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Of the many hurtful similes one can hurl at a vehicle, few are more insidious than drawing design or driving parallels to the oft-maligned American sedan. Thanks to the dark days of the ’70s and ’80s, once proud nameplates like Imperial, Impala and Galaxie were either completely forgotten or bastardized into models with about as much personality as a tube sock. Whether you blame it on oil prices, safety standards or the popularity of disco and cocaine, there’s no denying that the domestic four-door suffered a major fall from grace.

Now, General Motors, Ford and Chrysler are all fighting tooth and nail to establish their products as capable of besting metal from Japan, Germany and Korea. While that’s largely translated into a fleet of mid-sized sedans with soap-bar aesthetics and front-wheel-drive architectures, the 2011 Chrysler 300 is hell-bent on continuing to buck that trend.

With its rear-wheel-drive configuration and stylish lines, the four-door strives to draw connections to the Pentastar’s more successful past – to an era long before corporate take-overs and the K-car. Is it successful?

When the 300 first bowed in 2005, it brought a new-found element of menacing appeal to the full-size segment thanks to its high shoulder line, chopped roof and vertical grille. The design may have borrowed more than a few cues from the Bentley stable, but buyers were more than happy to embrace the high-dollar association. For 2011, Chrysler insists the 300 is all-new from tires to taillights, though much of that same look has held on for the new generation. The company’s designers have given the big beast a more mature nose with LED-trimmed projection headlamps, touches of chrome and a more subdued grille.

From the profile view, it’s difficult to discern the new-generation 300 from its predecessor, though careful examination will reveal more pronounced fender arches fore and aft, as well as new detailing behind the rear wheel. The tail of the sedan has received much more aggressive updating, with a new valance that integrates smoothly into the upper and lower portions of the 300’s posterior, allowing for muscular-looking exhaust outlets – even on our V6 tester. The LED taillights are both bright and beautiful at night, and although we don’t mind the chrome detailing on the lamps themselves, the shiny trim along the trunk sill is a bit much.

While the 2011 Chrysler 300 may still wear its older sibling’s hand-me-down skirt outside, its cockpit has benefited fully from the Pentastar’s interior renaissance. A single piece, soft-touch dash stretches between both A-pillars and integrates flawlessly with the front door panels. Compared to the clunky center stack and cheap plastics of the old machine, the new cabin has been improved by several orders of magnitude. The centerpiece of the dash is the same 8.4-inch LCD touchscreen interface found elsewhere in the Chrysler lineup. As massive as it is quick, the new piece of kit puts most other infotainment systems to shame, at least in the graphics department.

The interface is a little cumbersome when it comes to actually managing mobile media players, but climate, radio and navigation settings are intuitive and blisteringly quick.

In addition, the driver is treated to attractive and easy-to-read gauges highlighted by bright blue accent lighting. These pieces do much to give the cabin a much classier look compared to the white-faced gauges found on the previous generation. A new, well-sculpted leather-wrapped steering wheel has has replaced the chunky tiller of old.

Our tester arrived with black cloth seats that must have been lifted straight from the Lay-Z-Boy factory. The front buckets are ludicrously huge and envelop passengers in a loving embrace of foam and high-quality cloth that’s perfect for a vehicle of this size. The rear seats afford the kind of space that only a full-size sedan can deliver, too. For quick trips, there’s ample room for three full-grown adults on the back bench.

The trunk offers up a cavernous 16.3 cubic feet of cargo room, which means that there’s enough storage area for everyone’s luggage should you decide to pack the family in for a trip cross-country.

We were fortunate enough to sample the 2011 Chrysler 300 with the base 3.6-liter Pentastar V6 behind its headlights. In this application, the engine delivers 292 horsepower and 260 pound-feet of torque and is mated to the same old five-speed automatic transmission found in the previous-generation model. According to the EPA, the 300 should see 18 miles per gallon in the city and 27 mpg highway, which fits pretty closely with the 23 mpg we saw over five days of mixed driving.

