Audi A4 VS Chrysler 300
- Beautiful inside and out
- Terrifically comfortable
- Excellent tech
- a bit restrained
- warranty looking short
- not very emotional
- 6.4 litres of scream
- Well equipped
- Standard safety
- Thirst like a dredger
- So-so dynamics
- Poor ownership package
Audi's A4 is one of those cars that everybody likes. Despite wearing a German badge, it doesn't feel the need to bellow about itself. If anything, the A4 is so subtle you have to check it's not either its smaller sibling the A3 or its larger one, the A6.
In 2019, the A4 has a bit of a blue on its hands - the new BMW 3 Series is a belter of a car. The rivalry is now freshly-fired, with the 3 lifting its game in every single area, including the interior. And the C-Class is still going strong.
The A4 isn't a whole new car, though, it's the mildest of mild refreshes of a model we've had here for just over three years.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
You may be sensing an increasing level of hype around hybrid and full battery-electric vehicles. In fact, it feels like the automotive world has gone full-fat bananas over ‘electro-mobility’.
At least car manufacturers have, with Tesla’s entertaining antics disrupting the status quo, and causing virtually every mainstream brand to get on board the zero-emissions express.
But of course, the other side of that equation is demand. The rush to meet ever tightening emissions regulations (and save the planet in the process) fails to recognise the fact that not everybody wants a ZEV… yet.
The days of big-bore, more is good, internal combustion propulsion aren’t over yet, and Chrysler, like the rest of the ‘Murican Big Three’ is keeping traditional muscle car enthusiasts happy.
In fact, we’re in the midst of a US horsepower arms race not seen since the late 1960s and early ‘70s, and Chrysler’s SRT (Street & Racing Technology) performance subsidiary is leading from the front with a variety of over-the-top Hellcats, Demons and Red Eyes.
Australia has recently picked up a whiff of that action with the utterly mad 522kW Jeep Grand Cherokee Trackhawk, but the only slightly unhinged SRT version, and this car, the Chrysler 300 SRT, have been around for some time.
Launched here in 2012, the second-generation version of the 6.4-litre naturally aspirated sedan was discontinued in the USA in 2014. But sensing a large sedan-sized opportunity as local manufacturing from Ford, Holden and Toyota went the way of the Dodo, the local FCA team negotiated a continuation deal.
Think of the 300 SRT as America’s M5 or E63. A full-size performance sedan with a thick layer of luxury laid over the top, but at around one third the price.
|Fuel Type||Premium Unleaded Petrol|
The 2019 Audi A4 is a classic case of failing to break something that wasn't broken. It's a pretty suave, elegant looking thing and that philosophy extends to the technology and the drive experience. It's such an easy to car to look at, live with and drive.
At this price point, you probably want a car to move your heart a bit, and that's where the A4 might fall short for some. But it's awesomely comfortable, quiet and powerful, shrugging off whatever you can throw at it.
It stands apart from its rear-wheel drive rivals with its quattro all-wheel drive and the elegance of its design.
Does the A4 have what it takes to combat the resurgent 3 Series? Tell us what you think in the comments below.
The Chrysler 300 SRT is a big, fast, well-equipped and super-comfortable point-to-point tourer that’s also able to soak up the stresses of a city commute with ease. It’s also showing its age in terms of design, obscenely thirsty, dynamically flawed, and offered with a bottom-of-the-class ownership package. A fun place to visit but make sure you’re ready for permanent residency.
Thinking about some muscle gain? Tell us what you think in the comments section below.
The update to the A4 hasn't changed much, so it's as it was - calm, cool and sophisticated. The new, wider grille is an improvement - when you see the two grilles side-by-side, the bigger one just looks better and the front and rear bumper detailing is different. Nothing major.
Current Audi design thinking is starting to carefully add curves, but the nearly four-year old design of the A4 is resolutely straight-edged.
I don't mind that, but if you're looking for a bit more 'look at me', you'll have to go to the S4 or RS4. Even S line doesn't do a huge amount to toughen up the A4's visual appeal apart from the very cool design of the new for this year Audi Sport wheels.
