Chrysler 300c 2015 review

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On the way to
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A self-made person who buys a bling-mobile can be an active driver, not just a helmsman.

In the past, I've been too flippant about the Chrysler 300C.

I wanted him to be better than he was, to treat him like a favorite child and give him some slack as a result.

I know this because I just drove a 300C which is (mostly) what I wanted from the start, with a driving experience that is more about driving than sitting passively behind the wheel.

The quality of the cabin has improved, it has become quieter. The updated car is more straight forward, handles potholes and potholes better, has better cornering grip and a more enjoyable ride at any speed.

Now, if Chrysler could just arrange some front seats with better lateral support.

Steering and suspension changes are good news in the 300C's mid-life update, which brings bad news due to higher prices. Chrysler says this reflects the extra equipment and the dollar's recent drop.

So the bottom line – with the $45,000 Limited model already dead – is $49,000 for 300C. The deluxe model starts at $54,000.

Chrysler knows that the end of the Falcon and Commodore will make life easier for its old-school 300C, but it's actually more geared - like Hyundai with its Genesis - to people who want something a little more "premium" than a family-friendly Australian six.

“We think we actually have a very good opportunity. There will always be a part of the segment that favors big luxury rear-wheel drive cars like the 300C,” says Alan Swanson, head of product strategy at Fiat Chrysler Australia.

"We're not saying it's premium, but there are changes that the customer can feel."

As for the 2015C 300, a mid-range refresh of the second-generation model, he mentions changes such as a larger grille and new lamps, while the cabin gets a seven-inch instrument screen, a shorter steering wheel and natural wood and Nappa leather trim.

The console also features a Jaguar-style rotary gear selector, although it is plastic rather than metal as found in the Anglo-Indian car, and an improved audio system.

There is no stop-start system for the 3.6-liter Pentastar V6.

Later, a 6.4-liter SRT V8 will appear with similar modifications, as well as slightly more engine power. For the eight-speed automatic, there will be launch control, as well as an adaptive suspension with three modes.

Chrysler claims 80 "available" safety features, most of them in the Luxury version, including automatic emergency braking and improved adaptive cruise control with a "follow traffic" setting for bumper-to-bumper conditions.

But the biggest changes are the introduction of electric power steering, which allows for a new Sport mode, and fine tuning of the suspension. A lot of work has gone into minimizing noise, vibration and harshness, including but not limited to the underbody panel to reduce drag and reduce noise.

The suspension package is a European tune, and Swanson says it's a response to customer feedback. “We paid a lot of attention to the buyer (who is) predominantly male, typically over 40, someone who did the most on their own,” he says.

Suspension parts are lighter. “Once you reduce the weight, you can change the kinematics,” says Swanson, “which means tighter tolerances, less rubber in the joints, and a lot less sloppiness overall.

On the way to

Barely five kilometers away, I begin to appreciate the changes in steering and suspension. The sloppy response of the old off-center hydraulic steering is gone, the car is more down-to-earth, and it's much less prone to junction crashes or wandering than previous 300s - even the SRT with the point-and-shoot megamotor.

Upgraded materials stand out, although the dashboard trim still falls short of European or even Korean standards. The big new dashboard display is clearer and more adjustable than I remember.

I don't like a wheel that's too big in diameter and too thick in the rim.

I'm also disappointed by the seats, which are comfortable enough in freeway conditions but lack support for fast cornering.

The 300C corners a lot better, but I find myself holding on to the steering wheel for support.

The Sport package on the Luxury variant gives the engine and eight-speed automatic a quicker response, but the Pentastar V6 is still no fireball. The machined alloy paddle shifters are pleasant to the touch and provide faster manual gear changes.

There is less noise on the 20-inch alloy tires and the exhaust is quieter - this will obviously change in the SRT.

Aside from the grille being even more imposing than before, I wasn't sure what to expect from the updated 300C. But Chrysler has unveiled a car that is finally fun and enjoyable to drive.

It's still not perfect and not as fit and sporty as the equivalent Commodore or XR Falcon, but I won't justify myself to people who like the gangster look now and wonder if the rest of the package fits.