As the saying goes, "It's an ill wind that blows nobody any good" and whilst filing for bankruptcy must have been a humbling experience for the management and staff of Chrysler, the new models emerging from their rejuvenated manufacturing plants are, it has to be said, proving to be better than the old ones.
The 300C placed in my care for a day in sunny San Diego is a perfect case in point.
Although extremely successful in the US, sales of the old 300 model in the Middle East were less than stellar, and that's putting it politely. So the 2011 replacement has been re-styled, re-engineered and re-trimmed, with the aim of persuading would-be BMW 5 Series or Infiniti M buyers into considering an American luxury car instead.
Now I know what you're thinking: that "American luxury car" is just marketing speak for a supersized, sponge-suspended luxo-barge. But after a day spent driving the 300C, it seems to me that maybe the message is getting through to US manufacturers that the rest of the world demands vehicles that are more ‘filet mignon' and less ‘quarter pound patty on a bun'.
Stars, stripes and a Hemi
Walk up to the new 300C, and you'll see that everything from the front grille and larger windows to the rear badges has been restyled. This has allowed Chrysler to maintain the 300's distinctive look, with its bulging wheel-arches and high level boot-lid, while improving the overall fit and finish of the body panels to a noticeably higher standard.
The Fiat Group now owns 25 per cent of Chrysler and has introduced many of the systems and test instruments used in their European plants, to the Canadian factory where the 300 series is produced. Better control over assembly tolerances and supplied materials is part of the process aimed at raising Chrysler's game. If there are hints of a Mercedes influenced grille, an Aston Martin logo and Audi's daytime running lights, well at least you know how high Chrysler is aiming its sights.
In the Gulf we'll initially be seeing only the 5.7-litre, 363 horsepower, 534Nm of torque, Hemi V8 powered variants. To reduce the fuel consumption of such a large engine, fuel delivery and ignition is switched off at four of the eight cylinders when the car is cruising under highway conditions, improving fuel consumption by up to 20 per cent.
Coupled to a proven five-speed automatic gearbox, manual gear selection is possible, although doing so necessitates moving the drive selector left or right rather than backwards or forwards. I did eventually get used to the process but it seems a pretty counter-intuitive way of doing things.
The US market AWD version normally runs the rear wheels only, minimising energy losses through the drive-train, but automatically delivering power to the front axle when low traction is sensed. In practical terms I was never really aware of the AWD system, since the dry tarmac roads I cruised on offered little in the way of low traction surfaces. What I can comment on however is the suspension set-up, and in particular, I can tell you that this is no lumbering barge.
This Chrysler can dance
Our route took us up hill and down dale along many twisting roads, and whilst we were limited in opportunities to truly open up that lively 5.7-litre engine, there were times when we could make some high-speed sprints through the bends. In simple terms, the one piece lower control arm (double wishbone on the standard, RWD version) and five-link independent rear suspension are built for both speed and comfort. It may have taken the Americans 40 years or so to make the connection between a well engineered suspension set-up and increased sales in non US markets, but by George I think they've finally got it.
At 1,937kg the 300C is no track day special but then neither does it turn its back (or doors, or roof) at the thought of hitting the bends at speed and emerging on the other side in a poised and controlled manner.
On one occasion I was carrying too much pace into a corner which tightened on exit more than I had foreseen, but a healthy dose of right foot, a touch more effort on the steering and, no doubt some subtle electronic wizardry taking place in the background, kept me out of the cactus and the tumbleweed.
Power adjustable pedals and steering column, plus 12-way adjustable seats that pass my patented ‘no, my misshapen vertebrae don't ache after two hours of twisty roads' test, make for an equally comfortable ride.
And if the suspension set-up can be favourably compared to a European standard, so too can the interior. The attention to detail, quality of fit and choice of materials may not be up to German standards yet but there's enough hand-stitched leather, detailed touches and clarity of instrumentation to suggest that Chrysler is definitely heading in the right direction.
Speaking of directions, I must single out the Garmin developed GPS system as possibly the best I've ever used. An 8.2in colour touchscreen controls the entire Uconnect infotainment system, which incorporates satellite radio, MP3 connectivity, Bluetooth and an SD card reader. But the GPS was the jewel in its crown, with an ease of use and clarity of information that puts it, quite literally, streets ahead of the competition. And since you ask, yes the cup holders can be heated or chilled depending on your choice of beverage — well I know how important these things are to our readers.
The driver's comfort and wellbeing are further enhanced due to very little road noise intruding into the cabin, another benefit of the tighter panel fit tolerances, plus the fitting of wheel well liners and underbody sound deadening materials — items that perhaps were overlooked or simply built to a budget in earlier Chryslers. Electro hydraulic power steering varies the steering effort required, making parking easier, as do the reverse selected dipping mirrors and parking sensors.
Rear seat passengers are equally cosseted, with plenty of room in supportive seats for a six-foot tall passenger to sit comfortably behind a six-foot tall driver (a benefit of the Chrysler's 3,054mm wheelbase) and separate AC and power outlets in the rear centre console.
The 300C is fitted with an impressive array of safety related items, ranging from interior devices such as multi-stage airbags, including side curtain and pelvic-thorax airbags as standard, interior lights that come on automatically in the event of an accident, seat belt tension control and reactive head restraints, and external devices such as tyre pressure monitoring, electronic stability control, traction control and "Ready Alert Braking" that senses when the driver lifts his foot off the throttle very quickly and pre-pressurises the brake lines in anticipation of an emergency stop.
Verdict
With prices from Dh147,000, the 300C is a heck of a lot of car for the money, and Chrysler has, it seems, finally realised that it's got to become a global manufacturer, not a local supplier.
This is not an American spec car. It's a well built, carefully trimmed, thoughtfully detailed car, which happens to be built in North America. Yes there could be a bit more leather on the dashboard and personally I'd prefer a slightly thinner steering wheel but those are minor quibbles. The fact is that Chrysler is back in the game — and apparently feeling much better after a half-time rest.
Specs
Model 300C
Engine 5.7-litre Hemi V8
Transmission Five-speed auto, AWD
Max power 363bhp @ NA
Max torque 534Nm @ NA
Top speed NA
0-100kph 5.9sec
Price Dh147,000
Plus Kit, improved build quality, performance, price
Minus Counter intuitive gearbox, no V6 engine choice yet
Rivals
BMW 5 Series
If Chrysler is gunning right for the top with this one, then the 300C will have to topple BMW's new 5 Series. Fine, it doesn't have to tackle the superb 550i, our executive saloon of the year, but it will have to at least beat the six-cylinder 535i. On price, the BMW is trumped hands down. On performance? Well, that too, actually.
Tech sheet: Pentastar's star
1 'Key-slot' lights incorporate projector headlamps and LED daytime runners.
2 It looks the same as before, but it's all in the details: the windshield has been raked back 3in, for better aerodynamics and improved visibility.
3 With the front axle disconnected, the 300C saves five per cent more fuel.
4 Noise and vibration harshness engineers went to the market with this one; there's more than eight feet of acoustic insulation in the underbody, dual-pane acoustic windshield and door glass, body-cavity silencing foam, under-flush rolled-framed doors with triple seals, and acoustic wheel-well liners.
5 Compared to the old 300, the new model is 4mm lower in ride height and rides on larger 19in wheels with wider 235/55 rubber.
