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Chrysler2004–2018 Critical issues documented

Chrysler 300 LX: common faults & what to check

The LX is the Chrysler 300 built 2005–2012. Of the 11 faults documented for the 300, 4 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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  • Odometer history
  • Money owing
  • Reported stolen
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  • NZ owned and operated

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11

Documented faults

Critical

Most serious

$600–$3,500

Typical repair

5

Systems covered

You're looking at the LX

Everything below is narrowed to this variant. Pick a different one to change it.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Which engine is in it? These cover every year of this model.

2.7L V6· 2.7 litre3.0L V6 diesel· 3.0 litre diesel3.5L V6· 3.5 litre

A 2005 Chrysler 300 is the LX generation (2005 to 2012).

We cannot narrow the engine list to this year, so every engine this model was sold with is offered.

Start your free check on this Chrysler 300

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Chrysler 300 LXEngine not picked yet

Pick the engine above first: the 300 came with 3, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Chrysler 300 · 2005

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

See all 4 issues for this oneDocumented for the exact year and engine you picked, including 1 rated critical.
Body, brakes, suspension & interior1

01Rear Subframe Surface Rust and Bushing Deterioration

2005–2012Suspension
OccasionalSuspension $400–$3,000 to fix

LX-platform 300Cs are showing their age underneath: surface rust on the rear subframe is common, and the subframe and differential bushings deteriorate, bringing clunks over bumps and vague, wandering rear-end feel. Heavy scale rust or rotted bushings mean a subframe-out job, which is labour-heavy. Imports that lived near the coast are the worst cases.

Symptoms to notice

  • Clunks from the rear over bumps
  • Vague or wandering rear end under acceleration
  • Visible flaking rust on the rear subframe
  • Uneven rear tyre wear

What to check

Crouch behind the car with a phone torch and sight along the rear subframe for flaking, scaled rust — surface discolouration is normal at this age, flakes and holes are not. Rock the car and listen for clunks. On the drive, note any rear-end shimmy or clunk over sharp bumps. If a workshop inspection is possible: lever the subframe and diff bushings on a hoist and probe rusted sections for remaining metal.

Where to look: Underneath at the rear — subframe, its four mounting bushings and the diff bushings

Parts involved: Differential.

Ask the seller

  • “Where has the car lived — coastal or inland?”
  • “Any suspension bushings replaced?”
  • “Any clunks from the rear the seller knows about?”
Depends on the exact engine — 3 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling3

015.7 Hemi MDS Lifter Failure

Scan for MDS-related fault codes and misfire codes.petrol2005–2018Engine
CommonEngine $4,000–$12,000 to fix

Can't confirm for this car

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The 5.7L Hemi's Multi-Displacement System (MDS) deactivates four cylinders under light load to save fuel. The MDS uses special two-stage lifters that collapse hydraulically. These lifters fail prematurely due to sludging or the collapsing mechanism sticking, resulting in a cylinder dropout, oil consumption, engine knock, and in severe cases camshaft lobe destruction. NHTSA has received hundreds of complaints. Repairs require partial or full engine teardown. Many owners disable MDS via tuning to prevent recurrence.

Symptoms to notice

  • Ticking or tapping noise from engine, especially on startup
  • Engine misfire on deceleration or light throttle
  • Check engine light with cylinder deactivation or misfire codes
  • Excessive oil consumption
  • Rough running when MDS activates

What to check

  1. Scan for MDS-related fault codes and misfire codes.
  2. Listen for lifter tick on cold start and at idle.
  3. Check oil consumption history.
  4. Ask if MDS has been disabled.
  5. Inspect oil change history — extended intervals accelerate lifter failure.
  6. On high-mileage examples, budget for lifter replacement.

Where to look: Engine valve train — MDS lifters on cylinders 1, 4, 6, 7 (driver and passenger banks)

Ask the seller

  • “Has the MDS system been disabled or tuned out?”
  • “Any ticking noises, misfires, or check engine lights related to engine cylinder dropout?”
  • “What is the oil change history — intervals and oil grade?”

