2015 Chrysler 300 V-6 RWD/AWD

In 2005, the Chrysler 300 put Chrysler cars back on the map. With brazen, bargain-Bentley styling, full-size dimensions, rear-wheel drive, and a choice of V-6 and Hemi V-8 powertrains, the 300 was the real, big, ’Murican deal. But by Chrysler’s own admission, the second-generation 300 lost some of its mojo when it appeared for 2011, even while it added a radically improved interior as well as Chrysler’s 292-hp 3.6-liter Pentastar V-6 and—eventually—an eight-speed automatic. A new S model was created, too, but despite its urban-themed styling and “touring” suspension, it merely whelmed us, finishing fourth in a recent six-way comparison test behind the (pre-facelift) Dodge Charger, the Chevrolet Impala, and the Toyota Avalon.

The 2015 300 regains some of that lost presence with its revised fascia, larger grille (now with a mesh insert and a floating badge), and new taillamps. The 300 certainly isn’t as extensively redesigned as its Dodge Charger platform-mate, which was almost completely reworked inside and out for 2015—but the 300 certainly looks no worse for its updates.

The interior alterations are subtle, but unlike the base Charger, which can feel pretty rental-grade, the base 300 Limited feels as dressy as its upscale exterior suggests, with standard equipment such as soft leather trim, a classy new instrument cluster with an easy-to-use driver information display, and Chrysler’s praiseworthy 8.4-inch touch-screen Uconnect system. The seats are firm and comfortable, and high-contrast color schemes add a bit of drama that is decidedly lacking in most of the segment’s other choices. From the Limited, the next rung up is the sporty 300S. Then comes the more luxurious 300C, and a new-for-2015, fully loaded Platinum model sits at the top of the range with a cabin that’s as striking as it is cozy, trimmed in quilted leather and open-pore wood.

Our first chance to drive the V-6–powered 300 (the V-8 is covered here) took place at a media- launch event in Austin, Texas, where we were able to sample an all-wheel-drive 300 Limited and a rear-wheel-drive 300S, the latter getting a 300-hp version of the 3.6-liter V-6 (versus 292 horses in the other models). In both cases, the Pentastar takes some cajoling to get the big sedan’s two tons moving with any alacrity (AWD adds another 206 pounds, per Chrysler). At least the eight-speed automatic acts decisively, and both models proved heroically quiet on Texas Hill Country roads.

Regardless of trim level, every all-wheel-drive 300 (as well as the 300C models) gets the same Touring suspension as last year’s 300S along with 19-inch wheels and all-season tires, all of which conspire to float the car nicely over bumps and undulations but don’t exactly foster much communication between the driver and the road surface. It’s a different story with the new 300S, thanks to its newly fitted Sport suspension that boasts springs that are 42 percent stiffer up front and 23 percent stiffer in back, unique shock tuning, a larger front stabilizer bar, stiffer suspension linkages, and unique electric power-steering calibration. Steering effort and feel can be dialed up by pressing the Sport button on the dash, an action that also puts the engine and transmission into a more excited state.

Thus equipped, the 300S is much livelier on backcountry roads and boasts far better body control than before, which may go some way toward raising its standing within its class. That said, we wouldn’t advise trying to chase down any hotshoes in a Cadillac CTS or an Audi A6. It’s not that kind of car.

Prices for the V-6–powered 2015 Chrysler 300 start at $32,390 for the Limited and rise to $43,390 for the luxe 300C Platinum; all-wheel drive adds $2500. Note that, as of 2015, all-wheel drive can be had only with the V-6.

At the end of our day behind the wheel, there was little that stood out as particularly awesome about the new 300, but there also wasn’t anything that would prompt us to dissuade anyone from signing on the dotted line, especially if they were considering the snappier 300S. In other words, the V-6 model is sufficiently sufficient.

2015 Galpin-Fisker Mustang Rocket

Henrik Fisker undoubtedly needed a palate cleanser once free of the entanglements of running a startup automaker, and the Dane certainly seems rejuvenated after his quickie project with Galpin Auto Sports. When we say "quickie," we don't mean half-assed. The Galpin Rocket, a mostly rebodied 2015 Mustang GT armed to the teeth with forced induction and carbon fiber, is most assuredly all of dat azz and then some.

The night we arrived at Amelia Island, we received a text from Galpin's PR team, asking us if we'd like to take a spin in the Rocket, which debuted at the LA Auto Show last fall. Never ones to turn down an opportunity to sample an iteration of a 10Best winner fortified with additional grunt, we accepted.

It takes chutzpah to start one's own automobile manufacturing concern. It also takes a measure of the stuff to redesign one of America's most beloved automobiles. Needless to say, Henrik Fisker is not a man short on chutzpah. He's reshaped nearly the entire body of the car, rendering the majority of the new bits in carbon fiber. The rear end kicks up into a tasteful, early-'70s-style ducktail, while the nose becomes a gaping hexagonal maw bisected by a chrome bar. The interior stays largely stock, but the fine Italian leather that wraps the seats and console does wonders for the overall cabin experience.

