Special Report: Chrysler Groups SRT Division Unleashes 2,740 Horsepower on the Racetrack

SRT Brand Shows Rivals How to Build a Performance Nameplate

When Chrysler Group decided to get into the OEM tuning game, they didnt merely dabble. The SRT division, which debuted its first production vehicle in 2002 with the 2003 Dodge Viper SRT-10, has been living up to its "Street and Racing Technology" acronym ever since.

The "small group forms a tight and passionate unit that orbits the corporation outside the constraints of bureaucracy," a Chrysler Group executive commented. "They have hung together for years through many changes, always with the same goals in mind... class leading performance."

The SRT team followed the updated 500-horsepower Viper with a barrage of new performance models, starting with the 2004 Dodge SRT-4 compact, a 230-horsepower pocket rocket based on the Neon, and then the Viper-powered Dodge Ram SRT-10 pickup truck later that year. The Crossfire SRT6, in coupe and roadster variants, came along next, delivering up 330-horsepower of supercharged 3.2-liter V6 muscle apiece.

Whats next in line? If you havent heard about Chryslers 300C SRT8 or Dodges Magnum SRT8, then you havent been reading these pages for very long. Arriving at dealers shortly, the super-sedan and ultra-sport wagon duo will quickly gain respect from BMW M, Jaguar R and Mercedes-Benz AMG drivers, not to mention Ford SVT Mustang Cobra owners.

The new SRT cars feature a 6.1-liter version of Chrysler Groups much celebrated HEMI V8, boasting 425-horsepower and 420 lb-ft of torque, mated to a slick-shifting five-speed automatic transmission with AutoStick manual mode.

Rather than unleash such potentially overwhelming power on the open road, the Chrysler Group and SRT PR teams were savvy enough to let us have a go on the track first. Whats more, the two new entries werent the only SRT models available for go-fast testing, but rather the entire lineup of super-speed machinery, totaling to an incredible 2,740 horsepower!

Always wanting to ease into the moment I started out in the fun-loving SRT-4, a car that blats out the most intoxicating bark of any four-cylinder on the market. Exhaust sounds aside, its a wonderful little beast to drive on the track, easy to toss into and get out of a corner at just about any reasonable speed, strong on braking and seriously quick off the line. Of course, sitting side by side with its V6, V8 and V10 stable mates the SRT-4s 230-horsepower four seems merely adequate, but once factoring in its low curb weight and sticky tires on stunning 17-inch alloy rims, its a hoot to drive.

The Crossfire SRT6 is even more intriguing though, which gave me good reason to step up to this model next. The coupe offers one of the most rigid body shells in the auto industry, allowing its suspension setup to be firm but not harsh. The Crossfire is the most agile of all Chryslers, and the SRT6 package moves it up a couple of notches in every driving dynamic. Its 330-horsepower is sensational when accelerating, steering direct and responsive and at-the-limit handling wonderfully predictable. Taking into consideration that this little model is even more rigid than the 2004 Mercedes-Benz SLK32 AMG that donated much of its drivetrain and running gear, a much more approachable price tag of $45,070 makes it an impressive bargain.

The roadster is much the same as the coupe, without the fixed top of course. Like the coupe, its one of the stiffest convertibles available anywhere and shows this by delivering zero cowl shake even under hard cornering on rough road surfaces. Its also a joy to drive, as it delivers blistering performance with that wind in the hair rush only a convertible can offer.

Having already tested out the SRT4 on a variety of occasions, and the two Crossfire hotrods in Chelsea last year, I was most interested in pushing the two new LX models on the track. The 300C SRT8, which the same Chrysler exec described as a "cool, sporty, triathlete in a tuxedo," was the first to show up with the new 6.1-liter powerplant, a motor that does a lot more than merely add cubic inches, a process that incidentally included boring out the cylinder diameters by 3.5 millimeters apiece. It achieves its additional 85 horsepower over and above the already quick 340 horsepower 5.7-liter HEMI, a 25 percent increase by the way, via strengthening the modified block and increasing coolant flow. A forged steel crankshaft was used to minimize vibration, while stronger powder-metal connecting rods capped off by oil squirter-cooled floating-pin pistons were attached. Underneath, a modified oil pan is said to reduce oil foaming.

To up engine speed and effectively increase horsepower the SRT techs modified the cams, increasing revs by 15 percent to almost 6,200 rpm - the current 5.7-liter HEMI tops out at 5,400 rpm. The engines hollowed out valve stems also reduce drag due to their lighter weight. Interestingly, the hollows are filled with sodium for dissipating heat more effectively.

Like an athlete, an engine will perform better if it can breathe easier. To achieve this result the SRT engineers added new high-flow cylinder heads, with larger diameter valves combined with reshaped cylinder ports, and a redesigned intake manifold with larger diameter runners for higher-speed tuning. The result of the SRT divisions work is a quicker turning, much more powerful engine featuring a compression ratio that increases from 9.6:1 to 10.3:1.

Finally, seriously "hot" exhaust headers that feature "individual tubes encased in a stainless steel shell" were added. Engine exhaust pipe will leave the back of the car via new larger diameter, 2.75-inch compared to 2.5-inch, tailpipes finished off with two fat 3.5-inch chrome tips.

The look is sensational, but the throaty sound is even more enticing. The effect from a standing start, however, is better than all of the above. The 300C SRT8 charges from standstill with a rush of power that seems otherworldly, in comparison to any other car in its class. Truly, only stratospherically priced Audi RS6s, BMW M5s, Mercedes-Benz E55 AMGs, and I suppose, new STS-Vs can compete.

