Chrysler’s threats to re-invent the great American highway cruiser went on hold while its marriage of financial convenience to Mercedes took root. But they’ve finally followed through with the all-new 2005 Chrysler 300C. This is the first big rear-wheel-drive sedan to come out of Detroit in about as long as anyone can remember.
   Ironically, at a recent event I attended, a Chrysler marketeer told several writers this car almost didn’t get built because some DiamlerChrysler bean counter didn’t think it would sell. Shows what bean counters know about cars.
   The new 300 replaces Chrysler’s front-wheel drive LH platform. Although engineering arguments for front-wheel drive, centered basically on reduced manufacturing costs, and drove the front-wheel boom of the 80s and 90s, new technology has made rear-wheel drive preferable — and profitable — again. In fact, GM’s new Cadillac Seville, long the flagship front-wheel drive machine, now sports rear-wheel drive.
   It’s an undisputed fact that rear-wheel drive is much better at managing horsepower, while computerized traction control, stability programs, anti-lock and electronic brake distribution all vastly improve driver control. The 300C features a 340-horse Hemi V8 — way too powerful for front-wheel drive anyway.
   Walkaround: With the retro look so big, except for perhaps the giant grille reminiscent of the famous 1958 300C, there isn’t much retro about this Chrysler. Styling is bold, distinctive, uncompromising, and arguably very cool. Judging by the comments I received, it appeals to both young and old.
   With its long-wheelbase, short overhangs, and high-sill doors, it actually looks at first glance like the Cadillac it takes square aim at in the marketplace — not to mention a myriad of European and Japanese luxury sedans. Its dramatic profile also boasts wheelwell cutouts that wrap around five-spoke 17-inch or 10-spoke 18-inch wheels. The roofline, which slopes down to a short rear deck and long hood, flows into a massive grille, offering a visual sense of authority.
   Interior: The interior is spacious, quiet, stylish, comfortable, and efficient, with the Mercedes influence quite evident. For example, it features a 4-spoke, Mercedes-type steering wheel — wood over leather with a gentle arc on top and a thick, solid feel. The silver satin center stack, in true Mercedes style, is elegantly functional without being decorative. The AutoStick features a gated shifter mounted just forward of what could be marginally classified as a fast food repository, with a nice, deep, console boasting deep cup holders.
   The easily read, round instrumentation is black on a white background, backlit in traditional soft Chrysler green. Similar to the signature of Infiniti, there’s an analog clock centered in the dash. Controls for both the sound and climate systems are operated by a total of four knobs large enough to see, and simple to understand and use — a welcome change from the miniature controls used in previous Chrysler products.
   The leather interior of our test vehicle was a Mercedes-like, understated gray. The seats were firm, and on a trip to Portland and back, quite comfortable. They’re also elevated 2.5 inches to accommodate the high door sills, so drivers’ sit up high.
   The 60/40-split rear-folding seat has a folding center armrest and integrated cupholders. There’s 40 inches of rear legroom, but because the 300C is rear-wheel drive, the driveshaft tunnel is back.
   Visibility is good all around thanks to the modest windshield rake enhanced over the long hood. Rear visibility has little intrusion from the roofline.
   The trunk is way bigger than it looks from the outside — 15.6 cubic feet, and opens forward to the fold-down rear seat. A neat safety innovation features the cargo floor well holding the spare tire being angled, so in a rear-end crash, the tire rotates upward, allowing the frame structure to deform as designed.
   Options: Options include front and rear curtain airbags, premium Boston Acoustics premium sound, GPS Navigation, SIRIUS satellite radio, hands-free cell phone capability, sunroof, walnut interior accents, air filtration, ultrasonic rear object detection, self-sealing tires, adjustable pedals, and Xenon high-intensity headlamps.
   With big enough brakes for towing, the 300C is rated to tow up to 3800 pounds, using the optional MoPar trailer hitch. With 340 horses and 390 pound-feet of torque, you won’t get in anyone’s way towing a trailer, so who needs an SUV?
   Under The Hood: The Chrysler 300 debuted in 1955 with a powerplant featuring hemispherical combustion chambers, hence the name, Hemi. It also boasted two four-barrel carburetors, and achieved quick notoriety as the most powerful Detroit iron. It set top speed records on Daytona Beach and won the NASCAR championship its first year. The 426-cu. in. Hemi became a staple of NHRA top fuel dragsters and funny cars in the late 60s and early 70s, as well as the premier muscle car powerplant of that era.
   The sweet sounding, 340-horse, 5.7-liter, V8 Hemi is all about the growl. The two-ton 300C won’t blow the doors off a Corvette. But it does 0-60 in 6.3 seconds, and all that torque shouldn’t be underestimated. The Hemi is married to a five-speed automatic with AutoStick, and gets 17/25 mpg — remarkable for a car this size and this powerful — and it’s covered by Chrysler’s 7-year/70,000-mile powertrain warranty.
   This Hemi debuts some important new technology — it shuts down four of the eight cylinders when power isn’t needed — which is where the gas mileage comes from. The transitions from 8 to 4 to 8 cylinders take place in an unnoticeable .04 seconds.
   Behind the Wheel: This is a great car to drive. It’s powerful and handles much like the Mercedes E-Class it inherited its sub-frame mounted, five-link rear suspension and modified short-arm/long-arm front suspension from.
   The rack-and-pinion steering is constant, not speed-sensitive, which I personally prefer. It feels secure, responsive, and confident.
   The 300 is also available with all-wheel drive. Considered a family sedan, not a high-performance sports sedan, it rides exceptionally smooth and handles solidly with no glaring flaws I could find after a week of hard driving. I wouldn’t change a thing.
   Whines: Handling is so good, higher-performance tires should be made available. The Continental all-season P225/60R18 tires squeal early and don’t do justice to the chassis.
   Bottom Line: The 300’s lowball entry price — less than $33,000 — should have buyers standing in line in showrooms. The base model, with a proven V6 delivering adequate power for most drivers is a whole lot of car. The Hemi-powered 300C blows away more expensive, full-size luxury sedans in value. In between are Touring and Limited models. You simply can’t buy a new car that looks this expensive and performs this well for less. It’s one killer car.