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- We drove a $50,000 Chrysler 300S sedan to see if it's worth the price. Here's our verdict.
We drove a $50,000 Chrysler 300S sedan to see if it's worth the price. Here's our verdict.
The Chrysler 300 nameplate dates all the way to the mid-1950s.
The current retro-chic 300 dates back to 2003. Some have even referred to the 300's styling as a Bentley on a budget in reference to the British ultra-luxury brand.
A second-generation version debuted for the 2011 model year. It received a mild facelift in 2015 and continues in production today.
Here's our 2019 Chrysler 300S test car.
Our 300S in an eye-catching Ocean Blue Metallic paint job oozes aggression.
Aesthetically, it's a handsome beast. the front end is dominated by a large blacked-out grille flanked by LED running lights and adaptive Bi-Xenon headlamps.
The rear-end is highlighted by vertical taillights and dual exhaust outlets.
Our sport edition 300S came with a not-so-subtle decklid spoiler.
The wheels are finished in a dark-grey shade that contrasts with the lively Ocean Blue Metallic.
The 16.5-foot-long full-size sedan weighs in at a hefty 4,267 pounds.
Inside, our test car's cabin was decked out in black leather with piano black accents. To be honest, it was a bit too monochromatic for us. A touch of color would have been nice. In addition, the car's relatively high beltline means the seats are installed in a higher position, as a result, it feels short on headroom. The dark interior color only exacerbates that feeling.
Overall interior quality is acceptable, but far from segment-leading, especially compared to other similarly priced full-size sedans like the Toyota Avalon or Nissan Maxima. Some of the plastic trim pieces simply felt too cheap for a $50,000 luxury sedan.
Our test car's "S" branded leather seats proved to be sufficiently supportive, but could use some additional padding.
In front of the driver is a function-packed steering wheel complete with switches for the audio system, cruise control, and telephone. There are also a pair of paddle shifters and mystery buttons on the steering wheel. These mystery buttons are found throughout the FCA range and are simply supplemental audio switches.
An 8.4-inch touch screen running FCA's Uconnect infotainment system dominates the 300's center stack.
Uconnect is one of the better systems in the industry. It's packed with features and it's relatively easy to use.
Pretty much every aspect of the car can be controlled by Uconnect — from the climate-control to the rear sunshade.
Our 300S also came with a navigation system ...
... Wi-Fi hotspot capability, and ...
... Apple CarPlay compatibility.
The touchscreen is also home to the car's rearview camera system.
Sitting atop the center stack is a classy analog clock.
Overhead is a large panoramic glass roof.
The rear cabin boasts plentiful room for two full-size adults.
Unfortunately, the center seat is better suited for children or smaller adults due to a lack of headroom.
Rear passengers get heated seats, USB plugs, and a button for the electric sunshade.
Here's the rear window with the sunshade deployed.
Open up the trunk and ...
... you'll find 16.3 cubic-feet of cargo space.
It's also where the subwoofer for the 900-watt Alpine sound system lives.
Underneath the trunk's main cargo compartment, there's a spare tire along with ...
... the battery.
Our test car came equipped with adaptive cruise control, blind-spot detection, cross-traffic detection, lane-departure warning, forward-collision warning, and advanced brake assist.
The key fob gives you access the 300's remote keyless start feature, which comes in handy when you want to get your car preheated on a cold morning.
The Chrysler 300 comes standard with 292 horsepower version of FCA's corporate 3.6-liter Pentastar V6. Our 300S came with a 300 horsepower version of the V6. A 5.7-liter, 363 horsepower HEMI is available as an option on higher trim levels.
All 300S models come equipped with an eight-speed automatic transmission.
So, what's it like to drive?
Not quite sporty.
The Chrysler 300 at its core is a full-size luxury sedan. One that's designed to deliver a smooth and cosseting motoring experience. For the "S" trim, Chrysler engineers wanted to inject an extra dose of fun and attitude into the 300 formula in the form of a sport-tuned suspension and a slight bump in horsepower to 300 ponies.
The result is a driving experience that's slightly less luxurious but not exactly sporty. In sport mode, the 300S's steering feels tighter and its transmission holds on to gears a little longer. But this in no way transforms it into a sport sedan.
Around corners, our all-wheel-drive equipped test car exhibited understeer and felt every bit of its 4,267 pounds.
At the end of the day, there's only so much FCA can do to make the current 300 drive better. It's an aging vehicle, built on a platform that's better suited for cruising leisurely on the open road, rather than gobbling up curves at high speeds.
The current 300 is built on an updated version of the Chrysler LX platform that itself is a holdover from the Daimler-Chrysler years with bits and pieces picked from 1990s-era Mercedes sedans.
Fortunately for the 300S, its Pentastar V6 is a strong performer. Power delivery is smooth and plentiful. The Pentastar has impressed us in every one of our encounters and this one is no different.
The verdict.
The Chrysler 300 is instantly recognizable. It doesn't look like anything else on the market today. To me, it looks fantastic. It's equal parts retro-chic, equal parts menacing brute.
The 300S for all of its sporting pretensions is still a large, luxurious sedan. Its strong suit is still comfort and style. In both regards, the car delivers.
However, the 300 horsepower V6 under the hood allows you to have some fun while you enjoy that style and comfort. Upgrade to the HEMI and the fun quotient increases exponentially.
In an age of 2.0-liter turbocharged four-cylinders and hybrid-electric drive systems, the Chrysler 300 is a much welcome throwback to a simpler time. It looks great, has plenty of power, and at $50,000 makes for a solid deal.
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