The Chrysler Crossfire SRT-6 is the product of an unusual pairing.
Since the merger of Daimler (Mercedes-Benz's parent company) and Chrysler back in 1999, car enthusiasts have wondered what the benefit to Chrysler would be. On one hand we have an American carmaker whose claim to fame was its wildly popular minivans (and whose claim to infamy was a troubled reliability record). And on the other, we have a famous German luxury carmaker whose symbol, the three-pointed star, is synonymous with prestige and luxury. What could possibly come about from such a strange union?
Good things, evidently. We've already driven one of its offspring, the standard Chrysler Crossfire and thought pretty highly of it. Of course, we wished it had a little more oomph to match its speedy looks. That's where the new-for-2005 Crossfire SRT-6 comes in.
For those unfamiliar with the latter part of this car's name, "SRT" stands for Street and Racing Technology, essentially the in-house tuner division of Chrysler and Dodge. Like Ford's SVT group, BMW's M division and Mercedes-Benz's AMG boys, the SRT group has all the fun, tweaking engines and suspensions for maximum performance and fun.
Of course, this special Chrysler Crossfire has to look the part, so there are a few obligatory styling tweaks to separate the SRT-6 from the standard Crossfire. A unique front spoiler and alloy wheels along with a large rear spoiler announce the presence of the SRT-6.
Inside the cockpit, aggressively bolstered sport seats covered in leather and suede (the latter which helps hold one in place when pulling some Gs) along with a 200-mile-per-hour speedometer hint at the Crossfire SRT-6's high-performance intentions. Stout, real aluminum grab handles lend a sporty look as well, and help close the substantial doors that shut with a reassuring thunk that reminded us of, well, a Mercedes-Benz. Unfortunately, those lovely handles make the silver-painted plastic on the center stack all the more obvious. Although most of the interior materials are high in quality, we feel that a $45,000 car should have real metal trim all around.
Featurewise, we found this luxury car to be somewhat lacking. Specifically, steering wheel audio controls, a memory function for the driver seat and a trip computer were all notably absent. Again, not right for a car in this price range. Thankfully, Chrysler didn't skimp on important safety features such as stability control, side airbags and a tire-pressure monitor, all of which are standard. One item that doesn't enhance safety, however, is the visibility, or rather lack thereof, out the rear quarters. There is a price to be paid for this car's flashy style, as the thick C-pillars and narrow rear window make changing lanes an exercise in anxiety.
If you want to see where this car is definitely not lacking, just pop the hood. Under that futuristic engine shroud is the pride of the SRT-6 — a 330-horsepower supercharged V6 that comes this way courtesy of AMG. Yep, this is essentially the same hand-built powerhouse found in the 2004 Mercedes-Benz SLK32 AMG and C32 AMG hot rods. As with those Benzes, the force-fed V6 is matched to a modified five-speed automatic gearbox.
Fire up the Crossfire SRT-6 and the husky burble that spills from the dual exhaust delights the ears. Well, the ears of car nuts like us, anyway. Nailing it from a dead stop results in acceleration so immediate and strong that it nearly takes your breath away. Although purists may lament the lack of a manual transmission, it's hard to fault this combination. There's power everywhere and the quick-acting automatic is never caught flat-footed. Shifts are right on the money, every time, and they are never harsh in spite of the amount of force it's charged with controlling. The big disc brakes are strong yet progressive with a firm pedal feel — nice to know when one realizes how rapidly the SRT-6 picks up speed.
How rapidly? Although we weren't able to conduct formal track testing, Chrysler claims that the SRT-6 can sprint from zero to 60 miles per hour in just over 5 seconds and hit a top speed (which is electronically limited) of 158 mph. Based on our test of the essentially similar SLK32 (in terms of powertrain and vehicle weight) which saw a 0-to-60 time of 4.8 seconds, these numbers seem spot on. We'd also expect a similar quarter-mile time, on the order of 13.5 seconds or, in other words, as quick as most any legendary muscle car. We're talking Hemi 'Cuda and Chevelle LS6 454 numbers here. The company also claims that stopping from 60 mph takes just 115 feet. Again, believable based on our seat-of-the-pants impressions and the 117-foot performance we got from that SLK32.
