Chrysler Crossfire SRT-6 2005 Review

What we liked
>> Torque-packed engine
>> Sharp turn-in and grip
>> Unique looks

Not so much
>> Fixed rear spoiler
>> Coupe suspension too hard
>> Gearing gaps

OVERVIEW
The most performance-oriented vehicle Chrysler has unleashed Down Under yet, the Crossfire SRT-6 has hit the road. Featuring a 246kW supercharged 3.2lt V-six, the two-seater sportster will be offered in both soft and hardtop versions. Respectively, the Roadster and Coupe are priced at $91,990 and $85,990 and each represent a $16,000 premium over the standard model.

What's SRT? The Street and Racing Technology (SRT) division was announced more than three years ago and represents the Chrysler Group's 'skunk works'... Aussies might best relate to a parallel drawn via HSV and FPV. In the case of Chrysler, SRT is the division that encompasses the brand's extensive motorsports engineering expertise, the Dodge Viper development team and its Mopar Performance Parts engineers.

In the USA SRT has already developed ten SRT-badged vehicles including the Dodge Charger SRT-8, Dodge Viper SRT-10, Chrysler 300C SRT-8 and Jeep Grand Cherokee SRT-8. Dubbed "a high performance sports tourer" the new Crossfire SRT-6 is the first SRT-badged Chrysler Group vehicle to be introduced to markets outside North America and was the first Chrysler to wear the SRT badge.

MECHANICALS & FEATURES
First released in Australia in 2003, the standard Crossfire has been a modest success for the brand. Based on the last-generation Mercedes-Benz SLK, the Coupe and Roadster offered reasonable levels of performance along with striking styling. Indeed, there's little chance of mistaking the European-built sportster for anything else on the road.

Modest bodywork enhancements (deeper front valance and large fixed rear spoiler) aside, SRT has all but confined its handiwork to the engine and chassis of the SRT-6. Indeed, many other aspects of the SRT-6 Coupe and Roadster are carried over from the standard Crossfire. For more information on the ins and outs check out CarPoint's coverage of the naturally-aspirated V6 models here

The SRT-6's highlight supercharged V6 is actually the handiwork of Mercedes-Benz AMG division. Hand built, it boasts 246kW at 6100rpm and 420Nm of torque from 3500-4800rpm – increases over the standard car of 53 per cent and 35 per cent respectively. Featuring water-to-air intercooling, Chrysler claims the three-valve-per-cylinder, SOHC 90-degree powerplant delivers 90 per cent of peak torque across a remarkable 3900rpm (2300-6200rpm).

Suspension changes the SRT team have wrought include a substantial increase in spring and damping rates – arguably too much for typical Australian roads. The SRT-6 Coupe and Roadster models are tuned individually with the hard-riding Coupe's spring rates approx 60 per cent stiffer than the standard car. The Roadster's set-up seemed better suited to the mix of roads we drove the car on during last month's launch. Our calculations have its set-up at approx 40 per cent firmer than the cooking model.

The SRT-6 gets its own 15-spoke alloys. Though wheel sizes are unchanged (fr: 18 x 7.5, rr: 19 x 9) from the standard car, tyres have been up-specced. The Coupe is shod with sticky, but noisy, Michelin Pilots. The Roadster we tested wore Continentals which along with being quieter are said to have a 'softer' construction – perhaps another reason the Roadster was the pick of the two across the launch route.

Brakes get a tickle-up too in the transformation to SRT-6. While the standard car uses 300 x 28mm front discs and single-piston calipers, the SRT-6s each features hefty 330 x 32mm ventilated front discs with dual-piston floating calipers. At the blunt end there's a similar upgrade -- 330 x 22mm ventilated discs and opposed 42mm piston fixed calipers in lieu of 278 x 9mm solid discs with opposed 36mm piston fixed calipers. This set-up allows the SRT-6 to go from 60-0mph in approximately 35m, says Chrysler.

Oh, and it wouldn't be a 'special vehicle' without the requisite badging. Chrysler's been remarkably restrained quite frankly, aside from identifying the pedigree on the rear end, the SRT logos are limited to the nappa pearl leather clad (and electrically-adjusted and heated) race-inspired seats.

ON THE ROAD
Though the SRT-6 versions are approximately 100kg heavier than the naturally aspirated models, there's nonetheless an appreciable improvement in straight line performance – an extra 86kW will do that. The blown cars dispatch the 0-60mph sprint in approximately five seconds according to Chrysler's own stats. This is close to 1.5sec faster than the standard car, itself no slouch. Electronically limited to 250km/h, the real story of the SRT-6 is overtaking performance. With its prodigious power and a flat, flat torque curve there's instant urge available from almost all road speeds. Just sink the boot and hold on.

Like the standard Crossfire's powerplant, the supercharged V6 has been tweaked in the inlet and exhaust and as such has a little more character than the SLK donor mill. Some of the gruff timbre of the standard engine has been muffled by the supercharger and unlike, say, the JC Works Mini, Jaguar XJR or Benz's own AMG 55s, it's not replaced with any real blower tunes. Pity, what's left is just a touch too vacuum-cleaner-ish to be stirring.

The engine is matched to a revised five-speed automatic transmission – unlike the 'atmo' car no manual is offered. Gearing has been tweaked but there remains a massive gap between second and third gears. While the torque of the new engine masks any performance hiccup, there's no escaping that in tighter corners you're left with no choice but to spin the car hard in second or lug it in third. SRT-6 rewards a firm hand. Given the car likes to be 'driven' out of corners on the throttle - rather than rolled through - you'll probably find yourself opting for the former.

The hard suspension settings of the Coupe requires constant course corrections on anything other than perfect surfaces. Turn-in is nonetheless precise with zero body roll diluting the experience. Mid-corner bumps are best avoided at elevated speeds. Indeed, it could be that the car is a touch overdamped – over a series of tightly-spaced bumps the back suspension seemed to 'pack down' rather than use its full suspension travel.

The softer settings of the SRT-6 Roadster are still on the hard side of sporty, but offer a better overall drive in this tester's opinion. Given that Chrysler expects open cars to make up 65 per cent of the 50 or so SRT-6 destined for local owners, that's not a bad thing...