|
By Kevin Imhoff (My80Volare)
After WWII, the sports car movement was still going
strong. Chevrolet jumped into the fray in 1953,
competing against the then dominant European marques
(such as the English MG and Jaguars) with the
Corvette, and Ford would soon follow in 1955 with
their Thunderbird.
Chrysler wasn’t going to stand by. The
styling under then president K.T. Keller was
starting to fail. Keller was of the belief that a
man should be able to enter a Chrysler car with his
hat on. Thus, its car lines had a higher roofline
than the competition.
When Keller became chairman in 1950,
Lester (Tex) Colbert took over as president, and set
the stage for change. Virgil Exner, brought to
Chrysler from Studebaker, led the charge to a new
“Forward Look” body style, and Colbert wanted a
“Halo Model” to draw attention to the new models.
But Chrysler lacked the resources to start a new
model from scratch, so they did the next best thing:
raid the parts bin. The New Yorker would contribute
its two-door body, the Imperial, its two-piece
grill. The 180HP 331 CI hemi was lying around, and
the potential was already there for even more power,
much more power. The use of these parts gave
Chrysler the car they were looking for: a sporty
image, a challenge to the Corvette, and it didn’t
break the bank. A newborn baby emerged from
Chrysler, and its name was C-300.
C-300 (1955)
This was the car to start the legacy. It was an
appropriate name for the car. “C” for coupe, “300”
for the gross rated horsepower. It was THE first
modern American production car to do so. Power came
from an updated source already available; the 331 CI
hemispherical head engine, the fabled “Hemi”, a
“full race” cam, special manifolds, dual exhaust,
and topped off with 2 four-barrel carburetors. The
suspension was made firmer, allowing it to sit lower
thus allowing it to handle far better most cars, it
was given a special performance PowerFlite
transmission, but the inside was pure luxury. This
caused it to be known as “The Gentleman’s fast car”.
And it was fast. The battle lines would
be drawn, when it did 127.58 mph in the flying mile
at Daytona, and averaged 92 mph in the Daytona Grand
National stock car race (when stock car racing
actually meant racing a stock car). It had dominated
the stock car circuit, earning the Grand National
championship its first year out.
It was only available in three colors: black, red,
and white, and this was just the beginning.
Production: 1,725 units
Performance: 0-60mph in
10 sec; ¼ Mile Performance: 17.6 @ 82mph
300 B (1956)
The successor to the C-300 would see improvements
for 1956. The 331 Hemi gave way to a larger, more
powerful Hemi. The standard hemi for the 300 B was
rated for 340 HP, while the optional engine, with
the aid of 10:1 compression raise output to 355 HP.
With that, Chrysler achieved in 1956 what Chevrolet
“claimed” as an American “first” in 1957: the
magical one horsepower per cubic inch. So much for
“truth in advertising”. A standard for the 355hp
hemi was a special three-inch exhaust system, and a
choice of transmissions was available in the form of
the PowerFlite two-speed automatic, and a
three-speed manual. Later in the year, the
three-speed TorqueFlite would become available. Twin
four-barrel carburetors were still standard.
In the racing arena, the increased
output helped the 300 B again win the Daytona Flying
Mile, with a new average speed of 139.373, a new
record, as well as again, averaging over 90mph at
the Daytona GN race. In fact, the 300 B dominated
mush of the Grand Nation circuit that year to take
its second Grand National Championship. Its
accomplishments from 1955 and 1956 would give it
“legendary” status in the car world.
Production: 1,102 units
Performance: ?
300 C (1957)
Not being content on leaving well enough alone,
Chrysler again upped the ante for 1957. Another hemi
engine appeared, and in standard trim, put out 375
horses, and for even more performance, a more
radical cam, and 10.1:1 compression raised output to
390 ponies. The latter engines also got fatter
exhaust pipes, and the manual transmission, while
the standard motor received the automatic. Engine
size was now at 392 CI. 375 horse engines were
backed up by 3-speed automatics transmissions, and
390 horse engines got the 3-speed manual.