And when the road gets twisty, this Crossfire still has no problem making time. A flat cornering attitude comes by way of a retuned suspension that features spring rates approximately 50-percent stiffer than those fitted to the standard Crossfire. Immense grip in the corners is granted courtesy of meaty Michelin Pilot Sports (225/40ZR18 in front, 255/35/ZR19 in back). Even the SRT-6's stability control system was designed to allow for more spirited driving before lending its electronic guiding hand. The net result of all of this is a sharp, responsive handler. One editor even surprised an egotistical Corvette pilot by showing him the rapidly fading taillights on a deserted section of a winding canyon road.
The only dynamic downside to the SRT-6, and it's kind of a biggie, is the teeth-rattling ride. Even on the freeway, we were startled at how choppy the ride was and how much tire rumble invaded the cabin, prompting less than complimentary remarks from driver and passenger alike. Although we didn't find it objectionable on a brief half-day First Drive event, it proved to be too uncomfortable to deal with on a day-to-day basis when we lived with the car for a whole week. Most of our editors (this writer included) actually prefer a firm, sporty suspension that offers less slop and more response when one is pressing on in the curves. But even we think that this rock-hard setup is too much. Our long-term Mazda RX-8 rides like a Lincoln Town Car compared to this Crossfire — and it handles just fine. Our advice? Offer this suspension as an option for zealots and provide the SRT-6 with a less-severe calibration somewhere in between the standard Crossfire and this package.
Don't get us wrong, the Crossfire SRT-6 is a lot of fun, providing you take it in small doses. And for the most part, we feel that the DaimlerChrysler merger has been the shot in the arm that Chrysler sorely needed. We just wish that this otherwise enjoyable fruit of its labors wasn't such a shock to the body.
Since the merger of Daimler (Mercedes-Benz's parent company) and Chrysler back in 1999, car enthusiasts have wondered what the benefit to Chrysler would be. On one hand we have an American carmaker whose claim to fame was its wildly popular minivans (and whose claim to infamy was a troubled reliability record). And on the other, we have a famous German luxury carmaker whose symbol, the three-pointed star, is synonymous with prestige and luxury. What could possibly come about from such a strange union?
Good things, evidently. We've already driven one of its offspring, the standard Chrysler Crossfire and thought pretty highly of it. Of course, we wished it had a little more oomph to match its speedy looks. That's where the new-for-2005 Crossfire SRT-6 comes in.
For those unfamiliar with the latter part of this car's name, "SRT" stands for Street and Racing Technology, essentially the in-house tuner division of Chrysler and Dodge. Like Ford's SVT group, BMW's M division and Mercedes-Benz's AMG boys, the SRT group has all the fun, tweaking engines and suspensions for maximum performance and fun.
Of course, this special Chrysler Crossfire has to look the part, so there are a few obligatory styling tweaks to separate the SRT-6 from the standard Crossfire. A unique front spoiler and alloy wheels along with a large rear spoiler announce the presence of the SRT-6.
Inside the cockpit, aggressively bolstered sport seats covered in leather and suede (the latter which helps hold one in place when pulling some Gs) along with a 200-mile-per-hour speedometer hint at the Crossfire SRT-6's high-performance intentions. Stout, real aluminum grab handles lend a sporty look as well, and help close the substantial doors that shut with a reassuring thunk that reminded us of, well, a Mercedes-Benz. Unfortunately, those lovely handles make the silver-painted plastic on the center stack all the more obvious. Although most of the interior materials are high in quality, we feel that a $45,000 car should have real metal trim all around.
