Audi RS3 VS Chrysler 300
Audi RS3
Likes
- Impressive build and materials quality
- Overall performance
- You won’t grow out of it in a hurry
Dislikes
- How much power is too much?
- Front seats a bit flat at speed
- Sportback looks a bit derivative
Chrysler 300
Likes
- 6.4 litres of scream
- Well equipped
- Standard safety
Dislikes
- Thirst like a dredger
- So-so dynamics
- Poor ownership package
Summary
Audi RS3
After teasing us with the S3, all-wheel-drive version of its A3 sedan and hatch (Sportback in Audi-speak), Audi has finally given us the full-fat, RS3 variant of the same car. Any time you see an `R’ and an `S’ on the badge of an Audi, you know it’s the full nine yards in terms of all-wheel-drive grip and engine performance. And the RS3 is no different.
The power is enormous, the grip prodigious and the attitude is way tougher than any other A3 variant. It’s also well equipped, safe and nicely put together. But is that extra `R’ worth the added price of admission? And is this more Audi A-Series than you really need?
The other question is, given that the S3 is such a resolved package with its own shot of high-performance, do the numbers stack up for the RS3 version? How much is too much?
| Safety rating | — |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 8.3L/100km |
| Seating | 5 seats |
Chrysler 300
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.
| Safety rating | |
|---|---|
| Engine Type | 6.4L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 13L/100km |
| Seating | 5 seats |
Verdict
Audi RS37.4/10
If conventionally powered cars really are on the endangered list, it’s vehicles like the Audi RS3 that will remind us what we’ve lost. There’s so much fun to be had in this car, that you really need to take it to a track to tap into it safely and responsibly. And there’s the rub.
While there’s no doubting the RS3’s potential, neither is there any doubt that the driveline absolutely dominates the experience. In fact, we reckon the S3 with its more modest (but still ample) performance and friendlier nature is probably the smarter car for the everyday. It’s also cheaper by about $20,000 and while it lacks the aggressive looks, it’s still a charming car. Perhaps all the more charming for its easier-going nature and balance of abilities.
So why buy the RS3? Because it’s the one that will keep you entertained for longer if you’re a serious enthusiast driver. But if you don’t plan to use the car for track days, there’s a strong argument that the RS3 is way more car than you’ll ever need. Of course, that sentiment never stopped performance-car lovers, did it?
Chrysler 3007/10
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.
Design
Audi RS37/10
While the overall shape of the RS3 suggests evolution rather than revolution, the RS3 treatment has led to a much sportier look. We still reckon the sedan is the pick of the two body styles, mainly because it looks a bit more aggressive. Certainly, though, an aggressive look is not something either version backs away from, and those deep, wide blacked-out honeycomb grilles front and rear give the thing lots of presence.
So too do the blistered fenders, allowing for the extra track width that gives the RS3 its unique footprint. The front track itself is 30mm wider, but the wider fenders also gave Audi the chance to do some creative aero-management. Unlike, say, the Toyota Supra, for instance, with its faux vents up each side, the RS3’s lower-front vents and aero-slits behind each front fender are fully functional, directing air into the engine bay and away from the brakes respectively.
Another really neat function is the LED daytime running lights’ one-act play when you unlock the doors. As the car unlocks its doors, the LEDs spell out `R’, `S’ and `3’in sequence. Blink and you’ll miss it, but it’s a lovely touch that some manufacturers will never understand.
Chrysler 3007/10
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.
Practicality
Audi RS36/10
Like the rest of the Audi A-series range, the RS3 is available in two body styles, a five-door hatchback and a four-door sedan. The five-door hatchback layout is the most practical of the two RS3 layouts, but both feature plenty of front-seat space and a rear seat that folds 40:20:40.Â
Paddle shifters are mounted on the steering wheel rather than the column, so they move with the wheel. That can make it difficult to select the correct paddle in a hurry with lots of lock applied.
The Drive modes are operated by a switch low down on the centre-stack that is clearly designed for left-hand-drive cars. It’s too far from the driver and needs to be cycled through in one direction, rather than being able to select the next mode or the previous one.
