2007 Chrysler 300 Fullsize Car Reviews & Ratings

The stylish theme set by the 2007 Chrysler 300 body carries through inside, although the style in the cabin is even more clearly defined by purpose. There's a definite form-follows-function approach, with little superfluous decoration. In this interior, you'll also find the roots of a trend among sedans.

The Chrysler 300 was among the first to adapt an increasingly popular high seating position, with seats that rise several inches above those in the typical sedan before it. This blueprint was no doubt a response to the booming popularity of sport-utility vehicles. It's probably the thing to do nowadays because buyers like to sit high, and because the high door sills add a feeling of security. The windshield rake is relatively modest, so visibility forward is enhanced over the 300's long hood. Visibility to the rear is excellent, without much intrusion from the roofline.

Still, those who prefer a lower, leaned-back seating position can find it inside the 300. The up-down travel of the driver's seat bottom is significant, and the driving position easily adjusts for all sizes and tastes. Our loaded 300C featured power-adjustable pedals, which move back and forth with a button on the dash. The adjustable pedals were welcome in this car, because the steering wheel also telescopes. The pedals add another tailoring tool to the mix, rather than simply replacing the telescoping wheel as they do in some vehicles so equipped. The seats themselves are on the firm side, but comfortable. They could use more side bolstering in the 300C, which has the engine and tires to corner harder than the seats might like.

The dash and instruments are both very clean. Our 300C had a satin silver center stack, elegantly functional with almost nothing decorative about it. It was a pleasant surprise not to have to play games with the controls and switchgear to get them to work. There are two horizontal rectangular climate vents on either side of an analog clock, above the sound system and a climate system controlled by four simple knobs. The four gauges are round, clear and pleasing to the eye, almost Italian-looking, in a balanced layout with black numbers and needles on a white background. From the driver's perspective, it's all good.

Overall finish and material quality don't quite live up to the standards set by the design, but they're not bad, either. There was nothing so cheap or crude inside the 300 that it would keep us from enjoying the car. The 300C steering wheel is a nice four-spoke design with tortoise shell wood trim making a gradual arc along the top, like a Mercedes wheel. California walnut trim is an option. Our leather interior was a subtle gray-beige two-tone, and again, Mercedes-like. Suede inserts on the SRT-8 seats raise the richness meter a notch, and more prominent bolsters keep the driver centered in fast turns.

In general, the 300 interior is marked by spacious silence. Chrysler engineers have made noticeable progress toward reducing interior and wind noise in all their recent vehicles, and the flagship sedan leads the way.

The space comes courtesy of the efficient exterior shape. The wheels are pushed to the corners, and the long wheelbase leaves 106.6 cubic feet inside. The door openings are extra large, making climbing in and out easy.

The Chrysler 300 models offer a relaxing 40 inches of rear legroom and outboard passengers will find plenty to like, including a folding center armrest with integrated cup holders. Of course, rear-wheel drive means a prominent driveshaft tunnel down the center of the car, so anyone sitting rear-center must straddle the tunnel or sit with knees pushed up toward the chest.

The rear seat in long-wheelbase 300 models is cavernous. These cars are aimed at the chauffeur-driven executive class long dominated by European makes. It remains to be seen if they succeed from the marketing perspective, but they certainly succeed in the practical sense. With 46 inches of rear legroom, the long-wheelbase 300 surpasses most everything else available, including the Audi A8L, the BMW 750Li and the Jaguar XK-8L. If you want a roomy back seat, the Chrysler 300 Executive Series has it. These cars are shipped from the factory for conversion by a company called Acubuilt, which offers a host of special features, including custom writing tables, lighting, extra power points and footrests.

New for 2007: Heated rear seats are available and the rear-seat DVD package has been improved, with a seven-inch LCD screen that folds neatly into the center console.

Interior storage in the 300 is decent. The fast-food bin in front of the shifter is marginal, but the console is nice and deep, with coin holders and deep cup holders.

The trunk is adequately large. At 15.6 cubic feet, it has about three cubic feet less space than the largest you'll find in a sedan, but the 60/40 split folding rear seat (a rarity in this class) expands cargo capacity into the cabin. The trunk lid swings high, and the opening is large enough to easily slide a golf bag inside.

From the driver's seat, the Chrysler 300 is one of the better big American sedans we've tested, and certainly the most interesting. To be sure, that view is colored by a preference for rear-wheel drive. Yet more than that, the 300 has created a new definition for Detroit Sedan. With its size, styling and design features, it retains characteristics that might be described as uniquely American. But it also has an international quality, measured by its responsiveness and efficiency.