Despite the fact that the new six-cylinder weighs in with 70 fewer ponies and 134 fewer pound-feet of torque than the optional 5.7-liter V8, the V6-equipped 300 never really seems out of breath. In fact, the V6 feels pretty quick on the way to 60 miles per hour, though its torque deficit is readily apparent. As we’ve found in other applications, this Pentastar engine is happy to rev, making the majority of its power at a high 6,350 rpm. For buyers used to the early-pull of the big V8, the V6 may take some getting used to. Even so, after a week with the vehicle, we’d have a hard time paying more for the bigger displacement mill.

Unfortunately, the 3.6-liter engine is handicapped by its aging five-speed automatic transmission. We’ve rarely taken issue with the gearbox when paired with the larger 5.7-liter V8, but in this application, the automatic seemed easily confused. That was especially true under hard-acceleration passes as it struggled to drop a gear or two to put the engine in its lofty power sweet spot. We can’t wait for Chrysler to grace this engine with its upcoming new generation of eight-speed transmissions.

Chrysler describes the redesigned suspension at work in the 300 as built for grand touring duty, which is surprisingly accurate for PR-speak. While clearly engineered to consume mile after mile of interstate asphalt, the springs and dampers do a stand-up job under more athletic driving circumstances. There is some body roll, to be sure, but it doesn’t translate into traditional understeer as readily. Really get the V6 singing in its upper octaves and saw on the wheel, and you’ll actually be rewarded with some rotation before the traction control quietly steps in to contain the chaos. This beast drives incredibly well for its size.

Unfortunately, the 2011 300 is cursed with comically light steering. That beautiful leather-wrapped wheel seems to be only casually associated with hardworking hardware out front, and as a result, piloting the vehicle takes some adjustment. Trying to command the big sedan through aggressive maneuvers is like attempting to pluck a stuffed animal from one of those infuriating claw games. Despite being able to see what needs to happen, you’re constantly flummoxed by a layer of machinery seemingly designed to misinterpret your every input.

The good news is that the vehicle’s brakes don’t suffer from the same impotence. Despite the fact that the 300 weighs in at 3,961 pounds, its 12.6-inch vented rotors up front and 12.6-inch solid rotors out back do an outstanding job of bringing the beast down from speed.

Chrysler has really done its homework in the noise, vibration and harshness department, too. The 2011 300 is quiet at most sane speeds and there’s very little engine vibration at idle. The single-piece piece dash has done away with any squeaks and rattles that could arise from plastic-on-plastic action, and the result is a cabin that could allow eight hours of driving in a day to be comfortably covered without making you want to guillotine yourself with the auto-up driver’s window.

But there are still a few ghosts of Chrysler past bumping around the big sedan. While the interior fit and finish is top notch, it’s apparent that the company could still use some work in the detail department outside. Our tester wore an excess of structural adhesive along the trunk rail (see it here) that looks to have been haphazardly slathered on. To us, it’s the kind of “good enough” thinking that got Chrysler into its most recent Chapter 11 mess.

At the end of the day, the 2011 Chrysler 300 is a vehicle you can’t help but want to drive. It looks as good as it feels, offers decent fuel economy for a full-size and won’t break the bank. Prices get going at $27,170, not including the $825 destination fee. That figure is fairly close to what our tester commanded, and includes niceties like the big LCD screen and Uconnect telematics system.

Unfortunately, nearly $28,000 is a lot of money to pay for a thirsty sedan these days. As vehicles like the Honda Accord and Volkswagen Passat grow to full-size territory, buyers may be less inclined to shop bigger. That’s especially true as fuel prices continue to creep up. While the ballyhooed eight-speed automatic transmission that’s coming to Chrysler will likely increase the Pentastar’s fuel economy, the engine will never be able to effectively lock horns with the four-cylinder, diesel and hybrid options available in the mid-size segment.

