2005-2006 Chrysler 300C SRT8

Pros :
- Fancy old-school-meets-new-age styling.
- Large luxury interior.
- Sports-car chasing acceleration.
- Tight handling for a full-size sedan.
- Excellent value for money.

Cons :
- SRT8 styling cues too subtle.
- All-round visibility can be an issue.
- Brakes wear out quickly with aggressive driving.
- Fuel economy of a Boeing 747.
- Automanual is more automatic than manual.

Interior :

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Press Coverage :
With 85 more horses under the hood, the momentum continues for the Chrysler 300 and its legendary HEMI® engine. Today, the Chrysler Group revealed the 425-horsepower 2005 Chrysler 300C SRT8, which arrives in showrooms next spring.
The 425-horsepower, normally aspirated 6.1-liter HEMI is the highest specific-output V-8 engine ever offered by the Chrysler Group. Its 69.8 horsepower-per-liter rating exceeds even that of the legendary 1966 "Street HEMI." Torque is rated at 420 lb.-ft.
Although the Chrysler HEMI was born in the 1950s and entered into legend in the 1960s and '70s, today's version took much of its inspiration from the original - particularly the namesake hemispherical combustion chambers that provide power and efficiency.
When SRT set out to develop a more powerful HEMI for the Chrysler 300C SRT8, they were mindful of the engine's heritage, which led to adopting traditional HEMI engine cues, such as an orange-painted cylinder block and black valve covers.
The SRT powertrain engineers who developed the Chrysler 300C SRT8's engine achieved more horsepower by adding more cubic inches, increasing the compression ratio, redesigning the cylinder head intake and exhaust systems for increased flow, and increasing engine speed.
To get more displacement, SRT engineers bored out the diameter of the cylinders in the Chrysler 300C SRT8's HEMI by 3.5 millimeters each, to increase the total displacement to 6.1 liters from 5.7 liters. Compression ratio was also increased to 10.3:1 from 9.6:1, unleashing more energy in the combustion process.
Engine breathing was increased with new high-flow cylinder heads, a specially designed intake manifold, and exhaust "headers" with individual tubes encased in a stainless steel shell, all unique to the 2005 Chrysler 300C SRT8's 6.1-liter HEMI engine. Larger diameter valves and reshaped cylinder ports in the heads allow for maximized air flow. The intake manifold was designed with larger diameter runners for higher-speed tuning. Exhaust is routed through a larger-diameter (2.75-inch vs. 2.5-inch) exhaust system with 3.5-inch chrome tips.
Performance-oriented camshaft profiles were developed to balance total vehicle requirements, simultaneously allowing more air in and out of cylinders. This increases performance and manages a higher engine speed, which is another method to increase horsepower. SRT engineers increased the HEMI's peak engine speed nearly 15 percent, to 6,200 revolutions power minute (rpm) from 5,400 rpm. Intake and exhaust valve stems are hollow, and the exhaust valve stems are filled with sodium to help dissipate heat more efficiently.
The high-performance 6.1-liter HEMI is further strengthened with a host of redesigned components, including a reinforced engine block with increased coolant flow, forged steel crankshaft, high-strength powdered-metal connecting rods, floating-pin pistons (cooled by oil squirters), and an oil pan modified for reduced oil foaming.
The 6.1-liter HEMI's power is channeled through an A580 five-speed automatic transmission with specially calibrated AutoStick® driver-selectable range control, which offers fully automatic or manual shifting selection. A heavy-duty four-flange prop shaft sends the torque from the transmission to an upgraded differential and axles.
The Chrysler 300C SRT8 is conditioned for outstanding ride and handling across the dynamic range that customers are likely to experience.
Chassis setup for the Chrysler 300C SRT8 is aimed at all-around performance with a number of enhancements, including tuned dampers, specially tailored spring rates and suspension bushings and larger-diameter anti-sway bars. New front and rear suspension knuckles contribute to a ride height lowered one-half inch from the Chrysler 300C. And, the Electronic Stability Program (ESP) has been specially tuned for the SRT8's performance handling characteristics.
The Chrysler 300C SRT8 connects with the road via a new wheel and tire assembly consisting of 20-inch forged aluminum wheels shod with high-performance Goodyear F1 three-season tires (four-season tires are an available option) with asymmetrical tread. Tire dimensions are a beefy 245/45/20 in the front, and 255/45/20 in the rear.
Braking performance goes hand-in-hand with the new Chrysler 300C SRT8's outstanding accelerating and speed - and the braking system was specially designed to slow and stop the car safely and predictably. At the same time, this system was designed to provide benchmark braking performance, setting a new standard for sedans in its class.
All four wheels feature stout performance calipers developed by Brembo - well-known in racing and high-performance circles - equipped with four pistons for even comparing performance. Up front, the Chrysler 300C SRT8 has 360 x 32mm vented rotors, with 350 x 26mm vented rotors in the rear.
Befitting its high-performance character, the new 2005 Chrysler 300C SRT8 exterior styling is a sophisticated treatment that resonates with the Chrysler brand's premium character.
Modified front and rear fascias help direct air flow, particularly through unique ducts that help cool the brakes. In addition, a specially designed rear deck spoiler, while refined in appearance, is also functional - increasing rear downforce by 39 percent without increasing drag.
Other unique touches to the Chrysler 300C SRT8's exterior include body-color front and rear bumper inserts, body-color grille insert with chrome collar, body-color mirrors and door handles, and unique SRT badging.
Two exterior colors are available: Bright Silver and Brilliant Black.
DaimlerChrysler

