Notes: Chrysler’s new flagship, the 300 offers V-6 and V-8 engines ranging from decent to high power. The 300 is a luxury sedan which comes in four trim levels: Base, Touring, 300C, and 300 SRT-8. The Base model has a 190-horsepower V-6, the Touring has a 250-horsepower V-6, the 300C has a 300-horsepower V-8 Hemi, and the 300 SRT-8 has a 425-horsepower V-8 Hemi. The 300C has the Multi-Displacement system; this means that four of its cylinders deactivate when the car is cruising at a stable speed. Touring and 300C models have AWD; the others have rear-wheel drive. All models have an automatic transmission, with rear-wheel drive V-6s having a 4-speed transmission and the others having a 5-speed transmission with AutoStick. Four wheel disc brakes are standard on all models; all have antilock brakes and antiskid/traction control standard except the Base, where they are optional. The 300 SRT-8 is the sport model, with Brembo-brand brakes, a sport suspension, and special seats and trim inside and out. Other standard features on all models include a tilt/telescoping steering column dual front airbags, and a power-adjustable driver’s seat. Wheels and tires get successively larger as one goes up the food chain. Options for all models include side-curtain airbags, power-adjustable gas and brake pedals, satellite radio, a navigation system, and UConnnect, which is a hands-free wireless interface for cell phones using the audio system.

The Base engine is slightly underpowered, and high-acceleration moves can require some planning time with that engine. The other engines range from excellent to spectacular performance. However, the transmissions do suffer from some lag when downshifting, but it is generally only a fraction of a second. When the 5-speed transmission is set to manual in AutoStick, this lag does not occur. The Multi-Displacement system delivers undetectable changes in performance when it activates while cruising, though it does save fuel. The ride is smooth, even on most rough surfaces, though some especially rough surfaces (such as when the road crews are in the middle or resurfacing roads) can produce a fair amount of jiggle. It is a very stable car, with little body lean even in tight turns, though handling is not as good as many other cars in its class. The SRT-8 is even better in these respects, and also delivers excellent handling. Road feel when steering and braking are quite good. The V-8 engines are actually quieter than the V-6s, which can get loud when under labor (especially the Base engine). The instrument panel has large, easy-to-read-gauges – except at night, when the poor backlighting can render markings indistinct. All controls are in easy reach, but the cruise control and windshield wipers are on the same lever and they can easily be mixed up. The navigation system screen (if so equipped) is a bit small, but easy to use. The interior is roomy, but the rear seats are a bit too flat and passengers may slide around in tight turns (except on the SRT-8, which has suede backings to the seat). Front visibility is OK, but to the rear it is poor due to a small window and thick roof pillars, and even the front corners are hampered by thick roof pillars. The trunk is large and deep, but the opening is not very big, and the lift from the ground is pretty high.

Twilight 2000 Notes: The 300 does not exist in the Twilight 2000 timeline.

*Add $200 for satellite radio; add $10,000 for a navigation system; add $400 for UConnect.

**When cruising on 4 cylinders using Multi-Displacement, reduce fuel consumption by 30%.

Notes: These are both updated versions of the Concorde sedan; the LHS was already a version of the Concorde, while the 300M is a newer sport version of the Concorde. They both have shorter bodies than the older Concordes, and have distinct styling of their own. They both use a 253-horsepower V-6 coupled to an automatic transmission, but the 300M also uses AutoStick, which allows the 300M to be switched between automatic and a clutchless manual transmission. Standard features for 1999 included dual front airbags, antilock brakes, a trunk cargo net, a Sentry Key "chip-in-the-key" theft deterrent system, leather upholstery, heated front seats, and traction control. When first introduced, the 300M and LHS had a limiting governor in their engines that did not allow the cars to travel at more than 189 kmh (Com Mov 262), but this was removed later in the model year. The 300M further differs from the LHS in having a sport suspension, sport steering, and an optional Performance Handling package. The 300M also has 60/40 split folding rear seats.

