The Chrysler-Dodge LX Cars: Charger, Challenger, 300, 300C, and Magnum
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Features common to each car are noted on this page. The car pages below include photos and unique features: Dodge Challenger - Dodge Charger - Charger Squad - Chrysler 300C - Chrysler 300C SRT-8 - Dodge Magnum - Magnum SRT8 You can also read our field-test reports: Chrysler 300 Limited - Dodge Magnum RT - 300C and Magnum in Snow and Ice See the individual car pages listed above for prices, features, dimensions, and specifications (including the 2008 and 2009 model-year refreshes.) Oh, and then there's the next generation: the 2010 LY cars | the 2008 LX refresh 2009The new VCT Hemi pushes out 359-375 hp and 389 (or more) lb-ft of torque; all wheel drive models gained a new system that brings rear-wheel-drive style gas mileage, by only connecting the front axle when it's needed, spinning it up to speed on demand. Navigation system, stereo, satellite TV have all been updated. Airflight, Magnum sedan, and Enforcer
A short wheelbase version of the LX was expected to give Chrysler a mid-sized rear-drive sedan, replacing the current Sebring. It was expected to come in a convertible version, since the Sebring Convertible remains the best selling ragtop in the United States. However, that plan seems to have disappeared, albeit with the new shorter-wheelbase Challenger coming soon. Common problemsSo far, the only common problem we have heard about is rough idle - sometimes very rough - due to bad programming on a number of early LX computers. We think this will not affect models made after August 2004. Tires are apparently quite expensive. Rationale for the Chrysler LX choicesAccording to Steve Bartoli, head of marketing and car planning, the LX series was set up after finding that customers wanted a car with safety, style, and convenience. The high door sills evoke safety and match modern styles. Additional elements are noted in the individual car pages. Powertrains and performanceThe base engine is a 200 horsepower 2.7 liter V6, currently used on the Intrepid and Concorde, retuned for more low-end torque. Gas mileage is said to be "surprisingly good," as is acceleration - despite the extra weight. We're not sure how they're doing this given the use of a four-speed automatic - not the new Mercedes-based five-speed. Next up is a 3.5 V6, similar to the Pacifica, and finally the Hemi V8, available on both Dodge and Chrysler with roughly 340 horsepower (less than in the Ram!). In 2005, the 3.5 was coupled to Chrysler's own four-speed automatic on rear-drive models, and to the Mercedes five-speed automatic on all-wheel-drive models. On 2006 model-year cars, all 3.5-equipped vehicles come with the five-speed, leaving just the base 2.7-liter models with the four-speed (ironically, these are the models that most need the extra gear and efficiency). The Hemi will benefit from an efficient transmission, based on Mercedes' five-speed automatic. This was, in turn, reportedly based closely on a ZF design, by coincidence allegedly considered by Chrysler for use in the 300M (it would reportedly have cut 0-60 times by nearly a full second). A Mercedes tech told us that the last three numbers are the amount of torque the transmission can handle (in Nm), giving the W5A580 a capacity of 427 lb-ft of torque. Performance figures for Hemi models are:
What you will not see, according to Mr. Ridenour - at least, not in the near future - is a manual transmission. The LX series will be all-automatic, using, at least for the time being, the Mercedes transmissions, built in the US by Chrysler. High metal doorframes, a long roof overhang, and a high trunk impede up and down visibility, but make people feel safer. Special tires were developed to improve all-season performance, riding on 18" wheels. Chrysler worked hard on the tires, active suspension tuning, and weight distribution to bring bad-weather handling up to front wheel drive levels. One of the reps noted that 43% of BMW and Mercedes owners thought they had front wheel drive cars! The rear wheel drive configuration allows a front-rear weight ratio of 52:48 (Hemi), which helps handling. The V6 models may come even closer to 50:50. To keep quality high, the LX series was designed in coordination with representatives of the Brampton assembly plant. Reportedly, the LX was designed to reach Lexus quality standards. All wheel driveThe all-wheel-drive system adds a front differential and a transfer case compared to the rear-wheel drive configuration. The power is divided between the front and rear differentials and is transmitted to both axles at all times. The