A note for buyers who are wary of rear-wheel-drive sedans for everyday driving, and particularly those who live in the Snow Belt: We tested a 300C in typical Detroit winter slop, and found it well suited to the season. Chrysler has done an excellent job tuning the traction and stability electronics. With all-season tires, the 300C was no more of a challenge in snow and slush than the typical front-wheel-drive sedan. A decent set of snow tires would eliminate the smallest doubt.

The Chrysler 300 base model drives nice. The dual-overhead cam 2.7-liter V6 engine delivers 190 horsepower, enough to handle big-city rush-hour traffic. It's a frugal choice, both in terms of fuel costs and the purchase price. Some drivers may find themselves working this engine hard, however, and wishing for a little more power. Also, the four-speed automatic transmission lacks the responsiveness and flexibility of a five-speed automatic.

The 3.5-liter V6 in the 300 Touring and 300 Limited will work better for most buyers. We found the power better than adequate, even after driving the powerful 300C. We also liked the five-speed automatic, which is based on a Mercedes design, though it's built in Kokomo, Indiana, and shifts smoothly and quickly. At idle, we could feel the pulse of the engine.

On the road, the Chrysler 300 feels as solid as it looks, having inherited significant mechanicals from Chrysler's parent company, Mercedes-Benz. From a handling standpoint, the 300 is heavily and positively influenced by a design borrowed from the Mercedes E-Class: five-link rear suspension mounted to a subframe, and the short-arm/long-arm front suspension, modified for the 300's longer wheelbase, wider track and bigger wheels.

The ride is smooth, but solid enough to prevent wallowing. We wouldn't change much. This is a large car, to be sure. It has a longer wheelbase (120 inches) than the Chrysler 300s from the 1950s, yet its overall length is shorter, and it doesn't feel balky or cumbersome. In short, it doesn't drive big. It feels a bit heavy, but also very secure, confident and responsive. It rides well, even the sportier 300C.

It's reasonably easy to park despite its size. We wish all models came with rear Park Assist or, better yet, a rearview camera, because it is a big car. Only the upper models have Park Assist, which beeps an audible tone, increasing the frequency as you back toward an object.

The 300C handles quite well for a car this size. Tossing a 300C from side to side through switchback turns, it beautifully maintained an even keel. In other words, it offers good transient response. Body lean is minimal, especially considering this 300 is geared more toward family or luxury buyers than sports sedan buyers. The cornering is good enough that the all-season tires don't really do it justice. Depending on where we did most of our driving, we might choose some summer performance tires. Maybe even put some winter tires on a second set of wheels.

Chrysler has gotten the rack-and-pinion steering right. It's just the right amount of weight, and delivers a secure feeling. We like its accuracy.

The brakes are excellent. Driving the 300C hard over some twisty mountain roads, the big Bosch-built brakes really did the job, inspiring surprising confidence in a car that weighs over 4000 pounds. The front brakes on the 300C are bigger and better than those on the V6 models; antilock brakes with brake assist and electronic brake distribution, which balances brake force front and rear, are standard on all but the base 300.

Those brakes and 390 lb-ft of torque from the Hemi V8 deliver another benefit: surprising towing capacity for a standard sedan. The 300C will pull 2000 pounds straight of the dealer lot, and substantially more with fairly minor aftermarket modifications.

The 300C can accelerate from 0 to 60 mph in 6.3 seconds, according to Chrysler, but it feels even quicker than that. In shorter bursts of acceleration, this car squirts like few larger sedans available today, and you'll love the deep growling Hemi exhaust note along the way. For fun and convenience, all that torque should not underestimated.

And here's where the efficiency part of the equation come into play. The 300C's 5.7-liter Hemi is a cam-in-block engine, just like the monster American muscle-car V8s of the '60s and early '70s. Yet it features a new technology called Multi Displacement System (MDS), which shuts down four of the eight cylinders when the power isn't needed. MDS is much better (and simpler and better sorted) than those introduced after the first fuel crunch of the 1970s. The transfers from 8 to 4 to 8 cylinders occur in a fraction of a second, and we never noticed it happening.

As a result, this 340-hp, 390 lb-ft V8 delivers impressive mileage figures. The EPA ratings say 17/25 mpg City/Highway, better than a lot of V6-powered vehicles on the market, and particularly impressive given the size and weight of the car. Chrysler claims that in certain situations, like cruising at a steady 60 mph for extended periods, the 300C will deliver up to 30 mpg. In any case, if you want to cruise with a light foot, you're only using four cylinders and about half as much gas.