For 2000, there were primarily minor cosmetic changes, including a 4-CD changer, better backlighting for the instruments, and the Performance Handling package with chrome wheels. In 2001, side airbags became optional, and new standard features included steering wheel audio controls, a 3-point seatbelt for the center rear seat, and chrome alloy wheels. A new Luxury Group option package was introduced, which primarily consisted of a better trim package, but also included automatic tilt-down side mirrors for backing up. In 2002, an even sportier version, the 300M Special was introduced, with a lowered and stiffened suspension, a unique trim package, larger wheels, slightly more powerful engine with more torque, and Xenon headlights. Changes for 2003 included only an optional satellite radio, which was added midway through the model year. 2004 added an optional navigation system and slightly larger wheels. The former 300M Special’s package now became part of an option available to all 300Ms.

Though the 253-horsepower outpaces most American cars of this class and period, it doesn’t quite match import cars of the same period and class. The engine also can get a bit rough when hard pressed, and road and wind noise are not really tuned out to Chrysler standards. However, handling is impressive, even more so with the 300M, though with the Performance Handling package, rough surfaces can get jarring. The low suspension of the 300M Special edition can make dirt or rough roads downright painful. The interior is mostly roomy, though legroom in the rear seat is slightly deficient. The instruments can be difficult to read in darkness, but the driver’s position can be tailored very well to the driver, with a tilt steering column and adjustable seats. If the interior is light colored, daytime reflections in the front and rear windshield can be distracting. The trunk is large on the LHS, but significantly smaller on the 300M.

Twilight 2000 Notes: These cars do not exist in the Twilight 2000 timeline.

*Add $10,000 for a navigation system; add $200 for satellite radio.

Notes: The Cirrus is a compact car with the interior room of a midsize car. It replaced the LeBaron in the Chrysler roundup. It shares a chassis with the Dodge Status and the Plymouth Breeze. The Cirrus is a near-luxury car, coming only in LX and LXi trim levels. The base engine for the 1995 model is actually Japanese-made, built by Mitsubishi, and is a 168-horsepower V-6, and comes only with automatic transmission. Standard features include dual front airbags, antilock brakes, air conditioning, tilt steering wheel, AM/FM/Cassette, power Windows, power locks, and power side mirrors.

In 1996, the base engine dropped to a 150-horsepower I-4, which was standard in the LX and an option in the LXi. The only other new feature was headrests in the rear seats. 1997 made the I-4 engine standard for both the LX and LXi, with the V-6 an option for both models. The interior was redesigned to have a larger center console, with an armrest and a storage bin. In 1998, the LX trim level was dropped; so was the I-4 engine. 1999 brought primarily minor cosmetic changes, but it also introduced the Sentry Key, which is Chrysler’s version of the "chip-in-the-key" antitheft feature. In 2000, the LX version came back, as did the 4-cylinder engine, standard for the new LX and an option for the LXi. The formerly optional 8-speaker sound system became standard, as did aluminum wheels. Both models also had anchor points for three child seats in the rear seats of the Cirrus.

Visibility is good in all directions except the rear, where a high shelf makes seeing out the back difficult. The two engine choices offer decent to good power, but they are rather loud. The automatic transmission version tends to downshift with a bit of a delay, and the engines lack torque. Handling is similar to a sports sedan; this means handling is firm and precise, but the suspension is stiff and transmits road bumps and noises to the interior. Interior room is ample; in the rear, shorter adults can even cross their legs, though the rear seat really isn’t wide enough for the three-person capacity advertised.

Twilight 2000 Notes: These vehicles were not built beyond the 1995 model year.

Notes: This is a midsize car with an unusually long wheelbase, even more so with the New Yorker version. The New Yorker is basically the same car, but with more legroom for the rear seat and more luxurious appointments. These cars were built at Chrysler’s facilities in Canada. Like many of Chrysler’s designs of the period, it is a "cab-forward" design, with the engine riding way out beyond the front wheels and the cabin of the car riding between the wheels, with the floor lower than normal and the wheelbase stretched. For 1993, dual front airbags were standard, as was antilock brakes; options included traction control, a Touring suspension, and a folding child seat in the center of the rear seat. Engine choices include 153-horsepower and 214-horsepower V-6s, each with automatic transmissions. The Concorde sedan is the only version available for 1993.