Fins were the rage, and the 300’s were
not exempt. A convertible also appeared this year,
while the 300 received 10 red, white and blue “300”
badges, as well as a red finish in the depressed
outer layers of the wheel covers.
Chrysler did not race the 300 in the
Grand National circuit this year, but it again won
“The Flying Mile” at Daytona, making it the fastest
American car for the third straight year. The strong
lines, excellent engineering, high luxury level, and
record setting performance were making these the
most desirable cars in Chrysler’s lineup, and they
were now being called the “Beautiful Brutes”.
Production: 1,767 Coupes; 484 Convertibles
Performance: 392/375HP 0-60 in 7.7 sec. ¼ Mile 17
sec @ 84mph
300 D (1958)
The 392 Hemi carried over from 1957, as did the
majority of styling. The engine did receive another
horsepower bump in standard trim, to 380HP. This was
accomplished through 10.0:1 compression, new valve
timing, new camshaft, and heavier pistons. Available
for the first time for Chrysler, was electronic fuel
injection, which added another 10 horses to the base
motor. This system proved unreliable however, and
most of the 35 cars that were produced with it were
recalled and fitted with dual four-barrels.
Performance was still world class, demonstrated when
a 300 D was driven to a new Class E record of
156.387 at the Bonneville Salt Flats, and at
Daytona, one was driven to an et of 16 seconds with
a 94mph trap speed. But production was down, and the
Hemi would disappear. The carbureted engine received
the 3-speed automatic, while fuel injected cars
received a 3-speed manual transmission.
Production: 618 Coupes; 191 Convertibles
Performance: 392/380HP 0-60 in 8.4 seconds; ¼ Mile
16.0 @ 85mph
300 E (1959)
The big news for the 300 E was the introduction of
the new “Golden Lion” V8, replaced the tried and
true Hemi. This engine had a new wedge-shaped
combustion chamber, 413 CI displacement, was lighter
and less expensive than the 392 it was replacing.
The two four-barrel carbs remained, and compression
was slightly higher (10.1:1 vs. 10.0:1). Horsepower
was unchanged, but torque was up from 1958 with the
new engine. The three-speed TorqueFlite transmission
was the only transmission offered. Goodyear Blue
Streak 9.00x14 were a new addition. These tires were
constructed of nylon, low cord angle, and a unique
tread design.
The exterior was similar to the previous
year, with the most significant changes being the
use of narrow red horizontal bars, highlighted by 4
chrome bars in place of last years egg crate grill.
Inside the car, swivel front seats were standard,
finished in ”Living Leather” upholstery that had a
basket weave pattern. This was to allow the
circulation of air in warm weather. The seats could
swivel through a 60-degree angle to ease entry and
exit of the car.
But it was not all good news. With the
loss of the hemi, came the loss of sales, as
production reached a low that would not be seen
again until 1963.
Production: 522 Coupes; 125 Convertibles
Performance: 413/380: 0-60 in 8.7 seconds; ¼ Mile
17.2 @ 92mph
300 F (1960)
The 413 CI wedge continued to take the place of the
old hemi, but it was improved for 1960. In standard
trim, it was good for 375 horsepower, but optional
goodies could bring out 400 ponies from this motor.
A new, and completely unique “Cross Ram” manifold
was used, placing the carbs on each side of the
engine. The design was to have a “supercharging”
effect in the heart of the rpm range. Low range
performance was helped with the design, but at the
cost of performance over 4,000 RPM. To solve that
problem, engineers removed a section of the inner
walls to create the 400 HP versions. The “short”
rams looked just like the longer version, but were
in effect half the length. Only 15 of these “short
ram” cars were built, mostly for Daytona or Flying
Mile race cars and were dubbed “Specials”. Six of
them captured the first 6 places at the Flying Mile
event, with speeds ranging from 140mph-145mph. It is
believed 4 of these still exist, and they are among
the most valuable of the post war collectable cars.
The short ram option also included the
French made Pont-a-Mousson 4 speed manual
transmission, which was made for the Facel Vega, a
Chrysler powered French luxury car, while the long
ram engines received the 3-speed automatic. The car
was also lightened with the use of unit-body
construction, which also helped performance.