transfer case is a planetary center differential that delivers 62 percent of the engine torque to the rear axle and 38 percent to the front. By driving continuously through all four wheels, the all-wheel-drive system provides excellent cornering balance under all driving conditions, and better traction in snow and wet-weather conditions. Combined with all-speed traction control and stability control, performance and stability are outstanding under all traction conditions. For 2009, all wheel drive will be disconnected when not needed, increasing gas mileage by 1-2 mpg; when more traction is needed, a motor will spin up the front axle, then connect the front transfer case. Again, up to 38% of power can end up in the front wheels. Revisions to the engines for the LX seriesThe 2.7-liter V-6 has been improved to produce more low-speed torque at launch and during mid-range operation for strong performance in everyday driving. The engine produces 190 hp at 6400 rpm, and 190 lb.-ft. of torque at 4000 rpm, and it offers good fuel economy for a vehicle of its size. This was done by using a new active dual-plenum intake manifold that is tuned for improved low-speed torque. In addition, the manifold includes a manifold tuning valve that further adds to low-speed torque during both part-throttle and wide-open throttle operation. This valve increases part-throttle torque by eight-10 percent in the primary driving range of 2100 to 3400 rpm, giving better performance in normal driving. Another addition to the 2.7-liter for 2005 is the use of electronic throttle control ("drive by wire"). This maintains more consistent vehicle speed on rolling grades when cruise control is active, and interacts with the transmission control system to further minimize gear hunting under these conditions. It also tailors throttle response to pedal movement based on operating conditions. For example, a large pedal motion at a standing start may open the throttle less than the same pedal movement at highway speeds. Styling and suchFront license plate holders have been an issue in recent Chryslers, since the front ends don't seem to have been designed for them. Designers have stuck with center-mounted plates, with the 300 series having the frame held onto the grille so it is partly over the bumper, partly over the grille. A Chrysler executive said they tried to have a large chrome bar on top of the frame so it would look more part of the grille, but that costs made that impossible. The Magnum will have a similar arrangement, but entirely over the bumper. Those in states without front plates (Pennsylvania, Michigan, and others) may be happy to learn that no visible holes are pre-drilled. No photos have been released yet showing front plates, but the executive said he'd take some along on future LX showings. The interiors are very similar, but the instrument panels are very different. Both have similar features in terms of electronic stability control, all-speed traction control, optional navigation systems (which thankfully have real knobs and buttons for the stereo), and dual-zone thermostatic climate control (this may be an option on lower models). The controls are a little odd, with an unusual cruise control on a stalk on the top left of the wheel, which seems far less user-friendly than the standard Japanese flat stalk on the right of the wheel (a la Mitsubishi and Toyota). The headlight control has stiff, loud detents, making it clicky and somewhat cheap-feeling in comparison to current controls. The "variations of gray" wood-free interior is somewhat cold compared with many other cars in this price range. We do appreciate the use of a foot brake, given the lack of a manual transmission, though we'd prefer the stick option! The climate control has dual thermostats, one for each zone, using a simple knob design with the temperature marked on the panel; just twist to put it where you want it. It's simple and it works better than fancier systems. There is a lot of storage space, with a large central box that includes Chrysler's cleverly designed coin holders - this time, with spaces for four coins, so you don't have to throw your pennies out the window. The raised belt-line and low glass-to-body ratio were ostensibly designed to provide a sense of stability and protection, though we note Trevor Creed's predilection for cars that impede visibility (the 300C is reported to be the product of Studio 3 designer Ralph Gilles). The driver has good views at all angles but not up and down, making the experience like driving a tank - which may be what they were after. The various models will have better differentiation than in the past, with Dodges