1994 brought a jump in power for the base engine to 161 horsepower. The sporty LHS and the luxury New Yorker joined the lineup; each used only the 214-horsepower engine, and both were some 12.7 centimeters longer even though they sat on the same chassis as the Concorde. The New Yorker has a split front bench seat, while the LHS has a pair of bucket seats up front. Later in the 1994 model year, those two editions got variable-assist power steering. The Touring suspension became standard on the Concorde, and the front seat widened to become a three-place seat. The power steering became more effective, increasing handling at low speeds while also increasing road feel. Options included remote keyless entry and cruise control.

1995 brought little changes, but a bug in the remote keyless entry was fixed and the cruise control feature could be turned off without hitting the brakes. 1996 was the final model year for the New Yorker. The Concorde and LHS got extra soundproofing, making the interior very quiet, and the LHS got a new antenna which was embedded in the back window. In 1997, the base engine was dropped, leaving only the 214-horsepower V-6.

The long wheelbase means the ride is excellent while interior room is likewise good, with three large adults being able to ride in the rear seat in comfort. The doors are wide and the windows large. The base vehicle tends to bounce a bit over humps, but not overly so, and an optional Touring Package improves the ride and handling further. The dashboard is well arranged and controls easy to find, even without looking; the exception to this is the climate controls, which are a rather long reach for the driver. The back windows on the LHS and New Yorker version are rather narrow, limiting rear vision, but otherwise visibility is excellent, and the Concorde does not have this problem. The engines can get a bit loud when pressed, the base engine more so; this improved quite a bit in 1996 Concordes and LHSs with their added soundproofing.

Notes: The New Yorker was not carried beyond the 1995 model year, and the LHS beyond the 1996 model year, but the Concorde continued to be built in Canada until the 1997 model year.

*The LHS and 1993 Concorde have a Crew rating of 1+4.

Notes: The Concorde was extensively redesigned for 1998, with the New Yorker being dropped and the LHS being placed in a different line than the Concorde in 1999. The Concorde got a more streamlined body, with a Ferrari-like grille. The trim levels were LX and LXi, with the LX getting a 200-horsepower V-6, and the LXi getting a 225-horsepower V-6. Both had automatic transmissions. The LX had optional antilock brakes and traction control; these were standard in the LXi. Thopugh the wheelbase remained the same as on the previous Concorde models, the overall length grew by some 19 centimeters. The weight dropped by some 45 kilograms due to extensive use of aluminum in the rear of the car, the hood, and the engines. Front bucket seats were standard on both trim levels, but a front bench seat was optional. Standard on both trim levels were dual front airbags.

1999 brought a modified suspension to both the LX and LXi, which softened the ride and reduced road noise. Both had thicker carpeting inside, and a cargo net was added to the trunk. The tires of the LX were enlarged to the same size as those on the LXi. The LXi got speed-sensitive variable-assist steering as well as an optional 4-disc CD changer. 2000 brought optional front side airbags to the Concorde, as well as a 3-point safety belt to the center rear seat. An option package known as 22D was given to the LX, which included alloy wheels and other unique trim features. The LXi gained the optional Infinity sound system, which had steering wheel-mounted audio controls. In 2002, the Concorde dropped the new body and took the form of the old LHS instead. A new top-of-the-line trim level was added: the Concorde Limited, which was simply more plush than the LXi, and had a 2345-horsepower V-6 engine. In addition, the Concorde Limited had a special edition mid-year: the Pro-Am Edition Group, with two-tone leather, unique interior trim, and a special golf bag. There were no significant changes to the Concorde in 2003 or 2004, other than a new engine for the LXi developing 250 horsepower.

The 200-horsepower engine is a little underpowered, but the other engines are successively better. Handling on all models is impressive, however, with tight turning, little body lean, tires with excellent grip, and quick steering response. Braking is a weak point, both in performance and road feel. The suspension is soft, and soaks up most bumps and rough roads. This version of the Concorde is quieter than earlier versions, but not as quiet as competing models. Gauges are clear and controls well-marked, as well as easy to reach. Front and side visibility are good, but rearward visibility suffers greatly from a sloping roof, wide side pillars, and a narrow rear window. The interior is large, with the doors wide and the Concorde generally easy to get into. The trunk is large and has an ample opening for loading, though it is a bit high off the ground.

