The stunning new 150-mph Chrysler Crossfire sports car is the first Chrysler badged vehicle to share major components with a Mercedes-Benz model since Daimler-Benz bought Chrysler Corp. in 1998.
What took DaimlerChrysler so long to come up with the first real offspring of this affiliation?
"There was a delay because Daimler-Benz and Chrysler had different types of vehicles when the merger occurred, so sharing vehicle components wasn't possible for a while,'' said David Cole, chairman of the Center for Automotive Research in Ann Arbor, Mich. "The new DaimlerChrysler operation thus was probably overly optimistic when it talked about sharing vehicle components.
"One reason for the affiliation was because Mercedes and Chrysler could fill in each other's product blanks. For instance, Chrysler had no sports car, and Mercedes had no minivan. The Crossfire is the prototypical first step of the merger to look at how they [DaimlerChrysler's U.S. and German operations] integrate systems and components.''
The two-seat 2004 Crossfire costs $33,620 with a manual gearbox and $34,695 with an automatic transmission. It uses the 3.2-liter, 215-horsepower V-6 engine and transmissions from the $45,050 Mercedes SLK 320 two-seat sports car, which has a power hard top and is a little smaller. The Crossfire also has the same suspension design as the SLK, although it's modified to be stiffer.
The slick six-speed manual gearbox is fun to shift, but works with a long-throw clutch that makes smooth takeoffs tricky. The modified SLK five-speed automatic transmission has a manual-shift feature and is arguably the best choice for this car.
A new SLK is in the works, but the Crossfire won't share its components. Not a bad thing because the current SLK components already are paid for and thus allow a much lower Crossfire price.
The current SLK platform is a good, rigid one. Average Crossfire buyers probably won't care about the new SLK components and couldn't tell the difference between the new and old ones, anyway.
"Most people don't know or care about what's under a car body,'' said Bruce Belzowski, senior research associate with the University of Michigan's Office for the Study of Automotive Transportation. "The true test will be how people feel about the Crossfire, whether drivers will say that it's a cool car for the money.''
Chrysler was responsible for the rear-drive Crossfire's head-turning body, and the car has a retro-style interior with the same designer-heavy look as the body. Basically, everything that makes the car go is from Mercedes, and the rest is from Chrysler.
The Crossfire is assembled in Germany by Karmann, the outfit that put together the 1956-74 sporty Volkswagen Karmann-Ghia two-seat coupe and convertible.
Anti-lock brakes are standard, as are traction control, an anti-skid system and torso side air bags. A rear spoiler pops up at about 60 mph for more stability at higher speeds, then goes down at lower speeds. Big 18-inch wheels are up front, while 19-inch ones are at the rear; they enhance roadability and the car's aggressive look.
The Crossfire is well equipped, although its small sun visors don't swing to the sides. Standard are power heated front seats, dual-zone air conditioning, remote keyless entry, power windows, speed control, six-speaker AM/FM/CD sound system, telescoping (but no tilt) steering column and power outside mirrors.
Those mirrors could be larger because a small back window and sloping roofline cause a pinched view out the back and poor over-the-shoulder visibility.
There are virtually no options, except for the transmission and color.
The Crossfire was revealed as a concept car at the 2001 Detroit auto show and looks much like the Crossfire prototype I drove at Chrysler's proving grounds a few years ago. But it's missing the prototype's stacked vertical headlights and bar down the center of the rear window. That bar was to be part of the car's center "spine,'' which starts at the grille, goes over the roof and ends between the center mounted dual exhaust pipe outlets. But the bar would have further hindered visibility through the back window, which is very poor.
Most initial Crossfire buyers probably won't have a chance to do much, if any, price haggling at Chrysler dealerships; DaimlerChrysler only will build 11,000 Crossfires this year, with just 8,700 coming to America. Production plans for next year call for 20,000 Crossfires, with 17,000 sent here.
"Large numbers of Crossfires aren't needed because it's an 'image' car primarily meant to draw customers to Chrysler showrooms,'' said analyst Jim Wangers, of California's Automotive Marketing Consultants.
Belzowski said the Crossfire isn't a "make or break'' car for Chrysler because of its low volume.
"It's not the end of the world if the Crossfire bombs,'' he said. "It'd be a different story if it were a big ticket, high-volume model such as a minivan, sport-utility vehicle or pickup truck.
"The Crossfire gives [the American and German arms] of DaimlerChrysler a chance to work as a team on a model using lots of Mercedes-Benz components. It's like dipping your toe in the water. The next step will be dong the same thing with a mass-market vehicle.''
Nobody knows for sure when that will be. Rear-drive replacements for the Chrysler Concorde and 300M sedans and Dodge Intrepid sedan arrive next spring with only the automatic transmission, electrical components and rear suspension from Mercedes-Benz E-Class cars.
"Chrysler just went three-quarters of the way with the Crossfire,'' Wangers said. "Why wasn't it given a hot V-8, instead of a Mercedes V-6 if it's supposed to make a big splash? It's in a market where two-seaters and high performance are one and the same. It goes up against cars including the 287-horsepower Nissan 350Z. In this class, you can't afford to be just OK.''
Car and Driver magazine said the Crossfire is "about 50 horses short of stardom.'' Not that the car is slow with its smooth, high-rev engine. It hits 60 mph in 6.5 seconds and 100 in 16.1 seconds.
Fuel economy is an estimated 18 mpg in the city and 27 on the highway with the manual gearbox and 21 and 27 with the automatic. The responsive automatic is well suited to the V-6 engine, and it's unusual that the city economy figure is higher with the automatic than with the manual.
Steering of the 3,060-pound car is quick, and handling is athletic. The brake pedal feels soft, but has a progressive action and stopping distances are short. The ride is good, but the short 94.5-inch wheelbase (distance between front and rear axles) causes it to become a little jumpy on some roads.
Despite large outside door handles, extra effort is needed to get in and out of the low-slung Crossfire, which has long, heavy doors that are a problem in tight spots. The seats are extremely supportive and the interior is quiet--except for tire noise. The Crossfire is wide, but a large console eats a lot into cockpit room. Taller, heavier occupants might find it's a little tight in there, although leg room is good.
The power window switches are counterintuitive, but the ornate gauges can be read quickly, and most controls are easy to work. The two-tone leather upholstery looks sharp, and silver trim brightens things. But some cheap interior touches include silvery paint instead of metal trim. A pop-up console cupholder has an odd design that won't inspire trust when handling large beverage containers.
The large, deep cargo area has a high, narrow opening.
The Crossfire is a very adventuresome car for DaimlerChrysler's Chrysler unit and is one of few cars that looks exotic but is practical for daily driving. |