Beyond that, the interior is a lesson to other car-makers on how to get an interior right. There’s a quality look and feel with the possible exception of the plastic trim below the passenger-side air-vents which looks and feels a bit cheap. There are plenty of cup-holders and cubbies around the cabin with two USB plugs in the front and two in the rear (for charging).
The RS3 loses some space compared to the regular A3 because of the performance hardware. Where the hatch can take 282 litres with all seats in place (1104L with second row stowed), the sedan can swallow 321 litres.
Chrysler 3008/10
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
Audi RS37/10
What you’re buying here is not a car in a different size or luxury category compared with its S3 and A3 stablemates, but a car with a much broader performance envelope. So it’s no surprise to learn that a lot of the extra money goes into that type of hardware.
So rather than the class-standard four-cylinder engine, the RS3 gets a five-cylinder engine measuring 2.5 litres and enough performance to challenge many a supercar of just a handful of years ago. That philosophy also requires bigger brakes, firmer suspension and a more complex, track-oriented version of the electronic rear differential that can turn the car into a drifter or a race-track hero. Wheels and tyres are competition-spec, too.
In turn, those changes have forced other alterations such as the wider fenders and more intricate body kit, the former to physically fit the tyres, the latter to control air-flow for high-speed stability and for thermal management.
Other RS3 additions to what was an already well-equipped car in the S3, include lots of Audi’s trademark honeycomb styling panels around the car, RS3 puddle lighting, LED headlights and daytime running lights, carbon and aluminium interior inlays, RS sports seats with four-way lumbar support and a massage function.
There are two USB ports, wireless phone charging, another pair of USB ports in the rear, Bang and Olufsen stereo, head-up display, tinted glass, heated, folding exterior mirrors and Nappa leather throughout the interior. There’s also Android Auto, a wireless version of Apple CarPlay and digital radio.
The RS3 uses Audi’s celebrated virtual cockpit display with a choice of display layouts for the driver as well as a 10.1-inch touchscreen to control all the connectivity and infotainment settings. It uses the latest version of Audi’s MMI interface.
Like the other A3-based Audis, there’s a price premium for the sedan body over the hatchback, making the five-door RS3 a $91,391 purchase against the sedan at $93,891. Compared with the S3 CarsGuide tested earlier this year, that represents a pretty big jump from that car’s $70,700 (hatch) and $73,200 (sedan). That said, there’s a fair bit more going on in the RS3 in every department, but you get the sense that this comparison will be one nearly every potential buyer will make.
Like most Audis, there’s a range of optional packages, starting in the RS3’s case with the Carbon Package which brings carbon-matte inlays to the interior, side skirts, exterior mirrors and a carbon roof spoiler for the Sportback and a carbon roof-lip spoiler for the sedan. That costs $7400 on the hatch and $6300 on the sedan.
The Matte Aluminium Package is next with a few trim pieces finished in an aluminium material for $2000 extra and there’s also a panoramic sunroof on offer for $2600.
The RS Design Package gets you an Alcantara-covered steering wheel, seat belts in green or red as well as coloured elements to the seat shoulders, floor mats and the air-vent highlights. Yours for $2150.
The most serious option is the RS Dynamic Package which brings carbon-ceramic brakes with a choice of caliper colour as well as an electronic reflash to bring the top speed of the RS3 to 290km/h from its standard (limited) 250km/h. That adds another $13,000 to the price.
One thing that’s nice to see is that Audi has made even the pearl and metallic colours a no-cost option on the RS3. Other manufacturers should take note.
Chrysler 3008/10
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.
Under the bonnet
Audi RS39/10
While the five-cylinder engine is more or less a carry-over from the previous RS3 model, the end result is still a pretty stunning one. With 2.5 litres of capacity, the turbocharged unit accounts for 294kW of power (the same as the previous model) and 500Nm of torque (up 20Nm).
The transmission is a seven-speed dual-clutch unit that is quite a familiar sight around Audi by now, and the all-wheel-drive system uses a centre differential with an electronic clutch-pack on each rear axle to give the car a Drift mode (although Audi insists you don’t refer to it in those terms) as well as torque vectoring with the ability to shift 100 per cent of rear-axle torque to the either wheel to maximise grip.
There’s now also an RS-specific exhaust system with an active flap to increase or tame exhaust noise according to which drive model is selected. The drive modes themselves stretch form Comfort to Auto to Dynamic, altering shift points, gear-shift aggression, throttle response and suspension firmness as well as that exhaust flap.
