Chrysler 300M cars reviews

Click here for the 2002 Chrysler 300M Special car reviews

A few words for the faithful

Some have criticized Chrysler's introduction of the 300M, because its engine is not rated at 300 hp, it is not rear wheel drive, and it does not clobber the competition as well as the early 300 series did. Our considered opinion: this engine is probably at least 300 hp according to gross horsepower, which was used when the original 300s were made; and it does clobber the competition, though in handling, elegance, and interior space rather than in straight-line acceleration. In short, we think it follows the 300 tradition quite well. Based on a standard body, shortened to save weight (and to fit into European parking places), and tuned for maximum performance, it is just as much a 300 as any other; it just has different proportions of handling, luxury, and performance.

Why build the Chrysler 300M?

Review Notes: Chrysler 300M
Clearly Superior In:	Handling, elegance
Above Average In:	Drivetrain
Needs Work In:	Luxury items, gas mileage, add 5-speed

Originally slotted to be second-generation Eagle Vision), the 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. Though it still fails the Eurotest in some ways (no turbo option, no diesel option, no five-speed), it will certainly give automatic-transmission-and-gas-V6-equipped Eurosedans a run for their money.

Car review: the Chrysler 300M from 2000 and 2001

Though the 300M has a standard 250 hp V6 that runs on regular gas and has both manners and teeth, in some ways it does not feel as powerful as the earlier 300 series, because it is smoother in operation. Matched up to the electronic automatic transmission, this engine is deceptively fast: it takes almost no time to reach illegal speeds, but it doesn't seem to be working very hard to do it. Under normal acceleration, shifts are practically undetectable. Likewise, the engine itself is very quiet and well-mannered except near redline - a place most drivers will rarely be, since it makes good power at low engine speeds. It is not a thrilling engine like the Jeep Cherokee's 4.7 V8, or the Audi TT's 225 horsepower turbo four - but it makes it easy and enjoyable to drive either slow or fast.

European buyers have a base 2.7 liter engine which provides sufficient power, with better mileage. In the US, where gas is cheap, most people will not mind SUV-beating EPA ratings of 18 and 27 (which we think are reasonable based on our experience).

Any number of cars can go fast; few cars of this size can handle with such aplomb around sharp turns, especially while the gas pedal is pushed to the floor. The 300M outhandled many small cars, and did it with full dignity and a firm sense of stability. Thanks to the good tires and capable suspension, there was a complete sense of confidence, even on wet roads. The 300M made fast turns, sudden lane changes, and hard acceleration seem calm and in total control. The smooth antilock brakes and traction control also helped, on those rare occasions when they activated. We found absolutely no torque steer on straight-line acceleration, though hitting the gas hard while turning caused some slippage.

With our 2001 model, we discovered that the 300M is a very good snow car. The traction control helps the car to get going, and the refined suspension helps it to avoid getting stuck or spinning out of control. We can't say that about the Honda Accord, based on the samples we saw spinning out in front of us and behind us - we were happy to be in the 300M, which serenely slowed at our request and quietly followed our request to go around the slowly spinning Accord. (The one behind us went into a spin when its driver tried to slow down). It might have been luck, but we found the 300M to be very good in the snow.

Ours had an extra handling package, which made the suspension somewhat firmer than the stock model. For most people, the handling package will probably be overkill; it is more for the automotive press and a very small number of enthusiasts than for the general public. Along with the superior handling comes a stiffer ride, more like a BMW than a Cadillac. The stock 300M has very good handling as well. Steering effort was a bit high at low speeds, a minor issue.

One exceptional feature is the interior design. The instrument panel is, simply, beautiful. The black-on-white gauges (evenly backlit with Indiglo-like lighting at night) and analog center clock are extremely elegant, and set off nicely by chromed bezels. This is one attractive vehicle to drive, day or night. Visibility is aided by well-designed sun visors, efficient windshield washers and wipers, mirror defrosters, and effective side window demisters. Heating and air conditioning were both powerful, and the controls can be set by people wearing gloves.

The headlights were far better than on previous Chrysler models, and the foglights were clearly designed by engineers rather than fashion folk: they were placed low and focused so they could actually penetrate fog, rather than other drivers' eyes.

