2002 Chrysler 300M

The perpetual whirlwind of "new and improved" is blowing entry-luxury sedans toward rear-wheel-drive propulsion systems faster than you can say "snow tires." That's a pity because front-drive layouts boast so many intrinsic attributes. Case in point: Chrysler's 300M. In terms of value for money, well-rounded competence, and universal goodness, they don't get any better than this.

Bodylines aim to recapture the musculature exuded by Chrysler's 1955-65 "letter series" cars.

The M was created for the 1999 model year as a tribute to Chrysler's renown letter cars of the Fifties and Sixties. Initial grousing about the lack of a V-8 engine and the fact that the front tires provided all the forward motivation ceased as soon as critics and customers sat down behind the wheel. What they found was the $30K class's most distinctive exterior design, a highly space-efficient package, and an invariably cheery disposition. After the 300M handles all its 9-to-5 obligations, it punches in for overtime to provide its commander with entertaining driving dynamics.


The M's secret to success may be the way its powertrain components are arranged. Instead of packing major propulsion components sideways under the hood, Chrysler followed a longitudinal game plan. The crankshaft runs north-south to feed a transaxle with a similar orientation. The key benefit is more space for suspension components, driveshafts, and passengers. This approach also allows for exhaust-system symmetry, a boon to power and efficiency.

Power comes from a 250-hp 3.5-liter V-6. New-for-2002 300M Special models get five additional horsepower.

Only one powertrain suited up for this assignment: a feisty 3.5-liter V-6 delivering 250 horsepower at 6,400 rpm teamed with a 4-speed automatic calibrated in two shift modes. You can drop it in D and let the electronics do your bidding or pull the lever a notch lower to select AutoStick, which gives the driver extra authority over which gear is engaged.


The 300M doesn't scream sport sedan with tacked-on aero aids or an arsenal of exhaust pipes, but it knows how to behave when it's time to play road games. The cockpit is arranged for optimal command and control, including bucket seats that hug your ribs like a high-school sweetheart. Black-on-white instruments read with the clarity of a fine Swiss clock. The 7,000-rpm tach is redlined at 6,500 rpm, and the 24-valve 2-cam engine knows how to make wise use of that broad rev range. The rush to 60 mph takes less than eight seconds, and it's possible to bury the speedometer needle well past the top reading (120 mph) if you're lucky enough to find a wide-open stretch.