Twilight 2000 Notes: This version of the Concorde does not exist in the Twilight 2000 timeline.

*With the optional bench front seat, Crew rating is 1+5.

Notes: The Crossfire is designed as a sports car, with only two seats and in a hatchback coupe or convertible configuration. The parts are made in the US, but the actual cars are assembled in Germany as the Mercedes-Benz plant, and the Crossfire is in fact based heavily on the Mercedes-Benz SLK. Trim levels come in Base, Limited, and SRT-6. The Base and Limited editions have 215-horsepower V-6 engines with a 6-speed manual transmission (standard) or 5-speed automatic transmission (optional); the SRT-6 has a supercharged version of the same engine, developing 300 horsepower, and coupled to a 5-speed automatic transmission with AutoStick. The SRT-6 also has a sports suspension and special trim, paint, interior styling, and wheels. All Crossfires have standard antilock brakes, duel front airbags, antiskid/traction control, and torso side-impact airbags. The wheels are slightly larger in the back than in the front. The Crossfire comes with "summer" tires as standard, but all-weather tires are optional. There is no spare tire; instead, the Crossfire comes equipped with an air compressor and a can of tire sealant. All Crossfires have spoilers; the SRT-6’s is stationary, while the other versions have a spoiler which powers up or down depending upon the speed of the car (or it may be left stationary). The Limited and SRT-6 versions have leather upholstery, and as an option may have a navigation system.

The 215-horsepower engine has good power, but brisk maneuvers often require flooring the gas pedal when the car is equipped with automatic transmission to coax a downshift. The coupe’s suspension is firm (some would say harsh). Convertibles have a softer suspension which is also more forgiving. The SRT-6 has a very stiff suspension which, while providing excellent handling, also can make for a jolting ride over rough surfaces. The sound of the tires can be intrusive. Wind noise is also intrusive at highway speeds. The 215-hosepower engine is fairly quiet, but the exhaust from the 300-horsepower engine is rather loud. The dashboard is more retro than its Mercedes cousin, and this gives the instruments and controls a rather busy look which can be difficult to decipher quickly. The instruments’ in particular, are digital and virtually impossible to read when wearing polarized sunglasses. The gearshift knob on manual transmission versions is made from slippery metal, and could be annoying. The leather seats can be a bit slippery, except in the SRT-6, where they have suede inserts. The headroom is merely adequate for the average male, and the low-slung suspension means that the Crossfire can be difficult to get into in the first place, especially in coupes. Visibility can be poor due to small windows, a low seat position, and a low roof, especially to the rear. The trunk is quite small, which is typical for cars of this class, and the top on the convertible robs its trunk of almost half its space when it is down.

Twilight 2000 Notes: The Crossfire does not exist in the Twilight 2000 timeline.

*With the top down, the Load rating is only 80 kg.

**With a navigation system, add $10,000.

Notes: These cars were produced by stretching previous editions of the New Yorker some 13 centimeters to produce the New Yorker Fifth Avenue, and nearly 23 centimeters to make the Imperial. They both, however, sit on the same wheelbase, with the size differences being primarily in the very front and back. For 1990, both cars had a 147-horsepower V-6 coupled to an automatic transmission. The trim levels were of high quality and plushness (with the Imperial being more luxurious than the New Yorker Fifth Avenue), and standard features included automatic rear load leveling, power windows, power door locks, heated power side mirrors, and an automatic climate control system.

1991 brought a standard 150-horsepower engine with much more torque to the Imperial; this engine was an option for the New Yorker Fifth Avenue. The Imperial lost its leather upholstery, replaced by high-quality cloth. The New Yorker Fifth Avenue lost its automatic climate controls, and its steering wheel lost its leather wrapping. 1992 gave the New Yorker Fifth Avenue a revised front and rear end which made them more aerodynamic; the Imperial retained its squared appearance. 1993 brought primarily trim and luxury equipment changes, such as to the sound system and climate control system. It was replaced by the Concorde and a Concorde-based New Yorker.

