Used Chrysler 300 2nd Gen (2011-2023): Buyer's Guide

The 2012 Chrysler 300 has 424 NHTSA complaints on file. The 2023 Chrysler 300 has 5. Same LD platform. Same basic silhouette. Same three-engine lineup. The difference is not the car. It's which years and which powertrain you pick. Buy wrong and you're dealing with alternator fires, TIPM electrical failures, and cam lobe destruction. Buy right and you're driving one of the better highway cruisers in the used market at a price German competitors can't touch.

This guide covers the entire second-generation run from 2011 through the final 2023 model year. It's organized by powertrain, because the 3.6L V6 and 5.7L HEMI V8 are genuinely different reliability propositions with different failure modes, different cost profiles, and different inspection checklists.

This Generation at a Glance

The second-generation Chrysler 300 launched for the 2011 model year on what Chrysler called the LD platform, a substantial rework of the original LX platform that underpinned the 2005-2010 cars. The big changes for 2011: a 3.6L Pentastar V6 replaced the older V6 options, the interior was redesigned with a more premium look, and the exterior got a sharper, more formal presence.

The most important moment in the generation's life came in 2012: the ZF 8-speed automatic transmission replaced the older 5-speed across V6 models, transforming the driving experience and highway fuel economy. V8 models transitioned to the 8-speed by 2013.

The second critical date is 2015. A mid-cycle refresh brought a new front fascia, revised interior materials, updated Uconnect infotainment, and running changes that addressed many of the early-production quality issues. NHTSA complaint data confirms the impact: complaints dropped from 305 in 2013 to 97 in 2015.

After 2019, the 300 was essentially frozen. No major updates, no new tech. Chrysler kept building it with the same proven powertrain lineup through the final production run, which ended December 8, 2023.

See current Chrysler 300 inventory and pricing across all years.

Powertrain and Trim Breakdown

3.6L Pentastar V6 (2011-2023): The Reliable One, With Caveats

The Pentastar V6 is what most used 300 buyers end up with. It's the engine in every Touring, Touring L, and most Limited and 300S models. At 292 horsepower it's not slow. At 23 MPG combined it's acceptable for a full-size sedan. The good news is that mechanically, this engine is solid. The bad news is that it has two well-documented failure modes that every buyer needs to check before handing over money.

Oil filter housing failure. The Pentastar's oil filter housing and cooler assembly is plastic, mounted between the cylinder banks where heat is highest. This housing warps and cracks over time, causing oil and sometimes coolant to leak from the center of the engine. Forum threads going back over a decade document this failure. Chrysler discontinued the OEM plastic housing because of it. The repair is $400-$800 using an OEM replacement, or $200-$300 using the Dorman 926-876 aluminum upgrade, which is what the shops that know this engine recommend. Labor at a shop adds $300-$500 more. Early 2011-2013 cars have a slightly different housing design with a bypass valve tower, so the Dorman aluminum unit doesn't fit them directly. Verify compatibility before ordering.

Alternator failure with fire risk (2011-2014 only). NHTSA recall 14V-634 covered approximately 1.3 million vehicles including the 2011-2014 Chrysler 300 equipped with the 3.6L engine and 160-amp alternator. The alternator diodes can fail in multiple modes. In the worst case, the alternator shorts to ground, drops electrical system voltage to the point where ABS and ESC shut off, and can catch fire. Chrysler replaced the alternator free of charge for affected vehicles. If you're considering a 2011-2014, run the VIN through the recall lookup before the test drive. A car where this recall was never completed is a car to walk away from.

ZF 8-speed hunting and shuddering. The ZF 8-speed transmission is one of the better automatics of its era when it's properly maintained, but it's adaptive and can adapt badly. Owners on 300cforumz.com and 300cforums.com consistently describe a shudder or gear-hunting behavior under light throttle, particularly at highway speeds when the car can't decide between two gears. In most cases, a transmission fluid flush followed by a TCM reset resolves it. Black metal-flecked fluid at 90,000 miles means neglect has done damage. Change fluid every 60,000 miles whether or not the car asks for it.

