The Chrysler-Dodge LX Large Cars: 300, 300C, Magnum, Charger, and Airflight

"A Dodge Charger seems to be in the works, though Stuttgart has not yet approved it, and given its ability to humiliate Mercedes cars, it may be cancelled."

"The LX cars will use the Mercedes E class traction control, electronic stability systems, axles, wire harnesses, automatic transmissions (downgraded to five speeds from six so Chrysler won't go into Mercedes turf - even as GM and Ford create a new six-speed automatic)"

"All DaimlerChrysler vehicles are sharing a common parts bin, so in the future, that sort of differentiation will mean less; indeed, Chrysler-developed parts used on Mercedes are likely to be called Mercedes parts in future, if current proganda holds."

"The original LH (Intrepid, Concorde, Vision) series was designed to be either front or rear drive, but strong sales meant that the company never had to actually make any rear wheel drive versions. But in the end, the market research showed executives that people were leaving cars for SUVs in droves, in search of V8s, rear wheel drive, a high riding position, and lots of extra steel between them and "those other people on the road."

"The swoopy, aerodynamic design of the LH has been replaced by a squarish, SUV-style look, the 300 evoking Bentley and the Magnum evoking Dodge trucks. [What have I been saying.]"

"In 1997, the plan was to have an Intrepid and Concorde replacement, each front wheel drive, as well as a 300N (5 meters), full size rear wheel drive, and either a Charger or 300 convertible. The LH platform was designed for either front or rear wheel drive and could have gone RWD at any time. Third-generation LH models with front, rear, and all wheel drive, which could all have been built together, were built as prototypes, and it would have taken less than ten minutes to switch the line from rear to front drive. Chances are if the takeover had not taken place, the LX series would have appeared in 2002."

--------------

The Chrysler-Dodge LX Large Cars:

Note: features common to each car are noted on this page, but if you really don't want to read it, you can skip to the individual car pages, which include photos:

Chrysler 300C - Dodge Magnum

Prices are now official, starting with $25,000 for the Chrysler 300 base model (2.7 V6) and rising to $35,000 for the 300C Hemi (a 3.5 engine in the middle has been confirmed; all use the Mercedes 5-speed automatic). The Airflight may be less pricey, and is expected to be built on a shorter wheelbase. A Dodge Charger is expected to replace the Intrepid as a four-door sedan; we'd expect it to have the same engine range as the other cars, which would not desecrate the original, which also could be purchased with very tame engines (a 6.1 Hemi may also be available). In Europe, the Dodge Magnum will be called the Chrysler 300C Touring, which essentially cuts through all the "no more brand engineering" blather.

Chrysler's fleet news notes that the Dodge Magnum, replacing the Intrepid, will be produced first, in January 2004. The 300 will start about a month later. An all wheel drive Magnum will probably take another two-three months, an export "All-Sport" around August 2004, and finally Dodge and Chrysler coupes, perhaps riding on shorter wheelbases, with the possibility of a Dodge sedan that should be popular among the officers.

A Dodge Charger seems to be in the works, though Stuttgart has not yet approved it, and given its ability to humiliate Mercedes cars, it may be cancelled. This short-wheelbase, four-door sedan has suicide doors in back a la RX-8/Ion, so it looks like a coupe but has the ease of entry of a sedan. The engine is said to be a 6.1 liter Hemi and the performance comparable to the base Corvette. Looks are, well, in the eye of the beholder. Expect minor visual cues around the front fenders to be the only sop to tradition. This will not be a work of art like the original, but it will look like a modern Dodge.

Full-fledged production of the first LX cars is due to start around January 5, with preliminary test models being cranked out very slowly to work out processes, find quality problems, and work on last-minute changes (this is normal, but suppliers have reportedly complained that the Lutz era's progress in eliminating last-minute changes has been largely erased). Next come fleet models for endurance testing, and finally models for retail sale. You should be able to buy an LX in January 2004. (Thanks, Otto Wrkr, for the dates).

Rationale for the Chrysler LX choices

According to Steve Bartoli, head of marketing and car planning, the LX series was set up after finding that customers wanted a car with safety, style, and convenience. The high door sills evoke safety and match modern styles. Additional elements are noted in the individual car pages.

