propulsion capable coaxing the tail around with a little poke into the throttle provided Chrysler's Electronic Stability Program has been deactivated. As mentioned, the most detracting aspect of the SRT8's taut setup wasn't its firmness but rather the intrusive suspension noise that "bonked" its way into the cabin when abrupt road degradation was encountered. Hopefully this is a symptom easily eradicated by Chrysler engineers.

Unlike the chassis boys, the engineers behind the SRT8's formidable Brembo 4-piston-caliper, antilock disc brakes can take the rest of the day off; their work is done. Regardless vehicle speed, the over-sized Brembo's locked the 300C SRT8 to the pavement in short order. Pedal sensitivity was

(Photo: Rob Rothwell, Auto123.com)

spot-on, delivering brake force in a calculable, linear manner time after time. Little to no nosedive and zero dynamic instability accompanied a snap of the race-quality binders. If powerful calipers and rotors the size of dinner plates serve as the SRT8's first line of defence, the optional side-curtain airbags and standard equipment, driver and front passenger airbags serve as its last. Too bad the side curtains are optional. It would have meant much more had Chrysler installed them as standard equipment but of course some buyers would rather save the few bucks needed to float the application across the board; and then again some folks just have airbag phobia. Neither kind should own the 300C SRT8. It's not an economical beast to fund and it will trigger phobias in the feint-of-heart faster than it can exchange static for 96 kph (60 mph), which by the way is claimed to be 4.7 very quick seconds. And therein lies the core of Chrysler's SRT (Street Racing Team) concept: hot, hot performance.

In many ways, the Chrysler 300C SRT8 is another example of history repeating itself. The muscle car era of the 60s and early 70s saw many 4-door sedans powered by grotesquely large, rabid V8s. Fortunately in today's versions, handling and braking capabilities have caught-up to the

(Photo: Rob Rothwell, Auto123.com)

massive shock-and-awe while improving fuel efficiency and reducing exhaust emissions in the process. Expect the 300C SRT to return mileage in the range of 13.8 and 9.4 litres per metric century of city and highway driving respectively (17 / 25 mpg). Pound for pound, the sophisticated Hemi in this week's tester is more powerful than the legendary 426 cubic inch Hemi that dominated street and track in Mopar's heyday. Although it resides well below the 400 cubic inch threshold, the 6.1 litre (370 cu in) Hemi forcibly confined beneath the 300C SRT8's flat hood proves that displacement is back baby, and there ain't no substitute! This is definitely one tester I didn't want to surrender- and funny enough, for $51,170CA I wouldn't have to. That's a tremendous bargain for a luxurious 4-door, 5-occupant sedan that can leave many examples of higher priced Euro-muscle seeing red.