IF any of America’s Big Three manufacturers was going to take on the Europeans and stand a chance of succeeding, it would be Chrysler. Chrysler is boldly taking on the world’s premium grand saloons, and although big cars are nothing new in American automotive history, ones that can cut it in other markets are. Undaunted, Chrysler presents to the world the latest 300C, a hulk of a car that – with a bit of family help from Mercedes- Benz – has the potential to rattle some of the establishment.
Face it – and you cannot miss it – this is one very imposing vehicle. Boxy, flat-fronted with an imposing grille, high-waisted with a shallow glasshouse, minimal front and rear overhangs could be describing the Rover P5B 3,5 Coupé of 1968-75, but we are 30 years on and the effect is now even more dramatic, especially with huge chromed rims filling the flared wheelarches. Oh yes, the 300C has a very high “WOW” factor.
But its apparent size is deceptive. The Chrysler is shorter than an Audi A8, BMW 7 Series, Jaguar XJ and the new Mercedes-Benz S-Class, yet – at 3 048 mm – it has the longest wheelbase of them all. Which translates into what is probably the largest cabin in its class, excluding the stretched versions of its rivals. An American car with sensible packaging: how about that!
And lest you think the 300C moniker is Chrysler’s only nostalgic indulgence, look again. Under the bonnet lies an engine with a heritage as long as your memory: the pushrod Hemi. Once the flagship of Mopar muscle in NASCAR, drag racing, hot rodding and “running moonshine”, the Hemi is going through a revival period, but this time it is not all about horsepower. As fitted to the 300C, the Hemi is equipped with a multi-displacement system that shuts down four of the eight cylinders when conditions allow, thus saving fuel (up to 20 per cent is claimed). The 300C is full of surprises…
Inside, it is all fairly plush, and quality of fit and finish appear almost on par with European grand saloons – the car is manufactured in Graz, Austria. Genuine California walnut highlights the leather-upholstered cabin. The front seats are sumptuous with plenty of power adjustment including variable lumbar as well as heaters, so, generally, comfort levels are high. Cosseting rear seats have a split backrest, and passengers are spoilt for room.
The steering wheel is rake- and reach-adjustable, but the driver has to contend with a tapering, offset footwell that does not offer a proper left-foot rest, and which spoils the driving experience. The park brake is foot-activated.
Instruments are stylish – the clock is classically analogue – and the driver’s “work station” has an air of individuality about it, including a typically Chrysler big, slightly odd-looking wheel. And, praise be, the Mercedes-sourced cruise control wand has an on/off function. With the help of infrared sensing and solar control window glass, the dual-zone auto climate control is, naturally, very effective. So, too, is the Boston Acoustics audio system, which features an integrated six-disc CD/MP3 player, eight speakers and a 380-watt digital amplifier. Hip-hop party, anyone?
With dual exhausts, the 5,7-litre V8 16-valve Hemi plays its own tune. The engine retains its trademark hemispherical combustion chambers and pushrod – yes, even today – activation of the valves, albeit now via roller followers. However, fuel injection, an electronic throttle, and twin-plug ignition have improved efficiency to the point where, under predetermined light load conditions, the sophistication of the algorithms controlling the systems allows for four cylinders to be deactivated in just 0,040 seconds, permitting the car to maintain progress at less fuel thirst. The transition from eight to four and back again cannot be detected from behind the wheel. CAR’s fuel index figure of 12,22 litres/100 km suggests the multi-displacement system is notably effective.
Realistically, though, the Hemi’s 250 kW and massive 525 N.m of torque are too tempting not to be exploited. Aided by a Mercedesderived five-speed AutoStick electronically controlled transmission, the 1 915 kg 300C smoothly and effortlessly runs from zero to 100 km/h in 6,96 seconds, to the kilometre marker in 26,75 at 204,2 km/h, and on to a limited top speed of 250 km/h. Pity that mellifluous Hemi’s noise is not more sportily audible, though. The all-ventilated disc brakes, with ABS and BAS, do a commendable job of hauling it all back down.
Ride and Handling? Ah, not quite as impressive as everything else so far. Front suspension is a strut/upper wishbone/dual lower link set-up, with a five-link arrangement locating the rear axle. The ride is actually good, being firm but with plenty of compliance. Handling-wise, the massive 18-inch wheels shod with 225/60 rubber offer tremendous grip, but from the fronts you can occasionally feel the unsprung weight through the power-assisted steering in the form of a shudder when the road surface is rough. Traction and stability control are standard, but hustle the 300C through corners and it hangs on gamely in a bit of a “ship in a storm” fashion, forcing occupants to hang on, too, because those soft seats prove to have inadequate bolstering. It understeers progressively, and the 300C will not outrun its rivals on a varied point-to-point route, but driven within its limits will still offer a satisfying drive: it is big, but not cumbersome. A cruiser, not a bruiser.
Test summary
Acknowledging the sound patriarchal influence from Mercedes- Benz, the Chrysler 300C has a lot of plus points. But perhaps the best of all we have kept till last – the price. Just R430 000, which includes a three years/60 000 km warranty and service plan. We say “just” because the features list is comprehensive, with a sunroof as the only option. The 300C may not be a match with its rivals on all fronts, but has to be seen as offering substantial value for money. And undoubtedly the coolest looks in town…