The automatic transmission shifts gears in a rather sloppy manner; the 150-horsepower engine, with its greater torque, is not as bad in this respect, but that’s still not saying much. Engine noise is loud, and can get extreme when pressed, especially in the 147-horsepower engine. The suspensions are soft, yet the ride can get very bumpy on uneven or rough surfaces. Tires tend to squeal around even slight corners, and body lean is excessive. These cars are rated for 6 people, but only 4 adults will be comfortable, despite the huge size of the cars. However, getting into the cars is easy, due to large doorways.

Notes: These are basically well-appointed sports cars. By the early 1990s, it was the US’s top-selling convertible. The 1990 version’s base engine was only a 4-cylinder 100-horsepower engine, definitely underpowered, but a 141-horsepower V-6 was available as an option. Manual and automatic transmissions were available. The LeBaron Coupe and Convertible came in Highline or Premium trim, and sportier GT and GTC variants were also available. The GTC had an optional electronic variable-dampened suspension, allowing the driver to tune the suspension for the road surface. The GTC also had a 174-horsepower turbocharged I-4 engine, with quicker response times than the other engines. All versions have a standard driver’s side airbag.

1991 saw the GTC given more engine choices, including a the 141-horsepower V-6 and a 152-horsepower turbocharged I-4 with less power, but more torque. The GT version was dropped, as was the performance suspension, but the sport suspension had similar specs. 1992 brought antilock brakes to the LeBaron Coupe and Convertible, and the convertibles got rear shoulder safety belts instead of merely lap belts. 1993 brought a great deal of cosmetic improvements, but the turbocharged I-4 engines were dropped. For the 1994 model year, only the GTC version was available, with only a V-6 engine, but with dual front airbags. Coupes also disappeared, replaced by the Sebring. In 1995, the final year for the LeBaron Convertible, there were little changes, and they were only cosmetic. A Sebring convertible would replace the LeBaron.

These cars lack a certain solidity in construction; even minor bumps or potholes can cause the frame to twist, flex, or vibrate greatly, and this is even more acute in the convertible version. Gauges are easy to see and read, and controls well positioned. Tall people will be more comfortable in front, but the backseat room is bigger than most coupes and convertibles. The trunk on both models is small. The 4-cylinder engines are loud, but only the turbocharged engines run smoothly. The V-6 is also a smooth runner, but is available only in an automatic transmission; unfortunately, all automatic transmissions for these cars shift rather poorly.

Notes: Only partially related to the LeBaron Coupe and Convertible, the LeBaron sedan is more closely related to the Dodge Spirit and Plymouth Acclaim of the period. The 1990 LeBaron Sedan had a 141-hoprsepower V-6 which was coupled to an automatic transmission as standard, but had an option for manual transmission. It also had a standard driver’s side front airbag, and an optional Touring Package with front gas-charged shocks and rear anti-sway torsion bars.

1991 made antilock brakes optional for the LeBaron sedan, and the car also had a standard analog speedometer with a secondary metric scale. Other gauges were digital. 1992 brought an expansion of the LeBaron sedan lineup, including Base, LX, and Landau trim levels (the latter with a distinctive vinyl roof); however, the Base and Landau models dropped to a 100-horsepower I-4 engine as standard and the V-6 as an option. (The LX retained the V-6 as standard.) In 1993, the LX trim level disappeared; the Base model was renamed the LE, and had the 100-horsepower standard. The Landau gained the V-6 engine as standard, and both versions were remodeled somewhat. 1994 gave both models motorized seatbelts. The I-4 engine disappeared, leaving only the V-6, but coupled to a 3-speed automatic transmission (instead of the 4-speed of before); the 4-speed automatic transmission with overdrive was an option.

The LeBaron sedan of this period was surprisingly luxurious for its time, and was also surprising in its handling. The ride is smooth and soft, and handling is quite good. Unfortunately, the early 4-speed transmission is sluggish in downshifting, and thus passing and other speed maneuvers can be difficult despite which engine one chooses with that early transmission. The brakes are good, almost too good; nosedive is pronounced in panic stops, though you’ll stop quickly. Rear seats could be either split folding or fixed, and both front and back seats are roomy, though not supportive to be comfortable on long trips. The trunk is large, flat-floored, and has a big opening.