Still, as with most of the vehicles crafted from the Chrysler renaissance, the 2011 300 is yet another big step in the right direction. It ought to be a giant leap when we can finally get our hands on the SRT8 version.

[Source: autoblog]

Full sized, rear wheel drive luxury is back in vogue. Thanks to the introduction of the Chrysler 300C, consumers have a choice that goes beyond the dated Lincoln Town Car or the expensive BMW 7 Series. With the release of the 300C, Chrysler is doing its part in revolutionizing full size car performance as the 300C is edgy, luxurious, and in the case of the SRT8 model, extremely fast. Read on to learn how you can maximize the performance of your Chrysler 300C SRT8 with a pair of trusty, potent aftermarket enhancements.

Three decades after the 300 designation was retired, Chrysler resurrected the 300 name and placed it on a shortened version of its big LH sedan. The 300M - as it was called -- was praised for its smooth style and luxurious appointments, however the V6 powered, front wheel drive model failed to live up to the vaunted ancestry of the original 300 series built by Chrysler. Thus, the car was considered only a 300 in name, not in substance.

More Detail The Chrysler 300:
The Chrysler 300 letter series were high-performance luxury cars that were built in very limited numbers by Chrysler Corporation in the United States between 1955 and 1965. It was the trademark of the model to use a new letter of the alphabet as a suffix and it reached 300L by 1965.

The Chrysler 300 letter series were significant in American automobile history as the cars were the ones that rekindled interest in performance among major American manufacturers after World War 2. Because of this significance, the Chrysler 300 is considered as the muscle car ancestor even though it was much more exclusive and expensive.

Chrysler also had another series named 300. This was the Chrysler 300 Non-Letter series. This series involved full-sized automobiles produced by Chrysler from 1963 until 1971. The Chrysler 300 Non-Letter Series was the replacement for the 1961 Chrysler Windsor.

The Chrysler 300 was a proud and prestigious car during the 1950s, but it fell into anonymity during the 60s and then was never heard of in the automotive landscape for more than 30 years. But now, it has returned as the Chrysler 300C Luxury Sedan.

The Chrysler 300 returns and is by far "the best returning-to-glory car." With its distinctive styling, roomy interiors and powerful performance capabilities, it has become a popular choice for buyers in the larges sedan segment. The 2008 Chrysler 300C luxury sedan is no doubt an impressive vehicle. It has a powerful 6.1 HEMI engine, full navigation, moon roof, and a 322 watt 13 speaker "kicker" stereo system. To top that off, the 2008 Chrysler 300C luxury sedan is ForbesAutos' highest quality car in the near-luxury segment; topping other cars such as the Audi A4, BMW 3 series, Lexus IS, Cadillac CTS, and the Mercedes-Benz C Class. Several automobile authorities have also considered the Chrysler 300C's total quality index to be remarkably high.

One way to enjoy the Chrysler 300C Luxury Sedan without even buying it, is by renting it at Las Vegas car rentals that offer a lot of exotic, luxury, sports and classic cars. Car rentals offer a lot of services such as complimentary services that offer pick-up services to our their location, emergency phone access 24 hours a day, a thorough orientation about the selected vehicle, a private driver, and more services on special occasions such as weddings, birthdays and anniversaries.

Then of course, you are renting the Chrysler 300C Luxury Sedan in Las Vegas. Nothing can top that. Las Vegas is the entertainment capital of the world. Las Vegas is internationally renowned for its major resorts, gambling, casinos, shopping, and entertainment. Add them all up and you have every reason to say yes to your desires, to go renting the Chrysler 300C Luxury Sedan and have a vacation at Las Vegas. What can beat that?

Detail Pictures 2011-2012 The Chrysler 300:

The Chrysler 300C barrage is currently appointed for December 23, 2010. An eight-speed automated is reportedly to be accessible backward in the year, as we predicted, but it seems to be alternative even in non-SRT8 trim; a archetypal so able can reportedly hit 30 mpg.