Uconnect screen delamination. This one is platform-wide, not engine-specific. The gel adhesive inside the infotainment touchscreen separates, creating visible bubbling or clouding that spreads from the edges inward. Stellantis never issued a recall. Dealer replacement runs $1,400-$3,400. A reputable third-party repair service runs $400-$750. A DIY screen swap costs $250-$300. Run your finger across the screen surface on any test drive. If it feels uneven or you see hazing at the corners, that expense is coming.

Valve cover gaskets. A slower, lower-stakes leak than the oil filter housing. Gaskets become brittle and crack at 70,000-100,000 miles. Signs are an oil smell at operating temperature and a film of oil on the top of the engine. Repair runs $200-$400.

What owners love about the V6: It's genuinely quiet at highway speeds. The AWD option (not available with V8) pairs well with V6 efficiency for buyers in snow-prone regions. Owners who bought expecting mediocrity report being pleasantly surprised by the combination of ride quality and fuel economy.

5.7L HEMI V8 (2011-2023): The One You Really Want to Inspect

The 5.7L HEMI is why people buy the 300. It sounds right, it pulls hard from low RPM, and at 363-372 horsepower it turns the 300 into a proper highway vehicle. The problem is that this engine has a documented failure mode that's expensive to fix and easy to miss on a casual test drive.

MDS roller lifter failure: the most important issue to understand. The HEMI's Multi-Displacement System (MDS) deactivates four cylinders at cruise to save fuel. The MDS lifters that make this work receive reduced oil flow during normal operation. When the MDS solenoid isn't active, the lifter bore receives essentially no dedicated oil supply. Oil passages the size of pinheads get clogged by sludge from infrequent oil changes. The roller needle bearing inside the lifter seizes. The seized roller grinds the camshaft lobe flat.

The repair requires replacing the cam and all affected lifters, plus the gaskets and labor to open the engine. Cost: $2,500-$5,000 depending on how much the mechanic finds once it's apart. The most affected engines are from the 2009-2015 production run, when the MDS design had less robust oil delivery. Post-2015 HEMIs have the same architecture but owners and forums report somewhat better reliability with the same oil change discipline.

Symptoms in order of progression: First, a rhythmic metallic tick that follows engine RPM and does not fade after the engine reaches operating temperature. (A brief 2-10 second rattle at cold start that disappears completely is harmless bleed-down, not a lifter failure.) Next, a misfire code. P0307 (cylinder 7 misfire) is the classic HEMI misfire signature because cylinder 7 is in the MDS deactivation group. Finally, a rough idle and loss of power.

Prevention requires oil changes every 5,000 miles on a HEMI. The maintenance minder may suggest 8,000-10,000 miles. Ignore it. Used 300 owners on HEMI forums are unanimous that the 10k interval is too long for MDS-equipped engines. Some owners go further and install an MDS delete tune ($300-$500 from vendors like Diablosport or Pulsar) to permanently disable cylinder deactivation, keeping constant oil flow to all lifter bores.

Spark plug cost at tune-up time. The HEMI has 16 spark plugs, not 8. A tune-up that costs $100-$150 on the V6 runs $200-$400 on the V8. Not a disaster, just a number to know.

Timing chain. At very high mileage (150,000+) the timing chain guides wear. It's not a common failure point in the normal used-car mileage range but worth asking about if you're looking at a high-mileage example.

What owners love about the HEMI: The exhaust note, which is distinctive without being obnoxious. The torque curve, which is flat and accessible from 2,000 RPM. Owners of V8 300s routinely describe them as effortless highway vehicles that are underappreciated precisely because the badge says Chrysler rather than Mercedes or BMW.

6.4L HEMI: SRT8 (2012-2014) and the Final 300C (2023)

Two different cars, both using the 6.4-liter Apache HEMI with different states of tune.

2012-2014 SRT8: 470 horsepower, Brembo brakes, Bilstein sport suspension, performance summer tires. These are muscle sedans, not luxury cruisers. Common issues mirror the 5.7L HEMI on lifters and cam lobes, plus ignition coil failures at higher mileage and rear parking sensor failures that owners report as a nuisance. The bigger concern with an SRT8 is unknown history. These cars attract enthusiastic drivers and occasional track day participants. Look for heat-bluing on the rotors, uneven tire wear patterns, and any sign of modified engine management.

