XXXL

In Australia, big American V8 cars were called ‘pig-iron’. The Aussies may have had a point – especially considering the average ‘60s US musclecars’ big, default overhead-valve cast-iron V8 engine and suspension that befitted a truck.

Apart from its gorgeous shape, the average Camaro, Charger or Mustang had traffic-light-lightning performance back in the late sixties and early seventies. And that’s just about it – turning and stopping wasn’t quite on the agenda…

I’ve just finished testing the Chev Lumina SS and am glad to report that the muscle car moniker still stands. But a rider should be added - derogatory connotations with trucks should be locked away for good – confined to the misty past. What should be remembered is that SS is in essence a Holden Commodore. And with that motor racing – that mad charge called Aussie Touring Cars – comes to mind, and that’s precisely the pedigree the Lumina is well endowed with.

There haven’t been too many Yankee saloons around that can carry that ‘musclecar’ handle nowadays – OK, the future seems fat with returning monikers that made that that cult and hopefully, hopefully not too far in the future we’ll also have them to test, but for now, right here in sunny South Africa, the Chrysler 300C SRT-8 is the one and is also bequeathed with another magical label . . . ‘Hemi’. So the first thing we had to do as soon as we could get our hands on the Chev, was to compare them…

OK, the Chrysler is more expensive and compares well with the big-time German über-exec trio, and has taken the American genre of big automobiles to new and most sophisticated heights. But in many ways, these two are complete opposites. The 300C is perhaps the gentleman’s choice – the guy with a bigger budget, while the SS is for the buyer who, well, has a bit of the old cowboy lingering in the veins.

However don’t be misled, the road manners of the SS compare fairly well with most Continental sedans with its all-new and compact 4-link rear set-up and lightweight multi-link strut layout at the front – both so well suited to road holding at the limit.

As with SRT-8, one can throw the SS into corners with some abandon with its positive turn-in while still managing to catch it, hold it and control it. Weighing in at 100kg less than the SRT-8, it proved responsive for a car of its size.

SRT-8 is 3mm lower than before with its new up-rated suspension, improved spring rates, suspension bushings and thicker anti-roll bars. Also included are Brembo racing brakes and tuned Bilstein shocks. Surprising is the double wishbone front-end layout that can impact negatively due to more un-sprung weight. We were unable to test the SS on the track as we did the 300C, the latter surprising us with its agility and positive nature for such a large car. In fact in our Performance Car of the Year shootout on the track the 300C SRT-8’s performance took it to a surprising second place overall. When it comes to braking-ability both cars scored top marks too.

If the SS has a racetrack pedigree, the SRT-8 has just as impressive breeding. SRT stands for Street and Racing Technology. Though at R529 900, it does have a more genteel feel about it even though it’s far less expensive than that top trio of German super sedans. But it’s still almost R200K dearer than the SS. And that’s a huge Chevy plus.

The SS looks the part of a Friday night café racer the rear wing alone will invite rivalry. Inside, SS has a smart sports feel. Simple, with little audacity evident and full leather trim it feels competent, although its red dials are a bit odd and that red LED-like readout hides away if there’s sunlight reflecting off the dial.

The timeless ‘Hemi’ moniker used by Chrysler is not just a nametag to attract buyers but a true improvement for gas-flow by creating a hemispherical cross-flow combustion chamber. Checking the power outputs it seems as though the Hemi configuration may still be of some benefit due to the fact that the SRT-8’s 6059 cubic centimetre manages 6200rpm as against 5700 for the SS. But in specific output terms, the SRT-8 pumps 51kW per litre versus 48 for the SS.

Somehow though, SS manages a speedier kick-down overtaking acceleration, but something that should prick the ears of any petrol-head is SRT-8’s 274km/h claimed top end – a fresh departure from that 250km/h norm. The standing quarter mile is a close affair too – the SS stops the clock at a handy 14.3 seconds at 166km/h, while the SRT-8 runs a 14.4 at 167.

The automatic ‘boxes on both performed smoothly and did the right things at the right time, although the SS does take a little time to fish out the right cog, it kicks down progressively to find the grunt, while SRT-8 is one of the best autos on the block as our Pcoty report attests. Interestingly though, only the SS is available with a manual gearbox.

Safety has been given much attention on the SS to bring it in line wit the likes of the 300C. Front passengers are protected by frontal and thorax airbags while full-length curtain airbags are fitted both in the front and rear sections of the cabin in the event of side-on impact. There are also passive safety features such as ESP, ride-down steering column and a breakaway pedal system to reduce leg, foot and ankle injuries.

I liked the simple but effective sports gauges and the alloy pedals, something most Yankee saloons never had.

Also in place are remote rear view mirrors, cruise control, height and reach-adjustable steering wheel and front windscreen wipers with intermittent function. Additional comfort is added by a 4-way driver seat adjustment and driver/passenger lumbar support system, while I fancied the new night-panel function that reduces lighting to pleasant levels. Being Aussie the climate-controlled air-conditioning was ample. An in-dash 6-CD changer, RDS radio and Bluetooth are also in place. The Chrysler is also very well endowed when it comes to comfort and safety.