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2005 Chrysler Crossfire SRT6 Road Test

Two Thumbs Up... Voluntarily

Note to Chrysler: Bring a pry bar. Note to self: Pry bars can hurt...

If you have accurately interpreted the forgoing notes, there is no need to read any further. If the meaning is not so self-evident let me explain: I enjoyed the Crossfire SRT6 so much, Chrysler will need a pry bar to break my relentless grip on its steering wheel; a pry bar against my bony digits is likely to hurt a lot. Of course, the sheer elation and corresponding adrenaline kick produced by 330-horsepower in an adult-sized go-cart may be just enough to defeat the pry bar agony. 

After rereading my "note to self" and visualizing DaimlerChrysler CEO, Dieter Zetsche coming at me, pry bar in hand, faster than an out of control freight train, I reluctantly decided to preserve my skeletal unity by returning the SRT6 as directed. If the subtlety of the forgoing has failed to communicate

I enjoyed the Crossfire SRT6 so much, Chrysler will need a pry bar to break my relentless grip on its steering wheel. (Photo: Rob Rothwell, American Auto Press)

how much I liked this little sled, hopefully my review will - albeit as objectively as possible.

Depending on whether steel or fabric keeps the rain out, the conventional Crossfire is a terrific little coupe or roadster. It received a tremendous amount of attention when DaimlerChrysler put it into production in 2004. Most folks loved its "boat deck" front hood and matching "boat tail" trunk design, however some critics snubbed it due to a perceived lack of impetus from its 215-horsepower 3.2-liter (195 cu in) V6, in spite of a 0 to 60 mph time of only 6.5 seconds. For the 2005 model year an SRT (Street Racing Technology) package has been available to boost the Crossfires stable of ponies to a palpitation inducing 330. (Rob Rothwell, American Auto Press) />
Well, it would seem Chrysler listened to the curmudgeons. For the 2005 model year an SRT (Street Racing Technology) package has been available to boost the Crossfires stable of ponies to a palpitation inducing 330. Roped up to this equine powerhouse is 310 foot-pounds of very versatile torque. Squeezing this kind of juice from a relatively small mill required engineering magic taking the form of a supercharger. This hand-built powerplant will blast the Crossfire SRT6 to 60 mph from standstill in just 4.8 seconds. Thats wicked acceleration; or sick or phat or whatever the latest grunge term is. When the Crossfire SRT6 alights, it emits roar sounding more like an F16 fighter

Listen carefully at low rpm operation and the distinctive "hiss" of a supercharger can be detected. Bring up the revs and the SRT6s jet-like exhaust "whoosh" and baritone growl take over. (Photo: Rob Rothwell, American Auto Press)

jet than a piston-powered automobile. Listen carefully at low rpm operation and the distinctive "hiss" of a supercharger can be detected. Bring up the revs and the SRT6s jet-like exhaust "whoosh" and baritone growl take over.

Some manual shifting purists, however, may be disappointed to learn that at present the SRT6 is only available with a 5-speed autobox featuring DaimlerChryslers AutoStick manual mode technology; I know I was, because the 6-speed manual mixer in the regular Crossfire is one sweet stick.

Choosing to mix your own gears with the AutoStick isnt as rewarding as using a true manual gearbox, but its satisfying nonetheless, especially when wanting to hold constant revs when entering a curve. Perhaps DaimlerChrysler will eventually come up with a clutchless

Power is prodigious once the tachometer is on the move and steadily builds, nailing spines to seatbacks by 4,000 rpm. (Photo: Rob Rothwell, American Auto Press)

manual as good as Audis Direct Shift Gearbox found in their new A3. This unit provides lightening-fast gear changes a la Formula 1 racing. It also blips the throttle to match revs during downshifts. With the SRTs 330-horsepower running through a DSG-like clutchless box, the Crossfire would take on legendary status in my books. Until then, I guess well have to make do with the much more conventional 5-speed automatic.

After accepting that there was no role for my left foot, the AutoStick and I got along remarkably well. The limitation of five cogs didnt seem to impede the SRT6s performance, as its potent V6 kicks out plenty of punch without needing to be confined to the top of its rev band. Power is prodigious once the tachometer is on the move and steadily builds, nailing spines to seatbacks by 4,000 rpm.

An SRT6 performance function not requiring any sort of compromise is braking. A large 13-inch front rotor partners with a 12-inch

I dont share the concern expressed by some auto journalists that the firmness of its ride is excessively harsh. Yes, the ride is firm but not oppressively so. (Photo: Rob Rothwell, American Auto Press)

rear rotor to ensure the upgraded antilock 4-wheel discs have plenty of surface area to squeeze without overheating or fading. It would take a punishing day at the track to really assess these binders, but nevertheless they performed flawlessly during my enthusiastic drives, feeling mighty powerful whenever called upon. Emergency stops were dead straight and dramatically short.

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