In its latest effort to “re-invent the American sedan,” Chrysler has reinvoked one of its greatest achievements.

The 1957 Chrysler 300C represented the third year of Chrysler’s first 300 series – which included the fastest American production cars then made. Resembling something designed in a grand mal of space rapture, the ’57 300C came in sport coupe and convertible form to stand at the pinnacle of Chrysler’s mid-century “Forward Look” ethic. Never mind the role that its 392 cubic-inch Hemi engine played in taking the checkered flag at Daytona Beach’s flying mile that year – from its Ghia-style grille to tailfins that cast shadows longer than the DEW line’s – the ’57 Chrysler 300C looked like a car that could do naught in a race but win it.

The original 300C was windswept, with a populuxe shape that might have scaled up to work as Brasilia’s opera house. By comparison, its 2005 counterpart has the stolid looks of a farm county bank. Sure, there are bulging wheel wells and a cool iteration of the old grille to impart a sense of the all-new 300C’s power, but these reside in a finely-chiseled ingot that’s surmounted by one of those stunted greenhouses we’d hoped had disappeared with Chrysler’s 1970s “fuselage” designs. The best thing we can say of it is that while the flagship 2005 300C comprises an interesting conglomeration of luxury styling cues, its formality contrasts poorly with its forebear’s cantilevered curve into the burning blue.

Many – perhaps you – will disagree. However, one point upon which we should all concur is the fact that the 2005 Chrysler 300 actually does go a long way towards re-inventing the American sedan.

For one thing, there’s rear-wheel drive. The all-new 2005 300 is the first large rear-drive sedan to have emerged from Chrysler since they began to disappear during the 1980s as if by imperial (albeit not, we hasten to add, Chrysler Imperial) dictate. The new car replaces the company’s front-drive LH line, which itself was a response to the several engineering arguments then made for front drive – including more efficient manufacturing costs and drive train packaging. However, such new technologies as seen in the 300C’s traction control, electronic stability programs, and anti-lock brakes have negated several of front-drive’s advantages. What’s more, rear-drive is still a much better arrangement for the management of brute horsepower. In the 300C’s case, some 340 horses emerge from its Hemi V8 to stampede the argument for its using a front-drive configuration.

The C represents the top tier in a 300 lineup that includes a base model powered by a 190-horsepower V6 and Touring model with a six tuned to deliver 250-hp. All 300s come with four-wheel disc brakes, but only the Touring and 300C models offer all-wheel-drive, antilock brakes, and traction and antiskid controls as options. All-wheel-drivers and V8s have a five-speed automatic transmission with a manual shift gate rather than a four-speed without one. However, when it comes to having Chrysler’s Multi-Displacement System (which saves fuel by de-activating four cylinders as the sedan is either idling or cruising) and 18-inch wheels in place of 17s, the C stands alone.

Sitting alone in one of the test 300C’s powered front seats, one gazes over the Bright Silver Metallic hood as it absorbs the grille’s trailing edge in a graceful taper. The car was an AWD model, fitted with dark gray leather interior that housed front advanced multistage airbags, tortoiseshell trim, a cell phone storage unit, and heated front seats. A $2,000 navigation system, $900 power moon-roof, and Sirius satellite radio brought its price up to more than $36,000.

The Chrysler’s formal yet smart-looking dash enshrouded a set of large gauges and easily reached (albeit not always easily read) controls. Here was an interior that, while permitting some thrum and growl from its tires and V8, would otherwise remain impressively quiet, its roomy, subdued atmosphere enhanced by the apparent quality and workmanship of its materials.

We drove the 300C out to some farm county marveling at the way its solid looks matched its equally solid handling and performance. Acceleration in the C still betrayed the fervid zeal its space race-inspired forebear, and, according to DaimlerChrysler, hit 60 mph in just over six seconds. Furthermore, the car’s composed ride and balanced handling is partly due to its having become the beneficiary of a few significant mechanicals borrowed from parent company Mercedes. In this way, a five-link rear suspension, along with short- over long-arm front suspension (both borrowed from the Mercedes E Class and modified to fit the 300’s longer wheel-base, wider track, and bigger wheels), provided excellent stability at highway speeds and remarkable adhesion through curves. Moreover, the car’s traction and skid-control functions permitted it to perform with confidence on dangerously wet surfaces.

Other than for the curious styling exercise and a wish to dial in about ten percent better steering response, we’d say that Chrysler might have another car here for the ages.

Now, if only it weren’t so obtuse about bringing back those tailfins …