The locals may not have been particularly impressed with American cars. They have been the least of what we see on the roads, much less to be even considered as a mainstream solution for local commuters.
The scenario took a quick turn for change when we welcomed a series of American cars on our local shores. Amidst the pack, it is Chrysler who stood out the most. With its 300C put into local taxi service, it stole the limelight from Mercedes-Benz when it commands the priciest flag down rate, and not to mention the rare appearances made by its 300C stretched limousines.
Exterior
The latest 300C retains its muscular outfit. Like a bulked up man in tuxedo, it carries an imposing stance that means business. At over 5 metres, the 300C is an arm shy of the 7 Series' 5,219mm length. In reality however, the Chrysler doesn't feel any less aggressive. The boxy shape for instance, adds onto the actual dimensions to give an illusion of a larger presence.
The headlamps are now more thinly-slit, but still add up to a familiar feel, instantly recognisable as a Chrysler. This perhaps is helped by the signature trapezoidal grille, now featuring horizontal slabs to put off a wider stance on its facet.
The scenario took a quick turn for change when we welcomed a series of American cars on our local shores. Amidst the pack, it is Chrysler who stood out the most. With its 300C put into local taxi service, it stole the limelight from Mercedes-Benz when it commands the priciest flag down rate, and not to mention the rare appearances made by its 300C stretched limousines.
Exterior
The latest 300C retains its muscular outfit. Like a bulked up man in tuxedo, it carries an imposing stance that means business. At over 5 metres, the 300C is an arm shy of the 7 Series' 5,219mm length. In reality however, the Chrysler doesn't feel any less aggressive. The boxy shape for instance, adds onto the actual dimensions to give an illusion of a larger presence.
The headlamps are now more thinly-slit, but still add up to a familiar feel, instantly recognisable as a Chrysler. This perhaps is helped by the signature trapezoidal grille, now featuring horizontal slabs to put off a wider stance on its facet.
Perhaps due to its novelty on local grounds, the 300C somewhat manages to make the rest of the pack in its segment look plain. That puts the 300C in the limelight most of the time, attracting attention everywhere it goes, if not the right attention (those from the cab flaggers).
Interior
The 300C adopts a simplistic, but functional central console design. 'Uconnect' - the marque's integrative in-car system is operated via a centre touch screen panel, which governs the settings to various functions such as ventilated seats, and is easy to use on the go.
The aesthetic highlight of the cabin is without doubt the driver's instrument panel. Boasting metallic finished dials and needles, it completes the illumination done in a bluish-tinge. This offers a stark contrast over the dark wood trims and soft black leather, which adeptly uplifts the driving experience.
Other areas of the interior are littered with a mixture of good and average bits and trims. The buttons and switches on the centre panel are an improvement over its stablemates, including the aluminium looking paddle shifters which exude an up class feel.
The 300C adopts a simplistic, but functional central console design. 'Uconnect' - the marque's integrative in-car system is operated via a centre touch screen panel, which governs the settings to various functions such as ventilated seats, and is easy to use on the go.
The aesthetic highlight of the cabin is without doubt the driver's instrument panel. Boasting metallic finished dials and needles, it completes the illumination done in a bluish-tinge. This offers a stark contrast over the dark wood trims and soft black leather, which adeptly uplifts the driving experience.
Other areas of the interior are littered with a mixture of good and average bits and trims. The buttons and switches on the centre panel are an improvement over its stablemates, including the aluminium looking paddle shifters which exude an up class feel.
Elsewhere in the quarters, a mixture of dark coloured door cards and black leather fill the interior, which dampens the mood in the cabin. But with more time spent with the car, you will start to appreciate the soft-to-touch cow hides, which provides ample support and comfort on the go.
In most instances, the car's look would have given a hint of what is to be expected from the drive. Faced with the 300C, one just can't help but reckon that the rear quarters will be a better place to be in.
In most instances, the car's look would have given a hint of what is to be expected from the drive. Faced with the 300C, one just can't help but reckon that the rear quarters will be a better place to be in.
The Drive
The helm's position is fitted with motion electronics which makes it relatively easy to find a suitable driving position. Surprisingly, the low window profile does not hinder in dangers associated with blind spots around the cabin.
The 300C carries a stout steering feel, which makes it more intuitive to pilot over the bends. At slower speeds, however, the meaty steering may ask for more strength inputs, feeling a tad cumbersome especially in parking manoeuvres.
Prodding on the gas pedal, the 300C picks up speed with grace. Tasked to propel the two tonne flagship is a 3.6-litre V6 Pentastar powerplant. It churns out 281bhp and 340Nm of torque, which is sufficient for effortless off-the-line acceleration. The power delivery is also linear, which greatly aids in the overall refinement.
The helm's position is fitted with motion electronics which makes it relatively easy to find a suitable driving position. Surprisingly, the low window profile does not hinder in dangers associated with blind spots around the cabin.
The 300C carries a stout steering feel, which makes it more intuitive to pilot over the bends. At slower speeds, however, the meaty steering may ask for more strength inputs, feeling a tad cumbersome especially in parking manoeuvres.
Prodding on the gas pedal, the 300C picks up speed with grace. Tasked to propel the two tonne flagship is a 3.6-litre V6 Pentastar powerplant. It churns out 281bhp and 340Nm of torque, which is sufficient for effortless off-the-line acceleration. The power delivery is also linear, which greatly aids in the overall refinement.
The new transmission from renowned drivetrain specialist ZF does not fail to live up to its name. The 8-speeder shifts with extra creaminess, which puts it up against the great cruisers in the segment.
On the move, the 300C displays immense stability, with part credits for its heft. Handling the weight of the chassis, the absorbers do a good job in obscuring the ride spoilers, even when the 20-inch alloys look all set to spoil the show.
Conclusion
The 300C may still shy from being a driver's car, but oblivion from its character, it was never meant to be one. However, that did not stop it from being a big hit worldwide, and it's not hard to see why. The distinctive muscular profile, matched with an equally potent ride comfort, makes it a worthy contender in its segment.
The latest model, with help from the 8-speed ZF transmission and the sweet Pentastar V6, boasts an even stronger technical appeal. While we can't say that one will be better off with the 300C, its interesting appeal will easily make it stand out among the nondescript Germans.
On the move, the 300C displays immense stability, with part credits for its heft. Handling the weight of the chassis, the absorbers do a good job in obscuring the ride spoilers, even when the 20-inch alloys look all set to spoil the show.
Conclusion
The 300C may still shy from being a driver's car, but oblivion from its character, it was never meant to be one. However, that did not stop it from being a big hit worldwide, and it's not hard to see why. The distinctive muscular profile, matched with an equally potent ride comfort, makes it a worthy contender in its segment.
The latest model, with help from the 8-speed ZF transmission and the sweet Pentastar V6, boasts an even stronger technical appeal. While we can't say that one will be better off with the 300C, its interesting appeal will easily make it stand out among the nondescript Germans.
