Chrysler C300
In the early 1950s, the
Chrysler Corporation was looking for a new edge in the American automobile field. An engineer named Virgil Exner was hired, and it was from his design styles Chrysler released their new-look line of vehicles. This new line of vehicles, called "The Forward Look" debuted in 1955. The flagship of this new line was the 1955 Chrysler 300. The vehicle was named not for its body style, but because if its engine. It featured the recently perfected Chrysler hemispherical head, called, of course, the Hemi. This perfected Hemi, which was the cause for the nomenclature "300" featured twin Carter 4 barrel carburetors, hi-flow performance exhaust, and solid lifter camshafts, producing 300 horsepower, with 331 cubic inches. When released, the 300 was the first and only production vehicle in the United States to boast such performance. It also featured a newly designed sport suspension, allowing it to sit lower to the ground than other cars being produced in the US. While being a stout performance car, the 300 was also a luxury car by definition. A look inside the interior of the 300 showed off plush leather seats, chrome lined dashboard and gauge panels, and a 2-speed "PowerFlite" automatic transmission. Chrysler piloted this car with the marketing slogan of "the gentleman's fast car", with an introductory price around forty-one hundred dollars.
To display just how fast this new car was, driver Tim Flock was sent to the beaches of Daytona Florida to put all doubts to rest, and that he did. The mighty 300 won both the road course and the flying mile, turning in a record speed of 127.58, roughly seven miles per hour faster than its non-Chrysler competitors. The 300 also controlled the NASCAR series in 1955 winning the point's championship. The 1955 300 also turned in an impressive ten second 0-60 time, with a time of 17.2 @ 82 mph in the quarter mile.
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Chrysler 300B
The following year, the 300 was at it again. With the addition of an optional 3-speed manual transmission, an enlarged cubic inch displacement of 354, and 55 more horsepower, the 300 again destroyed the field on Daytona Beach, breaking its own record, this time with an amazing 139.373 miles per hour. Also in 1956, the 300 entry once again won the NASCAR championship. The 1957 NASCAR season was devoid of the 300, but that didn't stop the 300 from once again winning the Daytona Beach flying mile. This flying mile performance made the 300 the three-year running fastest American production car.
Chrysler 300C
Chrysler 300c
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In case the performance and luxury of the 1955 and 1956 300 wasn't enough, the option of a convertible was offered in 1957, along with a new, 392 cid Hemi, boasting an amazing 390 horsepower and 420ft/lb of torque, with the 390hp engine being offered in both the hardtop and the convertible. The hardtop model of this year turned in a 0-60 time of 7.7 seconds, and a quarter mile time of 17 flat, at 84 mph.
Chrysler 300D
The 1958 model line showed no extensive changes in style or engine size, but this was the first year that the 300 was offered with the Bendix Electrojector, which was an early fuel injection system, and this was also the first ever use of a computer engine controller of any kind in a Chrysler product. Unfortunately, this new injection system was not well received, so very few were purchased, and almost every one was recalled, and a carburetion system was installed.
Chrysler 300E
1959 didn't bring forth any changes in the 300's style, but it brought about one huge change in the drive train. This was the first year for a 300 that was not powered by a Hemi. This new engine had the Chrysler "wedge" design. Being 413 cubic inches, it still had twin 4 barrel carbs, was only available in an automatic, and produced 380hp. This was one of the worst overall years for the sales numbers for the 300. The 1959 300E, with the new 413 wedge ran the quarter mile in 17.2 second at 92 mph, and went from 0-60 in 8.7 seconds.
Chrysler 300F
In 1960, Chrysler was trying to regroup from the awful sales numbers of '59, so they released their new "Ram Induction". This setup consisted of a pair of 4 barrel carbs at the end of 30 inch long intake runners that fed the cylinders opposite of the carb location. This new induction system, while producing 375hp and 495ft/lb of torque, only added 5 hp over the normal intake, but it added and astounding 45ft/lb of torque, all in a peak performance range about 800 rpm lower than the standard twin 4 barrel intake. 1960 also offered the very limited edition 300F Special. This 300F-Special had 400hp, 465ft/lb of torque, and a 4-speed manual transmission. Supposedly only 9 or 10 of these 300F-Specials were built, 6 of which took the first six spots in Daytona's flying mile, all reaching speeds near 145mph. The 300F convertible, with the 375hp motor, and automatic transmission, ran the quarter mile in 16 flat, at 85 mph, and dashed to 60 in 7.1 seconds. These changes in the power train yielded a 75% increase in sales over the previous year.
Chrysler 300G
In 1961, Chrysler added the option of a manual transmission to the existing 375hp motor, but the clear change was in the styling. Chrysler took the quad headlights of the 1960 model, and angled them, and discarded the continental kit. Both engine options included the ram induction, but the tubes were shortened a bit in 1961. This shortened induction tubes, with 375hp pushed the redesigned 300G through the quarter mile at 16.2 seconds, with a 0-60 time of 8.4 seconds.
