Chrysler 300 VS Audi RS3
- 6.4 litres of scream
- Well equipped
- Standard safety
- Thirst like a dredger
- So-so dynamics
- Poor ownership package
- Tough styling
- Great engine
- Excellent handling
- Firm ride could be hard to live with
- Small dash display screen
- Interior too similar to regular A3
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|
BMW has its M-stamped cars, Mercedes has its AMG models and Audi has its performance-focused RS range. All three are taken very seriously, and rightly so, because the vehicles that wear those badges are the most hardcore road cars the three big German brands produce.
Even the smallest and most affordable (though the latter is relative) of them aren’t to be underestimated. Take the Audi RS3 Sportback, for example, which received an update at the end of 2017 that introduced a more powerful five-cylinder engine and new styling.
So, is the RS3 Sportback, with its almost 300kW and all-wheel drive, the ultimate hot hatch? Does it do anything better than its RS3 Sedan sibling? Or is it as unbearable to live with as a German flatmate who has recently discovered body building, spray tans and steroids?
|Engine Type||2.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
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 RS3 Sportback is going to take some commitment; the ride isn’t comfortable on less than great roads, but the performance payoff is outstanding. And at the same time, you have the convenience and practicality of a regular Audi A3 Sportback.
Like all RS models it’s a good compromise - just hardcore enough to be taking seriously, but just soft enough to live with every day.
What would you rather, the Audi RS3, a Mercdes-AMG A45, a BMW M140i or a Golf R? Tell us what you think in the comments below
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.
Hell yeah, there is. The RS3 Sportback is the hatch version of the RS3 Sedan, and it looks like a serious weapon - impressive, given it’s based on the incredibly sedate-looking A3 Sportback. Audi is magnificent at doing the Clark Kent-into-Superman trick, transforming its regular models into RS heroes.
There’s that big gloss-black grille with its quattro lettering and the splitter which wraps around under it, making the hatch look wide and low. Check out the images; it looks like an evil hover-car from the front.
The RS3 Sportback looks just as potent from the back, too, with its gloss-black and finned diffuser, meaty tail pipes and a roof-top spoiler that’s so sharp-looking it would surely be confiscated from your carry-on luggage. That front-three-quarter shot shows off the widened wheel arches best, too.
Our test car wore the optional 19-inch anthracite black alloys with the five-arm design (part of the $5900 'RS Performance Package 2'), but I think the standard 19-inch alloys with the matt-titanium finish look tougher. Red brake calipers are standard, but the back matt roof rails are an option.
Our car’s 'Ara Blue crystal' paint is a $2015 option, and so is the 'Panther Black crystal'. The only paint colour you won’t have to pay for is 'Nardo Grey', and while the rest are optional, they cost less than the crystal colours (at $1495), and include 'Catalunya Red', 'Floret Silver', 'Glacier White' and 'Mythos Black'.
If only Audi was as good at transforming interiors as it is a car’s outsides. Although the RS seats look great, the rest of the interior is almost identical to a regular A3 Sportback. I’m serious, I’m staring at a shot I took of the 1.4 TFSI Sportback’s cabin and another I took of the RS3 Sportback’s side by side, and they are pretty much the same, apart from the carbon inlays (part of the optional RS Performance Package), the Alcantara steering wheel and door trim, and the ignition button.
Compared to a regular A3 Sportback, the RS3 version is 22mm longer at 4335mm end-to-end, 15mm wider at 1800mm across, and sits 15mm lower to the ground at 1411mm tall.
What are the RS3 Sportback’s rivals? As a model comparison, there’s the Mercedes-AMG A45 - which looks like it’s ready to bite you - and there’s BMW’s M140i, which is low-key looking but never to be underestimated. An outsider that’s actually so closely related to the RS3 that it would expect an invite to its wedding is the Golf R – it has a less powerful engine, but it’s built on the same platform, shares much of the same technology and costs a whole lot less.
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.
There are practical benefits to the RS3 Sportback that don’t come with the RS3 Sedan.
First, legroom is better in the Sportback, but when I sit behind my 191cm-tall driving position, my knees are still digging into that thick seat back. Headroom is good though, thanks to that high, flat roofline.
Both Sedan and Sportback seat three across the second row, but you won’t want to be in the middle seat.
The Sedan has a bigger boot than the Sportback’s 335 litres of luggage space, but the Sportback’s hatch opening is larger and those seats fold down to give you 1175 litres of space. A mini-wagon of sorts.
Cabin storage isn’t spectacular, with a small centre-console bin and two cup holders up front, plus two in the rear fold-down centre armrest. You’ll also find large door pockets up front and two slim ones in the rear.
If you like nets, then make sure you’re sitting down because there are storage nets everywhere; in the front passenger footwell, on the seatbacks and in the boot to stop your oranges rolling away.
For your electrical bits there’s a USB up front and a 12V power outlet, there’s another 12V in the second row and a third in the cargo area.
Price and features
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.
The RS3 Sportback lists for $81,900, which is not just expensive for a small car, but also compared with its Mercedes-AMG A45 rival, too - the other German undercuts it at $78,611. BMW doesn’t have a proper M rival in its 1 Series to go head-to-head with the Audi and can only offer up the M140i at $59,990, while the Golf R is $55,490.
