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2012 Chrysler 300 Launch Review Photo:
2012_chrysler_300_australia_03_300c_luxury_05 Photo: tmr
2012_chrysler_300_launch_event_australia_a_04 Photo: tmr
2012_chrysler_300_australia_04_300_srt8_09 Photo: tmr
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2012_chrysler_300_australia_04_300_srt8_05 Photo: tmr
2012_chrysler_300_australia_01_300_limited_03 Photo: tmr
2012_chrysler_300_launch_event_australia_a_21 Photo: tmr
2012_chrysler_300_launch_event_australia_a_00f Photo: tmr
2012_chrysler_300_launch_event_australia_a_01 Photo: tmr
2012_chrysler_300_australia_04_300_srt8_08 Photo: tmr
2012_chrysler_300_australia_02_300c_04 Photo: tmr
2012_chrysler_300_launch_event_australia_a_28 Photo: tmr
2012_chrysler_300_australia_02_300c_07 Photo: tmr
2012_chrysler_300_australia_03_300c_luxury_01 Photo: tmr
2012_chrysler_300_launch_event_australia_a_15 Photo: tmr
2012_chrysler_300_australia_04_300_srt8_03 Photo: tmr
2012_chrysler_300_australia_03_300c_luxury_08 Photo: tmr
2012_chrysler_300_launch_event_australia_a_24 Photo: tmr
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2012_chrysler_300_launch_event_australia_a_02 Photo: tmr
2012_chrysler_300_australia_04_300_srt8_10 Photo: tmr
2012_chrysler_300_australia_01_300_limited_06 Photo: tmr
2012_chrysler_300_launch_event_australia_a_27 Photo: tmr
2012_chrysler_300_australia_03_300c_luxury_02 Photo: tmr
2012_chrysler_300_launch_event_australia_a_03 Photo: tmr
2012_chrysler_300_australia_04_300_srt8_11 Photo: tmr
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2012_chrysler_300_australia_03_300c_luxury_06 Photo: tmr
2012_chrysler_300_launch_event_australia_a_19 Photo: tmr
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2012_chrysler_300_launch_event_australia_a_00h Photo: tmr
2012_chrysler_300_australia_04_300_srt8_07 Photo: tmr
2012_chrysler_300_australia_01_300_limited_01 Photo: tmr
2012_chrysler_300_launch_event_australia_a_22 Photo: tmr
2012_chrysler_300_australia_03_300c_luxury_03 Photo: tmr
2012_chrysler_300_launch_event_australia_a_05 Photo: tmr
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2012_chrysler_300_launch_event_australia_a_00i Photo: tmr
2012_chrysler_300_australia_04_300_srt8_06 Photo: tmr
2012_chrysler_300_australia_01_300_limited_04 Photo: tmr
2012_chrysler_300_launch_event_australia_a_25 Photo: tmr
2012_chrysler_300_australia_03_300c_luxury_04 Photo: tmr
2012_chrysler_300_launch_event_australia_a_06 Photo: tmr
2012_chrysler_300_australia_04_300_srt8_02 Photo: tmr
2012_chrysler_300_australia_02_300c_06 Photo: tmr
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2012_chrysler_300_australia_03_300c_luxury_07 Photo: tmr
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2012_chrysler_300_launch_event_australia_a_00e Photo: tmr
2012_chrysler_300_australia_04_300_srt8_04 Photo: tmr
2012_chrysler_300_australia_01_300_limited_05 Photo: tmr
2012_chrysler_300_launch_event_australia_a_23 Photo: tmr
Malcolm Flynn | Jul, 12 2012 | 1 Comment


Vehicle type: Upper Large Sedan

Variants Reviewed
Model Power/Torque 0-100km/h Fuel Use
3.6 litre petrol V6 210kW/340Nm 7.0s 9.4l/100km
3.0 litre turbodiesel V6 176kW/550Nm 7.8s 7.1l/100km
6.4 litre petrol V8 347kW/631Nm 4.8s (US) 13.0l/100km

Chrysler’s new 300 sedan comes with a degree of expectation. Three years into the Fiat-Chrysler strategic alliance, the group is on a bit of a roll.