02NAG1 5-Speed Auto Solenoid Pack Failure

Test drive with multiple full-throttle and light-throttle shift events across all gears.2004–2018Transmission
OccasionalTransmission $1,500–$3,500 to fix

Can't confirm for this car

The Mercedes-derived NAG1 (W5A580) 5-speed automatic fitted to 300C models with 5.7 Hemi and V6 is generally robust but suffers from solenoid pack failure over time. The solenoid body controls all hydraulic shifting; when solenoids wear, the transmission exhibits harsh or delayed shifts, slip between gears, or refuses to engage certain ratios. A solenoid pack replacement is common at 150,000–200,000 km. Full fluid and filter maintenance history significantly affects longevity.

Symptoms to notice

  • Harsh or clunky gear changes
  • Transmission slip or flare between gears
  • Delayed engagement from park into drive or reverse
  • Check engine / transmission warning light with shift solenoid codes
  • Transmission stuck in limp mode

What to check

  1. Test drive with multiple full-throttle and light-throttle shift events across all gears.
  2. Check for any harshness, slip, or hesitation between ratios.
  3. Scan for transmission fault codes.
  4. Check transmission fluid level and colour — dark or burned fluid suggests neglect.
  5. Verify fluid and filter change history.

Where to look: Transmission valve body — internal solenoid pack accessed from sump pan

Parts involved: Mechatronic / valve body.

Ask the seller

  • “Has the transmission fluid and filter been changed, and when?”
  • “Any harsh shifts, slip, or transmission warning lights?”
  • “Has the solenoid pack been serviced or replaced?”

03W5A580 (NAG1) Auto — Fluid Degradation, Shudder and Torque Converter Faults

The 300C runs the Mercedes-sourced W5A580 five-speed auto behind petrol and diesel engines alike.2005–2012Transmission
CommonTransmission $500–$5,500 to fix

Can't confirm for this car

The 300C runs the Mercedes-sourced W5A580 five-speed auto behind petrol and diesel engines alike. It is durable when its fluid is right, but extremely sensitive to fluid condition: even trace water contamination causes shudder, and old fluid brings harsh shifts, torque converter lock-up faults and valve-body trouble. Many cars never had the fluid changed because it was marketed as sealed-for-life. A proper service with the correct fluid often rescues an early case; a neglected one ends in a rebuild.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Shudder or vibration at light throttle around 60-100 km/h
  • Harsh or delayed shifts, especially 2nd-3rd
  • Transmission warning or limp mode
  • Fluid on the driveway under the middle of the car

What to check

On the test drive hold light, steady throttle at open-road speed and feel for a shudder like driving over rumble strips — that is the classic fluid/converter symptom. Work through all gears and note any harshness or delay. Ask for evidence of a transmission fluid service with the correct spec fluid. If a workshop inspection is possible: check the fluid's colour and smell via the dealer dipstick procedure and read shift-adaptation values.

Where to look: Transmission — five-speed automatic behind the engine

Parts involved: Torque converter.

Ask the seller

  • “Has the transmission fluid ever been changed, and with what fluid?”
  • “Any shudder or harsh shifting?”
  • “Has the torque converter or valve body ever been worked on?”
Other Chrysler 300 engines and years7 documented issues that do not apply to the one you picked.
Engine, transmission & cooling5

01High-pressure fuel pump can break up and send debris through the fuel system, loss of power, recall Z46 (LX2 300 3.0 V6 turbo-diesel, REC-005648)

Ask for the service history and look for a dealer invoice showing Chrysler/Stellantis recall Z46 or a high-pressure fuel pump replacement.diesel2012–2015Engine
OccasionalEngine $0–$9,000 to fix

Does not apply

On the second-generation (LX2) Chrysler 300 with the 3.0 V6 turbo-diesel, the high-pressure fuel pump can fail early and shed debris into the fuel system, which can starve the engine and cause a loss of power while driving. Stellantis Australia recalled these cars in 2023 under campaign Z46 (REC-005648, the same campaign as the 3.0 diesel Grand Cherokee). When the recall was announced parts were not yet available, so check the repair has actually been done. Outside the recall, a pump failure that spreads debris to the rail and injectors is a large bill.