The horizontal themes and gentle stacking of visual elements is calming and the materials are superb. Run your finger along the climate controls and enjoy the visual and tactile quality. Just a little thing, yes, but it's a lovely cabin. The ambient lighting is also nifty if you have it fitted.
And I'm still a big fan of the jet-fighter style transmission selector.
The NSW Highway Patrol has adopted the 300 SRT as its weapon of choice, and psychologically I reckon they’re onto a winner.
A high waistline, small glasshouse and big 20-inch rims combine to give the 300 a chunky, take-no-prisoners stance. And this intimidating beast filling the mirrors is enough to make even the most determined speedster drop their bundle.
Except for the SRT badge at the back, the exterior is a chrome-free zone, with black finish on the big honeycomb grille, window frames, and dark chrome wheels dialing up the overall air of menace.
The rear view is similarly imposing, with a large slab of almost right-angular boot lid topped by a pronounced body-colour spoiler.
At this point, we have to call out less than perfect panel fit. On our test car for example the intersection of the bonnet and front clip above the headlights was messy with inconsistent shut lines and poor alignment.
Inside not much has changed over the current 300’s seven years on sale, and the design lacks the integrated approach of more modern competitors.
An 8.4-inch colour media touchscreen sits in the centre of a squared oval panel between the central air vents and under an analogue clock, that shape bearing no resemblance to the form of the heating and ventilation control panel below it or the instrument binnacle alongside.
A mass of buttons confronts the driver across the centre stack, steering wheel and door, while genuine carbon fibre inserts add a racy if slightly ironic touch in a close to 2.0-tonne car.
Leather and suede sports front seats look (and feel) the business, and the strongly illuminated gauges are divided by a 7.0-inch multifunction display including a clear digital speed read-out. Which is just as well, because the fussy increments on the analogue dial are hard to read.
As a mid-size sedan, it's not especially roomy, but is fine for four adults. The rear seats are comfortable with decent head and legroom, but you won't want to be much taller than six feet before you'll feel the pinch. Having your own climate control zone in the back is rather nice, though.
There are two cupholders in the front and another pair in the rear, and each door will hold a modestly-sized bottle.
The centre console is relatively shallow and topped by an armrest and that's where the USB ports are to connect your phone to the MMI.
The glove box is cooled, so it's a good place to keep your Mars bars, I guess.
Like all the mid-size German sedans, the boot is a suspiciously uniform 480 litres (I'm guessing it's probably more than that) and is a usefully clean shape.
At just under 5.1m long, 1.9m wide and close to 1.5m tall the 300 SRT is a sizeable machine, so it’s no surprise there’s plenty of room inside.
Those up front are provided with a pair of cupholders in the centre console (complete with heating or cooling at the press of a button), storage bins and medium-size bottle holders in the doors, a long oddments tray and a small storage cubby (with 12-volt outlet) near the gear shifter, as well as a sunglasses holder in the overhead console and a big glove box.
There’s also a lidded storage box between the seats, complete with sliding tray, two USB ports, an ‘aux-in’ jack and a 12-volt outlet. Even old school nicotine enthusiasts are catered for with an ashtray insert ready to slip into one of the cupholders and a cigarette lighter to drop into the main 12-volt socket.
Rear seat passengers pick up a fold-down centre armrest with two cupholders and a lidded oddments box, decent door bins with bottle holders, as well adjustable vents at the back of the centre console, two USB ports, and switches for the standard heated rear seats.
Sitting behind the driver’s seat set for my 183cm position I had ample legroom but only adequate headroom. There’s enough shoulder room for three adults across the rear, but the broad transmission tunnel throws a spanner in the works when it comes to centre foot room.
The fully-lined boot is nicely trimmed, with a pair of flip-out bag hooks (22kg capacity), load tie-down anchors, and useful lighting included.
Volume is 462 litres, enough to fit our three-piece hard suitcase set (35, 68 and 105 litres) lying flat on the floor, or the CarsGuide pram, with heaps of room to spare. A 60/40 split-folding rear seat adds extra space and flexibility.
In the case of a flat tyre your only option is a repair/inflator kit, and it’s worth noting towing capacity for the SRT is the same 450kg for a braked or unbraked trailer, where the standard V6-powered 300C can tow a 1724kg braked trailer.