Its recent products, like the Jeep Grand Cherokee and overseas Dodge Dart, have drawn considerable praise and there’s no reason - you’d think - that the new 300 can’t be similarly impressive.

A first look at the new car reveals an evolution of the previous 300C’s styling. It has the same high beltline, low roof and wheel-at-each-corner proportions, but with more contemporary detailing than the semi-retro of before.

Engine options range from the 3.6 litre Pentastar petrol V6 and 3.0 litre VM Motori turbodiesel V6 found in the Grand Cherokee, to a newly enlarged 6.4 litre Hemi petrol V8 in the range-topping SRT8.

The diesel and SRT8 engines continue to use the previous model’s Mercedes-sourced five-speed automatic.

The petrol V6 models employ a version of the ZF eight-speed auto found in several Jaguar, BMW, and even Rolls-Royce models.

All models come impressively specced and prices range from $43,000 for the 300 Limited V6 petrol, to $66,000 for the SRT8. Opting for the diesel in Limited, C, and Luxury grades carries a $5,000 premium.

TMR was able to rack up plenty of kilometers in all spec levels and drivetrains at the 300’s recent launch at a very wet Phillip Island.



Those familiar with the cheap-feeling plastic and retro-styled interior of the previous 300C will be very impressed with the new model.

Like the Grand Cherokee, the influence of ex-Mercedes Chrysler interior design boss Klaus Busse is obvious in the quality of material choice, colours and overall aesthetic.

A centrally-mounted analog clock remains, but contemporary colours and soft touch plastics are the order of the day.

At the top end of the range, the wood inserts on the Luxury are real wood, and the carbon fibre inserts in the SRT8 interior are real carbon fibre.

These come as a welcome surprise, given that the 300’s US home market is the faux-wood capital of the world.

The base Limited comes with cloth trim, but C, Luxury and SRT8 all come with genuine Nappa leather seats, with the SRT8 incorporating perforated suede.

The toggle style gear-selector for eight-speed models looks and feels just great, making the more traditional (Mercedes inherited) staggered gate arrangement on the five-speed models look positively old fashioned.

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Front seating on all bar the SRT8 is typically ‘American flat and broad’, but the SRT8’s more heavily bolstered units offer a great balance of comfort and support.

Headroom for the three rear passengers is more than the low roof profile suggests, and legroom is plentiful if not quite the dancefloor its 3052mm wheelbase (43mm longer than Holden Caprice) suggests.

Cargo capacity is rather limited at 462 litres, though the rear seat splits 60/40 to reveal a generous passage through to the cabin if needed.

All models come equipped with stability control, ABS, seven airbags, reverse camera and parking sensors. Luxury and SRT8 models add (optional on C) blind spot monitoring, rear cross-path detection, forward collision warning and adaptive cruise control.



The launch route chosen by Chrysler featured a good variety of bitumen surfaces, including pot-holed country lanes and highway stretches with some nice curvy sections to concentrate the mind.

Much of the route was wet however, prohibiting a definitive dynamic analysis.

The changeable surface quality certainly favoured the taller tyre sidewalls of the 18-inch wheel-equipped Limited and C spec levels, with the 20-inch equipped Luxury and SRT8 more prone to jarring.

Road noise was also more pronounced on the 20-inch wheels, highlighted by the near absence of wind noise at highway speeds - likely a result of Chrysler’s use of acoustic glass and foam-filled roof pillars.

The ‘Sport’ mode facilitated by the SRT8’s new adaptive dampers made little difference to bodyroll and dynamics in the wet conditions, but ride comfort deteriorated noticeably when deployed.

On smooth tarmac surfaces though, there’s little to distinguish the models in these areas.

Limited, C, and Luxury models are now equipped with electro-hydraulic steering assistance, while the SRT8 maintains a traditional hydraulic system.

6.4 litre SRT8 five-speed auto

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Steering feel has never been a 300C hallmark, but the SRT8 highlights the dynamic benefits of a hydraulic system, giving the driver a much better idea of what’s happening at the front wheels - of particular importance in the wet.

All models are equipped with generously-sized disc brakes, but the larger Brembo units fitted to the SRT8 felt clearly superior underfoot.