The SRT8 is especially good at being genteel, its long, 120-inch wheelbase adding poise over road imperfections; its luxurious cockpit well-isolated from vibrations and annoyances outside; rear-seat passengers enjoying more than 40 inches of legroom. The SRT8 feels big too, and, at 4190 pounds, it's the heaviest car in this group by more than 300. The steering wheel seems a little large, the steering response a little slow and dead on-center--none of which is surprising, given the syrupy Mercedes-Benz DNA that created the 300. But there's no ignoring the SRT8's more antisocial side, either. The signs are everywhere: the aggressively bolstered front leather buckets with suede inserts, the 180-mph speedo, the instant response of the gas pedal. Oh, yes: You'll want to tread on that throttle as if it were the tail of a sleeping lion.
The SRT8 will surprise you. It's big, and on tight mountain two-lanes it feels it, but once you accept that this beefy Chrysler isn't going to turn in with the quickness or neutrality of a Lotus, hang on--the SRT8 can really hustle. Max grip is a stupendous 0.88 g, the Brembos are always there to rein in corner-to-corner sprints, and the Hemi makes speed so effortlessly it almost feels lazy. It isn't. It loves to rev, and it's matched to a five-speed automatic so adept at choosing (and holding) the right gear you almost don't need to bother with the AutoStick. Oh, there's one more surprise: This American-style AMG Mercedes starts at only $39,995 (and, no, that's not an unassembled IKEA edition).
Motor Trend

The 300 just wears its flanks yanked up like oversize trousers. Slinging an arm over the windowsill is a problem. Flattening a Ferrari in the blind spot caused by the high sills and thick C-pillar is a bigger problem.
Otherwise, good thinking abounds in the entire 300C lineup. The compact rear suspension mostly stays out of the trunk, a flat-floored, 16-cubic-foot closet. Its aluminum lid mounts with compound hinges to swing clear of foreheads. The rear seats split 60/40 and fold flat, opening up even more cargo space. We've sampled new Kias and Mitsubishis that don't do that.
The 300C's up-lux treatment includes nickel-plated plastic trim, a leather-wrapped wheel, and chrome gauge rings. The vents are delicate louvers that fold flush with one finger. The single flexible skin swathing the upper dash appears clean and squeak-resistant, although the dashboard's deep-cut grain is out of place. It doesn't say "opulent" as much as "off-road." The center bin is deep, the lid is so long that, when opened, it traps your right hand behind it. Regardless of what it's doing, the left hand has to help.
Nickels were saved on the plain two-tone door panels and rotary-knob climate control, which does have one noteworthy novelty: A "low auto" setting limits the fan speed and thus the noise of fan whoosh; "high auto" restores full bluster for more rapid temperature swings.
If a digital climate-control display and French-stitched-leather door inserts are the castoffs that pay for the 300C's excellent underbody, we won't complain. Chrysler's last rear-drive sedan was the 1989 Dodge Diplomat/Plymouth Gran Fury. Those are small shoes to fill, even without engineering inspiration from Mercedes.
Car and Driver

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History:
1999-2004 Chrysler 300M
3,500 cc / 250-255 hp / 255-258 lb-ft / 3581-3650 lbs / 0-60 mph 7.6 sec.