Production: 969 Coupes; 248 Convertibles
Performance: 413/375: 0-60 in 7.1 seconds; ¼ Mile
16.0 @ 85mph
300 G (1961)
This would be the last year to see Virgil Exner’s
fins on the 300. A major exterior redesign gave the
300 a new, inverted grill shape, canted headlights,
and the taillights were moved from the fins to above
the rear bumper. Numerous options were available,
including A/C, remote control outside mirrors,
six-way power seat, power door locks, and the
“Sure-Grip” differential.
Both engine variations were continued
from 1960, but the standard axle for ’61 with a
3.23:1 ratio gave the 300 G a higher top speed than
the 300 F. The high output engine also received a
heavy duty Chrysler 3 speed transmission replacing
the more expensive 4 speed French unit, or the
3-speed automatic, as did the standard engine. Other
performance enhancements included stiffer torsion
bars, 60-inch leaf springs that were 9% stiffer than
standard, and 8.00x15 inch Goodyear Blue Streak
Super Sport white sidewall tires.
Production: 1,280 Coupes; 338 Convertibles
Performance: 413/375: 0-60 in 8.4 seconds; ¼ Mile
16.2 @ 87mph
300 H (1962)
Gone this year were the fins. New management at
Chrysler decided that it was time to remove Virgil
Exner’s styling cues from the lineup. The 300 H also
now shared the smaller platform of the Newport line.
Both 413’s received a 5HP boost, and the 300-pound
weight savings of the smaller wheelbase gave the 300
H the best power to weight ratio of any of the
letter cars.
Another change for 1962 was the addition
of a non-letter 300 series car. This was in the form
of the 300 Sport Series, which was priced and
equipped between the Newport and New Yorker, a 2
door sedan and coupe, and, for the first time for
the series, a 4 door coupe and sedan. The standard
engine for non-letter cars was a 305hp 383CI V8,
with a 340hp/413 and the 380hp 413 available. The
Sport Series looked like the 300 H, and could have
most of the equipment found on the 300 H. Although
the 300 H was an outstanding performer, the ability
to equip the Sport Series with most of the 300 H’s
features, and the relatively high price of the 300
H, made 1962 the worst selling year for the letter
car. Colors were limited to Formal Black, Cinnamon,
Alaskan White, and Madi Gras Green
Transmissions available were the 3-speed
auto for the “H”, 3-speed auto or manual for the
base 383, and 340hp/413, and 3-speed auto for the
380hp/413.
Letter Series
Production: 435 Coupes; 135 Convertibles
Performance: 413/380: 0-60 in 7.7 seconds; ¼ Mile
16.0 @ 89mph
Non-letter Series
Production: 2 Door HT 11,341
2 Door Convertible 1,848
4 Door HT 10,030
4 Door Sedan 1,801
300 J (1963)
Chrysler skipped over “I”, going straight to “J” in
its continuing production of the letter car. Its
line up was also simplified somewhat this year. The
optional “short ram” version of the 413 was gone,
with only the long ram remaining, but power was
increased to 390hp. Also gone was the “letter”
convertible. Letter cars and Sport Series cars had a
multitude of engines to choose from:
413CI, twin 4 bbl carbs, 360bhp; 413CI, twin
4 bbl carbs, 365bhp; 426CI, twin 4 bbl carbs,
373bhp; 426CI, twin 4 bbl carbs, 415bhp, short ram
manifolds; 426CI, twin 4 bbl carbs, 425bhp, short
ram manifolds. Just how many of these engines
actually made into the Letter or Sport Series cars
is unknown, but the possibility of their existence
is interesting. The 383/305hp V8 was still the base
engine for the non-letter cars.
The 300 J featured a unique “square”
steering wheel that many found uncomfortable, but
the design of the seats, as well as quality interior
appointments did help to overcome this. An unusual
wiper was used on the 300 J too. Airfoils were
designed into the blade to press it harder against
the windshield at higher speeds. This was important
since the “J” could now reach 142mph. Five colors
were available: Alabaster, Formal Black, Oyster
White, Madison Grey, and Claret. Two pinstripes ran
the length of the body, and “300 J medallions were
placed on the C-pillar and rear deck
Note: I found reference (listed in the below
production numbers) to a “Pace Setter” model. Since
references to Sport Series is made in description,
but missing in production numbers, while “Pace
Setter” appears in production numbers, but not
descriptions, I assume that those are the same car.