The SRT8’s Sport mode also changes the shift behaviour of the SRT8’s transmission to permit higher revs between shifts, but even without Sport selected, the five-speed transmission’s shifts are more definite than in diesel models.

This more aggressive shift behaviour suits the SRT8’s performance-oriented character, but it also highlights the five-speeder’s relative lack of ratios - particularly alongside the petrol V6 models’ eight-speed unit.

True, the SRT8’s stonking 347kW and 631Nm 6.4 litre V8 masks this compromise somewhat.

Chrysler isn’t quoting local performance figures, but the model lists a 4.8-second 0-100km/h time in overseas markets - not bad for a two-tonne sedan.

It’s a hammer when asked the question - on road, the raw grunt from that 6.4 litre powerhouse up front puts it squarely in HSV and FPV GT territory.

Overtaking, or getting away from the line quickly, will have you pinned back into the seat.

The SRT8 engine also musters up a proper big-capacity petrol V8 concert - it makes a wonderful bellow when asked. Otherwise, under light throttle, it can happily fly under the radar with just the distant growl hinting at what lurks under the toe.

3.0 litre Turbodiesel V6 five-speed auto

The 3.0 litre turbodiesel V6 also comes with just a five-speed auto. Its lusty 176kW and 550Nm of torque however also manages to overcome the five-speeder’s ratio deficit (despite the relatively narrow maximum torque band of 1800-2800rpm).

Chrysler quotes a 0-100km/h figure of 7.8 seconds for diesel models, which is a mere 0.8 seconds behind that claimed for petrol V6 models.

Despite being a diesel, the engine is near silent when underway, with noticeably less turbo whistle than in Grand Cherokee guise.

Even under full-throttle overtaking manoeuvres, the diesel felt and sounded more refined than the previous 300C’s 3.5 litre petrol V6 - quite an achievement for an oil-burner.

3.6 litre petrol V6 eight-speed auto

The new model’s 3.6 litre petrol V6 is a vast improvement over the previous base engine, in terms of refinement, performance and efficiency.

The engine’s design is hardly cutting-edge, still using port (as opposed to direct) fuel injection, but featuring 24 valves and aluminium construction.

Its 210kW and 340Nm are developed quite high in the rev range (6350rpm and 4650rpm respectively), and it emits a pleasing induction roar when its doing it.

But this engine’s trump card is the eight-speed transmission it is attached to, even in the entry model Limited.

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Unlike the five-speeder employed in the diesel models and SRT8, upshifts in the eight-speeder are seamless and imperceptible.

And the abundance of ratios helps cater to the 3.6 litre’s lofty power delivery.

The result is that it feels quicker than its raw numbers might suggest. Two-up on test, the 3.6 litre felt every bit capable of hauling its 1800kg to 100km/h in the claimed 7.0 seconds.

It might need to use its transmission more under acceleration or up hills than the diesel V6, but with three more ratios to choose from, it sure gets by.



Chrysler’s new 300 range delivers on the high expectations of new Fiat/Chrysler products. The range is vastly improved overall in performance, quality, efficiency, and value.

Whether the Australian market will embrace another large, rear-wheel-drive sedan remains to be seen, but there are definite highlights among the range that could put yet another dent in Falcon and Commodore sales.

At $66,000, the barnstorming SRT8 is a cheaper, more powerful, better equipped and likely faster alternative to FPV’s GT or the HSV Clubsport R8.

The diesel V6 is a nice drive, and delivers impressive economy considering the 300’s significant weight.

But, for $5000 less, we agree with Chrysler’s expectation that the petrol V6 will be the volume seller, and the eight-speed auto is a nice little bonus to boot.



  • 300 Limited - 3.6 petrol - $43,000
  • 300 Limited - 3.0 diesel - $48,000
  • 300C - 3.6 petrol - $46,500
  • 300C - 3.0 diesel - $51,500
  • 300C Luxury - 3.6 petrol - $51,000
  • 300C Luxury - 3.0 diesel - $56,000
  • 300 SRT8 - 6.4 petrol - $66,000

Note: prices exclude on-road costs.

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