Chrysler 300M cars - an Eagle Vision by any other name would drive just as sweet(ly)
Originally slotted to be second-generation Eagle Vision, the 300M became a Chrysler at the last moment; there are photos of 300Ms with Eagle trim and badging, but the decision to eliminate Eagle came just in time for a quick readjustment. The use of the name 300M offended many familiar with the company’s history and would confuse would-be buyers for years, especially when the 300 and 300C were brought out, but it did make the launch much more public: the 300M made the covers or inside pages of just about every glossy car magazine, thanks largely to its links with the past. Once inside, reviewers were generally pleased, and some called the 300M the best big front-wheel drive car every made — all things considered. The 250 horsepower engine pushed the massive vehicle with alacrity, but it was fine with sharp turns, too, and didn’t mind being driven around leisurely.
At the core of the debate is the simple fact that the 300M did not clobber the competition as well as the early 300 letter-cars. The 300 letter cars were unique, able to do battle with the best of the rest, offering a stiff suspension that could corner better than many smaller sports cars, coupled with a fearsome Hemi engine, unique interior, and a price to match; the 300 letter-cars were always a limited edition, not a mass market car, and they were the best Chrysler could sell.
The 300M was given the LHS’ elegant, refined instrument panel, along with a similar interior, albeit devoid of some minor niceties available on the Concorde. The 300M, though, was shortened, primarily for sale in Europe, where the LH was simply too large; the shorter length also resulted in lower weight, for better acceleration. Aggressive gearing brought 0-60 times down to about 7.5 seconds, which was better than most of the original 300 letter cars, despite their fearsome Hemi and Wedge engines (to be fair, the originals also had better torque for instant-on acceleration). The ride is also firmer than the other LH cars, a tradeoff for superior handling - better than many cars with active suspensions.
The LHS, in contrast, despite its identical-looking (and much larger) interior, was longer than the standard LH, got better mileage than the 300M, was quieter inside, and rode more smoothly. Not as many LHSs were sold, though, partly because bringing back the 300 name brought some publicity at first, and partly because the sporty flair of the 300M impressed car reviewers, while the LHS simply satisfied customers. Both came standard with woodgrain trim; a wood steering wheel came standard starting in 2001 (pictured above is a 2000 model), and the 300M Special replaced the woodgrain with fake carbon fiber.
The Chrysler 300M was benchmarked not against GM, Ford, and Toyota, but against the BMW 5-series. Based on the same platform as the $20,000 Intrepid and Concorde, the $30,000 300M is smaller (though you'd never know it from the interior), faster, firmer-riding, and better-handling. It still failed the Eurotest in some ways (no turbo option, no diesel option, no five-speed), but when it came out, most reviewers considered the comparison to be fair.
Only one engine was available, the Chrysler-engineered 3.5 liter V6 designed for the LH and not used on any other vehicle for many years; it was connected to a four-speed automatic transmission with AutoStick. A 300M Special model included a slightly more powerful engine and high-intensity discharge headlamps.
The 300M gained quite a bit of good press in its first days, but quickly went from being praised for its beautiful interior to being slammed for its cheap-looking interior — the main difference being that the press fleet went from standard 300Ms to 300M Limited models, which had slightly better acceleration, stiffer springs, high-intensity discharge headlights, and fake carbon-fiber trim replacing the wood trim.
Changes, year to year
The 1998 included the 3.5-liter V-6 engine, rated at 253 horsepower (188 kW), and 255 lb.-ft. (345 N•m) torque. Standard features were the AutoStick automatic, 17-inch cast-aluminum wheels with chrome option, next-generation hybrid driver and front passenger air bags, Sentry Key®theft-deterrent system, Indiglo backlighting on gauges, leather seats, wood-appearance trim, cassette/4-CD stereo, traction control, antilock brakes, trip computer (EVIC), and the analog center clock that would become mandatory for Chrysler vehicles starting in 2005.
In 1999, automatic headlamps were added, and the Handling Group took off the top speed limiter.
In 2000, an interlock was added to prevent shifting from Park unless the brake was pressed; and tether anchors were added to the rear shelf for child seats.
The year 2001 brought more changes, with an optional luxury group that included an automatic dimming driver-side mirror; slight cosmetic changes; and supplemental side airbags. A more advanced EVIC (trip computer) was made optional.
In 2002, electronic brake distribution was added to the antilock brakes; a new computer combined engine and transmission controls; LATCH tethers were built in; and “natural” evaporative emission monitoring was added. Midyear, the 300M Special was introduced with a 255 horsepower 3.5 liter engine (running on premium gas) with 258 lb-ft of torque, and a 3.89 final drive ratio. The 300M Special also had high intensity dischrage headlights and cheap-looking fake carbon fiber trim, higher performance brakes, and optional Michelin Pilot Sport 255/35R18 performance tires.
In 2003, new colors were added, a six-disc CD changer replaced the four-disc changer, and the changer controls were added to the stereo. 2004 brought optional Sirius Satellite Radio and an optional stereo with DVD-based GPC navigation.
