The new platform is now called LX. It gives birth to Chrysler 300 (the sedan), Dodge Magnum (the wagon) and probably a new age Dodge Charger in the future. The Chrysler 300 installed with V8 engines are called 300C, leaving the name 300 for V6 versions. 

The LX is very, very large. Measuring 5 meters in length and 3 meters-plus in wheelbase, it matches any European limousines. Its direct competitor is actually a class or 2 smaller. Take a Volvo S80 for comparison, you will find the Chrysler monster is 177mm longer, 51mm wider and 49mm taller, while the wheelbase is a massive 257mm longer ! this also implies its modern, non-American-like proportion with long wheelbase and rather short overhangs. By keeping it just 1 mm short of the 5-meters mark, its chance for selling in European market is survived. 

Now one thing is interesting: while the outgoing LH platform was driven by front wheels, the LX employs Mercedes-style rear-wheel drive. As we all know the benefit of RWD to handling and driving pleasure, this must be a good news. The question is: how can Chrysler afford the extra cost? the answer is easy: parts sharing with Mercedes-Benz and borrowing its experience. 

The LX cars employ various parts from Mercedes E-class, such as the 5-speed automatic gearbox, the rear differential, ESP system, the double-wishbones front and 5-link rear suspensions. However, to reduce cost Chrysler converted suspension parts from aluminum to steel. American engines are also cheaper to build, so Chrysler continues employing the LH’s 2.7-litre V6 (190hp) and 3.5-litre V6 (250hp), plus a new generation "Hemi" 5.7-litre pushrod V8. 

For a car weighing 1.7 ton, even the 3.5 V6 is not going to provide performance matching a typical 3.0-litre European executive car. This is not helped by the use of 4-speed automatic (the Mercedes 5-speed unit is reserved for V8). Don’t expect ultra refinement for this somewhat outdated engine / transmission combo either, as it is basically a bread-and-butter design. 

All these reasons make the Hemi V8 more attractive. Yes, it is very heavy due to the cast-iron block, it is a pushrodder, but it is an all-new design, employing twin-spark plugs and cylinder deactivation technology like Mercedes’ V8 and V12. When the car doesn’t need full power, it will automatically deactivate 4 of the 8 cylinders by shutting valves and disabling fuel injection and ignition. This save a bit fuel. When the car needs full power, Hemi can deliver 340 horses at 5000rpm and 390 pound-foot of torque at 4000rpm, enough to push the car to 60mph in less than 6 seconds.  

Despite of such performance, Chrysler 300C is not actually a performance sedan like BMW 545i. It is too big and heavy for that. In fact, Chrysler installed it with 60% aspect ratio tires, showing it has no intention to market it against performance sedans. We had better see it as a regular sedan with extra low-end grunt as a bonus. Another bonus of the V8 is its smoothness and great sound. 

With rear-wheel-drive and better weight distribution (54:46 for the V8), the LX platform of course handles better than its predecessor. Body control, grip, steering and ride are reasonably good by European standard. Not up to the level of BMW, Mercedes and Jaguar of course, but it won’t feel shame against other European executive sedans such as Volvo and Audi. The tuning is very European-like, with heavy steering in particular. In terms of refinement, the Chrysler 300 has improved a lot from its the LH. Its chassis feels solid and wind noise insulation is effective. Only sharp bump absorption let it down.

Inside, the 300 offers unrivalled space in the class - actually more than most people need. 5 big guys can sit comfortably as in any luxurious limousines 3 times the price. Unluckily, the dashboard design is workman-like rather than out of thinking-man’s taste, lack of any elegant feel. The plastic materials are lifted from LH, but not up to international level yet, obviously a class lower than Pacifica.  

Chrysler wants to sell 240,000 units of 300 and Dodge Magnum each year. This seems feasible for the North American market. However, for most other countries these big, thirsty monsters can only be sold as niches. To me, buying a smaller, handsomer, more efficient and more elegantly engineered executive cars seems a better bet. 
 

Dodge Magnum

Dodge Magnum is the wagon version of Chrysler 300. With a truck-like grille and less expensive trims, it brings the price to even lower level. At the same time, you get more luggage space from the Magnum. Admittedly, it is not as practical as most European wagons (most notably Volvo V70). Luggage volume is just 780 litres, much smaller than class average, blame to the swoopy roofline and high luggage floor. Luckily, the rear bench can be folded to increase that to 2023 litres.

Mechanical-wise, it is identical to Chrysler 300. You can still choose between the two V6 and the Hemi V8. With the latter, it is one of the fastest wagons on the market.