Orlando Sentinel's view

It’s strange how things work out.

Chrysler finally turns the corner and builds a world-class car – the 300M – and then the whole company gets gobbled up by Mercedes-Benz.

Later this fall, Mercedes-Benz and Chrysler will merge to create DaimlerChrysler. After test-driving the 300M for a week, I can see why Mercedes wants Chrysler in its corporate back pocket.

If Mercedes-Benz were building lower-priced cars in this country under another brand-name, the 300M would probably be the type of vehicle that Mercedes would produce.

The 300M is tightly built, features head-turning styling, excellent performance and outstanding value. More important, it doesn’t compete with any of Mercedes’ offerings.

I’ve been test-driving Chryslers for almost 10 years now. I can’t recall one nicer than the 300M.

PERFORMANCE, HANDLING

The 300M comes with a brand-new engine, a smooth and powerful 3.5-liter V-6 that is rated at 253 horsepower. The new engine makes a lovely hum as it winds up. It cranks out a smooth stream of power and delivers strong acceleration. The overhead-cam V-6 has 24 valves and can be revved to 6,800 rpm.

The only transmission available in the 300M is a four-speed automatic. For extra acceleration, it can be shifted like a manual transmission by using Chrysler’s standard Auto- Stick. The floor shifter is moved in a straight line as usual, but when pulled all the way back, the transmission shifts to AutoStick mode.

Move it to the left and the transmission can be manually downshifted through the gears. Move it to the right, and the transmission shifts up. The system works well. The 300M feels agile and athletic when the engine winds up in first and second gears.

More impressive is the finesse with which the power is sent to the front wheels. As with the world’s best front-drive cars, you can’t tell that it’s the front wheels driving the 300M. No matter how hard you accelerate, you don’t feel any disturbance in the steering.

Our black test car sported just one option, the Performance Handling Group. This $255 package includes 16-inch wheels and tires and performance-tuned suspension, steering and anti-lock brakes.

Speaking of the steering, it is the firmness of the steering system that gives the 300M its feeling of solidity. It takes a bit more muscle to turn the wheel than you might expect, but the car changes directions with little more than a flick of the wrist. If you like carving curves, the 300M will hang with many of the best cars in its class.

The four-wheel independent suspension system also earns praise for the firm but unharsh way it goes about its business. The 300M weighs nearly 3,600 pounds, but it feels much lighter. Most bumps are quenched without any noise from the suspension system finding its way into the cabin.

The four-wheel disc brakes also are excellent. The anti-lock system doesn’t make much noise, and there isn’t much pulsing at the pedal.

FIT AND FINISH

At first glance, you might be tempted to award the interior of the Chrysler 300M best in class honors among American-made luxury cars.

That would be a mistake.

There’s just too much plastic.

It wouldn’t take much for Chrysler to rip out the fake plastic wood panels on the dash and put in some real stuff. It wouldn’t take much for Chrysler to replace the thin, textured plastic trim on windshield pillars with some upholstered parts, such as those used on Mercedes and other upscale imports. The small speakers on the top of the doors are housed in a chintzy plastic bezel. All this cheapens what is generally a comfortable and handsome interior.

No American car that I’ve seen has a nicer looking set of gauges. They are chrome-ringed with black numerals on a white background. The numbers on the dials look like they were custom-made by a calligrapher.

The leather-covered bucket seats are nothing short of excellent. Numerous power adjustments on the sides of th e bottom cushio ns, plus headrests that tilt, make them comfortable for nearly anybody.

Back-seat passengers in the 300M are not treated like second-class passengers. There’s plenty of room on the firm bench seat. It’s extremely easy to lean in and buckle up a baby seat. Also, there’s a center armrest that folds down.

I like the view from the driver’s seat. You can see clearly out the sloping back window, and the vision out the front and sides also is very good. There were no major blind spots.

The 300M, flagship of the Chrysler line, comes with just about everything standard. In addition to the power seats, door locks, mirrors, windows, cruise control and powerful stereo, the 300M sports automatic headlights and a computer-controlled air conditioning system.

There’s a memory system that works the seat, radio and mirrors, and a trip computer on the roof console displays fuel and mileage information and temperature.

Other nice touches include a built-in garage door opener in the roof console that can be programmed to the correct frequency, a tilt steering wheel, an alarm system and heated front seats.

Were the interior not so loaded with plastic, the 300M would have a clear advantage over imported near-luxury cars in its class. As it is, the 300M is a superbly engineered car that requires you to make some minor compromises. Still, I’m convinced it’s the best car Chrysler has ever built.

1999 Chrysler 300M

Base price: $28,300.

Safety: Dual air bags, anti-lock disc brakes, traction control and side-impact protection.

Price as tested: $29,170.

EPA rating: 18 mpg city/27 mpg highway.

Incentives: None.

Truett’s tip: The new 300M is a car that will make you believe that Chrysler can deliver world-class goods. It’s a high-quality rocket ship, perhaps the best looking American performance/luxury car.