The second-generation Chrysler 300 (LX/LD platform) arrived in Australia for the 2012 model year, offering a large, rear-wheel-drive sedan at a price point below European rivals. Australian buyers could choose the 3.6-litre Pentastar V6, the Mercedes-derived 3.0-litre CRD diesel, or the 6.4-litre SRT8 HEMI V8 — all paired with a ZF 8-speed automatic. The 300 has a devoted following, but it carries well-documented quirks that used-car buyers need to know about before handing over money.
3.6-litre Pentastar V6 — left-bank cylinder head and rocker arms
The 3.6-litre Pentastar is the heart of most 300s sold here and is generally durable, but early 2012 and early-2013 examples had two distinct failure modes.
Left cylinder head failure
Valve seats and guides in the left (rear-facing) cylinder head were prone to premature wear, particularly around cylinder two. As the seats erode, compression drops and the engine misfires or starts consuming oil. FCA extended the warranty on affected units to 10 years in the US and instructed dealers to replace the head if left-bank leakage exceeded 25 per cent. Ask whether the left head has been replaced on any 2012–early 2013 V6 you inspect — a recent head swap is actually reassuring.
Rocker arm failure
The Pentastar's roller rockers use tiny internal needle bearings. When they wear or collapse, the roller seizes and grinds across the camshaft lobe, scattering metal through the oil. First sign is a persistent ticking on start-up. Repairs mean replacing all twelve rockers on the affected bank and checking the camshaft — budget $1,500–$3,000 at an independent workshop.
Oil filter housing and cooler leak — 2012–2013 Pentastar V6
The plastic oil filter housing/cooler assembly on 2011–2013 Pentastar engines is a notorious failure across the FCA range. Heat cycling causes it to warp and crack, producing oil or coolant leaks that pool in the engine valley. The fix is the revised aluminium housing introduced for 2014, which bolts straight in (but requires the later oil filter for all future changes). Access requires removing the intake manifolds, so labour is significant — expect $600–$1,200 at an independent workshop. Check the engine valley carefully on any pre-2014 V6 you inspect.
ZF 8-speed automatic — rough and jerky shifts
All second-gen 300s use the ZF 8HP automatic, which is in principle an excellent gearbox. Early calibration on the 300 — particularly 2012–2013 models — produced complaints of harsh 1–2 downshifts and cold-start juddering that felt like dropping a manual clutch. Chrysler issued TSB 18-027-14 covering a TCM/PCM software update, which resolved most cases. A minority needed valve body replacement. If a car you are inspecting shifts harshly, confirm whether the software has been updated before assuming the gearbox is at fault. Transmission fluid should be changed around every 60,000 km regardless of Chrysler's "lifetime fill" guidance.
TIPM — the electrical gremlin at the heart of the car
The Totally Integrated Power Module (TIPM) is the combined fuse box, relay block and body controller — and on 2011–2014 Chrysler 300 models it is a documented weak point shared across the wider FCA lineup. When the TIPM begins to fail, the symptoms can seem baffling:
- Horn sounding or wipers activating without warning
- Fuel pump relay failure — car cranks but won't start, or the fuel pump runs continuously
- Doors locking and unlocking on their own
- Battery draining overnight even with a healthy battery
- ABS, traction control or airbag warning lights illuminating
- Windows, heated seats or other accessories ceasing to work
A new TIPM costs $1,500–$2,500 from a dealer; rebuilt units are available for less, and some auto electricians can repair the failed relay in-situ. Note also that the V6 in 2011–2014 cars was subject to US alternator recall campaigns for units that could fail abruptly — check service records for any charging-system work on an Australian-delivered car.
3.0-litre CRD diesel — swirl port motor and EGR
The Mercedes-derived 3.0-litre CRD diesel, offered in Australian 300C models, is a capable engine but has two well-documented issues discussed heavily on Australian owner forums.
The swirl port actuator motor sits directly beneath the turbocharger in an oily, heat-soaked location. Oil mist from a joint in the turbo intake pipe drips onto the motor and causes it to fail, triggering a check-engine light and sometimes a reduced-power mode. Replacement requires dropping the turbo for access — budget $500–$1,000, more if the intake pipe also needs replacing. Many CRD owners fit an oil catch-can as a preventive measure; some have the swirl flaps deleted entirely as a long-term fix.
EGR valve fouling is the other recurring complaint, especially on city-driven examples. A clogged EGR causes rough idling, hesitation and smoke. Check whether the EGR has been deleted on any diesel 300 you inspect — a deletion will throw a fault code and MIL light, but it is common practice among CRD owners.
Suspension — control arm bushings
The lower control arm bushings on the second-gen 300 tend to crack and deteriorate from around 80,000–100,000 km, producing vague steering and a clunking sensation over bumps. Chrysler sells the complete arm, but independent specialists can press in improved aftermarket bushings for less. Allow $500–$900 for a front-end refresh including alignment.
Recalls & safety
The second-generation Chrysler 300 has been involved in multiple recall campaigns in Australia administered through the ACCC Product Safety recall system. The most significant is the Takata airbag inflator recall, which affected Chrysler 300 vehicles across a wide span of model years including MY2013 (7,486 vehicles in that batch alone) and MY2014–2015. A defective Takata inflator can rupture its metal housing under the forces of deployment, projecting metal fragments toward occupants — this is a safety-critical issue, not a minor inconvenience.
Carify has recall data mapped for the 2013 Chrysler 300 — check that page to see the specific campaigns recorded for that model year. You can also browse all Australian vehicle recalls and the broader car problems and recalls hub. Before purchasing any used 300, verify with the ACCC Product Safety portal or the selling dealer that all open recall work has been completed, particularly the Takata airbag remedy.
Buying a used Chrysler 300? What to check
- Takata airbag status first. Confirm the recall has been completed — this is a compulsory national remedy.
- V6 engine valley: Look for oil or coolant residue indicating a leaking plastic oil filter housing. On 2012–2013 models, ask about left cylinder head history.
- Cold start: Idle from cold and listen for rocker-arm ticking. Any persistent metallic tap warrants further investigation.
- Gearbox behaviour: Provoke 1–2 downshifts in city traffic. Harsh jerks point to outdated TCM software or a valve body issue.
- Electrical sweep: Test horn, windows, door locks, wipers and aircon — a failing TIPM can mask individual faults.
- Diesel check: Look for any check-engine light related to swirl port or EGR, and ask about oil catch-can fitment.
- Service records: Confirm transmission fluid changes and completed recall work.
Run a VIN check or PPSR check to uncover finance encumbrances, write-off history and stolen vehicle records before committing.
The verdict
The second-generation Chrysler 300 is a genuinely compelling used buy — large, comfortable, RWD and available with a proper V8 at sharp prices. Its main known issues (the early left-bank head, the plastic oil housing, the TIPM and ZF calibration) are concentrated in 2012–2013 models and are often already resolved on higher-mileage cars. A 2014-onward example with verified service history and completed recalls is a significantly lower-risk purchase. Budget for a pre-purchase inspection by a workshop familiar with FCA products, and confirm every recall is closed. Do that, and the 300 is one of the better-value large cars in the Australian used market.