Powertrains and performance

The base engine is a 200 horsepower 2.7 liter V6, currently used on the Intrepid and Concorde, retuned for more low-end torque. Gas mileage is said to be "surprisingly good," as is acceleration - despite the extra weight. We're not sure how they're doing this given the use of a four-speed automatic - not the new Mercedes-based five-speed.

Next up is a 3.5 V6, similar to the Pacifica, and finally the Hemi V8, available on both Dodge and Chrysler with roughly 340 horsepower (less than in the Ram!). We're not sure which automatic the 3.5 will have.

The Hemi will benefit from an efficient transmission, based on Mercedes' five-speed automatic. This was, in turn, reportedly based closely on a ZF design, by coincidence allegedly considered by Chrysler for use in the 300M (it would reportedly have cut 0-60 times by nearly a full second). The Hemi engine is very, very quiet in the

Preliminary performance figures for Hemi models (the cars are not yet in full production and have not been tested thoroughly in final form) are:

One of the most powerful V-8s of all time, the original Hemi quickly became legend in the 1950s and 1960s, stunning the racing world and propelling Chrysler to the top in performance. The last time Hemi-powered Chrysler-brand car was the 1958 300D and New Yorker, but the legendary 426 Hemi of the 1960s stunned the racing world in cars such as the Plymouth Superbird and Barracuda, and the Dodge Challenger and Charger. It was dropped from full-scale production in 1971 due to low sales and high costs.

The new Hemi reduces the number of moving parts to raise reliability and lower assembly cost. The 426 Hemi engine option could cost as much as one third of the price of the car; today, it is reportedly cheaper to build than the standard 4.7 "Next Generation" V8, which is in turn cheaper than the old LA-series V8s. The current engine will produce over 340 horsepower, far more than the original Chrysler hemis.

High metal doorframes, a long roof overhang, and a high trunk impede up and down visibility, but make people feel safer.

Special tires were developed to improve all-season performance, riding on 18" wheels. [Translation: You're gonna pay a fortune for new tires. Enjoy the tire-slap and rim leaks not covered under warranty.] Chrysler worked hard on the tires, active suspension tuning, and weight distribution to bring bad-weather handling up to front wheel drive levels. One of the reps noted that 43% of BMW and Mercedes owners thought they had front wheel drive cars... [These are the same people that "feel safe" with high door-frames.]

The rear wheel drive configuration allows a front-rear weight ratio of

To keep quality high, the LX series was designed in coordination with representatives of the Brampton assembly plant. Reportedly, the LX was designed to reach Lexus quality standards.

Styling and such

Front license plate holders have been an issue in recent Chryslers, since the front ends don't seem to have been designed for them. Designers have stuck with center-mounted plates, with the 300 series having the frame held onto the grille so it is partly over the bumper, partly over the grille. [What - with a front-end the size (and shape) of a house you'd think they'd have no problem locating the license plate.] A Chrysler executive said they tried to have a large chrome bar on top of the frame so it would look more part of the grille, but that costs [$2.59] ade that impossible. The Magnum will have a similar arrangement, but entirely over the bumper. Those in states without front plates (Pennsylvania, Michigan, and others) may be happy to learn that no visible holes are pre-drilled. No photos have been released yet showing front plates, but the executive said he'd take some along on future LX showings. [So the new 300's will look even uglier with the Rube Goldberg inspired license-plate arrangement.]

The interiors are very similar, but the instrument panels are very different. Both have similar features in terms of electronic stability control, all-speed traction control, optional navigation systems (which thankfully have real knobs and buttons for the stereo), and dual-zone thermostatic climate control (this may be an option on lower models).

The controls are a little odd, with an unusual cruise control on a stalk on the top left of the wheel, which seems far less user-friendly than the standard Japanese flat stalk on the right of the wheel (a la Mitsubishi and Toyota). The headlight control has stiff, loud detents, making it clicky and somewhat cheap-feeling in comparison to current controls. The "variations of gray" wood-free interior is somewhat cold compared with many other cars in this price range. [What did I say? Did I not say it looked sterile - like an operating room?] We do appreciate the use of a foot brake, given the lack of a manual transmission, though we'd prefer the stick option!

