The
2001 Chrysler 300M is a worthy successor to the historic first car in Chrysler's colorful 300 series.
As with the 300M, the first 300 was big and fast, with a muscular appearance, taut handling and posh interior. But the 300M is aimed at the European sports sedan market, which didn't exist for early 300 models.
The 300 debuted in 1955 as the first mass-produced American car with a 300-horsepower engine, which prompted newspapers to run full-page photographs of it. Chrysler made the slick 300 because it had no two-seater to compete with the sexy new Chevrolet Corvette and Ford Thunderbird.
General Motors, Ford and Chrysler were starting a major horsepower race in 1955 and that year's 300 was the first U.S. car with 300 horsepower since the low-production 1930s Duesenberg, which was for wealthy folks.
You could get up to 405 horsepower in the 1962 300H, but the 300 line of coupes and convertibles ended for decades with the 1965 300L, which had 360 horsepower. By then, smaller, cheaper muscle cars with powerful V-8s were beginning to dominate the U.S. performance market.
With compelling 300 model history behind it, DaimlerChrysler heavily promotes the heritage of the 300M, which debuted as an early 1999 model.
Some fans of old 300 models dislike the 300M. The 1955-65 300s had a rear-drive layout, while the 300M has front-drive. The old models' big V-8s were replaced with a V-6. And the 300M comes as a sedan, whereas the early 300s were coupes and convertibles.
But the 300M--developed before Daimler-Benz took control of Chrysler--is different from the old models because it's derived from the Chrysler LHS sedan to hold down its price. In fact, the early 300 models were derived from Chrysler coupes and convertibles for the same reason.
The $29,640 300M shares a 113-inch wheelbase, chassis and powertrain with the LHS. But the 300M is 10 inches shorter because it also is sold in foreign markets with tighter driving conditions. And it has enough styling differences, inside and out, to distinguish it from the softer, general-market LHS.
A coupe version of the 300M probably wouldn't look much more rakish, but a convertible model would be neat--although very costly.
The well-equipped 300M has a sport suspension and big 17-inch wheels. Avoid the $560 Performance Handling option. It provides slightly sharper handling, but has uncomfortably stiff steering, a clunky "performance suspension" and aggressive tires that produce excessive road noise.
It would be nice if the 300M had a V-8, but its 253-horsepower V-6 has items the 300 V-8s lacked, such as an overhead camshaft design with four valves per cylinder. The V-6 provides very strong acceleration and loafs at 2,100 rpm at 65 mph. It works with a responsive four-speed automatic transmission that can be shifted like a clutchless manual.
The 3,591-pound 300M has precise steering, responsive handling and short stopping distances, with nice brake pedal feel. The standard suspension provides a firm-but-comfortable ride.
There's plenty of room for four big, tall adults, with limousine-style room in back despite the shorter body. The trunk is large, although reaching cargo at its far end calls for a long stretch.
The interior is quiet with the standard suspension and tires. Classy touches include ornate gauges that look as if from a classic Bugatti sports car and a nifty analog dashboard clock. There are big cupholders, but audio and climate control system controls are too small.
New items are confined to such things as optional side air bags up front and a Luxury Group option with California Walnut wood dashboard trim, a partial wood steering wheel and chrome shift knob insert. Side mirrors now fold to prevent damage, and there's also a new internal emergency trunk release.
The 300M is priced right and offers a lot for the money.