In the past, any time I had driven any of FCA’s Charger/Challenger/300 family of cars, it always had a Hemi under-hood. Sometimes it was the result of good luck; other times, it was because I specifically requested it. But when given the choice of a smaller engine or a V8, I’d always pick the larger, less efficient choice. I could’ve had a V8!

That’s why, leading up to this test, I wondered if with every push of the starter button, I’d wish my 2018 Chrysler 300S AWD tester was fitted with the bigger engine. Where once big American sedans with V8s were commonplace, these days with few exceptions they’re propelled by tiny turbocharged four- or six-cylinder engines.

And while these little mills may provide adequate oomph and thoroughly impressive efficiency, they will never be as melodic as a V8. Chrysler’s 3.6L Pentastar V6 is a very good engine - one I’ve appreciated in various forms of Jeep over the past few years. And truthfully, here in the 300S it works very well, too. It’s a smooth engine and the 300 hp it provides in this guise is more than enough to move the big car along swiftly.

Those who’ve grown accustomed to turbocharged engine torque may feel the normally aspirated V6 is a little soft in its bottom-end power delivery, but most buyers are unlikely to complain. Students preparing for college this fall were not yet born when Ralph Gilles penned the previous-generation Chrysler 300 design. This car here is the new-generation 300. Of course, “new” is a relative term and Chrysler’s big sedan has seen minimal change since 2011 - a veritable eon in the auto industry.

The same can still be said for this 2018 model. And finished in rich Velvet Red Pearl with most of the chrome bits blacked out, this S-trim should continue to appeal to everyone from baby boomers to wannabe rap stars for years to come. The more luxurious C trim level features two-tone interiors with surprisingly decadent quilted, Nappa leather and open pore wood. Our S tester has plain black plastic trim, instead, that contributes to the serious, but decidedly un-exciting interior aesthetic. Ergonomically, the 300 remains sensibly laid out, with primary controls operated by large knobs and simple buttons.

What’s more, this year Chrysler has added Apple CarPlay and Android Auto to its already intuitive Uconnect infotainment system. And having grown accustomed to them on various other models, the rotary dial gear selector doesn’t bother me either. I would, however, wish to control seat and steering wheel heat functions with a button, rather than digging through a few menu screens, and the turn signal also doubles for wiper control, but these are minor complaints.

55,000. A similarly equipped (and sized) Buick LaCrosse or Ford Taurus Limited are priced roughly the same, but then, the entry-level pricing for the more contemporary Lincoln Continental and Cadillac CTS is also right in that same wheelhouse. 50,000. Some of the black, plastic trim looks and feels cheap in the cabin. The steering wheel cap that goes over the airbag doesn’t nest into the steering column as smoothly as it does on most premium cars these days.

And even the windshield washer jets sprout from the hood like two pimples and dribble fluid onto an otherwise clean hood. These are little details, but ones that would grate on someone who was passionate enough about cars to pick something that looks as impressive as the 300 does. 55,000 is also a lot to spend on a car that drives okay, too.

The 300 was developed in the early 2000s alongside then-corporate-stablemate Mercedes-Benz E-Class mid-size sedan. This was a good thing since it gave the Chrysler the solid structure from which to work up some stable handling traits. The ride too, remains impressive, with enough suppleness baked in to absorb the monstrous potholes littering Southern Ontario’s roads this winter, but neither handling nor ride are any better than the competitors.

The 300S AWD also weighs in at nearly 2,000 kg, which is a lot, and it reminds the driver that it’s not a sport sedan but a boulevard cruiser, despite its sporty looks (and slightly stiffer S-trim suspension). The steering, too, is numb of any significant road feel, yet is artificially weighted in the interest of making it feel sportier.