Source http://badcopnodonuts.com
Source http://badcopnodonuts.com, google Image Search

Luxury and Comfort, The '57 Chrysler 300-C, based on the New Yorker with lots of changes, was built using body-on-frame construction. It had new 14-inch wheels as well as new dual headlights which allowed for up to 75 feet more vision when driving at night.

Chrysler 300-C is Luxury and Comfort cars

Suspension upgrades - Every Chrysler 200 model enjoys improved ride and suspension tuning over the outgoing Chrysler Sebring. A new rear sway bar, stiffened body mounts and new tires provide an improved ride. New deadening materials minimize exterior noise, vibration and ride harshness.

2012 Chrysler 200 model enjoys improved ride

Engine choices - The 2.4-liter inline four returns and is paired with either a four- or six-speed automatic transmission. Opt for the latter if you want better fuel economy; the four-speed is woefully and outdated and shouldn't have been offered with the 200. Optionally, a 3.6-liter V-6 is new, an engine rated at 283 horsepower and 260 pound-feet of torque with the Chrysler 200.

2012 the Chrysler 200 Really Coming

The Chrysler 200 is more of a midcycle refresh then a complete change for the sedan, but with a new name, fresh exterior, updated interior and optional V-6 engine, this model may be differentiated enough to bring customers back to the Chrysler brand.

2012 The Chrysler 200 is more a Cars

Chrysler has unveiled its new mid-sized challenger to rival the Camry, Accord and Chevy Malibu. Named 200, this younger brother to the 300 kills off the Sebring nameplate and will go on sale as a 2011 model. Fiat now owns Chrysler, but the Sterling Heights, Michigan built 200 isn’t a reskinned Italian car.



Described as a car that appeals to "customers that want style and substance, all at a surprising value", the 200 is based on the third-gen Sebring, which made its debut in 2007, but with heavily revised styling that makes it appear much more handsome than before.



New bits include front and rear fascias and fenders, grille featuring the new Chrysler winged badge, hood, rear decklid and exterior mirrors, new projector headlamps and fog lamps, new LED taillamps and a LED centre high-mounted stop light. The rear end clearly apes the Jaguar XF.



The 200 will be powered by the 2.4-litre four-pot "World Engine" mated to either a four-speed or six-speed automatic gearbox. The V6 option is filled by the company’s 3.6-litre Pentastar engine mated to a six-speed auto.



Chrysler says that ride and handling has been improved thanks to stiffened body mounts and a softer ride rate, improved suspension geometry with a raised roll centre and a new rear sway bar. NVH has been "extensively upgraded" from the old car as well.

The 2009 Chrysler Sebring Convertible offers two convertible top options: cloth and a body-color painted steel retractable hard top, both of which retract with the push of a button on the key fob. With a standard power hard tonneau cover on all models, top up or down, the Chrysler Sebring Convertible provides the benefits of a coupe and the true open-air freedom of a convertible at an affordable price.

Three engine options power the 2009 Chrysler Sebring Convertibles sold in the United States: the standard 2.4-liter four-cylinder World Engine, an available Flex Fuel Vehicle (FFV) 2.7-liter V-6 engine and an available 3.5-liter V-6 engine coupled with a new six-speed automatic transaxle featuring Auto Stick. The available 2.7-liter V-6 Flex Fuel Vehicle (FFV) engine produces 186 horsepower (139 kW) and 191 lb.-ft. 260 (N•m) of torque. This 2.7-liter V-6 engine achieves 18 mpg in the city and 26 mpg on the highway. It also operates effectively on any blend of gasoline and fuel-grade ethanol up to E85. Chrysler Sebring Convertible Limited models sold in the United States feature a standard 3.5-liter V-6 engine that produces 235 horsepower (175 kW) and 232 lb.-ft. (232 N•m) of torque coupled with a six-speed automatic transaxle that comes standard with Auto Stick. The 3.5-liter V-6 engine and six-speed automatic transaxle deliver excellent performance and fuel efficiency, as well as smooth quiet operation. The Sebring Convertible's 3.5-liter V-6 engine achieves 16 mpg in the city and 27 mpg on the highway.