looking and feeling very different from Chryslers - though that differentiation apparently does not extend to their profiles, with both having the least amount of glass legally possible. Indeed, this look seems to be extending to the Mercedes CLE. Large tires on 18-inch wheels suggest ample reserves of power. NamesThe official word last year was to forget about the 300 Hemi C and Charger R/T, but it seems that the Charger name will be given to the Dodge version of the LX in July 2005, replacing Intrepid. The 300 Hemi C name will be used not for a ragtop but for the 300M successor, striving for continuity with the past even as they eliminate the 300-series progression, maintained since the 1960s! Hemi engines will be in the LX. Other names have not yet been finalized. The basic rear drive Chrysler sedan may wear any number of badges, with "eaglecars" suggesting that New Yorker, Imperial, and LeBaron are all being considered, and that New Yorker is in the lead. We noticed that Chrysler has not trademarked these names recently, but has applied for a trademark on Catamaran. For the Dodge crossover, Magnum appears to be definite - the name was used by Dodge cars in the 1970s, and by Mitsubishis and Dodge engines since then. Interesting options and features
Four wheel disc brakesFour-wheel disc brakes are standard on all Chrysler 300 models. Ducts in the front fascia direct cooling airflow to the front brakes, reducing front brake temperatures by up to 15 percent in heavy use for enhanced performance and longer lining life. High caliper stiffness facilitates firm pedal feel and linear response with increasing demand for braking effort. To reduce rolling resistance for better fuel economy, all models use low-drag calipers. New-technology caliper construction allows minimal drag of the pads on the discs. Tight pad clearance to the rotors maintains maximum pedal feel and responsiveness. The Chrysler 300C features twin-piston aluminum calipers and 13.6 -inch vented rotors in the front and single-piston aluminum calipers with 12.6 -inch vented rotors in the rear. The calipers are readily visible through the aluminum wheels, and they have a gray anodized coating for corrosion protection and long-term appearance. Even the base brake system offered on V- 6 rear-wheel drive models offer substantial braking performance and safety. They feature single-piston aluminum calipers and 12.6 -inch vented rotors in the front and single-piston aluminum calipers with solid 12.6 -inch rotors in the rear. ABS (Anti-Lock Brake System) and All-Speed Traction ControlA combined ABS and Traction Control system is standard with the 3.5- and 5.7-liter engines; it is optional with the 2.7-liter V- 6. Chrysler 300 and Dodge Magnum are the first Chrysler Group vehicles to offer all-speed traction control. ABS keeps the vehicle straight while retaining steering capability when braking on slippery surfaces by preventing wheel lock-up. It benefits from state-of-the-art electronics that provide faster system response than in the past. All-Speed Traction Control enhances mobility and prevents wheel slip when accelerating on slippery surfaces. Depending on how slippery it is, an automatically activated "Winter Mode" feature will select lower transmission up-shift speeds on the five-speed automatic transmission. It also provides a measure of directional stability control - an advancement beyond prior traction control systems. Using the wheel-speed sensors, it can detect excessive yaw and help keep the car on the intended course as, for instance, when accelerating around a curve. In addition to low traction braking situations, all-speed traction control on the Chrysler 300 models can use throttle control as well. This makes the vehicle less reliant on brake application alone to maintain traction, increases the operating speed range and more closely modulates speed, resulting in smoother operation. With All-Speed Traction Control reducing engine torque when accelerating, it is possible to achieve almost seamless torque application at the wheels. All-Speed Traction Control also benefits from state-of-the-art electronics that provide much faster system response than in the past. Mercedes stuffThough Chrysler had already chosen rear wheel drive before the merger, hooking up with Mercedes allowed (some say forced) the use of existing technologies, including a low-end version of the Mercedes E-class automatic transmission (the A580 electronic automatic), and versions of Mercedes' stability control, steering, front suspensions, electronics, rear suspensions, and seats. It is hard to tell how much - if any - this has saved (or cost) in development, since