Chrysler 300H
1962 brought forth the introduction of the entry-level 300 "non-lettered" series. This entry-level edition still carried the appearance of the 300 series, but with a lower performance, and a much lower price tag; about two thousand dollars cheaper. This was also the introduction of the 300 sedan. The letter series of 1962 produced 380hp and 470ft/lb of torque; and was only offered with an automatic transmission. The highline of the letter series also offered a 405hp/470ft/lb of torque with Ram Induction. The base 300H ran the quarter mile in 16 flat at 89mph, and put out a 0-60 of 7.7 seconds. The non-lettered series, were offered in both coupes and sedans, and came with one of three optional engines: a 383cid with 305hp, a 413cid with 340hp and 470ft/lbs of torque, and a 413cid with twin 4 barrel carbs, with 380hp and 470ft/lb of torque. The Ram Induction 405hp motor was not offered in the non-letter series. Unique to the non-letter series was a 3-speed manual transmission offered in both coupes and sedans, with all except for the 380hp motor. The convertible was also still offered in both the letter, and non-letter series hardtops.
Chrysler 300J
In 1963 the letter series was limited to a hardtop, and offered only one engine option, which produced 390hp and 470ft/lb of torque, still only in a 3-speed automatic, with a standard twin 4 barrel carb setup. It ran the quarter mile in 15.4 seconds and ran to 60mph in 8 seconds flat. The non-letter series was offered a 2-door hardtop, 2-door convertible, 4-door hardtop, and 4-door sedan. The standard engine option for all of the non-lettered 1963 300s was a 383cid with a 2 barrel carb, making 305hp. Other optional engines include: 413cid, dual-quad carbs making 360hp; 413cid, dual-quad carbs making 373hp; 426cid wedge, dual-quad carbs, short ram intake making 415hp; 426cid wedge, dual-quad carbs, and short ram intake making 425hp. These engine options were by order only, and while build numbers are not specific, it is certain that all of the listed engines were available.
Chrysler 300K
1964 brought about a change in style with the re-introduction of the convertible to the letter series, and it also came with a record year for sales. Which was surprising considering that this year also offered a lowered standard horsepower rating at 360, the manual transmission was once again offered, unlike the 1963 models. The letter series were all sold as 4 passenger while the non-letter were listed as 6 passenger, with the exception Silver 300, which was also a 4 passenger. The letter series was offered a hardtop or convertible, with either a 360hp or 390hp 413cid engine, with the difference in horsepower coming from either a single or dual 4 barrel carb setup. All of the letter series 300's in 1964 were available with either a 3-speed automatic or a 4-speed manual transmission. The non-letter series was offered in a 2 and 4 door hardtop, and a 2 door convertible. The non-lettered series 300s had a standard manual transmission with an optional automatic transmission, and 1964 offered only 2 engines: the 383cid/305hp engine (standard) or the 413cid/360hp (optional). This was also the first year for a half-year release. The 1964 and a half Silver 300 was a 2-door hardtop, which featured an exclusive metallic silver paint, a vinyl canopy roof, bucket seats, a reclining passenger seat, and either a 4-speed manual, or a TorqueFlite automatic transmission.
Chrysler 300L
1965 brought us the 300L, which would prove to be the last letter car for some 30 years. This year also offered the fewest distinguishing marks between the letter and non-letter series. Only one engine was offered in the 300L; a 413cid/360hp, with either an automatic or manual transmission. The last of the early era letter series turned in an embarrassing 17.3 quarter mile time, with a 0-60 of 8.8 seconds, making it slower from a stop than every 300 since 1955. The non-letter series in 1965 offered a wide variety of options. It was offered in the following styles: 2-door 5 passenger hardtop, 2-door 5 passenger convertible, 4-door five passenger hardtop, and a 4-door six passenger sedan. They all were offered with either a 383cid/315hp/manual trans or a 413cid/360hp/automatic trans, although the automatic and manual transmissions could be ordered with the other engines, and all of the manual transmissions were floor mounted shifters.
The Chrysler 300 Non Lettered Series
1966 brought about another first for the 300; no letter series. But, with the downside of the temporary end to the letter series, there was an upside of a new engine offered in the 300. The base engine was a 383cid/325hp, but optional 440cid engines were offered for the first time in the 300, with horsepower outputs of either 350 or the 365 TNT. Also, a manual and automatic transmission was available in all of the model lines, with all of the engines. The 1966 model lines offered were as follow: 2-door hardtop, 2-door convertible, 4-door hardtop, and 4-door sedan (all sedans were for direct import to Canada).
1967 showed a full conversion to luxury, of sorts. New first time offerings were power windows, leather, cruise control, air conditioning, front disc brakes, six way power seats, and power door locks, as well as a facelift to the exterior of the vehicle from the previous year. The sedan was dumped in 1967, as was the 383cid engine, making the 440cid with either the standard 350 or the 375hp TNT option, with either an automatic or manual transmission.