The Chrysler Sebring Convertible has a rigid body structure to provide a quiet, comfortable ride and help eliminate cowl shake, even when the top is down. The front-wheel-drive architecture and the three-box vehicle design contribute to a body that is 2.5 times stiffer in twist and 1.5 times stiffer in bending than the previous-generation Chrysler Sebring Convertible. These refinements make the Chrysler Sebring Convertible structure stiffer than other convertibles on the market that cost thousands of dollars more.

The exterior of the car features 18-inch chromed aluminum wheels (now standard on Chrysler Sebring Convertible Limited) havng Silver Steel Metallic Clear Coat replaces Dark Titanium Metallic Clear Coat

The interior of the car contain Dark Slate Gray interior replaces Slate Gray/Light Slate Gray. Trunk mat with brand logo and deck lid closing assist handle, floor mats and cabin air-filtration system, dramatically improved acoustic package for reduced noise levels in the cabin.

Electrically having uconnect phone featuring Bluetooth technology (now standard on Chrysler Sebring Convertible Limited), heated front seats, windscreen, Remote Start, automatic headlamps, HomeLink universal home security system transceiver, automatic temperature control and heated/cooled cup holder (now standard on Chrysler Sebring Convertible Limited). For safety and security the car features Electronic Stability Program (ESP) with All-speed Traction Control (now standard on Chrysler Sebring Convertible Touring and Limited)

Convenience Group now includes Remote Start with power top and windows down with the push of a button the on key fob (Chrysler Sebring Convertible LX), Premium Audio Group includes uconnect gps, auto-dimming mirror and Boston Acoustics speakers (Chrysler Sebring Convertible Touring).

Much to our collective surprise, Chrysler's new Italian overlords have reportedly decided to keep the Sebring convertible alive and even give it a major refresh early next year. The Sebring and Dodge Avenger sedans are due to get their updates before the end of this year, and the Sebring could yet receive a new name. Most of those changes including reworked suspensions and improved interiors, and the company's new Pentastar V6 will migrate into the droptop in the new year.

As you may recall, back in the 1990s, the Sebring was consistently the top-selling convertible in America thanks to its reasonable price, relatively attractive styling and seating for four. The current model completely squandered that advantage by combining all the negative aspects of its sedan counterpart with a highly compromised design that includes three different tops including vinyl and canvas soft tops and a very finicky folding hardtop. So why keep the Sebring convertible around? According to AllPar, it's because they remain a favorite of rental fleets in warm weather states thanks to "move-em-out" pricing from Chrysler and demand for four-seat convertibles from vacationers.


[Source: AllPar]

If the economic downfall of 2008 had happened just a few years earlier, the Chrysler 300C SRT8 probably wouldn't exist. Think about it: when the nation was on the verge of $4.00/gallon gasoline and people were doing everything possible to get out of their fuel-sucking SUVs and into smaller, more efficient vehicles, a 425-horsepower flagship sedan with a free-breathing 6.1-liter Hemi V8 doesn't make a whole lot of sense. But then again, did it ever?

The 300C SRT8 is the product of a pre-castrated Chrysler. This was a time of Viper-powered Rams, Hemi-powered Jeeps and SRT-badged Neons. "You want it, you got it." Chrysler wanted the 300C SRT8 to start a new trend of muscle sedans – a land where quarter-mile times reigned supreme, and booming exhaust notes were all that mattered. This trend never really caught on (save the Cadillac CTS-V, which has been honed to be one hell of a machine), and at the end of the day, Chrysler was left with a big, heavy, powerful sedan that didn't offer much in the way of refinement and carried a near-$50,000 price tag.

