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,

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, Canadian Auto Press)

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 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

For the 2005 model year an SRT (Street Racing Technology) package has been available to boost the Crossfire's stable of ponies to a palpitation inducing 330. (Rob Rothwell, Canadian Auto Press)

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 it's 215-horsepower 3.2-litre (195 cu in) V6, in spite of a 0 to 100 km/h time of only 6.6 seconds.

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 Crossfire's 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 100 km/h from standstill in just 4.9 seconds. That's 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 jet than a piston-powered automobile. Listen carefully at low rpm operation and the

Listen carefully at low rpm operation and the distinctive "hiss" of a supercharger can be detected. Bring up the revs and the SRT6's jet-like exhaust "whoosh" and baritone growl take over. (Photo: Rob Rothwell, Canadian Auto Press)

distinctive "hiss" of a supercharger can be detected. Bring up the revs and the SRT6's 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 DaimlerChrysler's 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 isn't as rewarding as using a true manual gearbox, but it's satisfying nonetheless, especially when wanting to hold constant revs when entering a curve. Perhaps DaimlerChrysler will eventually come up with a clutchless manual as good as Audi's 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 SRT's 330-horsepower running through a DSG-like clutchless box, the Crossfire would take on legendary status in my books. Until then, I guess we'll 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.

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

The limitation of five cogs didn't seem to impede the SRT6's 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 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.

I did plenty of real world commuting in the SRT6, which enabled me to rate the day-to-day livability of the beast. As such I don't share the concern expressed

I don't 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, Canadian Auto Press)

by some auto journalists that the firmness of its ride is excessively harsh. Yes, the ride is firm but not oppressively so. Last year I road tested the non-SRT versions of the Crossfire coupe and roadster, and although my memory is regularly criticized for its faultiness I don't find the SRT6 substantially firmer riding than those. I am one who appreciates a smooth ride, and I could easily live with an SRT6, especially when its triple 'A' personality is taken into consideration.

The performance suspension of the SRT6 keeps it fused to the road during rapid cornering. Add the extra wallop from its supercharged engine to this Herculean road-holding ability and the SRT6 will confidently carry more velocity into a turn and deliver discernibly more thrust upon exiting than the non-SRT version. Its rear-wheel drive configuration, combined with the nicely balanced chassis, imparts a strong sense of stability and predictability when pushing hard in corners. Fortunately if exuberance does exceed ability, DaimlerChrysler's Electronic Stability Program (ESP) will step-in, applying wheel-specific braking and reduced engine output to aid in keeping the cocky sports car under control.

Should the unthinkable become the unstoppable, Chrysler has supplied dual front

The SRT6 includes top-tier amenities such as leather/Alcantara Suede upholstery, heated seats, an 8-way power driver's seat and a 4-way power passenger seat. (Photo: Rob Rothwell, Canadian Auto Press)

airbags and dual side airbags as standard equipment in the Crossfire. With the SRT6, standard equipment also includes a full shopping cart of amenities such as leather/Alcantara Suede upholstery, heated seats, 8-way power driver's seat, 4-way power passenger seat, heated power mirrors, power windows, power top, sensational sounding Infinity audio, dual-zone air conditioning, tilt/telescopic wheel, remote keyless entry, fog lights and the list goes on...

In addition to its exclusive "SRT6" badging, this rebel roadster features an aggressive front chin spoiler and a fixed rear spoiler in place of the extendable unit found on the conventional Crossfire. I generally abhor garish spoilers and wings plastered onto the rear of performance machines, especially when they serve no purpose greater than boosting the "look at me" factor.

Fortunately, Chrysler averted such a blunder by exercising "spoiler" restraint and not spoiling the spoiler. Where they did vigorously apply themselves

Chrysler exercised "spoiler" restraint by not spoiling the spoiler. (Photo: Rob Rothwell, Canadian Auto Press)

design-wise, though, is in the sculpted hard tonneau cover. It creates a seamless, beautifully contoured transition from interior to exterior - you won't find that on a BMW Z4.

The overall SRT6 package is nicely subdued. Like long-serving school teachers instantly spotting troublemakers, sports car enthusiasts familiar with 2005's hottest offerings will have little difficulty spotting the 'bad boy' SRT6 among a row of 'good boy' Crossfires. Although this bad boy doesn't come cheap, it offers sensational value when stacked against its competition, some of which are also German-built.

The SRT6 gets my two-thumbs-up endorsement because it's that good, not because there's a pry bar under them. And I gave it back on time - honest Mr. Zetsche!

Specifications (SRT6 Roadster):

Price Range (MSRP): $66,425 - $67,925
Body Type: 2-door convertible, unitized steel
Layout: front engine, RWD
Engine: 330-hp, 310 lb-ft, 3.2-L, 18-valve, SOHC supercharged V6
Transmission: 5-spd auto with manual mode
Performance (0 - 100 km/h): 4.9 seconds
Brakes (front/rear): disc/disc, ABS
Curb Weight: 1,440 kg (3,174 lbs)
Seating Cap: 2
Cargo Volume (top up/down): 190 / 104 L (6.5 / 3.6 cu ft)
Fuel Economy (city/hwy): 13.7 / 9.0 L/100 km
Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
Direct Competitors: Audi TT Roadster, BMW Z4, Mercedes-Benz SLK, Nissan 350Z Roadster, Porsche Boxster S
Web Site: www.chrysler.ca