Letter Cars
Production: 400 Coupes
Performance: 413/390: 0-60 in 8.0 seconds; ¼ Mile
15.4 @ 87mph
Non-Letter Cars
Production: 2 Door HT 9,423
2 Door Convertible 1,535
4 Door HT 9,915
4 Door Sedan 1,625 (These were
Saratoga’s built for Canada)
2 Door HT “Pace Setter” 306
2 Door Convertible “Pace Setter”
1,861
300 K (1964)
The corporate reaction to car sales in 1963 brought
about changes in 1964. After a year absence, the
convertible returned to the Letter car line up, and
leather trim was now an extra cost option. The 413
was still the base engine for the letter cars, but
rated at 360hp. Last year’s base engine, the 390hp
413, was now a $375 option. This cost cutting effort
knocked almost $1,000 off of last year’s prices, and
priced the 300 K $600 more than the Sport 300.
The non-letter cars were still equipped
with the 305hp/383 engines, with the 360hp/413 as an
option. And both the letter and non-letter cars were
available with either a 4-speed manual, or 3-speed
automatic transmission. A mid-year special in 1964
was the Silver 300. This was only available as a
2-door hardtop and featured special metallic silver
paint, a vinyl canopy roof and included a custom
bucket-seat interior with a reclining passenger
seat. The Silver 300 could be ordered with
four-speed manual transmission or TorqueFlite
automatic. This was the Letter cars high point in
sales.
Letter Cars
Production: 3,022 Coupes; 625 Convertibles
Performance: ?
Non-Letter Cars
Production: 2 Door HT 13,401 (This includes the 4
passenger Silver 300)
2 Door Convertible 2,206
4 Door HT 11,460
300 L (1965)
This would be the last year for the Letter cars,
although the 300 would remain in production. The
body style was all new, but there was little
difference between the 300 and 300 L. The only truly
unique feature of the 300 L was a medallion in the
center of the grill that illuminated when the
headlights were turned on. With nearly every feature
of the 300 L available as either standard equipment
or an option on the 300, there was little reason to
justify a separate model line. The base engines were
unchanged from last year, with a 360 horse 413 for
the letter car, and a 305 horse 383 for the 300. The
383’s were equipped with a 3-speed manual as
standard equipment, with a 3-speed auto available,
while the 413 powered cars received a 3-speed auto
as standard equipment, and a 4-speed floor shifted
manual was optional.
Letter Cars
Production: 2,405 Coupes; 440 Convertibles
Performance: ?
Non-Letter Cars
Production: 2 Door HT (5 Pass.) 11,621
2 Door Convertible (5 Pass.)
1,418
4 Door HT (5 Pass.) 12,452
4 Door Sedan (6 Pass.) 2,187
300 (1966)
There were minor body changes for 1966, with the big
news being the absence of the Letter series. Letter
car sales were not going well, and Chrysler decided
to abandon it. But the 300 series cars would live
on, at least for now.
The 383 was still the standard issue
engine, but it was now rated at 325 horsepower. A
new Chrysler power plant arrived, and was an
optional engine for the line. The 440CI V8 debuted,
with two power levels, 350hp and 365hp. The 3-speed
manual was standard on the 383, with the TorqueFlite
3-speed optional, while the 440 powered cars
received the TorqueFlite standard, and a 4-speed
manual was optional.
Production: 2 Door HT 24,103
2 Door Convertible 2,500
4 Door HT 20,642
4 Door Sedan 2,353 (all exports
to Canada)
300 (1967)
An extensive facelift took place for 1967, including
newly designed rear quarters, bumpers and taillights
to distinguish it from the Newport. It was well
equipped with power windows, leather, auto-pilot
(cruise control), air conditioning, front disc
brakes, six-way power seat, electric door locks,
15-inch wheels and more.