But despite its flaws – and there are quite a few – we still think of the 300C SRT8 as a guilty pleasure. It has all the ingredients of an American muscle car wrapped in a four-door, luxury(ish) package.

First shown in concept form at the 2003 New York Auto Show, the 300 really drove home the retro-inspired styling language that Chrysler infused into most of its products in the early 2000s. And to this day, we're still fans of the 300's design, particularly in SRT guise. All perimeter surfaces of the car are flat, and with the lowered stance and bigger wheels, it's simply striking, standing in stark contrast to the swoopy, fluid designs that have come to light in recent years. Yes, the 300's look is aging, and a new car is in the works for the 2012 model year, but we'd never use terms like "ugly" or "weird" to describe its appearance, and it still stands out in a good way.

The high beltline, narrow greenhouse, minimal front overhang and pronounced wheel arches on the 300C SRT8 go a long way towards hinting at the model's performance potential. In fact, for many years, a special SRT Design trim level was offered on the 300, which added the more aggressive front fascia (revised grille and lower lip spoiler), 20-inch Alcoa forged alloy wheels and slightly lowered ride height to models equipped with the less powerful (and less awesome) 5.7-liter V8. The SRT8 trim is the only thing that keeps the 300C's design in the front of our minds, especially since lesser V6 models tend to look lanky and somewhat disproportionate.




The interior, however, is a place where the 300's design hasn't managed to retain any sort of longevity. It's relatively bland, fronted with odd fittings like the oversized steering wheel, thick A-pillars and a deep dashboard, and when paired with Chrysler's poor interior refinement, it's a bad fit in a sedan that carries a near-$50,000 price tag. What's more, SRT8 cabins don't stand apart from what you'd find in less-costly models, save the aluminum trim and suede-like material that wraps the top quarter of the steering wheel. The big improvements to the 300's interior, though, are the SRT-specific seats, which are extremely comfortable and supportive – the sort of seats you'd want for cross-country drives. Really, we can't praise these chairs enough, and they go a long way in making the 300's interior a more livable environment. In every other regard, though, the quality of all cabin materials are below par at best – clunky plastics, shoddy fittings of trim around the gear shifter and radio/HVAC controls, and scads of other issues remind you this is what passed for a domestic bread-and-butter sedan in the early half of the last decade.

If you can get past the fact that the interior doesn't feel as nice as it should given the price, the functionality and usability isn't all that upsetting. Our top-trim test car was packed with all the latest and greatest convenience and comfort amenities – heated seats, sunroof, dual-zone climate control and auxiliary input/iPod integration worked into Chrysler's UConnect navigation/infotainment system. No, the UConnect isn't as feature-rich as systems like SYNC, MMI, iDrive or COMAND, but it's extremely easy to use, and though the whole interface is somewhat outdated, we don't have many qualms. We like simple, intuitive infotainment systems, and UConnect sits well with us.




The 300 rides on Chrysler's LX platform, and with a wheelbase of 120 inches, there's a ton of room for rear seat occupants – 40.2 inches of legroom, to be exact. Even up front, the legroom and shoulder room is more than accommodating. The problem, though, is that because of the low roof and high beltline, headroom is greatly compromised. You'll want to raise the driver's seat to get a commanding view of the road in front of you, but even your relatively short author (ringing in at five-feet, six inches) had issues with headroom. This is even more noticeable during ingress and egress, where you'll need to duck slightly to avoid hitting your head on the roofline. The headroom issue isn't as noticeable for rear seat passengers, but it's still a pain for getting in and out, especially since the back doors don't open nearly as far as you'd expect. Still, the rear seats are extremely comfortable (much like the buckets up front), and there were few complaints from passengers during our test.