The climate control has dual thermostats, one for each zone, using a simple knob design with the temperature marked on the panel; just twist to put it where you want it. It's simple and it works better than fancier systems.

There is a lot of storage space, with a large central box that includes Chrysler's cleverly designed coin holders - this time, with spaces for four coins, so you don't have to throw your pennies out the window.

The raised belt-line and low glass-to-body ratio were ostensibly designed to provide a sense of stability and protection, though we note Trevor Creed's predilection for cars that impede visibility (the

The various models will have better differentiation than in the past, with Dodges looking and feeling very different from Chryslers - though that differentiation apparently does not extend to their profiles, with both having the least amount of glass legally possible. [It's a tank!] Indeed, this look seems to be extending to the Mercedes CLE. [The Mercedes-ification of Chrysler - same look on the outside].

Large tires on 18-inch wheels suggest ample reserves of power.

Names

The official word last year was to forget about the 300 Hemi C and Charger R/T, but it seems that the Charger name will be given to the Dodge version of the LX in July 2005, replacing Intrepid. The 300 Hemi C name will be used not for a ragtop but for the 300M successor, striving for continuity with the past even as they eliminate the

Other names have not yet been finalized. The basic rear drive Chrysler sedan may wear any number of badges, with "eaglecars" suggesting that New Yorker, Imperial, and LeBaron are all being considered, and that New Yorker is in the lead. We noticed that Chrysler has not trademarked these names recently, but has applied for a trademark on Catamaran [WTF?]

For the Dodge crossover, Magnum appears to be definite - the name was used by Dodge cars in the 1970s, and by Mitsubishis and Dodge engines since then.

Interesting options and features

UConnect hands-free cellphone service works with BlueTooth enabled phones Active suspension All speed traction control Infra-red backup alarm (nicely hidden in the rear bumper) Navigation system integrated into radio - but radio still has traditional knobs and buttons Power adjust pedals and telescoping, tilting steering column HID headlights Driver and passenger lumbar support Headlight washers Rain sensing wipers

Mercedes stuff

Though Chrysler had already chosen rear wheel drive before the merger, hooking up with Mercedes allowed (some say forced) the use of existing technologies, including a low-end version of the Mercedes E-class automatic transmission (the A580 electronic automatic), and versions of Mercedes' stability control, steering, front suspensions, electronics, rear suspensions, and seats. It is hard to tell how much

- if any - this has saved (or cost) in development, since DaimlerChrysler is still working hard to justify the takeover of Chrysler Corporation in the face of stockholder lawsuits, and Chrysler reportedly is paying steep royalties for their use of these components [!] (some of which are provided by outside suppliers in any case). Chrysler had already developed a five-speed automatic for trucks; it's used with the Hemi.

The rear suspension / differential is a module isolated from the body. The front suspension is cradle mounted and has dual ball joints in the lower links for added tuning ability.

A Mercedes telematic system (paid for by Chrysler) similar to OnStar, but interacting with your cell-phone if you have AT&T wireless, will be offered. We'd hope European offerings have a diesel option, since over half of vehicles sold there are diesels.

The LX cars will use the Mercedes E class traction control, electronic stability systems, axles, wire harnesses, automatic transmissions (downgraded to five speeds from six so Chrysler won't go into Mercedes turf - even as GM and Ford create a new six-speed automatic), steering columns, and other major suspension components. 20% of the Magnum's components are shared with Mercedes, according to Wolfgang Bernhard (40% of the Crossfire is Mercedes so these figures are to be taken lightly). All DaimlerChrysler vehicles are sharing a common parts bin, so in the future, that sort of differentiation will mean less; indeed, Chrysler-developed parts used on Mercedes are likely to be called Mercedes parts in future, if current proganda holds.

AutoWeek (Mark Vaughn) quoted chief engineer Burke Brown as saying that while Mercedes provided many components, "few parts are straight out the Benz bin." The front suspension was modified to have a lower roll center and wider track, for example.