Symptoms to notice

  • Sudden loss of power or the car going into limp mode
  • Hard starting or cutting out
  • Engine warning light

What to check

  1. Ask for the service history and look for a dealer invoice showing Chrysler/Stellantis recall Z46 or a high-pressure fuel pump replacement.
  2. Ask if the seller got a recall letter and whether the repair was done once parts arrived.
  3. On the test drive, accelerate firmly from low speed and up a hill: any hesitation, power loss or limp mode is a warning.
  4. Check the engine warning light goes out after starting.
  5. If a workshop inspection is possible: have the VIN checked for open recalls and scan for fuel rail pressure fault codes.

Where to look: High-pressure diesel fuel pump in the engine bay, feeding the common rail and injectors

Parts involved: High-pressure fuel pump, Turbocharger.

Ask the seller

  • “Has recall Z46 (high-pressure fuel pump) been done on this car?”
  • “Has the car ever lost power or gone into limp mode?”
  • “Has the fuel pump or any injector been replaced?”

02LX2 300 eight-speed monostable gear lever rollaway recall (3.6 Pentastar V6, 2012-2014)

Ask for proof the gear lever recall software has been fitted.petrol2012–2014Transmission
OccasionalTransmission $0–$300 to fix

Does not apply

The 2012 to 2014 LX2 Chrysler 300 with the eight-speed automatic uses a spring-return electronic gear lever that always springs back to the centre, so it is easy to think the car is in Park when it is not. Drivers have got out with the engine running and the car has rolled away. It was recalled in Australia (PRA 2016/15391 and PRA 2016/15556) and the US (16V-240), and the free fix is a software update that warns the driver and stops the engine being switched off normally unless the car is in Park. The 3.0 diesel and SRT8 with the five-speed automatic are not part of this recall.

Symptoms to notice

  • Gear lever returns to the centre after every shift
  • No warning chime when the driver door opens in Drive (recall not done)

What to check

Ask for proof the gear lever recall software has been fitted. With the car stationary, your foot firmly on the brake and the area clear, select Drive, open the driver door slightly and check the car chimes and shows a warning message. Always confirm the dash shows P before you take your foot off the brake. If a workshop inspection is possible: check the recall status against the VIN with a Chrysler dealer.

Where to look: Centre console gear selector and transmission control software

Ask the seller

  • “Has the gear lever rollaway recall been done?”
  • “Has the car ever rolled away or been hard to put into Park?”

03Left cylinder head valve seat and guide wear, misfire (3.6 Pentastar V6, 2011-2013)

Start the engine from cold and listen at idle for a ticking or uneven beat; a healthy Pentastar idles smoothly.petrol2011–2013Engine
OccasionalEngine $2,500–$5,000 to fix

Does not apply

Early 3.6 Pentastar V6 engines in 2011 to 2013 Chrysler 300s can wear the valve guides and valve seats in the left cylinder head, which lets a cylinder lose compression and misfire. Chrysler admitted the problem: in the US it extended the warranty on the left head to 10 years or 150,000 miles (bulletin D-14-12) and issued service bulletin 09-002-14 telling dealers to test cylinder leakage and replace the head. Australian 2012 cars built before late July 2012 are named in that bulletin, but the extended warranty was a US program, so do not count on it here. Left alone it gets worse and the cure is a replacement head.

A removed six-cylinder diesel engine cylinder head on cardboard, valve-gear side facing up.Example of the part — not this vehicle

A six-cylinder diesel head off the engine, valve-gear side up. Cracks run between the valve seats on the face beneath.

