2005 Chrysler Crossfire Review

Specifications

Sensational Becomes Sun-Sational

Earlier this year I road tested a Chrysler Crossfire coupe. Although I absolutely loved the vehicles performance and driving dynamics, I was tempted to fire up my “saws-all” reciprocating hack saw and sever the claustrophobia-inducing roof from the cars svelte body. But rain was in the forecast and I wasnt in a hurry to sever my automotive journalism career along with the little coupes lid.

Fortunately Chrysler had the foresight to undertake such surgery on its own, which not only extended my career but converted the sensational little “tough guy” coupe into a “sun-sational” high performance roadster.

Fortunately the designers at Chrysler managed to create a roadster that exhibits much more symmetry and style than what my severing would have led to. Starting with the Crossfires long hood and hatchback configuration no doubt made the conversion to convertible tricky, as what can appear proportional in the way of a hardtop coupe can look out of whack once the top half has been discarded - but not so with the Crossfire.

As with my earlier Crossfire test coupe, the German built roadster is very well assembled. Panel spacing is spot-on and fit and finish is accurate all around. Particularly appealing on the roadster is its rear deck and sculpted hard tonneau cover, the latter of which is contoured to match the rear deck sculpting and the raised roll bar bases.

Dropping the Crossfires soft-top is a relatively simple process. With the in-trunk dividing panel in the correct position, the driver need only turn a roof mounted latch to free the top then push a console-mounted button which initiates the mechanical wizardry. As the roof retracts, it folds and positions itself snugly behind the cockpit where it is then enclosed by a color-keyed tonneau lid. The process of retraction, however, isnt as smooth and thump-free in the Crossfire as it is in some rival convertibles that I have tested, but nevertheless it works well enough.

When not out of sight, the single layer top fits snugly around the windshield frame and side windows. Air and water leaks are non-existent and surprisingly, headroom is quite generous - in fact it felt greater than in the coupe I tested. The rigid rear window is heated and easy to see through, although the drivers rearward field of vision isnt great due to the windows smallish dimensions. Of course, true roadster fans wont have the roof in place unless driving through a typhoon accompanied by torrential rain; and even then going alfresco is questionable.

Personally speaking, one of my favorite roof-down seasons is winter, however, I should point-out that I reside in a fairly mild climate zone next to the warm Pacific Ocean. Winters here are less hostile than in most other parts of the North American continent, which makes year around top-down motoring reasonably pleasant, providing the ride is equipped with a suitable heater - which of course the Crossfire is. There is little else more invigorating on a clear, chilly evening than a late night open-air cruise with the stars in full view and the single passenger seat occupied by someone special.

There are few cars more capable of delivering such astral pleasure than the Crossfire. And the attendant pleasures are not just limited to whats overhead or whos next to you. Those in the know, so to speak, are well aware that much of the Crossfires running gear is derived from the higher priced, Mercedes SLK. The SLK is a fine automobile in its own right; therefore its hardly negative that it shares general architecture with the Crossfire. The Crossfires extremely rigid unit body has eliminated cowl-shake, a symptom afflicting more “flexible” convertibles. The solidity of the Crossfire structure makes it an ideal platform on which to attach a more compliant suspension, therefore allowing the benefits of a better ride without getting in the way of handling dynamics.

Rather than absorbing bumps and dips, occupants can instead enjoy the rousing performance of the Crossfires 3.2-liter (195 cu-in) SOHC V6. Once again derived from Mercedes-Benz, the engine features 18-valves operating on a variable timing basis to maximize efficiency and output. Its low-end torque is quite remarkable, and certainly improves the driveability of the car whether equipped with the 6-speed manual or five-speed AutoStick transmission. I have sampled both gearboxes and have learned to appreciate each, depending on my mood. When power is fed through an automatic transmission, healthy low-end torque is vital for spirited off-the-line acceleration. A low-end torque deficiency can be somewhat mitigated by a skilled driver using a manual clutch, but such a technique can definitely be life altering to the mechanical bits and pieces that make up a drivetrain.

