First Drive Review
In 2005, the Chrysler 300 put Chrysler cars back on the map. With brazen, bargain-Bentley styling, full-size dimensions, rear-wheel drive, and a choice of V-6 and Hemi V-8 powertrains, the 300 was the real, big, ’Murican deal. But by Chrysler’s own admission, the second-generation 300 lost some of its mojo when it appeared for 2011, even while it added a radically improved interior as well as Chrysler’s 292-hp 3.6-liter Pentastar V-6 and—eventually—an eight-speed automatic. A new S model was created, too, but despite its urban-themed styling and “touring” suspension, it merely whelmed us, finishing fourth in a recent six-way comparison test behind the (pre-facelift) Dodge Charger, the Chevrolet Impala, and the Toyota Avalon.
The 2015 300 regains some of that lost presence with its revised fascia, larger grille (now with a mesh insert and a floating badge), and new taillamps. The 300 certainly isn’t as extensively redesigned as its Dodge Charger platform-mate, which was almost completely reworked inside and out for 2015—but the 300 certainly looks no worse for its updates.
The interior alterations are subtle, but unlike the base Charger, which can feel pretty rental-grade, the base 300 Limited feels as dressy as its upscale exterior suggests, with standard equipment such as soft leather trim, a classy new instrument cluster with an easy-to-use driver information display, and Chrysler’s praiseworthy 8.4-inch touch-screen Uconnect system. The seats are firm and comfortable, and high-contrast color schemes add a bit of drama that is decidedly lacking in most of the segment’s other choices. From the Limited, the next rung up is the sporty 300S. Then comes the more luxurious 300C, and a new-for-2015, fully loaded Platinum model sits at the top of the range with a cabin that’s as striking as it is cozy, trimmed in quilted leather and open-pore wood.
Our first chance to drive the V-6–powered 300 (the V-8 is covered here) took place at a media- launch event in Austin, Texas, where we were able to sample an all-wheel-drive 300 Limited and a rear-wheel-drive 300S, the latter getting a 300-hp version of the 3.6-liter V-6 (versus 292 horses in the other models). In both cases, the Pentastar takes some cajoling to get the big sedan’s two tons moving with any alacrity (AWD adds another 206 pounds, per Chrysler). At least the eight-speed automatic acts decisively, and both models proved heroically quiet on Texas Hill Country roads.
Regardless of trim level, every all-wheel-drive 300 (as well as the 300C models) gets the same Touring suspension as last year’s 300S along with 19-inch wheels and all-season tires, all of which conspire to float the car nicely over bumps and undulations but don’t exactly foster much communication between the driver and the road surface. It’s a different story with the new 300S, thanks to its newly fitted Sport suspension that boasts springs that are 42 percent stiffer up front and 23 percent stiffer in back, unique shock tuning, a larger front stabilizer bar, stiffer suspension linkages, and unique electric power-steering calibration. Steering effort and feel can be dialed up by pressing the Sport button on the dash, an action that also puts the engine and transmission into a more excited state.
Thus equipped, the 300S is much livelier on backcountry roads and boasts far better body control than before, which may go some way toward raising its standing within its class. That said, we wouldn’t advise trying to chase down any hotshoes in a Cadillac CTS or an Audi A6. It’s not that kind of car.
Prices for the V-6–powered 2015 Chrysler 300 start at $32,390 for the Limited and rise to $43,390 for the luxe 300C Platinum; all-wheel drive adds $2500. Note that, as of 2015, all-wheel drive can be had only with the V-6.
At the end of our day behind the wheel, there was little that stood out as particularly awesome about the new 300, but there also wasn’t anything that would prompt us to dissuade anyone from signing on the dotted line, especially if they were considering the snappier 300S. In other words, the V-6 model is sufficiently sufficient.