Giving the 300C SRT8 even greater credibility is its handling prowess. Of course, the cars substantial mass can still be felt when throwing it into a 90 degree corner, but its reaction is wonderfully predictable due to a touch of oversteer and a little dab of stability control if things get too out of hand.

I felt that the Magnum SRT8 was a bit nicer to carve out the really tight curves with, due to a slightly stiffer suspension setup. Its the most insanely fast wagon Ive ever experienced, something so crazy only the bad boys at Chrysler Group could dream it up.

Oh, I suppose theres something even crazier... the Dodge Ram SRT-10 pickup truck. Again, there are a few automakers that dreamed up concept vehicles to wow show goers in Detroit, but none dared build their 500+ horsepower pickups. I tested the two-door, six-speed manual equipped version at the Chelsea proving grounds last year, where the four-door, automatic was introduced. Now it was time to take the larger quad cab for a spin, and what an outrageous ride it is. Somehow the SRT techs have managed to make the thing handle like a massive sports car. Sure its a bit top-heavy, but its surprisingly easy to keep within the race line even when pushed way beyond what should be possible in a vehicle of this type. Its performance down the back straight was extraordinary, as potent as the Viper which donates its engine, and feeling almost as fast at top speed.

The Viper, however, is in another league altogether. Ive driven this beast on a few occasions, and each time was impressed by its Jekyll-like docility when puttering around town and Hyde-like brute strength when annihilating almost any rival to cross its path. On the track, where it was designed to entertain lap after lap, the SRT-10 is scintillating. Its so amazingly easy to drive, unlike the old model which was replaced in 2002, with such a predictably balanced personality, that I felt like a pro.

Of course, a few laps with a real professional behind the wheel and I was quickly brought back to earth. This is a great experience for anyone who considers him or herself to be a good driver. Really, unless you spend every day on the racetrack and then, on top of that, happen to have been blessed with a God-given talent for driving, youll be humbled.

After a morning on the track I swapped positions with a blue metallic Crossfire SRT-6 roadster driven by a bloke from Britains Top Gear magazine, from the drivers seat of a slate-gray Crossfire SRT6 coupe. What a fabulous car on the open road, and as Ive mentioned in previous reviews of cars Ive driven around the St. Jovite/Mont Tremblant, Quebec area, these are brutally worn excuses for highways, ideal for testing a cars suspension compliance and/or its capability of holding together without any shakes and rattles. Suffice it to say, the Crossfire is exceptionally tight yet wonderfully smooth over bumpy surfaces, an unusual benefit compared to most of its rivals rigid, and often harsh suspension systems.

Our two Crossfires arrived at an airport that is, amazingly, capable of landing a 747, and while no large jets were present it was ideal for high-speed runs in all of the new cars. Even more amazing was the power each SRT model puts out, even the SX 2.0-based SRT-4 which was still accelerating at 125 mph when the second grouping of orange cones enforced a braking zone. The Crossfire achieved an even higher 130 mph at this point, while the 300C SRT8 was still going strong at 140. Reports of 150 mph runs aboard the Viper were being bantered about later that day, although the car previous used at the airport had to be returned to the track by the time I got there.

And thats really the story behind SRT. Any car that gets to wear the now coveted badge is capable of accelerating, handling and braking with the best in its given class. That last point, braking, is probably the most important on the track, where good brakes can always make up for any lack of power, if there was such a problem. Of course, the combination of superior power and top-tier brakes, large Brembos all-round, makes the SRT cars some of the best in their respective classes.

Chrysler Group will soon add three more SRT variants to the mix, the first being the Charger SRT8, followed by the Jeep Grand Cherokee SRT8 and new Viper SRT-10 Coupe. These might be the most intriguing models to sport the three-letter acronym yet, being that the performance team has not only added its formula for value-priced performance, but also enhanced each cars styling to a much greater degree than the current group of vehicles, SRT-4 and Ram SRT-10 aside.

Are you right for an SRT Chrysler, Dodge or Jeep? Well, while Ben Affleck and Jennifer Lopez were previously seen in a Ram SRT-10, when they were an item at least (hes now involved with Alias Jennifer Garner, or so Ive been told by a much younger associate), and Vipers have been the rides of the rich and famous for almost two decades, and the new 300C and Magnum, if not necessarily in SRT trim, have appeared in a number of rap music videos, these are definitely cars that will find their way into the homes of the less rich and almost famous.

An SRT-4 can be had for $20,600, while the ultra-hot 300C SRT8 starts at only $39,995. Thats about $10,000 less than a Cadillac CTS-V, by the way. The Crossfire SRT6 goes for $45,070, which is amazingly low compared to the Mercedes-Benz SLK32 AMG that shared all of its mechanicals. Truck buyers will find the Ram SRT-10s $45,625 base price attractive, while the Vipers $81,795 might be pricey for a Dodge, but considering that it can outrun, out-handle and out-brake the majority of premium Europeans that cost tens of thousands more, its another bargain.

Rival domestic brands Ford and GM should take notice that one of the reasons Chrysler Group is doing so much better in profitability is because its making more products that people can get passionate about. While the SRT cars are among the top performers of their respective classes, even base and mid-line Chryslers, Dodges and Jeeps are garnering attention from buyers.

Building cars that people want? What a concept!