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All 300Ms had the 3.5 liter V6 with automatic; four wheel independent suspension with four wheel disc brakes and 17 inch wheels; traction control and ABS; and other features including rear defroster, body color door handles, fog lamps, solar control glass, automatic headlamps (2000 and later), dual power folding heated mirrors (auto-dimming and auto-down-tilting-on-reverse on Special), speed-sensitive variable-delay wipers, automatic temperature-control air conditioning, dual-density carpets, soft touch door panels, sun visors with illuminated mirrors and sliding extensions, tachometer, auto-dimming rear view mirror, trip computer, universal garage door opener, heated front seats with two-person memory for the driver's seat, radio, and mirrors; eight-way power driver and four-way power passenger bucket seats; antenna built into the rear window; cruise; tilt wheel; power remote trunk lid release; and of course power locks and windows with remote and alarm.
The suspension was a standard four-wheel independent design with power rack and pinion steering, front MacPherson struts with integral gas-charged shocks and coil springs, single transverse lower links, tension struts, and a link-type stabilizer bar; and rear Chapman struts with integral gas-charged shocks, dual transverse lower links, lower trailing links, and a link-type stabilizer bar with concentric coil springs. Base tires were P225/55R17 Michelin Pilot MXV4 Plus black sidewall all-season radials, with the same-size Pilot HX MXM4 for the Performance Group and 245/45R18 Pilot Sport in Ultimate Performance Tire and Wheel Group. Six and ten spoke wheels were optional or used in various option groups. The engine was longitudinal, with front wheel drive. All 300Ms were made in Brampton, Ontario, Canada, and were classified by the EPA as large cars.
The Chrysler 300M Special and the Performance Handling Group included stiffer front calipers, outboard-vented rotors, and high-performance linings at all four wheels.
Chrysler 300M repairs
When your 300M gets past 70,000 miles, it might be a good idea to start looking at batteries. The battery is hard to reach, and problems with corrosion and battery acid leaking onto connectors appear to be common starting around this mileage. Dealer prices for battery/cable replacement appear to be around $250 - $360.
Keep the trunk area (around the hinges/shock absorbers on top) clear of leaves to avoid rust. So far no rust problems have been reported to us, only the potential.
The ignition key tends to stick for some people. If you can't turn the key, try hitting the ignition lock moderately gently a dozen or two dozen times until the small bit of dust inside gets knocked loose. (As always we can't be responsible for your results!) - blowing compressed air in may be safer but we haven't tried that (the knocking trick comes from the dealer.) This isn't cause for panic - it seems to happen rarely but the fix does eventually work.
The seat-warmer switches tend to fail after six or seven years. Taking them out is very easy - with the ignition key NOT in the car, you can push them out from underneath, or you can gently pull/pry them out from above. Removing the connector cable is usually easy. You can try taking them apart and cleaning the contacts, or just order one from a dealer. List is $42 (as of January 2008) but we got ours from Pomoco for a grand total of $30 including shipping, because cleaning the contacts - one badly damaged, apparently by a coffee spill - didn't quite work. Here’s what the old switch looked like when we broke it apart into its four components: shell, rocker, transparent contact-holder, and circuit-board. If you have different color seats, your outer shell will be a different color.
Some early CD players (1999-2000 models) skipped over bumps; replacing the CD changer fixes that.
The platinum spark plugs do need to be replaced, probably at around 80,000 - 100,000 miles. This is not hard with the right tools. The plugs are right under the coils, on top of the engine; use a flat-bladed screwdriver to push up the lever on the electrical connectors, and gently slide the connectors apart. Then carefully use a good quality Torx screwdriver of perfect size to take out the two screws - be very careful at first since they are attached very firmly and are easy to strip. Push down hard while breaking them free. Once the first quarter turn is done, they should unscrew easily, but they don't come all the way out. When both screws are unthreaded, gently pull out the coil, which is held in now by the airtight seal. Then the spark plug can be taken out with a standard 5/8 inch spark plug socket, replaced with new ones (with a dab of antiseize on the threads), and tightened to specifications using a torque wrench (aluminum heads!). The hardest part is getting those coil screws removed without damaging them.
Speaker removal is also easy as long as it's the door speakers. More coming on that.
Want to replace the tie rod bushings for the 1992-2003 Dodge Intrepid, Chrysler 300M, Concorde, LHS, and New Yorker, or Eagle Vision? CarQuest has an inner tie rod end repair kit, which uses a two piece bushing to eliminate special tool sand lubricate; these bushings snap into place (and the kit includes a bolt lock plate). The kit is part number K7349. (Thanks, John Kaderka.)
