The original introduction of the Hemi V8 put Chrysler well ahead in the American performance race. The well equipped 300-series cars added luxury to the power recipe. Today, it seems like Chrysler is trying to turn back time with the new 300C, but how does it compare to the classic Hemi-engined executive hot rod?
Words: Allan Walton Photos: Quinn Hamill
In the early years, Chrysler was often noted as one of the most innovative of American auto-makers. Its cars featured many advanced features including alloy pistons, hydraulic brakes and high-compression engines. These advances meant that the Chryslers of the ‘20s offered greater all-round performance than many other Amercian cars of a similar size and price. This was ably demonstrated through some successful forays into motorsport, which included some creditable placings at the Le Mans 24 Hour Race, especially in 1928.
Chrysler had never before essayed a V8 or, indeed, an overhead valve engine, but the company’s new V8 was soon recognised as a market leader
As part of this early innovation, in 1934 Chrysler debuted their radically-styled Airflow. Alas, this car did not find favour amongst motorists of the day, and by 1937 the Airflow had been consigned to history. However, the legacy of its failure lived on — and for almost two decades Chrysler avoided anything even remotely radical.
It was not a particularly good move and, as the ‘50s moved closer, Chrysler found itself lagging behind its rivals. By that time the dominant style of US car featured an ohv V8 engine, automatic transmission and two-door hardtop body styling. Chrysler offered none of these features. That would all change. In 1950 Chrysler produced its first pillarless hardtop and, more importantly, in the previous year it had introduced it’s new V8. An automatic transmission option would have to wait until 1954.
Firepower
Chrysler had never before essayed a V8 or, indeed, an overhead valve engine, but the company’s new V8 was soon recognised as a market leader. This technological lead was down to Chrysler’s use of hemispherical combustion chambers, a lateral valve arrangement and centrally located spark plugs. By comparison, GM’s ohv V8 featured inefficient wedge-type combustion chambers. With the 1951 introduction of the Firepower V8, Chrysler upped the ante yet again and the V8’s specific output shot up from 160 to 180hp — giving it a considerable power advantage over GM’s V8 engines.
Although no one realised it at the time, the legendary American horsepower race had begun — and when the first Chrysler C-300 appeared in 1955, the die was cast and the race was really on. If Ford and GM thought they could compete against the C-300, their aspirations would soon be dashed when, for the 1956 model year, Chrysler introduced the 300B — a car which earned the title of the most powerful production car in America. By 1957 — the year of our featured 300C — the Hemi engine had a capacity of 392ci (6424cc) and in the 300C it was available in 375bhp (280kW) or 390bhp (290kW) configurations with compression ratios of 9.25:1 and 10.0:1 respectively.
Sucking petrol through two WCFB Carter four-barrel carburettors that were reputedly capable of flowing an astonishing 900cfm, the 300C was capable of despatching the 0-60mph dash in just under eight seconds. No mean feat for a luxuriously equipped car weighing in at over 2000kgs. Even the 300C’s on-road ability was remarkable for its day, with handling that put the big Chrysler into a different class from its contemporary American rivals. However, Chrysler’s decision to use non-power steering meant that the 300C was something of a challenge to drive around town. With its Flite-Sweep styling — courtesy of Chrysler stylist Virgil Exner — the 300C came right out of the jet age. There was even a suggestion of aerodynamic advances, as the 300C’s large rear fins were credited with improving the car’s stability at speed.
Reviving a legend
In comparison to the be-finned, Buck Rogers styling of the ’57 car, Chrysler’s new 300C looks much more conservative. Rather like a Bentley Continental GT that has been attacked by the guys at the Monster Garage (indeed, in the US there are several firms offering replica Bentley radiator shells for fitment to 300Cs — a popular choice for rappers looking for more bling) but underneath the Chrysler’s brash, aggressive exterior lurks the latest Mercedes-Benz E-Class platform. And, while the 300C is undoubtedly an American car, much of the original design input came from Europe. Indeed, the cars themselves are assembled at Magna Steyr in Austria.
This technological lead was down to Chrysler’s use of hemispherical combustion chambers
However, unlike its Mercedes counterparts, the 300C’s overall philosophy is based more on the tradition of the US muscle car than on the multi-valve high-technology offerings coming from Europe. As such, the Chrysler is unashamedly rear-wheel drive, big, beefy and, of course, powered by a large capacity pushrod V8 — in this case a modern iteration of Chrysler’s legendary Hemi. For the 300C, though, the Hemi has sprouted some modern touches — chief of which is its multi-displacement engine system. Simply put, this allows the 300C to switch seamlessly from four to eight cylinders, depending on how it is being driven. This goes some way towards improving fuel economy (an important issue now that petrol prices are heading towards two dollars a litre) but, in the real world, I wonder how many 300C drivers will resist the impulse to exploit the Hemi’s stump-pulling 525Nm of torque, not to mention its 250kw power envelope?
Resolutely American
Modern US cars are usually let down by their interiors — at best brash, at worst just plain cheap and nasty. The Crossfire is a good example, not only does that car’s cockpit look unpleasant, its also a good indicator of how Chrysler cuts costs on its cars when it comes to interior design. Fortunately, the 300C fares better. While still resolutely American, the 300C’s cabin — our test car was kitted out in grey leather — appeared to be well screwed together and gave off an aura of style completely absent from the dismal interiors offered by Australian rivals Ford and Holden.
Past and present
In order to get a real feel for the new 300C, we traveled out to Franklin County to meet an old friend — Owen Griggs. Owen is probably New Zealand’s foremost authority on the classic Chrysler 300 and owns no less than three of these hugely rare automobiles. We’ve featured his 1957 300C before in NZCC, but it has been a while since we caught up with the man and his cars. We could think of no better excuse to meet up again than by driving the new 300C onto his driveway for a personal assessment.