Ll1324 · CC0 · Wikimedia Commons

Symptoms to notice

  • Check engine light, sometimes flashing
  • Rough idle or shake, worse when cold
  • Ticking or tapping from one side of the engine
  • Loss of power

What to check

  1. Start the engine from cold and listen at idle for a ticking or uneven beat; a healthy Pentastar idles smoothly.
  2. Watch the dash for a check engine light during the test drive and feel for any stumble or shake when pulling away and at steady low speed.
  3. Ask whether the left cylinder head has been replaced and ask for the invoice.
  4. If a workshop inspection is possible: scan for stored misfire codes on cylinders 2, 4 or 6 and run a cylinder leakage test on those cylinders.

Where to look: Engine bay, the left bank cylinder head of the V6 (cylinders 2, 4 and 6)

Parts involved: Cylinder head.

Ask the seller

  • “Has the left cylinder head ever been replaced, and do you have the invoice?”
  • “Has the check engine light come on or has it been treated for a misfire?”
  • “Was this car new in Australia or a US import, and what is its build date?”

043.6 Pentastar Cam Phaser Rattle on Cold Start

Cold start the engine and listen immediately for phaser rattle — a metallic tapping from the cam cover area.petrol2011–2018Engine
CommonEngine $1,800–$4,000 to fix

Does not apply

The 3.6L Pentastar V6 in second-generation 300C models (LD) exhibits a distinctive cam phaser rattle on cold startup, typically lasting 2–5 seconds until oil pressure builds. The VVT phasers run on engine oil pressure and can wear internally or stick when oil is cold and thick. Progressive wear leads to timing-related fault codes, rough cold running, and eventual phaser replacement. The fault is widespread across all Pentastar applications (300C, Journey, Cherokee, Jeep Grand Cherokee).

Symptoms to notice

  • Rattling or tapping from engine on cold start, lasting 2–5 seconds
  • Check engine light with cam timing / VVT fault codes (P0011, P0014, P0016)
  • Rough idle on cold start
  • Hesitation under acceleration when cold

What to check

Cold start the engine and listen immediately for phaser rattle — a metallic tapping from the cam cover area. Scan for cam phaser or VVT fault codes. Check oil grade and change interval — incorrect or degraded oil worsens wear. On high-mileage examples, budget for phaser replacement.

Where to look: Front of engine — camshaft VVT phaser units, both intake and exhaust cams per bank

Ask the seller

  • “Any rattle or noise on cold startup?”
  • “Has the car had any cam timing or VVT fault codes?”
  • “What oil grade and change interval has been used?”

053.0 CRD (OM642) Intake and Swirl-Flap Soot Build-Up

On the drive, judge low-RPM pull in a high gear — a healthy CRD pulls cleanly from 1,500 rpm.diesel2006–2012Engine
OccasionalEngine $600–$2,500 to fix

Does not apply

Like every OM642, the CRD's intake tracts and swirl flaps coke up with an EGR oil-and-soot paste over time, robbing low-rev response, worsening economy and eventually sticking the swirl flaps or their actuator, which brings an engine light and limp mode. It is standard practice to clean the passages and renew the swirl valve whenever the oil cooler is done, because the same teardown exposes both. Short-tripped cars soot up fastest.

Symptoms to notice

  • Flat low-rev response and worsening fuel economy
  • Engine light with intake or swirl-flap codes
  • Rough idle when warm
  • Black smoke under acceleration

What to check

On the drive, judge low-RPM pull in a high gear — a healthy CRD pulls cleanly from 1,500 rpm; boggy response with black smoke points at a sooted intake. Ask whether the intake was cleaned when (if) the oil cooler seals were done — the jobs share the teardown, and a cooler invoice without intake cleaning means the soot is still there. If a workshop inspection is possible: read swirl-flap actuator position codes and inspect the intake ports with a borescope.

Where to look: Intake manifolds and swirl flaps on both banks, under the engine cover

Parts involved: Intake manifold.