Price and features
The A4 45 TFSI quattro S line is a fairly long name and, obviously, wants to give you an idea of exactly what kind of car it is. The 45 TFSI bit I'll explain in more detail later, but it means a 2.0-litre turbo four-cylinder, the quattro bit indicating it drives all four wheels and S line means some shiny wheels and other bits and bobs.
Starting at $70,300 before on-road costs, it's clearly head-to-head with the BMW 330i. Out of the box, you get 19-inch alloys, a 10-speaker stereo, three-zone climate control, reversing camera, keyless entry and start, a comprehensive safety package, front and rear parking sensors, cruise control, the 'Virtual Cockpit', electric front seats, sat nav, auto LED headlights, auto wipers, leather trim, power everything and a space-saver spare.
A 10.1-inch screen graces the dashboard and is controlled by a rotary dial on the console. Audi's 'MMI' system include Android Auto and Apple CarPlay (without any of BMW's subscription nonsense), DAB+, CD and DVD player. MMI is an excellent system and coupled with the digital dashboard Audi calls Virtual Cockpit, it's a bit sci-fi inside.
'Our' car had a bunch of individual options: sunroof ($2470), metallic paint ($1950), nappa leather ($1950 and very nice, if you must know), a colour lighting package ($520) privacy glass ($1105) and heated front seats ($780)
The $1300 S line Sport package switches the 19s for Audi Sport five-spoke design with titanium look, dashboard and headlining in black, various aluminium trim bits and perforated leather, sport front seats with Alcantara and leather and a flat-bottomed steering wheel.
The $2470 'Assist Package' adds adaptive cruise with stop and go (it'll keep you moving in traffic semi-autonomously), active lane assist, pre-sense front (senses you're about to, or might, have a crash) collision avoidance assist, auto high beam and turn assist (tries to stop you turning across oncoming traffic).
The 'Parking Assistance Package' brings 360 degree cameras and auto parking for $1235.
The 'Technik Package' adds the excellent matrix LED headlights a Bang & Olufsen 3D Sound System and head-up display for $5600 - that's a fair bit, but the matrix LEDs tend to be very expensive on their own.
All of that adds up to a hefty $89,680 as tested.
A list price of $74,950 (before on-road costs) buys a whole lot of car, equipment, and performance, with that figure only gaining entry to a pack of next-size-down options from Europe and Japan.
A $5k spread from $71-76,000 covers the Alfa Giulia Veloce ($72,900), Audi A4 45 TFSI Quattro ($73,300), BMW330i M-Sport ($70,900), Infiniti Q50 Red Sport ($74,900), Jaguar XE P300 HSE R Dynamic ($71,940), Lexus GS300 Luxury ($75,931), and Merc C 300 ($71,800).
And aside from the extra cubic inches under the hood and sheetmetal in the body, the 300 SRT’s standard features list is long, including dual-zone climate control, keyless entry and start (plus remote start), heated and ventilated front seats, heated rear seats, heated leather-trimmed SRT flat-bottom steering wheel, heated/cooled front cupholders, power boot lid release, electric steering column adjust (height and reach), plus eight-way electrically-adjustable driver and front passenger seats (with four-way power lumbar adjust on both and radio/seat/mirror memory on the driver’s side).
Also standard are auto headlights (with auto level and auto high beam), rain-sensing wipers, power-folding exterior mirrors (with defrost), nappa leather and suede seat trim, 825-watt, 19-speaker harman/kardon audio (including digital radio), sat nav, Android Auto and Apple CarPlay, a 7.0-inch instrument cluster display, the 8.4-inch colour media touchscreen, and 20-inch forged alloy wheels.
There are plenty of other safety and performance features, which we’ll cover in later sections, wrapping into an impressive standard package at this price point. And ‘our’ test car featured the ‘SRT Luxury Package’ ($4750) adding a monster dual-pane glass sunroof, premium leather trim on the instrument panel, centre console and door trims, as well as premium floor mats front and rear.