1968, like 1967 offered the 2-door hardtop and convertible, and the 4-door hardtop, and the 2 440cid choices, yet sales figures increased from 1967.
1969 brought about another radical change in styling with the fuselage styling and a complete facelift, giving it a much more "muscle" look. However, even though the look of the vehicle changed in 1969, every single option, both inside and out, and under the hood stayed the exact same, including the 440 TNT.
1970 brought yet anther fuselage styled 300, again non-lettered, again with all of the same options as the previous year. The one standout fact of 1970 was a group of 485 cars that carried a special moniker, built by Chrysler, touched-up by Hurst, and carrying the name of the later; the Chrysler 300 Hurst. It featured a fiberglass hood and trunk lid, a special spoiler, special paint and stripes, and special Hurst wheels. All of these options amounted to about a thousand dollar option over the non-Hurst 2-door hardtop.
1971 brought to us the last of the run of the 300 model line. The convertible was cancelled completely and, like the rest of the Chrysler lineup, a considerate drop in horsepower by both the standard engine at 335hp, and the TNT at 370hp. Due to consistent lack of interest in the market and increasing fuel costs, the 300, with its size and performance was just not as popular as it had once been.
Chrysler Cordoba 300
In 1979 the 300 nomenclature reappeared, but only as a highline name on the Chrysler Cordoba. While only rated at 195hp and 280ft/lb of torque, the 360cid power plant was a performance motor in comparison to anything being sold by the Chrysler corporation, and a great deal of the American market. This car was again a luxurious car by then-current standards, coming only in chrome-clad white, with red leather interior.
Chrysler 300M
Chrysler 300m
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In 1999, a 20 year absence of the 300 name, and a 34 year absence of the letter series came to an end. This happened in the form of a front wheel drive, six cylinder sedan; the Chrysler 300M. Powered by a 215cid, fuel injected V6, producing 253hp and 255ft/lb of torque, and put to the road by a 4-speed automatic lockup transmission, it ran the quarter mile in an impressive 16 flat at 89 mph. The 300M also boasted a top speed of 143 mph. These numbers made the 300M the fastest of the 300 series, with the exception of the 1963 300J. This model remained relatively the same until being discontinued in 2004. It was also during this time that Chrysler introduced its 300 Hemi C Concept. Powered by an all aluminum Hemi, 353cid/353hp/353ft.lb of torque, with a 4-speed automatic, the rear wheel drive convertible 300 Hemi C was the lap of luxury with a stiff performance side as well. Unfortunately, Chrysler executives have said that the 300 Hemi C will most likely never be built, and with the developments of the 2005 model year, it most certainly will not be built.
Chrysler 300C
Chrysler 300c SRT-8
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2005... a year of a milestone; the return to the rear wheel drive, Hemi driven 300 series, equipped with a letter series that will catch the eye of young and old alike… the 300C. Offered as the 300, the 300 Touring, the 300 Limited, and the 300C, the model line resembled the 300 lineup of the golden era of motoring. The 300 is equipped with a 2.7L Fuel injected V6 which makes 200hp and 190ft/lb of torque, and a 4-speed automatic transmission. The 300 Touring and Limited are both equipped with a 3.5L Fuel injected V6 which makes 250hp and 250ft/lb of torque, also with a 4-speed automatic transmission. The 300C, unlike the other cars in the 300 model line, does not have a fuel injected V6, but instead, after so many years, the 300C is packed with a 5.7 liter Multi-Displacement System Hemi, building an awesome 340hp and 390ft/lb of torque at about 5000rpm. Unlike the original C300, the 2005 300C features a 5-speed electronic automatic transmission and Electronic Stability Program. The 300C not only packs a punch when you put the pedal to the floor, but it is a luxury car by every standard of the luxury class, worldwide. The 300C has every luxury option imaginable, from leather power heated seats to heated electric mirrors, to a state of the art sound system equipped with GPS navigation. The biggest differences in the '05 300C and its predecessor 50 years ago are obvious: the price, and the flat out performance. The 2005 300C starts at an introductory price of about 33,000 USD, whereas the 1955 300C started at roughly 4,100 USD. When it comes to performance, no 300 in the history of the model line, letter series or not, has ever come close. Testing by various magazines have turned in quarter mile times ranging from 14.2 to 13.9, with a 0-60 time around 5.8 seconds, making the quarter mile time the fastest in the 300 line by over a second and a half. With the last of the 300 line rolling out some 34 years earlier in 1971, the anticipation of waiting for this 300C, coupled with the long awaited return of the mighty Hemi, has been well deserved, with the 300C combining the luxury of the modern day with the all out performance of the muscle car era. More information on the
Chrysler 300c Writeup
More information on the Chrysler 300c SRT-8 Writeup
A BIG Special Thanks To Warwick Neasmith
Content compiled and composed by Patrick Rall & Amanda Allen