Individual detail pages

Chrysler 300C - Dodge Magnum

Historical perspective

In 1989, the Dodge Diplomat and Plymouth Gran Fury, the final generation of a line begun with the 1960 Valiant, were finally eliminated, leaving a line of cars that was entirely front wheel drive powered. Indeed, no completely new rear drive cars had been developed by Chrysler since the Valiant itself.

Then came the Viper - and then came the LX.

The original LH (Intrepid, Concorde, Vision) series was designed to be either front or rear drive, but strong sales meant that the company never had to actually make any rear wheel drive versions. But in the end, the market research showed executives that people were leaving cars for SUVs in droves, in search of V8s, rear wheel drive, a high riding position, and lots of extra steel between them and "those other people on the road."

The LX was reportedly in full development swing when Chrysler was bought by Daimler-Benz in exchange for...well, it was reportedly in full swing, but the process was stopped to reengineer the LX to make use of Mercedes components and technologies. Chrysler devoted one of its parts plants to making five-speed automatics based on a Mercedes design, and the electronics architecture was switched to take advantage of Mercedes' experienced with stability control. Eventually, the LX would use a Mercedes-style rear suspension, transmission, steering system, and seats, sharing 20% of its parts with Mercedes. It would also be priced well above the original vehicles, and come out much later.

The swoopy, aerodynamic design of the LH has been replaced by a squarish, SUV-style look, the 300 evoking Bentley and the Magnum evoking Dodge trucks. [What have I been saying.] However, even though the exterior remains fixed at five meters, the interior space has increased - as has crush space in case of accidents. Cargo space is still good.

The concept cars were substantially upgraded in appearance in response to comments from civilians and journalists, with many interior and exterior changes which had an overall positive effect. The interior is interesting, with good visibility in all directions except up and down.

In 1997, the plan was to have an Intrepid and Concorde replacement, each front wheel drive, as well as a 300N (5 meters), full size rear wheel drive, and either a Charger or 300 convertible. The LH platform was designed for either front or rear wheel drive and could have gone RWD at any time. Third-generation LH models with front, rear, and all wheel drive, which could all have been built together, were built as prototypes, and it would have taken less than ten minutes to switch the line from rear to front drive. Chances are if the takeover had not taken place, the LX series would have appeared in 2002.

"A Dodge Charger seems to be in the works, though Stuttgart has not yet approved it, and given its ability to humiliate Mercedes cars, it may be cancelled."

"The LX cars will use the Mercedes automatic transmissions (downgraded to five speeds from six so Chrysler won't go into Mercedes turf - even as GM and Ford create a new six-speed automatic)"

"All DaimlerChrysler vehicles are sharing a common parts bin, so in the future, that sort of differentiation will mean less; indeed, Chrysler-developed parts used on Mercedes are likely to be called Mercedes parts in future, if current proganda holds."

"The original LH (Intrepid, Concorde, Vision) series was designed to be either front or rear drive, but strong sales meant that the company never had to actually make any rear wheel drive versions. But in the end, the market research showed executives that people were leaving cars for SUVs in droves, in search of V8s, rear wheel drive, a high riding position, and lots of extra steel between them and "those other people on the road."

"The swoopy, aerodynamic design of the LH has been replaced by a squarish, SUV-style look, the 300 evoking Bentley and the Magnum evoking Dodge trucks. [What have I been saying.]"

"In 1997, the plan was to have an Intrepid and Concorde replacement, each front wheel drive, as well as a 300N (5 meters), full size rear wheel drive, and either a Charger or 300 convertible. The LH platform was designed for either front or rear wheel drive and could have gone RWD at any time. Third-generation LH models with front, rear, and all wheel drive, which could all have been built together, were built as prototypes, and it would have taken less than ten minutes to switch the line from rear to front drive. Chances are if the takeover had not taken place, the LX series would have appeared in 2002."