Putting the two Chryslers together was educational. The new 300C had, on our first meeting, seemed like a large car, but alongside Owen’s ’57 model it suddenly morphed into a mid-size saloon. The 1957 car is simply huge and its massive rear fins — which begin to sprout just behind the doors — only add to the overall effect. However, there were a few points of similarity, most notably the egg-crate grille of each car. And, although the two cars are decades apart, the luxurious interior of the classic 300C is echoed by that of the newer car — although with rather less sense of space. Styling and modern fashions aside, its easy to see the genetic link between the cars. It does seem a pity, though, that Chrysler followed the current trend towards engine packaging and encased their new version of Hemi in plastic boxes — the under-bonnet of the ’57 car, while being less neat and compact, really gives you a chance to check out the engine.
Poise
On the road it’s chalk and cheese — as you would expect when comparing modern technology with that of the ‘50s. Both cars drive extremely smoothly, but the new 300C has a huge edge in the handling stakes, belying its size with unexpected competence. Even so, the ’57 300C displays remarkably poise — since the last time we drove Owen’s car it has been fitted with radial tyres and has received a suspension upgrade. These changes have added new levels of grip, a firmer ride and cut down the amount of body roll under hard cornering. The new car is also a lot easier to drive, while the classic Chrysler can be a real handful, especially along tight roads.
there were a few points of similarity, most notably the egg-crate grille of each car
But the new car isn’t a winner all the way in this comparison. While both these cars tip the scales at around the same weight, the older 300C has a distinct power and torque advantage. In an outright, straight-line sprint, the new 300C would easily overwhelm the older car but, as both cars approached their terminal speed, the ’57 would pull ahead as it forged onwards to a higher top speed than the new car. The upcoming SRT8 version of the 300C will rebalance the performance equation.
Rivals
Inevitably, in New Zealand, the yardsticks by which the new Chrysler 300C will be judged are the HSV Clubsport and Ford FPV GT, which are also V8-powered, rear-wheel drive sports saloons. The Hemi-engined 300C offers similar performance to both these Aussie rivals, but at a better price — and the SRT8 promises to blitz both the Holden and the Ford on both price and performance. However, the decision between these three rivals is not simply down to their engines and their performance — its also about style. With the advantage of being purpose-built rather than, like Holden and Ford, being based on a more humdrum family saloon, style is something the Chrysler has in spades. Simply put, its road presence is far more impressive than either of its direct rivals. You simply can’t help but notice the distinctive 300C amongst the hordes of Holden and Ford V8’s that infest our roads.
After a week behind the wheel of the new 300C, we came away mightily impressed. Listen to the exhaust note of the Hemi at full noise and you are left in no doubt that in the Chrysler 300C there has been a serious attempt to resurrect the classic US muscle car philosophy. Putting all that aside, we’ll leave the final thoughts on the new Chrysler 300C to Owen. Here’s his opinion after returning from a long drive in the new car over his local roads: “I think I could live with one of these. I’d certainly like to own one and put it into the garage alongside my other 300s.” On that basis alone, it seems that Chrysler have done their sums correctly. The Hemi legend continues.
[For the full story on Owen’s 300C, check out NZCC Limited Edition Collectors’ Series #1 — Classic Muscle Cars]
1957 Chrysler 300C 2006 Chrysler 300C
Engine: Firepower Hemi V8 Multi-displacement Hemi V8
Valves: pushrod ohv pushrod ohv
Capacity: 6424cc 5654cc
Bore/stroke: 102.5mm x 100mm 99.5mm x 90.9mm
C/R: 9.25:1 9.6:1
Max power: 280kW (375bhp) @ 5,200rpm 250kW (335bhp) @ 5000rpm
Max torque: 570Nm (420lbs/ft) @ 4,000rpm 525Nm (387lbs/ft) @ 4000rpm
Fuel system: 2 x 4bbl WCFB Carter carbs fuel-injection
Transmission:TorqueFlite 3-speed pushbutton auto five-speed auto
Brakes: hydraulic drums disc/disc, ABS, ESP
Suspension Front: independent with torsion bars independent, short/long arms and lateral links, tension bar and stabiliser bar
Suspension Rear: semi-elliptic leaf springs independent with stabliser bar
Steering: recirculating ball, PAS PAS
Dimensions
Lenght / Height: 5620mm / 1402mm 4999mm / 1483mm
Width / Wheelbase: 2020mm / 3231mm 1881mm / 3048mm
Track F/R: 1570 / 1538mm 1604 / 1604mm
Kerbweight: 2052kg 1931k
Performance
Max speed: c145mph (234kph) 130mph
0-60mph: 8.6 seconds 5.3 seconds
0-100mph: 24.9 seconds 13.4 seconds
New Price: $69,990
300c srt8
Just as we went to press, Chrysler Group New Zealand announced the arrival of the new SRT8 — a higher performance version of the 300C. Fitted with a 6.1-litre Hemi V8, the SRT8 boasts a 25 per cent power increase over the 5.7-litre car (up to 317kW) and a increase in torque to 569Nm — lifting its engine output above the prodigious levels of the 1957 300C. With a price tag of $82,900, the SRT8 not only out finesses top V8 models from Holden (HSV Clubsport) and Ford (FPV GT) in price, it also provides drivers with more power and that includes Holden’s upcoming 6-litre V8.
Outward changes remain subtle, including the fitment of 20-inch alloy wheels and 45-profile tyres and a revised interior, while a suspension upgrade means a lower, more aggressive ride height. Look out for a road-test of the SRT8 in a future issue.