Rear reminds us of the Altima. No doubt this made Nissan feel better when they copied the 2000 Neon's rear for the Maxima.

The 300M is enormous inside, with a trunk that can handle pretty much anything you care to put in it. The cargo net ropes off a roughly Camaro-trunk-sized area for groceries or other items. If you need to carry a very, very long object, the rear seat folds down (with a 30/20 split in case you want to leave a passenger or child seat in place). The five-meter overall length makes it relatively easy to park.

Unfortunately, there seems to be little space for things such as coins, spare cash, and sunglasses. On the other hand, it did have a navigation computer, two memory positions for the seats, mirrors, and radio, and a stereo with lots of speakers. The navigation computer included a menu of options for programming the car (automatic headlight delay, door locking and unlocking features, etc.) similar to the one in the Grand Cherokee. We really appreciate the ability to use our own preferences.

We were surprised to find that there is no "power memory" on a car of this class; most modern vehicles in the over-$20,000 class keep the accessories on after you take out the keys.

Another paradox: the sound insulation was excellent; you could hardly hear the horn, and there was barely any wind or road noise. On the other hand, the fan was noisy, and the automatic temperature control tended to turn the fan up high. The air conditioning was good enough to keep the fan at lower levels (any part of the climate control could be adjusted manually), but this was a puzzling anomoly.

The 300M has some interesting driver-control touches. The headlights can be set on automatic or manual; if it is really dark out, as in night-time, they will go on regardless of what the driver has done, but only if the car is in drive. Likewise, the AutoStick transmission lets the driver shift if desired, but will override the driver if it means avoiding a dead engine. In short - you can decide when to go from first to second, but it won't let you do 100 mph in first! We tried the AutoStick, but with such a wide power band and a responsive transmission that learns how you drive, we generally preferred to ignore it. One place the AutoStick is helpful is if you want the fastest possible acceleration; then you can just leave it in 1, and let it shift at redline. (Remember to put it back into Drive or 4 after you've reached your cruising speed!) In Drive mode, the automatic shifts before you reach redline, even if you're flooring the gas, for smoother shifts and less noise.

The leather seats were comfortable, and the cupholders (front only) worked well; unlike many designs, they did not interfere with the radio or other controls.

With its strong but refined performance and many other positive qualities, it is no surprise to see many 300Ms on the highway; indeed, sales are probably much higher than expected. Chrysler's successful new quality improvement initiative has also helped to make this vehicle worthy of its name.

Our impressions of changes from 2000 to 2001

Brakes seem to have been improved, though possibly our test car was just broken in more completely. The turn signal switch seemed to be higher quality, and the steering wheel had real wood, a new feature for 2001 with the wood dashboard option. Transmission flare has disappeared, eliminating a problem noted by Motor Trend as well as by us; indeed, the transmission seemed much smoother as a whole. (Part of this may have been due to the use of a new fluid, Type 9096). We suspect there were other changes, but those were the ones we noticed.

Brief comparisons: Lincoln Continental

We found that the Continental surpassed the 300M in ride quality, and had such thoughtful touches as door-mounted seat controls, and customizable steering effort and ride. However, even a downsized LH dwarfs the Continental in the rear seats, where the 300M has room to spare and the Lincoln is crowded. The 300M's handling was superlative, and its wind noise seemed less than the Lincoln's (which muffled road noise better).

Brief comparison: Cadillac DeVille

The much less expensive 300M manages to have a more elegant interior - indeed, it is more elegant than most cars on the road, including the likes of Jaguar and Mercedes - without sacrificing a luxury feel. The DeVille, though more expensive, does not look any more luxurious. Its large V8 engine feels similar to the 300M's V6 but guzzles more gas. Noise is a bit lower in the DeVille. The suspensions are an interesting contrast: the DeVille needs an active suspension, a complicated and expensive but standard system, to achieve the handling of the "old-fashioned" 300M. We did like the DeVille's OnStar navigation system (which unfortunately makes the stereo very hard to use), and night vision systems, which together push the price of the Cadillac to roughly double that of our 300M.

Essential links and technical information

• 2002 Chrysler 300M Special
• 300M and LHS technical information
• 300M and LHS noise, vibration, and harshness details
• Chrysler Concorde / Dodge Intrepid

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