--------------

The Chrysler-Dodge LX Large Cars:

Chrysler 300C - Dodge Magnum

Prices are now official, starting with $25,000 for the Chrysler 300 base model (2.7 V6) and rising to $35,000 for the 300C Hemi (a 3.5 engine in the middle has been confirmed; all use the Mercedes 5-speed automatic). The Airflight may be less pricey, and is expected to be built on a shorter wheelbase. A Dodge Charger is expected to replace the Intrepid as a four-door sedan; we'd expect it to have the same engine range as the other cars, which would not desecrate the original, which also could be purchased with very tame engines (a 6.1 Hemi may also be available). In Europe, the Dodge Magnum will be called the Chrysler 300C Touring, which essentially cuts through all the "no more brand engineering" blather.

Chrysler's fleet news notes that the Dodge Magnum, replacing the Intrepid, will be produced first, in January 2004. The 300 will start about a month later. An all wheel drive Magnum will probably take another two-three months, an export "All-Sport" around August 2004, and finally Dodge and Chrysler coupes, perhaps riding on shorter wheelbases, with the possibility of a Dodge sedan that should be popular among the officers.

A Dodge Charger seems to be in the works, though Stuttgart has not yet approved it, and given its ability to humiliate Mercedes cars, it may be cancelled. This short-wheelbase, four-door sedan has suicide doors in back a la RX-8/Ion, so it looks like a coupe but has the ease of entry of a sedan. The engine is said to be a 6.1 liter Hemi and the performance comparable to the base Corvette. Looks are, well, in the eye of the beholder. Expect minor visual cues around the front fenders to be the only sop to tradition. This will not be a work of art like the original, but it will look like a modern Dodge.

Full-fledged production of the first LX cars is due to start around January 5, with preliminary test models being cranked out very slowly to work out processes, find quality problems, and work on last-minute changes (this is normal, but suppliers have reportedly complained that the Lutz era's progress in eliminating last-minute changes has been

largely erased). Next come fleet models for endurance testing, and finally models for retail sale. You should be able to buy an LX in January 2004. (Thanks, Otto Wrkr, for the dates).

Rationale for the Chrysler LX choices

According to Steve Bartoli, head of marketing and car planning, the LX series was set up after finding that customers wanted a car with safety, style, and convenience. The high door sills evoke safety and match modern styles. Additional elements are noted in the individual car pages.

Powertrains and performance

The base engine is a 200 horsepower 2.7 liter V6, currently used on the Intrepid and Concorde, retuned for more low-end torque. Gas mileage is said to be "surprisingly good," as is acceleration - despite the extra weight. We're not sure how they're doing this given the use of a four-speed automatic - not the new Mercedes-based five-speed.

Next up is a 3.5 V6, similar to the Pacifica, and finally the Hemi V8, available on both Dodge and Chrysler with roughly 340 horsepower (less than in the Ram!). We're not sure which automatic the 3.5 will have.

The Hemi will benefit from an efficient transmission, based on Mercedes' five-speed automatic. This was, in turn, reportedly based closely on a ZF design, by coincidence allegedly considered by Chrysler for use in the 300M (it would reportedly have cut 0-60 times by nearly a full second). The Hemi engine is very, very quiet in the

Preliminary performance figures for Hemi models (the cars are not yet in full production and have not been tested thoroughly in final form) are:

One of the most powerful V-8s of all time, the original Hemi quickly became legend in the 1950s and 1960s, stunning the racing world and propelling Chrysler to the top in performance. The last time Hemi-powered Chrysler-brand car was the 1958 300D and New Yorker, but the legendary 426 Hemi of the 1960s stunned the racing world in cars such as the Plymouth Superbird and Barracuda, and the Dodge Challenger and Charger. It was dropped from full-scale production in 1971 due to low sales and high costs.

The new Hemi reduces the number of moving parts to raise reliability and lower assembly cost. The 426 Hemi engine option could cost as much as one third of the price of the car; today, it is reportedly cheaper to build than the standard 4.7 "Next Generation" V8, which is in turn cheaper than the old LA-series V8s. The current engine will produce over 340 horsepower, far more than the original Chrysler hemis.

High metal doorframes, a long roof overhang, and a high trunk impede up and down visibility, but make people feel safer.