2023 300C final edition: Approximately 2,000 units built, 485 horsepower, a factory-standard HEMI setup with no MDS deactivation concerns (the 6.4L does not use MDS). These carry a $5,000-$15,000 premium over a comparable 2023 300S on the used market. They're the collectible end of this generation. Carbon buildup on the intake valves is a high-mileage consideration since the 6.4L is direct-injected, and carbon doesn't get washed off valves the way it does in port-injected engines.

Trim-Specific Notes

Touring / Touring L: The entry point. V6 only, always RWD on Touring, heated front seats added on Touring L. These are the cleanest value buys if you don't need the V8 or luxury features. Expect the fewest dealer-installed options and the simplest maintenance profile.

300S: The sport-oriented trim. No chrome exterior, sport-tuned suspension (noticeably firmer), paddle shifters, blacked-out trim. V6 comes standard, V8 is optional. The 300S with the V8 is arguably the best driver's package in the lineup: sport chassis with HEMI pull, minus the luxury comfort-over-handling trade-offs of the 300C. AWD is available on 300S in V6 configuration.

300 Limited: The comfort mid-range. Heated and ventilated front seats, chrome accents, more sound deadening. V6 standard, V8 optional. AWD available. A good target for long-distance buyers who want comfort without the full premium of the 300C.

300C / 300C Platinum: Top of the luxury trim hierarchy. V8 standard. Heated and cooled front seats, rear sunshade, heated rear seats. The Platinum adds massaging front seats and a premium sound system. AWD was not available on the 300C in later years. If you find a 300C with AWD, it's an early-generation unit (2011-2012) before the option was dropped.

SRT8 (2012-2014): Worth the premium only if you want the performance suspension and brakes along with the power. Don't pay SRT8 money for the engine alone. The SRT-specific chassis makes the car a genuinely different driving experience; the engine on its own can be replicated in a 300S V8 for less money.

Which Model Years to Target Within This Gen

The 2012 and 2013 are the cars to avoid outright. NHTSA documented 424 and 305 complaints respectively, including 16 fire incidents in 2013. The alternator failures, TIPM electrical meltdowns, and first-year 8-speed transmission adaptation problems all converged in those model years. Even if the recall has been completed, you're buying a car that went through significant stress before anyone knew how to fix it.

The 2017 is the sweet spot for most buyers. It has CarPlay and Android Auto (which the 2015-2016 do not). It's three years into the post-refresh reliability improvement curve. The HEMI tick problem is still present if oil changes were skipped, but the odds of finding a well-maintained 2017 are better than a 2012. NHTSA shows 82 complaints against a large production volume.

The 2019-2021 range is worth targeting if budget allows. These cars gained nothing new after 2017 but they're also the cleanest examples available in the $14,000-$25,000 range depending on trim and mileage.

Pre-Purchase Inspection Checklist

For Any V6 Pentastar

• Park on a clean surface. After a short test drive, look under the center of the engine. A wet oil drip or film between the cylinder banks means the oil filter housing is failing or failed.
• Open the hood and smell the engine at operating temperature. Fresh oil smell mixed with coolant is the oil/coolant crossover pattern from a cracked housing.
• Check the Uconnect screen: warm the car up for five minutes, then examine the display edges and center for bubbling or uneven surface texture. Run your finger lightly across the screen.
• On 2011-2014 cars: run the VIN through CarScout's recall lookup before anything else. If NHTSA recall 14V-634 shows as incomplete, that car is a no.
• Test the ZF 8-speed at 35-45 mph with light throttle. Hold steady speed. If the transmission hunts between gears or shudders during light acceleration, note it but don't walk away immediately. A fluid flush and TCM reset often resolves it. Use it as a negotiating point.

For Any 5.7L HEMI V8

• Cold start is your most valuable diagnostic moment. Start the car from fully cold (overnight). Listen for the first 30 seconds. A brief clatter or rattle for 2-10 seconds that disappears completely is normal oil bleed-down. A tick that settles in, follows engine RPM, and persists after the engine reaches 185°F operating temperature is a failing lifter. Walk away.
• Ask the seller for oil change receipts. A HEMI with documented 10,000-mile oil change intervals is a higher-risk engine than one serviced every 5,000 miles.
• Ask if an MDS delete tune has been installed. This is often a sign of a proactive owner, not a cover-up.
• After the cold start check, drive the car to operating temperature and ask for an OBD scan. P0307 or any other cylinder-specific misfire code is a HEMI warning sign.

