There was a time when you could still buy a proper American sedan.
Chrome. Eight cylinders. Pride. A big, brassy presence and an unapologetic demeanour.
That time was about last Tuesday. And yesterday. And also today.
Witness the Chrysler 300C, the machine that quite frankly makes any Lincoln Continental reboot a semi-silly idea. We simply don't need a big Linc', not when Chrysler's already got the whole big car thing covered.
The 300's name is a throwback to the original Chrysler sedan, known as the letter series cars. They were powerful and luxurious, and the C on the back of this modern machine makes it a suitable carrier of the bloodline: it's the most heavily optioned version available.
The question becomes, just because the 300C is faithful to an older ideal, how does it do in our modern world? Fire up the Hemi V-8, settle back into the leather seats, and check out a real American machine - which just happens to be built in Canada (don't tell the Yanks).
Design
Tweaked for the 2015 model year, the 300C now features a new front and rear section, along with a new grille that's a third larger than previously. With the LED surrounds and the winged Chrysler badge, there's more than a bit of Bentley going on here.
Add in 20-inch chrome alloy wheels, LED foglights, and a length that approaches yachting specifications, the 300C does really start like it's trying to earn its Flying Spurs, so to speak. However, it's not an imitation - the 300C has a character all its own here.
The side profile is big, but not too big, with a trunk that's not overlong. The 300S version - the sport model - is a bit more aggressive, complete with spoiler; however, the 300C's silhouette is a bit more reserved. It's certainly not a shy car.
Environment
Cavernous is the word that springs to mind, especially in the 300C's rear seat. This is a proper big car, and would only need bench seating to be able to sit proudly on the dealership lot in the late 1960s.
Of course, things are far more modern up front. A huge 8.4-inch Uconnect touchscreen is the main control surface, and that includes the controls for the heated seats and steering wheel. Here, as elsewhere, Uconnect proves to be one of the easier systems to immediately jump right in and use. Voice commands pick up your instructions quickly and without making repeated errors. Aside from the dominant central screen, the 300C hasn't changed much with the redesign. There's a new rotary-style gearshift controller, operating much like a Jaguar XJ, a two-tone steering wheel, and neat features like heated and cooled cupholders.
It's nice enough, with quilted-look doorcards, but is starting to get surpassed by high-option trims of the refreshed Charger.
Performance
Under the 300C's long hood is the main event, a 5.7-litre V-8 making 363 horsepower at 5,200 r.p.m. and 394 foot-pounds of torque at 4,200 r.p.m. Yeah, it's got a Hemi in it.
Thing is, I'm not sure you really need it. The V-8 is stoutly powerful and provides wonderful roll-on acceleration (and the soundtrack's pretty great too). However, most buyers would be perfectly well served by the standard V-6, which is also thriftier at the pump.
Having said that, the 300C doesn't penalize you much for wanting a proper V-8 cruiser. The transmission is now an eight-speed unit that shifts in less than half the time of the old five speed. Not only does this make the car far livelier in a straight line, but it helps keep revs down low when you're just sailing on down the highway.
And that's what this big ol' girl does best. While perfectly capable of dusting off its heels at a stop light, the 300C is more a long-distance machine, fitted with plenty of passing power.
Road noise is not quite as serene as could be hoped for, and we'll lay the blame on the 245 millimetre all-seasons. A touring tire might cut down the road noise a bit. Additionally, that eight-speed transmission operates smoothly when warm, but will occasionally jar a bit off the line when it's cold out. The steering provides more feedback than you'd expect from a machine from the old school, but it's not really happy threading through the twisties. Spec a 300S for that work.
Instead, simply hum along the Trans-Canada or a U.S. interstate, headed for sunshine and maybe a deckchair by the beach. It's that kind of a car, relaxed and relaxing, but with power reserves aplenty to get past that tractor-trailer blocking the view.
Features
While fully loaded, the 300C can be fitted with several enhancements, and this week's tester had a few extras. Aside from the Hemi, it also had optional HID headlights, Harman Kardon premium audio, and a safety equipment package that includes blind
spot monitoring and front and rear parking assist. The total just cracked the $50K mark, making the 300C a lot of sedan for a significant amount of money.
Official fuel economy figures for the optional V-8 are 9.3 (litres/100 kilometres) on the highway for manual-equipped cars, and 14.8 in the city. That's actually not bad, all things considered, and the 300C will hit its highway mileage without straining hard. It's also a relatively huge fuel tank, so it has the legs to go the distance.
Green light
Great presence; comfortable, spacious interior; stout V-8 power; solid infotainment.
Stop sign
No all-wheel drive available with V-8; interior is getting dated; some road noise.
The checkered flag
Old school manners, but still street smart.
Competition
Hyundai Genesis Sedan ($43,000): Who'd have thought you'd find a Korean contender to take on the bullish American? The Genesis offers luxury to match Chrysler's best - and it has an ace up its sleeve too.
While the Genesis isn't as brash as the 300, it's got some very nice interior appointments, including real wood trim and an infotainment system that's as good as the Chrysler's. It's also available with all-wheel drive if you want to opt for the 5.0-litre V-8, something that's sure to please Canadian customers.