Special tires were developed to improve all-season performance, riding on 18" wheels. [Translation: You're gonna pay a fortune for new tires. Enjoy the tire-slap and rim leaks not covered under warranty.] Chrysler worked hard on the tires, active suspension tuning, and weight distribution to bring bad-weather handling up to front wheel drive levels. One of the reps noted that 43% of BMW and Mercedes owners thought they had front wheel drive cars... [These are the same people that "feel safe" with high door-frames.]

The rear wheel drive configuration allows a front-rear weight ratio of

To keep quality high, the LX series was designed in coordination with representatives of the Brampton assembly plant. Reportedly, the LX was designed to reach Lexus quality standards.

Styling and such

Front license plate holders have been an issue in recent Chryslers, since the front ends don't seem to have been designed for them. Designers have stuck with center-mounted plates, with the 300 series having the frame held onto the grille so it is partly over the bumper, partly over the grille. [What - with a front-end the size (and shape) of a house you'd think they'd have no problem locating the license plate.] A Chrysler executive said they tried to have a large chrome bar on top of the frame so it would look more part of the grille, but that costs [$2.59] made that impossible. The Magnum will have a similar arrangem nt, but entirely over the bumper. Those in states without front plates (Pennsylvania, Michigan, and others) may be happy to learn that no visible holes are pre-drilled. No photos have been released yet showing front plates, but the executive said he'd take some along on future LX showings. [So the new 300's will look even uglier with the Rube Goldberg inspired license-plate arrangement.]

The interiors are very similar, but the instrument panels are very different. Both have similar features in terms of electronic stability control, all-speed traction control, optional navigation systems (which thankfully have real knobs and buttons for the stereo), and dual-zone thermostatic climate control (this may be an option on lower models).

The controls are a little odd, with an unusual cruise control on a stalk on the top left of the wheel, which seems far less user-friendly than the standard Japanese flat stalk on the right of the wheel (a la Mitsubishi and Toyota). The headlight control has stiff, loud detents, making it clicky and somewhat cheap-feeling in comparison to current controls. The "variations of gray" wood-free interior is somewhat cold compared with many other cars in this price range. [What did I say? Did I not say it looked sterile - like an operating room?] We do appreciate the use of a foot brake, given the lack of a manual transmission, though we'd prefer the stick option!

The climate control has dual thermostats, one for each zone, using a simple knob design with the temperature marked on the panel; just twist to put it where you want it. It's simple and it works better than fancier systems.

There is a lot of storage space, with a large central box that includes Chrysler's cleverly designed coin holders - this time, with spaces for four coins, so you don't have to throw your pennies out the window.

The raised belt-line and low glass-to-body ratio were ostensibly designed to provide a sense of stability and protection, though we note Trevor Creed's predilection for cars that impede visibility (the

The various models will have better differentiation than in the past, with Dodges looking and feeling very different from Chryslers - though that differentiation apparently does not extend to their profiles, with both having the least amount of glass legally possible. [It's a tank!] Indeed, this look seems to be extending to the Mercedes CLE. [The Mercedes-ification of Chrysler - same look on the outside].

Names

The official word last year was to forget about the 300 Hemi C and Charger R/T, but it seems that the Charger name will be given to the Dodge version of the LX in July 2005, replacing Intrepid. The 300 Hemi C name will be used not for a ragtop but for the 300M successor, striving for continuity with the past even as they eliminate the

Other names have not yet been finalized. The basic rear drive Chrysler sedan may wear any number of badges, with "eaglecars" suggesting that New Yorker, Imperial, and LeBaron are all being considered, and that New Yorker is in the lead. We noticed that Chrysler has not trademarked these names recently, but has applied for a trademark on Catamaran [WTF?]

For the Dodge crossover, Magnum appears to be definite - the name was used by Dodge cars in the 1970s, and by Mitsubishis and Dodge engines since then.