For the 6.4L SRT8

• Check rotor condition. SRT brakes are large and expensive. Uneven wear, deep scoring, or blued rotors suggest track use or hard stops.
• Ask about tire history. Worn summer tires replaced with all-seasons mean the car was likely driven hard.

For All Models

• Check all four windows, the sunroof (if equipped), and Uconnect touchscreen response time.
• Run the VIN. The Chrysler 300 has enough model years and recall history that a clean VIN check is the first filter, not an afterthought.

Running Costs

According to RepairPal, the average Chrysler 300 owner spends $631 per year in maintenance and repairs. That number climbs meaningfully if you've bought a 2012-2013 with unresolved electrical issues, or a HEMI with documented oil change neglect.

The V8 spark plug job deserves a line item in your budget. Sixteen plugs at a dealer runs $200-$400 more than a V6 service. Do it every 100,000 miles, not 30,000. The factory-spec NGK or Champion plugs rarely cause trouble before 100,000 miles; early replacement is unnecessary expense.

Frequently Asked Questions

Is the Chrysler 300 5.7L HEMI reliable? It can be. The HEMI's weak point is the MDS roller lifter, which depends on oil change discipline to survive. Engines maintained at 5,000-mile oil change intervals routinely reach 200,000+ miles. Engines serviced on 10,000-mile intervals show cam and lifter failures as early as 90,000 miles. The cold start test is the most reliable field diagnostic: a tick that persists at operating temperature is a failing lifter.

Which Chrysler 300 years should I avoid? The 2012 and 2013 model years have the highest NHTSA complaint rates in the generation: 424 and 305 complaints respectively. Both years saw alternator fires, TIPM electrical failures, and early ZF 8-speed adaptation issues. The 2011 is also a caution year as the generation's launch. Target 2016-2019 or 2021-2023 instead.

How many miles does a Chrysler 300 last? With consistent maintenance, both the Pentastar V6 and 5.7L HEMI reach 200,000-250,000 miles. The V6 has fewer high-mileage failure modes if the oil filter housing has been proactively addressed. HEMI longevity correlates directly with oil change frequency. Examples with clean service records have reached 300,000 miles; examples with 10,000-mile oil change histories often need a cam job before 150,000.

Is the Chrysler 300 AWD worth it? AWD is available on V6 models only. It adds roughly 2 MPG penalty and costs more at purchase. The system itself is reliable if the transfer case fluid has been changed every 50,000 miles, which many owners skip. For buyers in snow country who want RWD-based dynamics without a set of winter tires, yes. For the highway cruiser use case most 300 buyers have, RWD is fine.

What's the difference between the 300S and the 300C? The 300S is sport-focused: no exterior chrome, firmer suspension, paddle shifters, blacked-out trim. It comes standard with V6 and the V8 is optional. The 300C is luxury-focused: chrome accents, ventilated front seats, heated rear seats, rear sunshade. It comes standard with the 5.7L V8. Both are strong choices, but they're aimed at different buyers. The 300S V8 is the driver's car. The 300C is the road-trip car.

Bottom Line

If you're buying with the V6, target a 2016-2019 with documented service history. Inspect the oil filter housing and Uconnect screen on the test drive, run the VIN for the alternator recall on anything 2011-2014, and budget $300-$800 for the oil filter housing upgrade if it hasn't been done.

If you're buying with the HEMI, the 2017-2019 300S V8 is the sweet spot: post-refresh reliability, pre-frozen-in-time feature set, and enough used-car mileage to reveal whether the previous owner maintained the engine. The cold start tick test is non-negotiable. Walk on any HEMI with a persistent RPM-following tick.

Run every VIN through a recall check. CarScout members can track price drops on specific Chrysler 300 trims and years at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from 300cforums.com, 300cforumz.com, chryslerforum.com, Allpar Forums, and carcomplaints.com. See the full Chrysler 300 market data for current pricing and inventory.