Used Chrysler 300C Touring (2006 - To Date) review

A 300C Touring gets buyers the super-aggressive, all-American style of the 300C with an extra dimension in practicality. That styling won't hit the right notes with everyone but the car doesn't have the same connotations as an equivalent Audi, Mercedes or BMW. It's also dramatically cheaper than those cars but bear in mind that it lags behind them in terms of build quality and residual values.

Many people will remember the first time they laid eyes on a Chrysler 300C. They probably though it was a Bentley or some ill-advised American import harbouring the kind of engine that can financially cripple you on a routine trip to the shops. Whatever their first impressions, they'll have had them because the 300C stands out like very little else you're likely to see on UK roads. It has been argued that nothing for similar money has the presence of the big Chrysler and that is an integral part of its appeal. It's the 300C Touring model we're interested in here and although it's slightly less visually striking than the saloon, it's got the extra capacity to compensate.

HISTORY

It took a while for the Touring estate version of the 300C to materialise on these shores. The Ralph Gilles-designed 300C had debuted as a concept car at the 2003 New York auto show to universal acclaim but its radical design seemed unlikely to make the jump to production intact. Such expectations were confounded within a year when a barely altered 300C appeared in showrooms. What works in America has a habit of leaving the UK public nonplussed, so Chrysler were somewhat tentative in allocating just 2,500 units to the UK market. It was another two years before the first of the Touring models arrived and by that time, the 300C had taken off in an appropriately big way. Three versions were initially offered in the Touring bodystyle. The first was a rather underwhelming 3.5-litre V6 petrol model, while of far more relevance was a 3.0-litre CRD common rail diesel that Chrysler had purloined from Mercedes. At the top of the range sat the 425bhp 6.1-litre SRT-8 muscle car. In February 2008, the 3.5-litre petrol V6 was dropped and at the same time, an SRT-Design diesel variant was added to the range which brought a little of the flagship SRT-8 model's 'street racer' appeal to CRD customers. There were also a number of tweaks inside to give the cabin a more up-market feel, plus revised rear light clusters.

WHAT DO I GET FOR MY MONEY?

The 300C Touring shares the same bluff front end as the saloon with the in-built ability to scare outside lane dawdlers onto the hard shoulder. It's the same metalwork back to the windscreen pillars but beyond that all of the panels are different, ending up with a neatly integrated set of wide windows and a tailgate. What's more, this is no 'lifestyle' sportswagon that serves up less carrying capacity than the car it's based on. With the rear seats in place, the 300C Touring's load area holds 630 litres of cargo, compared with the saloon's 504 litres. With the rear seats folded down, cargo capacity rises to a monstrous 1,602 litres. In case you're wondering, that's better models like the Audi A6 Avant can manage. A rear cargo organiser and cargo cover are also included to keep luggage safe and sound. The basic design of the fascia is clean and rather Spartan, but the execution leaves a little to be desired. Metal-effect trim aims to raise the tone but the plastics quality isn't great and the cabin generally lacks the finesse found in executive car rivals. The 300C is nevertheless enormously likeable, has character oozing from every pore and is a welcome breath of fresh air in a market dominated by soulless German efficiency. Equipment is not something that 300C Touring owners will want for with every model coming fully loaded. Even the entry level cars get ESP stability control, a Boston Acoustics stereo, Bluetooth phone integration, automatic gearboxes and metallic paint. There's also heated leather seats with eight-way power adjustment, a power tilt telescoping steering wheel, dual zone climate control, plus a memory feature to remember the pre-set positions of the seats and mirrors. As you'd expect, there's a high-tech engine immobiliser and a security alarm, plus ESP stability control, ABS with brake assist and enough airbags to create a bouncy castle, including curtain 'bags for front and rear passengers. The top SRT-8 300C of course gets even more standard equipment thrown in. Stretch out in that generously proportioned cabin and crank up the 13-speaker stereo system while ticking off the standard satellite navigation, sports seats, adjustable pedal set and a technical finish to the dashboard with added leather.

WHAT PRICE AM I LOOKING AT?

In true American style, the Chrysler 300C has always looked like a lot of metal for the money. Prices for the Touring models originally kicked off around the £27,000 mark and that kind of money didn't secure you a whole lot of Mercedes E-Class or BMW 5-Series. These days, little has changed and if anything, the used 300C Touring looks like even more of a bargain. The 3.5-litre V6 petrol was short-lived in the Touring bodystyle and these cars are best avoided. Prices for them were similar to those of the 3.0 CRD diesel when new but the oil-burner is far more sought-after as a used buy and will cost £2,500 more today. It's worth the premium. An 06-plate CRD starts from around £12,500 and a 58-plater might be as much as £17,500. The SRT-8 is brutally quick but fiendishly expensive to run and quite rare as a result.

WHAT SHOULD I LOOK OUT FOR?

Underneath that radical body shape is a car that relies on tried and tested Mercedes mechanicals. The engines are all tough beasts and the suspension is similarly rugged. There have been a few cases of electrical gremlins affecting the stability control system but all will have been fixed under warranty. The silver plastics in the cabin aren't the most hardwearing and soon betray scratch marks from jewellery, coins and keys. Check for a fully stamped-up service book and remember to check the condition of the rear tyres on V8 models.

HOW DOES IT DRIVE?

Like most American cars, the handling isn't quite up to the standard of its key European rivals. The steering is somewhat vague and the handling soon lapses into safe and predictable understeer. This isn't surprising given the weight in the nose, but it does make the 300C feel a little stodgy, an impression backed up by the nautical levels of body roll the car displays if the driver gets a little enthusiastic at the tiller. Despite this relaxed attitude to cornering, the ride quality is surprisingly garrulous. If you drive this car in a straight line, it will feel sporty, which is good enough for the Chrysler's domestic market. The 3.0-litre CRD diesel engine that the vast majority of UK 300C Touring models are equipped with was highly impressive in 2006 and while progress has caught up with it in some respects, it retains a high degree of polish today. 215bhp isn't a massive amount when you're moving 1,910kg of Chrysler around but there's a beefy 510Nm or torque on tap between 1,600 and 2,800rpm. This helps make the Touring a formidable towcar with a 2,000kg braked trailer weight limit. The 0-60mph sprint takes just 7.6s when there's nothing hitched on the back but buyers who prioritise performance will want the SRT-8. With 425bhp emanating from its 6.1-litre V8, the range-topping unit has serious muscle. It will burst through the 60mph barrier in 5 seconds and hit a 168mph top speed. The downside is that you'll be lucky to see 20mpg economy and CO2 emissions are pegged at 330g/km. The diesel manages nearly 35mpg on the combined cycle and emits 215g/km.

BY STEVE WALKER

PARTS INFORMATION

(approx based on a 2006 300C 3.0 CRD Touring) You'll need to budget around £175 for a clutch assembly. A starter motor will be about £195 and a radiator around £175. An alternator is around £300, a full exhaust about £880 (including catalyst). Brake pads front and rear are about £70 for the front and £60 for the rear.