If the meat of the Rocket lies in Fisker's redesign, the throbbing, sinister heart of the thing is Mustang GT's 5.0-liter V-8, goosed by a Whipple supercharger displacing 2.9 liters. The blower sits on top of stock internals, and while Galpin didn't have torque figures handy, they've measured a healthy 630 horsepower at the wheels.

That number suggests that if the huffed Coyote isn't quite touching the claimed 725 horses at the crank (though it could well be), it's at least making significantly more power than the 662-hp GT500, which was a lunatic handful of an automobile. The Rocket, however, is pie-easy to drive. The manual transmission is the same Porsche-slick unit you'll find in the GT. For now, the clutch is stock, though we imagine owners intent on serious use will opt for something more substantial.

Dodge Charger

The Charger’s bad-boy attitude, muscular styling, and available Hemi V-8 engines challenge the family-sedan status quo. The base engine is a 292-hp, 3.6-liter V-6; either a 370-hp, 5.7-liter V-8 or a 485-hp, 6.4-liter V-8 are optional. All engines feature an eight-speed automatic. Rear-wheel drive is standard; all-wheel drive is available on the V-6. The taut suspension and weighty steering bolster the muscle-car image while remaining compliant for daily use and long-distance comfort.

Dodge knows a good thing when it has it. And we’d argue that its 485-hp 6.4-liter Hemi V-8 is a very good thing. Dodge is making that good thing more widely available by putting it into another model—the Charger R/T, this time—and lowering the price of entry. Power to the proletariat!

“We’re now putting the 6.4 at a price point people can afford,” said Dodge exec Bob Broderdorf. “Not everyone can get a Hellcat. Not everyone can get an SRT. But we want to make sure that that performance element is there. And I think Scat Pack does that.”

Fewer Frills

We would agree. As with its coupe counterpart, the Challenger R/T Scat Pack, the Charger R/T Scat Pack is just as heavy on the power as the SRT 392 model but goes a bit lighter on the frills. Some of the SRT 392’s amenities, like leather upholstery, heated front and rear seats, a power-adjustable steering column, and HID headlamps, move to the options list. The SRT’s computer-adjustable Bilstein dampers give way to fixed-rate Bilsteins, and the front brake rotors shrink slightly to 14.2 inches with four-piston Brembo grabbers, down from the 15.4-inch/six-piston Brembos on the SRT 392. The 20-inch wheels change in design but not in diameter, although tire width drops considerably from the SRT’s 275/40 Pirelli P Zeros to 245/45 Goodyear RS-A all-seasons, with Goodyear F1 Supercar rubber optional. Styling is virtually identical, however, save for the Scat Pack’s black rear spoiler and Scat Pack grille badge.

Inside, the SRT’s rad, flat-bottom steering wheel is replaced by a so-called “performance” flat-ish-bottom wheel, which has a thick, contoured rim and perforated leather, and the gray fabric seats feature the Scat Pack bee on the front seatbacks. A unique Scat Pack “splash screen” comes on at startup in the instrument cluster, too. Best of all, the Dodge Performance Pages—and launch control—are present and accounted for. Hoping for lower weight with the (slightly) lower-rent decor? Sorry, but Dodge claims that the 4400-pound Scat Pack is only 10 pounds lighter than the SRT 392.

Light ’Em Up

Still, like the SRT 392, the Scat Pack feels spectacularly quick. From a stoplight, it remains oh-so-easy to light up the optional three-season Goodyears, skinny as they are with only 245 mm of width, though the rear end hooks up quite quickly with a more judicious application of the gas pedal. Throttle response sharpens and the transmission shifts quicken with a touch of the “Sport” button on the lower dash, and manual shifts are summoned with a tug on the zinc paddles. All the while, the Scat Pack shrieks with the same banshee wail we’ve come to love from anything wearing the SRT badge.

Dodge claims that 60 mph is attainable in the mid-to-high four-second range, with the quarter-mile mark passing in the mid-12s. We think that’s a bit coy. Oh yeah, and Dodge claims that the Charger Scat Pack can top out at 175 mph.

While our first drive was only about 40 miles, much of it took place along California’s entertaining Ortega Highway (Highway 74). From that limited exposure, we learned that the car stays quite flat around bends and holds on in corners until understeer takes over at the limit (blame the heavy Hemi for a 54/46-percent weight distribution, per Chrysler’s scales). The ride is firm, but we observed none of the brittleness of the Challenger Scat Pack models we’ve sampled before. Clearly, the sedan’s longer wheelbase has its benefits.

As in the SRT 392, steering feel is one of the Scat Pack’s best attributes, while the formidable torque makes it easy to break the rear wheels loose for some steer-with-the-rear shenanigans, although the long wheelbase ensures that the back end doesn’t come around too fast, making it eminently catchable in corners. Braking, too, is impressive, with excellent pedal feel and powerful response—Dodge claims that braking to a stop from 60 mph happens in less than 120 feet, truly impressive for a car of this size.

While the Scat Pack’s $40,990 starting price is $7390 less than the $48,380 SRT 392, adding things like a sunroof, leather upholstery, and ventilated seats can close the price gap such that you might consider springing for the grippier, better-equipped SRT 392 if you want stuff like adjustable shocks and supercar-grade brakes. Keep it simple, however, and the Charger Scat Pack is a screaming performance deal that is plenty entertaining itself.