Featurewise, we found this luxury car to be somewhat lacking. Specifically, steering wheel audio controls, a memory function for the driver seat and a trip computer were all notably absent. Again, not right for a car in this price range. Thankfully, Chrysler didn't skimp on important safety features such as stability control, side airbags and a tire-pressure monitor, all of which are standard. One item that doesn't enhance safety, however, is the visibility, or rather lack thereof, out the rear quarters. There is a price to be paid for this car's flashy style, as the thick C-pillars and narrow rear window make changing lanes an exercise in anxiety.
If you want to see where this car is definitely not lacking, just pop the hood. Under that futuristic engine shroud is the pride of the SRT-6 — a 330-horsepower supercharged V6 that comes this way courtesy of AMG. Yep, this is essentially the same hand-built powerhouse found in the 2004 Mercedes-Benz SLK32 AMG and C32 AMG hot rods. As with those Benzes, the force-fed V6 is matched to a modified five-speed automatic gearbox.
Fire up the Crossfire SRT-6 and the husky burble that spills from the dual exhaust delights the ears. Well, the ears of car nuts like us, anyway. Nailing it from a dead stop results in acceleration so immediate and strong that it nearly takes your breath away. Although purists may lament the lack of a manual transmission, it's hard to fault this combination. There's power everywhere and the quick-acting automatic is never caught flat-footed. Shifts are right on the money, every time, and they are never harsh in spite of the amount of force it's charged with controlling. The big disc brakes are strong yet progressive with a firm pedal feel — nice to know when one realizes how rapidly the SRT-6 picks up speed.
How rapidly? Although we weren't able to conduct formal track testing, Chrysler claims that the SRT-6 can sprint from zero to 60 miles per hour in just over 5 seconds and hit a top speed (which is electronically limited) of 158 mph. Based on our test of the essentially similar SLK32 (in terms of powertrain and vehicle weight) which saw a 0-to-60 time of 4.8 seconds, these numbers seem spot on. We'd also expect a similar quarter-mile time, on the order of 13.5 seconds or, in other words, as quick as most any legendary muscle car. We're talking Hemi 'Cuda and Chevelle LS6 454 numbers here. The company also claims that stopping from 60 mph takes just 115 feet. Again, believable based on our seat-of-the-pants impressions and the 117-foot performance we got from that SLK32.
And when the road gets twisty, this Crossfire still has no problem making time. A flat cornering attitude comes by way of a retuned suspension that features spring rates approximately 50-percent stiffer than those fitted to the standard Crossfire. Immense grip in the corners is granted courtesy of meaty Michelin Pilot Sports (225/40ZR18 in front, 255/35/ZR19 in back). Even the SRT-6's stability control system was designed to allow for more spirited driving before lending its electronic guiding hand. The net result of all of this is a sharp, responsive handler. One editor even surprised an egotistical Corvette pilot by showing him the rapidly fading taillights on a deserted section of a winding canyon road.
The only dynamic downside to the SRT-6, and it's kind of a biggie, is the teeth-rattling ride. Even on the freeway, we were startled at how choppy the ride was and how much tire rumble invaded the cabin, prompting less than complimentary remarks from driver and passenger alike. Although we didn't find it objectionable on a brief half-day First Drive event, it proved to be too uncomfortable to deal with on a day-to-day basis when we lived with the car for a whole week. Most of our editors (this writer included) actually prefer a firm, sporty suspension that offers less slop and more response when one is pressing on in the curves. But even we think that this rock-hard setup is too much. Our long-term Mazda RX-8 rides like a Lincoln Town Car compared to this Crossfire — and it handles just fine. Our advice? Offer this suspension as an option for zealots and provide the SRT-6 with a less-severe calibration somewhere in between the standard Crossfire and this package.
Don't get us wrong, the Crossfire SRT-6 is a lot of fun, providing you take it in small doses. And for the most part, we feel that the DaimlerChrysler merger has been the shot in the arm that Chrysler sorely needed. We just wish that this otherwise enjoyable fruit of its labors wasn't such a shock to the body.
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