Interesting options and features

UConnect hands-free cellphone service works with BlueTooth enabled phones Active suspension All speed traction control Infra-red backup alarm (nicely hidden in the rear bumper) Navigation system integrated into radio - but radio still has traditional knobs and buttons Power adjust pedals and telescoping, tilting steering column HID headlights Driver and passenger lumbar support Headlight washers Rain sensing wipers

Mercedes stuff

Though Chrysler had already chosen rear wheel drive before the merger, hooking up with Mercedes allowed (some say forced) the use of existing technologies, including a low-end version of the Mercedes E-class automatic transmission (the A580 electronic automatic), and versions of Mercedes' stability control, steering, front suspensions, electronics, rear suspensions, and seats. It is hard to tell how much

- if any - this has saved (or cost) in development, since DaimlerChrysler is still working hard to justify the takeover of Chrysler Corporation in the face of stockholder lawsuits, and Chrysler reportedly is paying steep royalties for their use of these components [!] (some of which are provided by outside suppliers in any case). Chrysler had already developed a five-speed automatic for trucks; it's used with the Hemi.

The rear suspension / differential is a module isolated from the body. The front suspension is cradle mounted and has dual ball joints in the lower links for added tuning ability.

A Mercedes telematic system (paid for by Chrysler) similar to OnStar, but interacting with your cell-phone if you have AT&T wireless, will be offered. We'd hope European offerings have a diesel option, since over half of vehicles sold there are diesels.

The LX cars will use the Mercedes E class traction control, electronic stability systems, axles, wire harnesses, automatic transmissions (downgraded to five speeds from six so Chrysler won't go into Mercedes turf - even as GM and Ford create a new six-speed automatic), steering columns, and other major suspension components. 20% of the Magnum's components are shared with Mercedes, according to Wolfgang Bernhard (40% of the Crossfire is Mercedes so these figures are to be taken lightly). All DaimlerChrysler vehicles are sharing a common parts bin, so in the future, that sort of differentiation will mean less; indeed, Chrysler-developed parts used on Mercedes are likely to be called Mercedes parts in future, if current proganda holds.

AutoWeek (Mark Vaughn) quoted chief engineer Burke Brown as saying that while Mercedes provided many components, "few parts are straight out the Benz bin." The front suspension was modified to have a lower roll center and wider track, for example.

Historical perspective

In 1989, the Dodge Diplomat and Plymouth Gran Fury, the final generation of a line begun with the 1960 Valiant, were finally eliminated, leaving a line of cars that was entirely front wheel drive powered. Indeed, no completely new rear drive cars had been developed by Chrysler since the Valiant itself.

Then came the Viper - and then came the LX.

The original LH (Intrepid, Concorde, Vision) series was designed to be either front or rear drive, but strong sales meant that the company never had to actually make any rear wheel drive versions. But in the end, the market research showed executives that people were leaving cars for SUVs in droves, in search of V8s, rear wheel drive, a high riding position, and lots of extra steel between them and "those other people on the road."

The LX was reportedly in full development swing when Chrysler was bought by Daimler-Benz in exchange for...well, it was reportedly in full swing, but the process was stopped to reengineer the LX to make use of Mercedes components and technologies. Chrysler devoted one of its parts plants to making five-speed automatics based on a Mercedes design, and the electronics architecture was switched to take advantage of Mercedes' experienced with stability control. Eventually, the LX would use a Mercedes-style rear suspension, transmission, steering system, and seats, sharing 20% of its parts with Mercedes. It would also be priced well above the original vehicles, and come out much later.

The swoopy, aerodynamic design of the LH has been replaced by a squarish, SUV-style look, the 300 evoking Bentley and the Magnum evoking Dodge trucks. [What have I been saying.] However, even though the exterior remains fixed at five meters, the interior space has increased - as has crush space in case of accidents. Cargo space is still good.

The concept cars were substantially upgraded in appearance in response to comments from civilians and journalists, with many interior and exterior changes which had an overall positive effect. The interior is interesting, with good visibility in all directions except up and down.

In 1997, the plan was to have an Intrepid and Concorde replacement, each front wheel drive, as well as a 300N (5 meters), full size rear wheel drive, and either a Charger or 300 convertible. The LH platform was designed for either front or rear wheel drive and could have gone RWD at any time. Third-generation LH models with front, rear, and all wheel drive, which could all have been built together, were built as prototypes, and it would have taken less than ten minutes to switch the line from rear to front drive. Chances are if the takeover had not taken place, the LX series would have appeared in 2002.