The ride in the 300C is very smooth and solid without any weakness that we could find in a half day of hard driving, and we wouldn't change a thing. Its 120-inch wheelbase comes within half a foot of the big Chrysler 300s from the 1950s, but in overall length this new 300 is nearly two feet shorter than those behemoths. Result: great ride, reasonable parking.

And the cornering is good enough that higher-performance tires should be made available. The 300C comes with Continental all-season tires, P225/60R18, but they squeal early and don't do justice to the chassis. Chrysler engineers have gotten the rack-and-pinion steering right; it's just the right amount of weighty, and provides a secure feeling. The power assist is constant-rate and not speed-sensitive; it's been a while since we felt a constant-rate system, and we like its accuracy. It felt heavy but not big, and was responsive and confident.

We tossed the big 300C from side-to-side through switchback turns, and it beautifully maintained an even keel, with an insignificant amount of body lean, especially considering that it's called a family sedan, not a high-performance sports sedan.

Driving the 300C hard over some twisty mountain roads, the big Bosch-built brakes really did the job. In fact, we called them "great" in our notes, inspiring surprising confidence in a car that weighs just over 4000 pounds. The front brakes on the 300C are bigger and better than those on the V6 models, with 13.6-inch vented rotors and dual-piston calipers compared to 12.6 inches and single-piston. The 300C rear rotors are 12.6 inches and vented (same size but unvented in the other models). Antilock brakes with electronic brake distribution, which balances front and rear, are standard on all but the plain 300.

With brakes big enough for towing, the 300C is rated to tow up to 3800 pounds, using a trailer hitch available from the Mopar catalog. Part of the reason for the rebirth of the large rear-wheel-drive sedan (Ford and Cadillac are there too) is that buyers are beginning to ask what they need an SUV for. But mostly, with 390 pound-feet of torque, you sure won't be getting in anyone's way with your trailer.

Chrysler claims a 0 to 60 time of 6.3 seconds for the 300C, but it feels quicker than that. It won't snap your neck, because it does have two tons to carry, but you'll love the deep growling Hemi exhaust note along the way. And that big torque can't be underestimated for its fun and convenience.

This V8 introduces an important new technology: a system that shuts down four of its eight cylinders when the power isn't needed. The transfers from 8 to 4 to 8 cylinders happen in 0.04 seconds, and are undetectable by the driver. As a result, the Hemi is a 340-horsepower engine that can get up to 30 miles per gallon while cruising at 60 mph on the freeway. So if you want to cruise with a light foot, you're only using four cylinders and half as much gas.

But if you prefer a heavy foot, the SRT8 is the most impressive 300 of all. This model is not a hot-rod in the traditional American sense, which might be described as rough or even crude. Rather, the SRT8 is more a complete performance upgrade, in the fashion of European models such as the BMW M cars or the Mercedes-Benz AMG models, with improvements to the brakes (from Brembo) and a suspension tuned to match the big engine without beating up the people inside.

The SRT8's Hemi is a big engine, 6.1 liters in displacement, and tuned for free revving and immediate throttle response. The result is 425 horsepower and 420 lb-ft of torque, and in this sense the SRT-8 is like the muscle cars of the '60s. Floor the accelerator, even for a second, and it shoves heads back into headrests. Keep it floored and you'll be talking to the local law enforcement before you realize. If you love the rush of acceleration, the SRT8 is hard to beat, but unfortunately it does not come with the Multi Displacement System. Instead, it comes with a $2,100 Gas Guzzler tax.

Still, focusing on engine performance underestimates the SRT8. It's very well sorted, and probably the best balanced American-brand performance sedan we've tested in some time, if balance is defined as a mix of grip, responsive handling and decent ride quality. From the driver's perspective, it's one of the more entertaining, satisfying and (again) interesting sedans available today. Compared to more expensive European competitors, the SRT8 is a bargain, given its price and performance potential.

We also did some miles in a 300 Limited with the 3.5-liter V6 engine, which we found to have quite decent power even after we'd been driving the 300C. Get the AWD version for its sharp-shifting Mercedes-Benz five-speed automatic transmission (built in Kokomo, Indiana), rather than the Chrysler-made four-speed that comes with rear-wheel drive.

We haven't had a chance to drive the 2.7-liter V6, but it's got a proven record as used in other Chrysler vehicles, and for the 300 it's been modernized with a new intake manifold providing more torque, and electronic throttle control.