Ask the seller

  • “Was the intake cleaned when the oil cooler was done?”
  • “Any engine light history for intake or swirl-flap codes?”
  • “Is most of its driving short urban trips?”
Electrical1

01LX2 300 alternator diode failure, stalling and fire risk recall (petrol, 2011-2014)

Ask for proof the alternator recall has been done (a dealer invoice or recall record).petrol2011–2014Electrical
OccasionalElectrical $0–$1,500 to fix

Does not apply

On 2011 to 2014 Chrysler 300s with the 3.6 Pentastar V6 or 5.7 Hemi V8 and electro-hydraulic power steering, the diodes inside the alternator can crack from heat, so charging voltage drops. That can switch off ABS and stability control, stall the engine while driving, and in some cases the failing alternator can overheat and catch fire. It was recalled in Australia (PRA 2017/16284) and the US (14V-634, then 17V-435), and the fix is a free alternator replacement. Check that the recall work has been done.

Symptoms to notice

  • Battery or charging warning light
  • ABS or stability control warning lights
  • Heavy steering at low speed
  • Engine stalls or will not restart
  • Burning smell from the engine bay

What to check

  1. Ask for proof the alternator recall has been done (a dealer invoice or recall record).
  2. Start the car and watch for a battery, ABS or stability control light, and on the test drive check the steering stays light at parking speeds.
  3. Smell for anything hot or electrical in the engine bay after the drive.
  4. If a workshop inspection is possible: run the VIN through a Chrysler dealer recall check and test the charging voltage under load.

Where to look: Front of the engine, alternator on the accessory belt

Parts involved: Alternator.

Ask the seller

  • “Has the alternator recall been done, and can I see the paperwork?”
  • “Has the car ever stalled or shown a battery or ABS warning?”
  • “Has the alternator been replaced outside the recall?”
Fluid leaks1

013.0 CRD (OM642) Oil Cooler Seal Failure in the Engine V

With a phone torch, look down into the V of the engine from above for pooled oil or wet black staining — that valley should be dry.diesel2006–2012Fluid Leaks
CommonFluid Leaks $1,200–$3,000 to fix

Does not apply

The 300C CRD's Mercedes-sourced OM642 V6 diesel carries its oil cooler in the valley between the cylinder banks, and its seals are the engine's best-known weakness — owners call it the dreaded O-ring leak. Diesel weeping from the fuel filter pipework directly above accelerates the perishing. The seals themselves are cheap but they sit under the whole intake, so it is a big labour job, and left leaking it oils the alternator and starter and masks every other leak on the engine.

Symptoms to notice

  • Oil pooling or wet staining in the valley between the cylinder banks
  • Oil drips at the bell housing or on the driveway
  • Oil smell after a run
  • Slow oil loss between services

What to check

With a phone torch, look down into the V of the engine from above for pooled oil or wet black staining — that valley should be dry. Check the driveway where it parks and ask about oil top-ups. Ask directly whether the oil cooler seals have been done; on a CRD of this age an invoice for that job is a strong plus. If a workshop inspection is possible: inspect from beneath for the leak trail and confirm the source is the cooler seals rather than the filter housing above.

Where to look: Centre of the engine — oil cooler in the V between the cylinder banks, under the intake

Parts involved: Fuel filter, Alternator, Starter motor.

Ask the seller

  • “Have the oil cooler seals been replaced, and is there an invoice?”
  • “Does it lose oil between services?”
  • “Any diesel smell or leaks around the fuel filter?”

Other Chrysler models

Chrysler 300C15 documented faultsChrysler PT Cruiser5 documented faults

Chrysler 300 buyer questions

Is the Chrysler 300 reliable?

Like any used car, it depends on the specific example and its service history. Across the 11 documented faults for the Chrysler 300, the recurring problem areas are engine, electrical, and transmission. A Chrysler 300 with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Chrysler 300?

We've catalogued 11 known faults for the Chrysler 300, covering engine, electrical, and transmission. All 11 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Chrysler 300?

Most single repairs on the Chrysler 300 fall between $600–$3,500 at NZ independent-workshop rates. Some of the 11 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Chrysler 300?

Yes. A Chrysler 300 inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.