When people think of the Chrysler 300 nameplate, they usually picture the legendary letter cars of the 1950s and ’60s, or the modern LX-based sedans that brought HEMI® V8 power back to Chrysler showrooms. But tucked in between those eras sits a model that’s often overlooked—the 1979 Chrysler 300. It wasn’t just another Cordoba clone with badges; it was the last true performance-oriented 300 ever offered until Chrysler revived the name decades later. And because of its limited run, its timing during Chrysler’s financial struggles, and the strict emissions environment of the late ’70s, this car holds a special place in Mopar history.
A Cordoba With Muscle Intentions –
The 1979 Chrysler 300 was based on the personal-luxury Chrysler Cordoba, a car more often remembered for plush interiors and Ricardo Montalbán ads than tire-smoking performance. But the 300 wasn’t about cushy excess; it was about reviving a heritage. Chrysler’s engineers gave the Cordoba platform real muscle by standardizing the biggest V8 still available—the E58-coded 5.9-liter (360 cubic-inch) four-barrel V8.
This wasn’t just any 360. The E58 was the same high-performance engine found in police-spec Mopars of the late 1970s, a motor renowned for its toughness and speed. It cranked out 195 horsepower and 280 lb-ft of torque, numbers that may not sound huge today but were impressive in the late ’70s when emissions rules had gutted most V8s.
The engine breathed through a Carter ThermoQuad four-barrel carburetor, known for its massive secondaries that could gulp air and fuel when the driver mashed the throttle. A compression ratio of 8.2:1 allowed it to run on unleaded regular fuel while still delivering above-average output. Inside, the E58 carried upgrades like a high-performance camshaft and a windage tray. Many units also came with cast crankshafts paired with beefier connecting rods, making the package durable enough to withstand the rigors of police pursuit duty. That durability carried over to the 300, giving buyers confidence they weren’t just buying flash, but reliability too.
Backing the engine was Chrysler’s rugged A727 three-speed TorqueFlite automatic, paired with a 3.23 performance axle ratio. Unlike most Cordobas, the 300 also came with heavy-duty suspension, power front disc brakes, upgraded shocks, and a dual exhaust system. Together, these features made it one of the most driver-focused Mopars you could buy in 1979.
Compared to the base 318 or the detuned two-barrel 360s available elsewhere in Chrysler’s lineup, the E58 was a serious leap forward. It was Chrysler’s way of sneaking a hot-rod heart into a personal-luxury coupe—essentially reviving the old “banker’s hot rod” formula for a new generation. Buyers got a car that looked refined and upscale but packed enough punch to remind people that Chrysler still knew how to build a performance machine, even in the middle of the malaise era.
Limited Production And Unique Exterior Details –
Production was very limited, with 4,292 cars built in total—3,811 for the United States and 481 for Canada. Of those, only 200 were optioned with removable T-tops, making them especially desirable today.
Every U.S. model came standard in Spinnaker White (EW1), accented by red and blue pinstripes that ran along the sides, across the mirrors, and down the trunk lid. Canadian buyers got something even rarer: a handful of cars painted Red, the only non-white 300s ever produced.
The 300 distanced itself from its Cordoba roots with unique touches. The car never wore a Cordoba badge anywhere. Instead, it sported 300-logo’d rear quarter windows, a tri-colored badge beneath those windows, and a crosshair-style grille that echoed the look of the original 300 letter-series cars. Out back, the taillights carried integrated 300 logos, while the car rolled on 15-inch aluminum turbine wheels with 300-logo center caps. Chrysler even added faux front fender louvers, and though it retained the Cordoba’s quad-headlamp setup (new in 1978), the overall package gave the 300 massive road presence.
A Special Interior –
Inside, Chrysler gave the 300 a cabin that was far more performance-oriented than its Cordoba sibling, but not without some leftover luxury touches. The most obvious elements included red Corinthian leather bucket seats with metal seatbelt buckles, a passenger recline function, paired with red carpet, and a matching red headliner. The center console and instrument panel featured engine-turned applique trim, setting a racy tone, and a factory tachometer was mounted in the cluster.
Other unique details included a leather-wrapped three-spoke sport steering wheel (with variations depending on column type: non-tilt cars got a three-spoke with a round pad, while tilt cars received a two-spoke with a triangular hub). The dashboard carried a “Three Hundred” tri-color badge, while the door panels had 300 identification emblems to reinforce the car’s special status. A new digital Chrysler chronometer clock replaced the Cordoba’s flip-style unit from a couple of years prior, adding a touch of modern flair.
Still, the Cordoba influence hadn’t been completely erased. The upper door trim, radio knobs, shifter top, and headlight pull knob retained their original woodgrain finish, which clashed with the otherwise performance-driven look of the 300’s cabin. It was a curious mix—luxury leftovers blended with sporty accents—but it gave the car a unique personality that set it apart from everything else in Chrysler’s lineup.
Performance In A Tough Era –
It’s important to remember the timing. By 1979, the muscle car era was dead. Gas prices were high, emissions standards were tight, and horsepower ratings had fallen across the industry. Chrysler itself was in dire financial shape, leaning heavily on government loans for survival. The 300 arrived as almost a last gasp of performance before Lee Iacocca’s small-car strategy took over.
Compared to what was on the road at the time, the 1979 Chrysler 300 was quick. The E58 gave it respectable acceleration, while the firmer suspension and tires offered sharper handling than the soft Cordoba base. It wasn’t a dragstrip monster like the HEMIs of the past, but in context, it stood as one of the few American performance coupes left standing.
Why It Matters Today –
The 1979 Chrysler 300 is significant because it represents the final chapter of the original 300 performance lineage. It was a special-edition, limited-run car that carried forward the spirit of Chrysler’s letter-series vehicles in a market dominated by downsizing and efficiency mandates.
Because of its rarity—fewer than 4,300 produced—the 1979 Chrysler 300 has become a true collectible among Mopar enthusiasts. Many view it as the last “real” Chrysler 300 before the nameplate began to drift away from its banker’s hot rod heritage. The later 300M of the late 1990s carried some of that performance spirit, but it had originally been conceived as an Eagle Vision replacement before that brand was discontinued. When Chrysler introduced the LX-platform 300 in the mid-2000s, the car returned with big power and rear-wheel drive, but it was positioned as a mainstream model. That move took away some of the exclusivity that had once made the 300 nameplate so special.
Legacy –
The 1979 Chrysler 300 might not have been the most powerful Chrysler ever built, but it was bold, rare, and true to the brand’s performance roots at a time when the industry was backing away from horsepower. By evoking the spirit of the old “banker’s hot rods,” it gave buyers in 1979 one last chance to own a Chrysler that blended luxury with performance. And with the E58 engine under its hood, it proved that Chrysler still knew how to build a serious driver’s car.
Want to see more about our 1979 Chrysler 300? Be sure to check out The Mopar Junkie on YouTube, where we dive deeper into this rare piece of Mopar history.
1979 Chrysler 300 Image Gallery:
