Attitude Comes Standard in 300M
The auto industry seems welded to what was, whether it’s the cut of a classic grille, restoring a badge from museum status or reclaiming the fame of a name.
Jaguar has exhumed body lines from the ‘60s. Beetles have scampered back into our lives. Plymouth’s Prowler is a howler, roaring like any ‘40s hot rod that ever left rubber on Sepulveda. Chevrolet has recovered old nameplates--Malibu, Monte Carlo and Impala SS--in the misty hope of transferring the original flair to modern counterparts.
Add Chrysler to all this archeology with a 1999 300M that--numerically at least--picks up where the C300 began in 1955 and the 300L left off 10 raucous years later. Now, thank heaven that cloning remains a matter for mutton, not motorcars.
For Chrysler’s famed letter cars were muscle-bound hooligans; hardtop coupes and convertibles powered by V-8 Hemis that puffed out 390 horsepower in their prime. All 300s steered by ill-educated guesswork and braked well only when a wall got in the way.
In blessed contrast, the 300M is lithe, a polished handler and a striking blend of Europe’s chunky new look and American size and softness. But not too large. Not too soft. Banderas meets Stallone, a pretty good formula for a car that Chrysler hopes will play as well overseas as it does at home.
An obvious competitor against Audi’s A6, Pontiac’s Grand Prix GTP, the Lexus ES300 and Acura’s TL, the 300M is the spirited groom of a new couple. Its 3.5-liter, 253-horsepower V-6 engine, sheet metal, wheelbase and most of its innards are shared with Chrysler’s 1999 LHS. But the LHS is longer, heavier and smoother (must be what “LHS” stands for) and is a car for more formal lifestyles.
The 300M is the athlete of the family, with performance suspension, firmer steering and an AutoStick transmission that combines a four-speed (and seamless) automatic with a manual, sequential shifting system for sportier moments. Its V-6 is the most powerful engine in the near-luxury class, with takeoff (zero to 60 mph in less than eight seconds, quicker than most of its brutish ancestors) and passing speeds that are quite passionate.
The interior has a deep dash typical of its cab-forward design (short nose, bobbed trunk, with 17-inch wheels pushed far into the corners) that enhances head and rear-seat room without stretching the car into the ponderous. Living room is comfortable, leather-lined, wood-trimmed, and the nine-speaker Infinity sound system will squeeze the very best chemistry from your Acoustic Alchemy CDs.
Of mild criticism: Our test car came with irritations for which Chrysler is becoming infamous. A brake pedal that squeaked; a spongy crackle when handling the rearview mirror with its thin plastic backing; and the same sound of cheapness from the armrest.
Of special note: The classic black lettering on white-faced instruments could have been designed by Breguet in the ‘30s. Plus a Tiffany-style clock dead center in the dashboard, reminiscent of a pretty timepiece that was inexplicably dumped as a trademark detail of the Infiniti Q45.
Of pure delight: A well-laden 300M is stickered at $29,000, much less than Lexus, Audi and Acura.
“Every landmark automotive design has what is often referred to as ‘attitude,’ or signature, that readily sets it apart from the pack,” says Tom Gale, vice president and design whiz for Chrysler. “We wanted to capture a bit of a ‘rebel’ attitude with the Chrysler 300M so it had unmistakable graphics and road presence on any continent.”
That’s certainly the almost splendid 300M: American attitude, plus Old World presence.
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Times automotive writer Paul Dean can be reached via e-mail at paul.dean@latimes.com.
