With a last generation Mercedes-Benz E Class-inspired independent suspension, five-speed auto-manual transmission, and traction control system teamed with the Chrysler-designed HEMI vee-eight, the 300C should go down the road nicely. And guess what, it does.
Just remember that this is a 1,836 kilogram car, and despite a 0-100 kms/hr time close to five seconds, there's plenty of body roll when cornering at speed. Similar to its Mercedes distant cousins, there's a moment of hesitation, then the car will take a set in a corner and stay put. On good pavement the ride is smooth, but any perpendicular pavement permutations will be felt sharply. It's no BMW 5 Series, but there's a certain Euro feel to the whole ride and drive aspect of the 300C that any Ubiquitous Japanese Sedan can't deliver.
And then, of course, there's the getting-more-famous-by-the-day HEMI; all 5.7 litres of cast iron of it. No turbo or supercharger or bazillion-valve engine can match the smooth and confident power delivery of this large displacement, naturally-aspirated Americun vee-eight. When floored, you'd swear "The Sounds of Daytona" was selected in the CD player. This modern HEMI uses a cylinder deactivation system to selectively "turn off" certain cylinders when the car is cruising in an effort to improve fuel economy. On behalf of car zealots out there, "whatever".
At idle, you can feel the munificent mill shake, just waiting for you dip the throttle, either to lightly pull away from a stop, or smoke that Acura TL in the next lane. The mating of the Teutonic-designed transmission and Yankee vee-eight is a diplomatic coup. Shifts are crisp and imperceptible. Hold the console shifter in its auto-manual mode and it will pick the right gear for you pronto.
The only weak spot in the driving experience are the 300C's brakes. Very little feel and mushiness that constantly remind you of the heft of this big sedan.
Just to show how fast things are moving in the car world, since the big Chrysler's debut, Buick has launched their best car ever in the Allure (CX $25,200), Ford has brought out its Volvo-based Five Hundred (SE $29,295), and perhaps the biggest threat will be Toyota's completely redesigned Avalon starting at $39,900 this fall. To keep up, Chrysler's made all-wheel-drive (yet another Mercedes-engineered system) optional, and if the 300C isn't a big enough performance bargain, try the SRT-8 version with 85 more horsepower from a 6.1 litre version of the HEMI. Yikes!
Is the Chrysler 300C still deserving of all of the accolades it received last year?
If the Chrysler's styling is too, well, ostentatious, and rear seat accommodation is a priority, try a Five Hundred. The new Avalon could well have been badged as a Lexus; its use of quality materials and build are that good. It also has more usable space with its rear floor nearly flat allowing three adults to actually exhale when riding in back. Attributes to consider.
But the 2005 Chrysler 300C is the choice for those who love to drive. It's a car that in terms of performance, value, and that intangible "gotta have it" appeal, spanks anything in its price range. In fact, comparing it to cars costing as much as $30,000 more, such as Audi's A6 4.2, BMW's 545i, Cadillac's STS or the Lexus LS 430, is not as outlandish as it seems.
If you own an iPod, you'll understand when I say the 300C has no equal.
- John LeBlanc is an Ottawa-based automotive critic and publisher of straight-six.com
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| 2005 Chrysler 300C (photo: John Leblanc, straight-six.com) |
And then, of course, there's the getting-more-famous-by-the-day HEMI; all 5.7 litres of cast iron of it. No turbo or supercharger or bazillion-valve engine can match the smooth and confident power delivery of this large displacement, naturally-aspirated Americun vee-eight. When floored, you'd swear "The Sounds of Daytona" was selected in the CD player. This modern HEMI uses a cylinder deactivation system to selectively "turn off" certain cylinders when the car is cruising in an effort to improve fuel economy. On behalf of car zealots out there, "whatever".
At idle, you can feel the munificent mill shake, just waiting for you dip the throttle, either to lightly pull away from a stop, or smoke that Acura TL in the next lane. The mating of the Teutonic-designed transmission and Yankee vee-eight is a diplomatic coup. Shifts are crisp and imperceptible. Hold the console shifter in its auto-manual mode and it will pick the right gear for you pronto.
The only weak spot in the driving experience are the 300C's brakes. Very little feel and mushiness that constantly remind you of the heft of this big sedan.
 |
| 2005 Chrysler 300C (photo: John Leblanc, straight-six.com) |
Is the Chrysler 300C still deserving of all of the accolades it received last year?
If the Chrysler's styling is too, well, ostentatious, and rear seat accommodation is a priority, try a Five Hundred. The new Avalon could well have been badged as a Lexus; its use of quality materials and build are that good. It also has more usable space with its rear floor nearly flat allowing three adults to actually exhale when riding in back. Attributes to consider.
But the 2005 Chrysler 300C is the choice for those who love to drive. It's a car that in terms of performance, value, and that intangible "gotta have it" appeal, spanks anything in its price range. In fact, comparing it to cars costing as much as $30,000 more, such as Audi's A6 4.2, BMW's 545i, Cadillac's STS or the Lexus LS 430, is not as outlandish as it seems.
If you own an iPod, you'll understand when I say the 300C has no equal.
- John LeBlanc is an Ottawa-based automotive critic and publisher of straight-six.com