The standard colour choice is black and white… ‘Gloss Black’ or ‘Bright White’, with ‘Silver Mist’, ‘Ceramic Grey’, ‘Granite Crystal’, ‘Maximum Steel’ and ‘Velvet Red’ optional, and ‘Ocean Blue’ available to specific customer order.
Engine & trans
The A4 45 TFSI translates to Audi's 2.0-litre four-cylinder turbo developing a not inconsiderable 185kW/370Nm.
Using Audi's seven-speed dual-clutch auto transmission, all that heads to all four wheels through the company's famed quattro system. You'll see the ton in just 5.8 seconds.
Forget hybrid, forget turbos, the Chrysler 300 SRT is powered by 392 cubic-inches of Detroit iron… although the 6.4-litre ‘Apache’ V8 is actually built in Mexico.
The engine’s block is indeed cast iron although the heads are aluminium, with the ‘Hemi’ name derived from its hemispherical combustion chamber design.
It’s naturally aspirated, direct fuel-injected and produces 350kW (470hp) at 6150rpm and no less than 637Nm of torque at 4250rpm.
Drive goes through an eight-speed automatic transmission to the rear wheels with a limited-slip diff standard.
The official combined cycle figure is listed at 6.5L/100km, and do you know what? I reckon you could get pretty damn close to that.
My week was almost exactly 50 per cent highway and 50 per cent urban battling and the outcome was an indicated 7.7L/100km.
If some of it had been of a less enthusiastic nature, I'm confident that number would have dipped under 7.0L/100km. Not bad.
A model of fuel efficiency this car is not. Claimed economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.0L/100km, the 300 SRT emitting 303g/km of CO2 in the process.
Over roughly 300km of city, suburban and freeway running we recorded 18.5L/100km (at the bowser), and the on-board computer threw up some horrifying short-term numbers as we explored the car’s performance potential.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 70 litres of it to fill the tank… regularly.
I had forgotten how quiet and smooth the A4 is. It may be that this mild 2019 update has further suppressed pretty much every sound, making this cabin the calmest in the class.
The A4 took us up to the Blue Mountains in virtual silence, only the garbage surface of Sydney's appalling M4 motorway ruffled the interior calm.
On that same motorway is one of the laziest pieces of road engineering, a join to a bridge that can sometimes be a bit hair-raising in softly-sprung cars and downright insulting in stiffer cars.
The A4 handled the resultant heave with exceptional ease and comfort, but watching the other cars ahead was as amusing/terrifying as ever. It made me appreciate how well sorted the A4's springs and dampers are.
And the same impression came from winding our way up the Great Western Highway to Katoomba, with its variety of surfaces, corner types and inclines.
The body control is impressive but the ride is super-refined, remarkable given the huge 19-inch wheels.
The 2.0-lite TFSI is impressive in just about any Audi it's installed in, and in this latest A4 it's even quieter and more remote. The stop-start is unobtrusive and as you cruise to a stop cuts out at higher speeds than most.
There is little to complain about - while the steering is certainly a big improvement over the previous (B8) A4, it can feel a little artificial and light.
The quattro drivetrain is entirely fuss-free but does take the edge off the handling, especially relative to the more natural steering feel of the 3 Series.
Not everyone's worried about that sort of thing, and that's perfectly reasonable.
Roll onto a smooth, dry surface, engage the SRT’s standard launch control function and you’ve dialled in the ability to storm from 0-100km/h in a ludicrously rapid 4.5sec.
Unlike smaller capacity turbo engines, the big atmo Hemi takes a while to develop maximum torque (637Nm), hitting peak pulling power at 4250rpm. Keep the throttle pinned and full power (350kW) is achieved on the cusp of the rev limiter at 6150rpm.
All this fire and fury is accompanied by a beautifully brutal V8 roar courtesy of an active exhaust which tweaks the pulsing note it produces according to drive mode and throttle position. It’s hard not to love it, complete with rude pops and crackles on the over-run.
Beware though, this car is relatively loud all the time, so you’ve got to hope the love affair is a long-term one.
Suspension is by a short and long arm (SLA) and upper A-arms at the front, with a five-link set-up at the rear, and Bilstein adaptive dampers all around.