With Chryslers AutoStick technology (which in this case is actually Mercedes-Benz), the Crossfires shifter runs through a gated shift pattern before reaching its final destination of Drive. From this position the Crossfire can be conveniently operated in a fully automatic mode or shifted manually by tapping the lever to the right for an upshift and to the left for a downshift. Hold it to the left and the transmissions “brain” will take over and downshift to the optimal gear for a given situation. Unlike being a little bit pregnant, this consolidated arrangement does a pretty good job of living up to the “best of both transmission worlds” marketing spin.

For those rejecting the notion of consolidation - and parenthood, given the Crossfires two-seat status - the six-speed manual is extremely good. Unlike the six-speed gearbox in the first Crossfire I road tested, which exhibited a tendency to resist insertion into first gear, this short-throw lever walked its way through each of the gears with the precision and ease of an old pro. The close-ratio pairing of its cogs enabled me to easily keep the engine revs in the sweet zone, regardless of the vehicles speed. When combined with the versatility generated by its exuberant low-end torque, I never found myself “hooped” for immediate power. Seldom does the engine strain or feel over-taxed, thanks partly to the Crossfire convertibles lean curb weight of 3,140 pounds.

In spite of weighing slightly more than the coupe, the roadster feels every bit as fast. And it prominently announces such with the same jet engine woosh that the coupe emits, only louder in the absence of the sound isolation a roof provides. The exhaust “woosh” is fairly unique and quite remarkably generated by a normally aspirated V6; itll definitely put nearby heads on swivel.

In addition to acceleration, the roadster is equally as skilled in the handling arena - and perhaps even more so. By eliminating the hardtop, roof weight is repositioned - especially when retracted - from above the cars body to within it, reducing its center of gravity and consequently improving handling. Normally the added flex that accompanies chopping off any cars roof negates any benefit offered by lowering the center of gravity, but truly the Crossfire is still incredibly rigid - among the best in its class.

This makes the Crossfire Roadster is a very road-competent product. Long sweeping turns can be decisively attacked with vengeance. Once a line is established, its very easy to set the Crossfire and hold the intended arc throughout the turn by balancing throttle and steering inputs. Turn-in is quick and very precise; especially considering it uses Mercedes old recirculating ball type, considered by most to be less sporting than rack and pinion. Some may find the resistance level of the steering a bit much, but with its cat-like reflexes a lighter setup may contribute to unintentional oversteer.

As I mentioned previously, whats so amazing about the Crossfire is the civilized ride that accompanies the sensational handling. But as good as it is I just wish the seat bottoms provided greater thigh support. Plenty of side bolstering kept me firmly fixed, but additional length and depth in the seat cushion would lead to complete seating bliss.

Blissful from the get-go are the Crossfire 4-wheel vented disc brakes. They can be snapped on instantaneously and with just the
perfect amount of speed-defusing force once accustomed to. A little care is needed initially, as I found the brake pedal quite sensitive due to the lightness-of-touch in its calibration. I would prefer pedal actuation that requires slightly more involvement of the quadriceps.

In-motion safety is further enhanced with Electronic Stability Program - a first for Chrysler (it now comes standard in the Chrysler 300 and Dodge Magnum). According to Chrysler, this system works by braking individual wheels to correct understeer and oversteer. Basically, it helps to keep the vehicle on the road when slippery conditions are encountered or when a drivers courage outweighs common sense and prudence. An all-speed traction control system is also part of the Crossfires safety versus courage equation.

In the event that common sense, prudence and electronic intervention fail to prevent or avoid a crash, the Crossfire is well equipped to protect those within. Next-Generation driver and front-passenger airbags and door-mounted side-supplemental airbags are standard equipment, as is a drivers side knee bolster intended to properly position the driver in the event of airbag deployment.

Much has already been written about the 2004/2005 Crossfire, praising its performance and lauding its value - some of it by yours truly. What I hoped to do in my report on the roadster version is adequately convey its outstanding road manners; but more importantly convey how much fun it is to drive when the roof is nowhere in sight.

This is an entertaining car, not a practical car. A trip to Costco is pretty much out of the question and only one passenger at a time can share in the Crossfire experience. But a roadster isnt about hauling freight, human or otherwise; its about sunny days, clear nights and twisty backroads, all of which adds up to a sun-sational new edition to the roadster rivalry.