If you prefer a heavy foot, the SRT-8 is the most impressive 300 of all. This model is not a hot-rod in the traditional American sense, which might be described as rough or even crude. Rather, the SRT-8 is more a complete performance upgrade, in the fashion of European models such as the BMW M cars or the Mercedes AMG models, with improvements to the brakes (from Brembo) and a suspension tuned to match the big engine without beating up the people inside.

The SRT-8's Hemi is a big engine, 6.1 liters displacement, and tuned for free revving and immediate throttle response. The result is 425 horsepower and 420 lb-ft of torque, and in this sense the SRT-8 is like the muscle cars of the '60s. Floor the accelerator, even for a second, and it shoves heads back into headrests. Keep it floored and you'll be talking to the local law enforcement before you realize. If you love the rush of acceleration, the SRT-8 is hard to beat, but unfortunately it does not come with the Multi Displacement System. Instead, it comes with a $2200 Gas Guzzler tax.

Still, focusing on engine performance underestimates the SRT-8. It's very well sorted, and probably the best balanced American-brand performance sedan we've tested in some time, if balance is defined as a mix of grip, responsive handling and decent ride quality. From the driver's perspective, it's one of the more entertaining, satisfying and (again) interesting sedans available today. Compared to more expensive European competitors, the SRT-8 is a bargain, given its price and performance potential.

The 2007 Chrysler 300 lineup includes seven models: two V6 engines, two V8s, all-wheel drive, and two long-wheelbase models.

The base Chrysler 300 ($24,320) has a 2.7-liter dual-overhead-cam V6 generating 190 horsepower and 190 lb-ft of torque, matched to a four-speed automatic transmission. It's reasonably well equipped, with cloth upholstery, power driver's seat, cruise control, solar-control glass and 17-inch steel wheels with hub caps.

The 300 Touring ($28,320) upgrades to a 3.5-liter single-overhead-cam V6 making 250 horsepower and 250 pound-feet of torque, with a five-speed automatic and Chrysler's AutoStick manual-shift feature. The Touring also adds leather seating, 17-inch aluminum wheels and fog lamps.

The 300 Limited ($31,005) adds 18-inch chrome wheels, heated front seats, a power passenger seat, automatic headlamps, automatic temperature control and an electronic vehicle information center.

The 300C Hemi ($34,975) features a 5.7-liter overhead-valve V8, delivering 340 horsepower and a substantial 390 lb-ft of torque.

New for 2007 is the W.P. Chrysler Executive Series, or long-wheelbase option ($10,600). The long-wheelbase is offered on the 300 Touring and 300C with rear-wheel drive, and must be ordered from a dealership through the Acubuilt coachworks, which finishes the cars in partnership with Chrysler. The package extends the wheelbase six inches, and gives the 300 more rear-seat leg room than executive-class stalwarts such as the Audi A8L, BMW 750Li and Jaguar XJ-8L, at a substantially lower price.

The SRT-8 ($40,420) tops the 300 pecking order. This is a true high-performance sedan, in the mode of BMW's M models or Mercedes' AMG brand, and it features loads of performance tweaks, unique design features and most of the luxury gear. The SRT-8's centerpiece is a 425-hp, 6.1-liter Hemi V8.

Performance enthusiasts will appreciate the SRT Design Group option ($1,495) for the 300C. It adds many of the SRT design cues, and more significantly, engine tweaks and special exhaust that raise the 5.7-liter Hemi's output to 350 horsepower, for a fraction of the full SRT-8 package price.

Options are plentiful and potentially confusing, with 15 separate packages. One of the most popular is Protection Group II ($890), which adds curtain-style head-protection airbags, rear park assist, self-sealing tires and cabin air filtration. Stand alone options include a DVD-based GPS navigation system ($1,495), rear-seat DVD entertainment with a seven-inch LCD screen ($1,150), a power sunroof ($950), UConnect hands-free communication ($250), and a Boston Acoustics audio upgrade with six-CD changer, subwoofer and 368 watts of output.

The Chrysler 300 has earned a five-star rating from the National Highway Traffic Safety Administration (NHTSA) for front-impact crash protection, but its standard safety features fall below the class benchmark. All 300s come with multi-stage front airbags and anti-lock brakes (ABS); all but the base model come with Electronic Stability Program (ESP), all-speed Traction Control System (TCS) and Brake Assist for the ABS. Curtain-style head protection airbags for outboard passengers are optional, but the 300 does not offer torso-protecting side-impact airbags, front or rear. Other safety-related options include the rear park-assist, HID headlamps, a tire-pressure monitor, and all-wheel drive.