DaimlerChrysler worked hard to justify the takeover of Chrysler Corporation in the face of stockholder lawsuits, and Chrysler reportedly was paying steep royalties for their use of these components (some of which were provided by outside suppliers in any case). Chrysler had already developed a five-speed automatic for trucks; it's used with the Hemi. The rear suspension / differential is a module isolated from the body. The front suspension is cradle mounted and has dual ball joints in the lower links for added tuning ability. A Mercedes telematic system (paid for by Chrysler) similar to OnStar, but interacting with your cell-phone if you have AT&T wireless, will be offered. We'd hope European offerings have a diesel option, since over half of vehicles sold there are diesels. The LX cars will use the Mercedes E class traction control, electronic stability systems, axles, wire harnesses, automatic transmissions (downgraded to five speeds from six so Chrysler won't go into Mercedes turf - even as GM and Ford create a new six-speed automatic), steering columns, and other major suspension components. 20% of the Magnum's components are shared with Mercedes, according to Wolfgang Bernhard (40% of the Crossfire is Mercedes so these figures are to be taken lightly). AutoWeek (Mark Vaughn) quoted chief engineer Burke Brown as saying that while Mercedes provided many components, "few parts are straight out the Benz bin." He cited the front suspension as having a lower roll center and wider track, for example. Another Chrysler engineer actually suggested that the LX had simply continued the LH front suspension, with minor changes. Perhaps an expert out there will decide which account is more truthful. Historical perspectiveIn 1989, the Dodge Diplomat and Plymouth Gran Fury, the final generation of a line begun with the 1960 Valiant, were finally eliminated, leaving a line of cars that was entirely front wheel drive powered. Indeed, no completely new rear drive cars had been developed by Chrysler since the Valiant itself. Then came the Viper - and ten years later, the LX. The original LH (Intrepid, Concorde, Vision) series was designed to be either front or rear drive, but strong sales meant that the company never had to actually make any rear wheel drive versions. Then sales flagged while market research showed executives that people were leaving cars for SUVs in droves, in search of V8s, rear wheel drive, a high riding position, and lots of extra steel between them and "those other people on the road." The LX was reportedly in full development swing when Chrysler was bought by Daimler-Benz in exchange for...well, it was reportedly in full swing, but the process was stopped to reengineer the LX to make use of Mercedes components and technologies. Chrysler devoted one of its parts plants to making five-speed automatics based on a Mercedes design, and the electronics architecture was switched to take advantage of Mercedes' experienced with stability control. Eventually, the LX would use a Mercedes-style rear suspension, transmission, steering system, and seats, sharing 20% of its parts with Mercedes. It would also be priced well above the original vehicles, and come out much later. The swoopy, aerodynamic design of the LH has been replaced by a squarish, SUV-style look, the 300 evoking Bentley and the Magnum evoking Dodge trucks. However, even though the exterior remains fixed at five meters, the interior space has increased - as has crush space in case of accidents. Cargo space is still good. The concept cars were substantially upgraded in appearance in response to comments from civilians and journalists, with many interior and exterior changes which had an overall positive effect. The interior is interesting, with good visibility in all directions except up and down. In 1997, the plan was to have an Intrepid and Concorde replacement, each front wheel drive, as well as a 300N (5 meters), full size rear wheel drive, and either a Charger or 300 convertible. The LH platform was designed for either front or rear wheel drive and could have gone RWD at any time. Third-generation LH models with front, rear, and all wheel drive, which could all have been built together, were built as prototypes, and it would have taken less than ten minutes to switch the line from rear to front drive. Chances are if the takeover had not taken place, the LX series would have appeared in 2002. Specifications
Comparisons: 300C to luxury cars |
RumorsInformation300C compared with luxury cars Reviews / Test DrivesLX + Snow, Ice, ConceptsComponentsRelatedThe 1978 and 2005 Dodge Magnums
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