The switch between Comfort and Sport is swift and marked, with the latter best kept for billiard tables and race circuits. Around town ride in the more compliant setting is agreeably smooth.
Push the big 300 along your favourite backroad and you know you’re asking two tonnes of metal, rubber and glass to move against its will.
The eight-speed auto responds well in manual mode (with wheel-mounted paddles), and the grippy sports front seats do decent job of keeping their occupants stable and balanced, but the sheer mass of this car means you’re never going to get a corner-carving hot hatch-like experience.
And despite a chunky, leather-trimmed sports wheel, the hydraulically-assisted ‘SRT Tuned’ steering isn’t exactly the last word in road feel or sharp response.
Having said that, the fat 20-inch (245/45) Goodyear Eagle F1 rubber grips hard with minimal impact on ride quality, and in a more relaxed mode the SRT is a stress-free and comfortable tourer.
Big acceleration is balanced by big brakes, with beefy ventilated rotors (360mm fr / 350mm rr) clamped by Brembo four-piston calipers front and rear.
The system’s outright power is impressive but can be abrupt on initial application at around town speeds, until you get used to greasing the pedal pressure in.
‘SRT Performance Pages’ allows you to scroll through multiple real-time data screens (timers, G-force, engine performance, etc), which is fun, with outputs downloadable to a USB stick or SD card. The 19-speaker harman/kardon audio system absolutely cranks, and the active cruise control works intuitively, without the frustrating conservatism (taking forever to pick up the throttle) of some other systems
The A4 ships with eight airbags, ABS, stability and traction controls, blind spot sensors, brake assist, rear cross traffic alert, exit warning, active safety bonnet, driver attention detection and brake force distribution.
There are also three top-tether anchors across the back seat and two ISOFIX points.
The A4 scored a maximum five ANCAP stars, the highest available, in February, 2016. This car had a few extras and all were welcome, but had no effect on the ANCAP rating.
The 300 SRT hasn’t been assessed by ANCAP or Euro NCAP, but the NHTSA in North America has given the 2019 Chrysler 300 a four-star safety rating (from a possible five).
In terms of active tech a lot of major boxes are ticked, with AEB a notable exception.
Standard features include, ABS, ‘Ready Alert Braking’ (primes system when driver lifts off the brake pedal quickly), ESC, ‘Electronic Roll Mitigation’, traction control, forward collision warning, lane departure warning, blind spot monitoring, rear cross path detection, and advanced brake assist.
A ‘Rain Brake Support’ function is triggered by the rain-sensing wiper system to periodically ‘wipe off’ the brake rotors with the brake pads, keeping them as dry as possible in the wet. And Chrysler has cleverly piggy-backed ‘Knock Back Mitigation’ into the arrangement.
In aggressive cornering front wheel assemblies can flex, pushing the brake rotor against the brake pads and ‘knocking’ them back into the caliper, potentially leading to an alarmingly long pedal the next time the brakes are applied. Not a factor in the 300 SRT, with the pads automatically pushed up into their optimum position.
If, despite all that, a crash is unavoidable, the airbag count runs to seven (dual front, dual front side, dual curtain and driver’s knee), and the front head restraints are active.
There are three child seat/baby capsule top tether points across the back seat, with ISOFIX anchors on the two outer rear positions.
Audi is stubbornly sticking with a segment-competitive three-year/unlimited kilometre warranty and chucks in roadside assist for the same period.
If you keep servicing your car at an Audi dealer, you get another 12 months of roadside with every service.
Audi likes you to return to the dealer every 12 months or 15,000km and you can either take your chances on the day or pre-pay up to three years/45,000km of servicing for $1710 or five years for $2700.
As you can see, the longer plan is better value for money (both are substantially cheaper than the diesel service plan).
The warranty world has moved significantly in recent months, and the 300 SRT’s three year/100,000km warranty is now well off the pace.
Kia moved to seven years/unlimited km in 2014, and there are whispers of the Korean brand shifting to 10 years sooner rather than later.
Service is required every 12 months/12,000km, and no capped price servicing program is currently offered.
With the caveat that labour rates will inevitably vary between dealerships, Chrysler Australia estimates five year standard servicing cost at $2590 (including GST).