The Audi S3 Sportback is the RS3's far less hardcore 2.0-litre, four-cylinder turbo-powered sibling, and that one costs $73,000.
So, the RS3 must come loaded with heaps of features, right? Not really. You get some great standard stuff such as the 12.3-inch virtual instrument cluster, those awesome leather RS sports seats, which are heated but manually adjustable, the Alcantara RS steering wheel with paddle shifters, adaptive cruise control and auto parking. Then there are the things you’d expect on any car such as sat nav, Apple CarPlay and Android Auto, digital radio, the 10-speaker stereo, keyless entry, dual-zone climate control and LED headlights.
Then there is some disappointment: the standard display screen is tiny at seven-inches (have you seen the giant screens in the $47,200 A200?), Qi charging is a $325 option and you can’t order head-up display even if you want one.
Want ceramic brakes? That’ll be $9500. Which is fine. Tinted rear windows will cost you $910, and roof racks will set you back $780.
There’s a mountain of safety equipment, which you can read all about below.
And if you don’t like grey then you’ll have to pay for every other paint colour. If you’re wondering how much they’ll add to the price, I’ve listed them in the section on design.
Engine & trans
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 RS3 Sportback is special. It doesn’t just get a tuned version of a regular A3 engine - that would be an insult to the whole RS tradition.
Nope, the RS3 Sportback has a unique 2.5-litre five-cylinder turbo-petrol lurking under the bonnet, complete with red bits on the engine cover (have a look at the images).
Five-cylinder turbos are a big part Audi’s performance history, and the one in the RS3 is the same that’s in the Audi TT RS, and with an identical output of 294kW (just under 400 horsepower) and 480Nm. The previous RS3 had a five-cylinder engine, too, but this new one is lighter, more efficient and more powerful.
How fast is the RS3 Sportback? It’s quick; we’re talking 0-100km/h in 4.1 seconds. The TT RS is about 0.2s quicker, but the RS3 is having to shift 70kg more weight, at 1510kg all up.
Mash the accelerator and Audi’s quattro system sends the drive instantaneously to all four wheels through an active centre differential, with gears being shifted - quicker than you or I could - by a seven-speed dual-clutch automatic. No manual gearbox, I'm afraid.
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 drove the RS3 for a week and put about 200km on the clock, but my actual fuel-testing route took in 81km and covered commuting from my house to the CBD in peak-hour traffic, plus a loop through the national park. For that fuel test I used 11.18L of 98RON (measured at the pump), which gave me fuel consumption of 13.8L/100km. The trip computer reported an average of 12.7L/100km.
Can you guess what Audi’s figure is for a combination of urban and open roads? Officially, the fuel economy should be 8.4L/100km, which is doable with motorways and conservative driving added into the mix.
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
If you’re going to live with the RS3 Sportback then you’re going to need to be committed.
The standard wheels are fairly big at 19-inches, the rubber is super low profile and the suspension is on the ‘ouch’ side of firm. So unless the roads around your home are super smooth, the ride is going to be less than comfy.
Our test car was fitted with the RS Performance Package 2, which adds Audi’s 'Magnetic Ride', but even with that clever adaptive damper system set in its cushiest Comfort mode, the ride is still firm. I don’t need to tell you that, with my wife and four year old in the car, the dampers were always in Comfort, and even then my captive audience complained.
For reasons unknown even to me, I personally spent way too much of my time with the dampers in Sport. And combined with our car’s Pirelli P Zero 235/30 R19 tyres at the front and 235/35 R19 at the rear, the ride on Sydney’s patchwork, potholed streets teetered on unbearable. On one mission to the supermarket about 5.0km away, I developed a headache just because of the jarring ride.
But when I was finally on a smooth and twisty bit of country road I quickly forgot the pain of travelling though the city. To be honest, out there in the hills on amazing roads, there were times when I wished the suspension was firmer and that the car was tauter.
Composed, controlled, confident and sharp, the RS3 Sportback is agile, with great turn-in and steering that’s always telling the driver through the wheel everything that’s going on. There’s a moment of turbo lag, but the power comes barging in before you can whinge about it.
Dynamic mode sharpens the throttle response, quickens the shifts, adds weight to the steering and firms up that suspension even more. The exhaust note also become throatier; snarling and crackling on the down-shifts. The traction is outrageous, too, and the grip from those Pirelli P Zeros is outstanding.
The RS3 seats are as good to sit in as they look – comfortable under you, supportive around you. But I’m not a fan of Alcantara steering wheels; they’re grippy if you’re wearing racing gloves but feel slippery in dry bare hands. Also, have you seen how they wear? Google it and prepare to be disgusted.
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.
The RS3 Sportback has a five-star ANCAP rating. Along with seven airbags, there’s an impressive amount of advanced safety equipment including AEB, lane-keep assistance, blind-spot warning, rear cross-traffic alert and road-sign recognition.
For child seats, you’ll find three top-tether mounts across the second row and two ISOFIX points on the outboard seats.
You’re not going to find a spare wheel, the RS3 has puncture repair kit.
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).
The RS3 Sportback is covered by Audi’s three-year, unlimited-kilometre warranty. Servicing is recommended every 12 months or 15,000km. It’s a bit disappointing that RS models aren’t eligible for the servicing plan that can be purchased for regular models.