The base engine was no longer the 383. Instead, a
350hp, 440 V8 filled the engine compartment of all
models, with the higher rated 375hp variant
available. The TorqueFlite, and 4-speed manual
continued to be available for either engine.
Production: 2 Door HT 11,556
2 Door Convertible 1,594
4 Door HT 8,744
300 (1968)
There was very little change 1968, the most
noticeable being the concealed headlights. The 3
body styles used the previous year were still in
production, and the same engines and transmissions
were used once again. No improvements were made to
increase horsepower with either engine. The biggest
change, was the increase in sales for the 300.
Production: 2 Door HT 16,953
2 Door Convertible 2,161
4 Door HT 15,507
300 (1969)
A major facelift occurred for 1969, with a
“fuselage” body introduced. Concealed headlights
continued with the 300, and the creature comforts
from the previous year were carried over as well.
The designation Three-Hundred was spelled out, with
chrome block letters, on the rear quarter panels. A
grille with a variation of traditional Chrysler 300
themes was placed in the bumper/grille surround,
just as it had been for previous years. It had a
blacked-out insert, with a cross bar combination
with a circular medallion in its center. The rear
deck featured a thin, horizontal panel with
blacked-out finish, long horizontal tail lamps and
300 lettering at its center. Again, the drive train
was carried over from 1968 without change, making
the body/interior the only revisions.
Production: 2 Door HT 16,075
2 Door Convertible 1,933
4 Door HT 14,464
300 (1970)
Minor changes continued with the 300 again, but it
kept its concealed headlights, and unique “300”
badges continued to adorn the grill insert. The
convertible disappeared from the 300 line up,
leaving only the 2 door and 4 door hardtops as the
regular models. This would also be the last year of
the 350hp and375hp engines. And the 4 speed manual
transmission was gone. In essence, this was the
beginning of the end of the 300.
The 300 would have one last hurrah,
however. A limited production, special edition 300
would be produced. The high-performance 300-H was a
modified Chrysler 300 built by Hurst Performance
Corporation. It was offered with saddle color
leather bucket seats; fiberglass power bulge hood
(with functional air scoop); dual, depressed, rotary
hood latches; fiberglass deck and rear end caps;
special paint (Spinnaker white); Satin Tan color
accents; special striping and an integrated
wing-typ6 rear spoiler. Other standard features
included: 440 TNT engine; heavy-duty suspension with
sway bar; styled road wheels and raised white letter
tires. This was Chrysler’s last attempt to make the
300 something special.
Production: 2 Door HT 9,589
2 Door Convertible 1,077
4 Door HT 9,846
2 Door HT/Hurst Special 485
300 (1971)
This would be the final consecutive year of
production for the 300. Sales of the model line were
falling, and engine power was now dropping. Its own
distinctive headlights (hidden) were retained, and
body colored side molding would help set it apart,
but it was on its last breath. There was no
convertible, and the engines were now rated at 335hp
baseline, and 370hp in performance trim. The
TorqueFlite automatic transmission was the only
gearbox available. The mystique of the 300 was gone,
and the nameplate died.
Production: 2 Door HT 7,256
4 Door HT 6,683
300 (1979)
The nameplate received a brief resurrection in 1979,
but not as its own model. The 300 for ’79 was an
option in the Cordoba line up and named the 300
Special Edition. The car was only available in
White, with a red leather interior, and a return of
the distinctive 300 grill styling with medallion.
Compared to the engines of old, the 195hp 360CI V8
engine now being used was weak, but for 1979, those
were strong numbers. It was still a somewhat
desirable car, even though it did not match the
performance of its earlier generations. The car was
only produced as a 2 door hardtop, with 3,811 units
being sold, and it is slowly becoming more popular
now that they are hard to come by.
300 M
The 300-M was released in 1999, ending a 20+ silence
of the letter car. Unlike the heritage of the letter
cars, this was a front wheel drive, 6 cylinder, 4
door car. In some aspects, it met the tradition of
the letter cars. It is estimated, that its gross
horsepower would exceed the 300 mark, which is how
the series received its name, and it is a luxury car
with very good handling and general performance, but
unlike the original cars, it does fall short of
dominating its vehicle class. Technology allows it
to surpass its predecessors in performance, but in a
worldwide market competition, there are better cars.