Brakes are enormous 375mm front rotors with six-piston calipers, that hardware forcing the fitment of a 19-inch alloy wheel (specific to the RS3) for brake clearance.
Chrysler 3007/10
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.
Efficiency
Audi RS36/10
Audi’s official combined fuel consumption figure for this car is 8.3 litres per 100km. Obviously, start using all that power and torque and that figure will grow significantly. Based on that, the car emits 190 grams of CO2 per kilometre, and with the 55-litre tank (which looks a bit small on paper) the range should still be around 600km between fill-ups.
The only catch with that is the high-tech nature of the engine means it requires the more expensive, Premium ULP at the bowser.
Chrysler 3005/10
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.
Driving
Audi RS38/10
First impressions are that this is a typical Audi in the way it fits together beautifully and is made from quality materials. The ergonomics – particularly the virtual cockpit - are spot on and it even smells like an Audi. Noise is well suppressed, the controls feel quality and the front seats are comfy. But from there, the overarching view is dominated by that powerhouse of an engine.
This isn’t just a quick car, it’s actually brutal in the way it builds boost almost immediately and then hurls the car down the road. To be honest, it’s almost too much, and the way the RS3 reels in the horizon will leave some drivers ignoring other sensory inputs in order to keep up with the car. Brutality breeds brutality, too, and the subsequent steering and braking inputs required when the throttle is pinned will not always be the considered, gentle type; they’ll often be gut reactions.
Thankfully, the rest of the driveline and platform has the smarts to make all this work. There’s awesome grip from the Quattro all-wheel-drive system and the car stays flat and steers in a fast, neutral but pin-sharp way. The dual-clutch transmission feels perfect for the engine, too, with ultra-quick shifts that become more aggressive as you ramp up the drive modes. Ride quality is good but we reckon there’s less bandwidth in the various drive mode settings than exists in the same system fitted to the S3 model we drove a few months ago. While the latter offered a broad range of suspension firmness, the RS3 seems to be a bit of a prisoner of its own performance, with Audi leaning all the drive modes towards a firmer setting in the name of body control.
That’s supported by Audi’s decision to offer us some race-tack laps in the RS3 to safely explore its high-end tendencies. At this point, the car emerges as a proper track-day proposition, all that power and control blending into a car that loves being thrown around a circuit. Perhaps the front seats could do with a little more side bolstering at track-cornering speeds, but overall, it’s clear that the RS3’s brief does, indeed, include a degree of race-track use.
Chrysler 3007/10
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
Safety
Audi RS39/10
The RS3 hasn’t been crash-tested locally, but the A3 on which it is substantially based has been and scored five stars back in 2020. The caveat there is that that result related to the lighter front-wheel-drive version of the car, not the RS3’s all-wheel-drive variant.
The RS3 is well equipped from a safety perspective with seven air-bags including a head-level curtain airbag that protects occupants in both the front and rear seats. There’s also Audi’s Pre-Safe which closes the windows and sunroof and pre-tensions the seat-belts if the car thinks a shunt is imminent. In the RS3’s case, that program has been extended to include autonomous emergency braking which works at speeds up to 250km/h and can identify pedestrians and cyclists up to 85km/h.
There’s also a tyre-pressure monitoring system, lane-change warning, rear cross-traffic warning, lane departure warning with active intervention of the steering, parking cameras front and rear, park-assist, and a 360-degree camera system with various points of view.
Chrysler 3008/10
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.
Also included are, adaptive cruise control (with stop function), a reverse parking camera, front & rear parking sensors, and a tyre pressure monitoring system.
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.
Ownership
Audi RS37/10
Service intervals for the RS3 are every 12 months or 15,000km, whichever comes first. Audi offers capped-price servicing for the RS3 at $3580 which covers servicing costs for the first five years.
The car is covered by Audi’s five-year/unlimited kilometre warranty. The vehicle is also protected against body-rust perforation for 12 years.
Chrysler 3006/10
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.
Yes, it includes corrosion cover and 24-hour roadside assistance, but with the likes of Ford, Holden, Honda, Mazda, and Toyota now at five years/unlimited km, Chrysler is way behind.
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).