Notes: This is basically a shorter-wheelbase version of the Imperial and New Yorker Fifth Avenue. Standard engine for 1990 was a 147-horsepower V-6, and it remained so during its short tenure in the Chrysler lineup. There were three trim levels; the New Yorker Salon, with minimal trim and features; the standard New Yorker, a near-luxury sedan; and the New Yorker Landau, with a host of luxury features. Antilock brakes and a driver’s airbag were optional on all three trim levels.

1991 saw the dropping of the Landau from this line, but the Salon edition got more luxurious. Padded rear roofs were no longer available. 1992 saw the two remaining models get a facelift, with more rounded front and back ends. The Landau’s vinyl roof became an option on the two versions, and the Salon got hidden headlights. In 1993, the Salon got even more luxurious, approaching the standard New Yorker’s trim level.

The New Yorker, in all three of its incarnations, is a quiet and luxurious vehicle, but rather unexciting. The engine is adequate, but nothing to write home about; the automatic transmission shifts roughly; handling is average, but comfortable; ride is likewise average, but soaks up most bumps and rough road surfaces. The tires tend to squeal on corners, and there is excessive body lean. Though rated for 6 persons, 4 are more comfortable. Trunks space is ample, and controls are large and easy to read, while instruments are well laid out.

Notes: Sort of a cross between a large car, minivan, and SUV, the Pacifica is basically a large wagon-type vehicle which looks like a mini-SUV. At the beginning of the model year, the Touring edition was introduced, with the Base and Limited models added on either side of the trim arena later in the model year. The Pacifica comes in front-wheel drive and AWD versions, and front-wheel drive Base versions have a 215-horsepower V-6 engine. All other Pacificas, including AWD Base models, have a 250-horsepower V-6. All have a 4-speed automatic transmission with AutoStick. Base models have very little features, luxury or otherwise, but do have 4-wheel disc antilock brakes and dual front airbags, with the driver’s airbag also protecting the knees. Side curtain airbags protecting all rows are standard on the Limited Edition and optional on the others. The Base model has a 5-seat capacity in two rows of seats (the 2^nd row a bench); others have a 6-passenger capacity, with the 2^nd row being bucket seats and adding a 3^rd row bench seat. Options on the Touring and Limited Editions include a power liftgate, sunroof, traction control, a navigation system, power front seats, power-adjustable pedals, and a rear DVD entertainment system. The Limited Edition is available only with AWD and has special trim, paint, and interior styling. Towing capacity is 1.59 tons.

The Pacifica is a rather heavy vehicle, and both engines feel like they are working too hard. The 250-hosrpower engine requires at least Plus-grade fuel. The Pacifica has an OK ride, but nothing to write home about, though it is fairly tolerant of bumps and rough surfaces. Handling is what one should expect from such a heavy vehicle – it maneuvers like a heavy minivan, rather sluggishly. However, steering it is easy (within its limits), and body lean is not bad in turns, though it is noticeable. The braking is fast in sure, though there is some noseplow. The 250-horsepower engine gets rather loud, and even sounds ragged. However, wind and tire noise are very well-suppressed. The dashboard is well-laid out, if a bit unusually so, and requires some familiarization. Controls are easy to find and mostly easy to use, though the available navigation system cannot be reached by the front-seat passenger. The visibility is mostly quite good, though shorter drivers may find the headrest blocking their rearward view. Legroom and headroom are good, though some find the seats uncomfortable. The third-row seats fold flat, but can only be lifted again if you climb in or have long arms. Second-row seats also fold, but are easier to unfold again; however, they do not fold flat.

Twilight 2000 Notes: The Pacifica is not available in the Twilight 2000 timeline.

*With a navigation system, add $10,000; with a DVD entertainment system, add $200.

Notes: I personally don’t understand the fascination with this car; I think it is one of the ugliest vehicles on the road right now. Anyway, the PT Cruiser is ba