Engine: 215CI V6 - 253BHP @ 6400 RPM - 255ft/lbs @
3,950 RPM
Transmission: 4 Speed Automatic
¼ Mile Performance: (Est.) 16.0 @ 83MPH
300 (Present)
As of this writing, the 300 series is not available,
but is in production and should be available later
in 2004 (as 2005 models).
The 300 is once again being renewed. Just as was
true in 1962, there will be a 300 series as well as
a letter car. All together, 4 car models will make
up the 300 car line. The base model will simply be
known as 300. The next upgrade in line will be the
300 Touring, followed by the 300 Limited. Lastly, at
the top of the line, will be the 300 C.
300
The 300 will have the base engine, a 190hp,
2.7-liter V6, with 4 speed automatic transmission.
All Chrysler 300 models include 17-inch wheels,
eight-way power driver's seat, manual
tilt/telescoping steering column, a premium cloth
interior and body color mirrors, door handles and
moldings. Also available are self-sealing tires,
power adjustable pedals, four-wheel disc antilock
brakes, all-speed traction control, electronic
stability control, emergency brake assist and the
first Original Equipment Manufacturer application of
Boston Acoustic Premium Sound System.
300 Touring
The touring Edition is next in the 300 line up. The
Touring package includes the high output 250
horsepower 3.5-liter V-6, 17” Aluminum wheels, fog
lamps, four-wheel disc antilock brakes, and leather
seating, as well as the equipment from the 300 base
model.
300 Limited
The Chrysler 300 Limited adds premium content to the
Touring Edition. This will include features as
standard 17-inch chrome aluminum wheels,
electrochromic mirror, automatic headlamps, heated
seats, power passenger seat, express up and down
front windows, dual-zone automatic temperature
control and reconfigurable information center. It
will also use the same engine and transmission from
the 300 touring Edition.
300 C
The 300-C name is about to be released again, in an
all-new platform. While this car will be a far cry
closer to its heritage than the 300-M, it is a 4
door. It will bring back the rear wheel drive, will
feature the 345HP Hemi V8, with a 5 speed automatic
transmission (Auto Stick) and will be a top of line
car in the Chrysler lineup. All Chrysler 300C models
feature dual exhaust tips, large performance disc
brakes, unique chrome exterior appearance, patented
tortoise shell interior highlights, power
tilt/telescoping steering wheel, rain sensing wipers
and Boston Acoustics six-speaker 288-watt digital
amplifier sound system. Self-sealing tires,
adjustable pedals, seven-speaker 380-watt digital
amplifier, GPS navigation radio and high-intensity
headlamps with washers are also available. On the
performance side of things, it should be a very
capable performer in its class, even when compared
to European makes that have had the advantage of
being in the market much longer. While it is a good
first step towards the letter car heritage, it
remains to be seen if Chrysler bring the car back to
its true heritage by removing its rear doors, and
maybe adding a convertible to the line up. We can
always hope!
A total of 14,268 hardtops, and 2,588
convertibles were produced in the Letter Series,
(excluding the 300 M) which isn’t a great number for
11 production years. They were offered in limited
colors, and only in hardtop and convertible form.
But each year did see some engineering and
performance improvements. The 300 Letter cars were
Chrysler’s entrance into auto racing, and Chrysler
used the letter car technology for its racing
programs into the 70’s. But the car appealed to
another segment of the population; those that wanted
to go fast, look good, and do it with style.
The current generation of Letter cars
appears to be going in the right direction. With the
300 M evolving into the 300 C, the nameplate has
moved closer to its true heritage. The purist will
decry it until it looses its back doors, and it
remains to be seen if it becomes as desirable as its
predecessors. But one thing is certain; even the
“lowly” 300 of 1979 has a dedicated following, and
interest is growing even for the non-letter cars of
the late 60’s and early 70’s. With that trend
growing, the 300 M may not become much more than a
footnote it the 300’s future, but the new 300 C does
have the potential of being a “collectable”, if
Chrysler plays its cards right.
|