All of these faults are immediately forgotten the first time you lay into the throttle and go blasting down a straightaway. The 6.1-liter Hemi roars to life and thrusts you forward with 425 horsepower and 420 pound-feet of torque; the five-speed automatic holding each gear to its peak when your right foot is pressed to the floor. It's a great feeling, and when you consider that the 300C SRT8 is a relatively hefty beast (4,160 pounds), the fact that it will rip off 0-60 mph times in the low five-second range is pretty impressive stuff. We don't even need to tell you how poor the fuel economy on something like this is, but we will anyway. If you tread lightly on the throttle, you can maybe (maybe) achieve the EPA estimated 19 miles per gallon on highway jaunts, but we're willing to bet that the majority of owners will experience something closer to the 14.5 mpg that we recorded during our week-long stint.




Turn off the traction control and you can smoke the rear tires all day long; this engine inspires hooliganism, if only in a straight line. And when you are testing 0-60 and quarter-mile performance times, the large 14.2-inch Brembo brakes with four-piston calipers are a godsend for ultimate stopping power. The brakes aren't touchy, but they never feel soft or like there's a lack of stopping power underfoot, and stomping the pedal will quickly bring the big SRT8 to a halt devoid of unexpected front end chatter. Chrysler says that the 300C SRT8 will do 0-100-0 in just under 17 seconds, and considering its heft, that isn't too bad.

When the road gets twisty, however, the 300C SRT8 loses a lot of its charm. At 196.8 inches long and 74.1 inches wide, the SRT8 is a big sedan, and while the German automakers have done a good job of creating large saloons that aren't exactly slouches in the bends, the Chrysler does flop around when pushed down challenging roads. Its 4,000-plus-pounds are extremely noticeable in these scenarios, and while there's always plenty of power on tap for blasting down country roads, the somewhat floaty suspension and heavy, uninvolving steering do little to inspire driver confidence. There's a noticeable amount of body roll during turns, and while the large 20-inch wheels riding on performance-oriented 245/45 tires do aid in traction and stability during enthusiastic driving, it's still not nearly as good as more nimble $50K sport sedans from our friends across the pond. Even the less-powerful Ford Taurus SHO is a better steer on challenging roads, though we attribute most of that to Ford's use of all-wheel drive and turbocharged power. Sure, the Chrysler will easily pull away from the SHO on straight stretches of road, but the Ford can no doubt carry more speed through a bend. At least the Chrysler's brakes are better, though.





It's best to think of the 300C SRT8 as a four-door Challenger. When you compare the Dodge muscle car to its Ford Mustang and Chevrolet Camaro rivals, it easily takes last place in terms of driving dynamics. Still, the 300C SRT8 is a whole lot of fun on the majority of roads encountered during our test through metropolitan Detroit. The cushy suspension does a good job of softening stretches of broken pavement, and it makes for one hell of a highway cruiser. Images of blasting along I-80 through Nebraska come to mind – double cheeseburgers in hand and Coca-Cola in the cupholder.

The biggest problem is that, at nearly $50,000 ($49,125 for our test car), there are a whole lot of other options that are better buys than the 300C SRT8. As previously mentioned, the Ford Taurus SHO wins in both refinement and driving dynamics, and $50K will get you in to the bottom rung of Audi A6, Mercedes-Benz E-Class and BMW 5 Series territory. Even an Acura TL SH-AWD is a compelling option.



But the one thing Chrysler's 300C SRT8 will always do better? Make you feel naughty for driving one. Because even though it's relatively outdated in terms of overall enthusiastic dynamics, and it makes little sense when you consider the competitive price set, we'd still eagerly drive one if given the opportunity. We love ripping off five-second runs to 60 mph, turning off the traction control and burning away from every stoplight, and most wonderfully, blasting down the highway with the windows down, sunglasses on and loud music coming from the stereo. It's an American sedan that inspires us to get out on the open road, and though we know there are cars that, for an enthusiast, are light years better to drive on involving roads, the 300C SRT8 has enough moxie to make any petrolhead wear a silly grin on his face.