300M Specifications
| Valve System | SOHC, 24 valves, hydraulic, center-pivot roller rocker arms |
| Fuel Injection | Sequential, multi-port, electronic |
| Engine construction | Aluminum block with cast in iron liners, cast-aluminum heads |
| Compression Ratio, Redline | 9.9:1, 6800 rpm |
| Power (SAE net, 2004) | 250 bhp (186 kW) @ 6400 rpm (71.4 bhp/L) (normal) 255 bhp (190 kW) @ 6500 rpm (72.9 bhp/L) (300M Special) |
| Torque (SAE net, 2004) | 250 lb.-ft. (339 N•m) @ 3900 rpm (normal) 258 lb.-ft. (350 N•m) @ 3950 rpm (300M Special) |
| Max. Gross Trailer Weight | 2,000 lbs. (907 kg) |
| Estimated EPA Fuel Economy mpg (City/Hwy) | 18/26 |
| Alternator | 130-amp, high-speed |
| Battery | 600 CCA, maintenance-free |
| Ratios, 1st-4th gears | 2.84 - 1.57 - 1:1 - 0.69 |
| Final Drive | 3.66 — 300M; 3.89 — 300M Special |
| Overall Top Gear | 2.52 — 300M; 2.68 — 300M Special |
| DIMENSIONS AND CAPACITIES in inches (mm) | |
| Wheelbase | 113.0 (2870) |
| Track, Front / Rear | 61.9 (1573) / 61.6 (1565) |
| Overall Length | 197.8 (5023) |
| Overall Width | 74.4 (1890) |
| Overall Height | 56.0 (1422) — 300M; 55.5 (1410) — 300M Special |
| Ground Clearance | 5.1 (128) — 300M; 4.5 (114) — 300M Special |
| Curb Weight (estimated) | 3,581 lbs. (1624 kg); Special, 3,650 lbs. (1656 kg) |
| Weight Distribution, % F/R | 64/36 |
| Frontal Area | 23.9 sq. ft. (2.22 sq. m) |
| Drag Coefficient | 0.313 |
| Fuel Tank Capacity | 17 gal. (64L) |
| ACCOMMODATIONS | |
| Head room | F- 38.3 (973) or 37.1 (942) with moon roof; R, 37.7 (958) |
| Leg room F/R | 42.2 (1071) / 39.1 (993) |
| Shoulder room F/R | 58.8 (1493) / 58.7 (1490) |
| Hip room F/R | 57.4 (1458) / 59.1 (1500) |
| Seat travel | 8.6 (218) |
| Recliner angle range | 50° |
| Rear Knee clearance | 3.9 (100) |
| SAE Cargo Volume | 16.8 cu. ft. (476L) |
| EPA Interior Volume Index | 121.9 cu. ft. (3.45 cu. m) |
| Overall Steering Ratio | 17.0:1 |
| Turning Diameter (curb-to-curb) | 37.6 ft. (11.5 m) |
| Steering Turns (lock-to-lock) | 3.1 |
| Front brakes | 11.7 x 1.02 (297 x 26) inboard vented disc with single-piston caliper, swept area: 287.3 sq. in. (1853.5 sq. cm) |
| Rear | 10.6 x 0.5 (270 x 12) solid disc with single-piston caliper and ABS, swept area: 184.6 sq. in. (1191 sq. cm) |
2004 Chrysler 300M Blather
Chrysler wrote:
The 2004 Chrysler 300M offers driving enthusiasts an uncompromised mix of performance, premium amenities and style.
“Evocative styling and brilliant engineering set the Chrysler 300M apart from the crowd,” said Tom Marinelli, Vice President — Chrysler Marketing. “The Chrysler 300M continues to be a strong competitor in the sport sedan market because it has the right combination of performance and style that makes the driving experience a true pleasure.”
The 2004 Chrysler 300M offers drivers a fun-to-drive premium vehicle with all of the amenities one would expect in a sport sedan. Chrysler also continues to offer the 300M Special, which adds even more performance and premium options to the already well-equipped Chrysler 300M.
The foundation of the 300M is as advanced as its features. Its unibody chassis offers a solid feel. Four-wheel independent suspension is touring-tuned for smooth, yet responsive handling. The 2004 Chrysler 300M is equipped with four-wheel disc brakes with ABS and electronic brake force distribution (EBD). For distinctive styling in addition to performance, Chrysler 300M is equipped with 17-inch aluminum wheels and Michelin Pilot MXV4 Plus P225/55R17 tires. The Chrysler 300M’s High Output 3.5-liter V-6 engine produces 250 horsepower (186 kW) at 6400 rpm and 250 lb.-ft. (339 N•m) of torqueat 3900 rpm for true performance from a fuel-efficient V-6. The engine’s power is delivered through a four-speed automatictransaxle. Every 300M is equipped with an AutoStick®transaxle, which offers the convenience of an automatic transaxle and the control of a manual.
Every Chrysler 300M is equipped with a host of luxury and convenience features as standard equipment, beginning with leather-trimmed, heated power seats. The driver seat includes eight-way adjustment and a personalized memory system. The memory system controls seat adjustment, driver’s side exterior mirror and radio presets.
The instrument panel of the Chrysler 300M features electroluminescent lighting. Selectable automatic headlights turn on at nightfall and activate with windshield wiper operation as well. An overhead console relays compass and temperature information and has a four-function trip computer. A Homelink®universal three-channel transceiver is built-in and offers programmable features, including a garage door opener and security lighting. The interior is finished with woodgrain accents.
More information
Reviews: 2000-2001 Chrysler 300M; 2002 Chrysler 300M Special
Information in detail:
- Noise, vibration, and harshness improvements
- Other 300M/LHS notes
- Common repairs and performance tips
- LH cars main page
