Hyundai Genesis VS Chrysler 300
- Spec list
- No V8 option
- No diesel option
- 6.4 litres of scream
- Well equipped
- Standard safety
- Thirst like a dredger
- So-so dynamics
- Poor ownership package
Anybody who doubts that Hyundai is gunning for the number one in the world has rocks in their head. Big heavy ones. Korean companies do not settle for anything less than number one. The second-generation Genesis (our first taste here in the Antipodes as the gen-one had its steering wheel on the wrong side) is proof.
What's different about Hyundai's unstoppable rise is the way they're going about it. They've always done their own thing in Korea, reinventing themselves time and again when they strayed off the beaten path.
The Genesis is a gamble for a Korean company in foreign markets whose default setting for luxury is marked, Britain or Germany. If Hyundai gets the Genesis wrong there will be howls of derision, or at best patronising pats on the back - "Nice try, you'll get there one day". But if they get it right...
|Fuel Type||Regular 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 Genesis is not quite a match for cars twice its price but it makes you think what's possible. It doesn't have the dynamic brilliance of a BMW or the self-assured faultless execution of a Mercedes. Lexus ought to be worried, though - why would you have an LS when you could have this? The only answer is 'badge'.
The Genesis is an epoch-making car for the Korean manufacturer. As the company has got better, there are fewer excuses for overlooking it. While the Genesis is pitched into a shrinking market, it's not really meant for the average i30 buyer to buy, but to see.
It's bristling with tech and is not only a halo car but a shot across the bows of both Lexus and the Germans. Attached to that shot is a note: "We're coming for you." In other words, Hyundai got it right.
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 Genesis is like no other Hyundai. For a start, it's gigantic - it looks easily as big as a BMW 7 Series (it isn't) with the road presence to match. There's a lot of BMW from most directions, but with a sharper approach to the creasing and character of the sheet metal.
Towards the rear it's more BMW 6 Series Gran Coupe and is all the better for it. The style is understated and technocratic.
The big wheels from the Ultimate pack help make it look lower and sleeker, too.
Inside is also very Germanic, but with a bit more of a Lexus feel. Our car had the lighter leather which meant that the wood and the metal materials didn't necessarily work well together.
The interior is expertly put together and feels like it will last forever.
On Australian-delivered cars there is just one Hyundai badge, sitting proudly on the boot - you get the feeling this was debated long and hard and when the decision was made to go for it, a big one was chosen.
However, the winged Genesis branding takes pride of place everywhere else. When you approach the car at night and the puddle lamps come on, the Genesis logo is projected on to the ground, crisp and clear.
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.
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 only way to describe the Genesis' pricing is aggressive - kicking off at $60,000, it's the most expensive Hyundai money can buy, but with a spec list like this, you won't feel at all short-changed.
Your sixty large buys you a huge cabin with a seventeen speaker stereo, auto headlights and wipers, LED ambient lighting inside and out, dual-zone climate control, keyless entry and start, powered front seats which are heated and cooled, satnav, front and rear parking sensors, and plenty of other bits and pieces.
Our car had the $22,000 Ultimate package, adding 19-inch alloys, blind spot sensor, front and side cameras, around-view display, real leather, more adjustments for the driver's seat, ventilated seats in the front, heated rear seats, panoramic glass sunroof, acoustic glass, heads-up display, powered bootlid and LED foglamps.
You can have a lot of the more useful features in the $11,000 Sensory Pack. It's a good middle ground that, for example, features the excellent heads-up display.
The 9.2-inch screen splits the asymmetric air-conditioning vents. The software is unique to the Genesis and a huge leap forward over the rest of the Hyundai range - classy, smooth graphics, a good responsive screen.
You control the seventeen speaker stereo from here, which kicks out a rich sound and an impressive Bluetooth performance - rear seat passengers can also run the stereo from their armrest. The satnav is detailed and chatty, while the excellent heads-up display shows a configurable information set in strong, clear graphics.
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 Genesis is powered by Hyundai's own 3.8-litre V6 developing 232kW and 397Nm, mated to Hyundai's eight-speed automatic transmission.
Despite weighing just under two tonnes, the Genesis completes the dash to 100km/h in 6.5 seconds.
It has a claimed 11.2L/100km on the combined cycle. In what must be a first, we got below that, averaging 10.8L/100km over two weeks. And that's without stop-start fuel-saving to blunt the effect of lot of city driving.
We'd still like to try the V8 - only available in left-hand drive markets - though.
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.
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.
At five metres long, with a ride firmly pitched in the luxury camp, the Genesis is not going to tempt you into a track day, even with rear wheel drive.
Sitting in the back of the Genesis, it's easily as good as the German and luxury Japanese competition. The seats are hugely comfortable, there's ample head, leg and shoulder room and it feels lot nicer than anything within a bull's roar of its price.
No matter where you sit, it's an incredibly quiet car. The engine is a distant whoosh, the tyre noise muted and there's almost no wind or ambient noise. It's supremely comfortable and the excellent stereo will wash away what little noise does invade.
It certainly feels its weight from the driver's seat, with a competent, soft turn-in, but if you're wanting sudden movements, this isn't the car for you.
On fast flowing roads you can have some fun, but things will get floaty and that will quickly kill that fun. The ride and isolation from the rest of the world is completely worth it.
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
Nine airbags, traction and stability control, lane departure warning, forward collision control, ABS, brake force assist and distribution and traction and stability control bring the ANCAP count to five stars.
The Sensory and Ultimate packs add blind spot sensors and around view cameras.
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 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).