Mark the date on your calendar, sports-car fans: A Chrysler is being compared with a Porsche and a Nissan — on a racetrack, no less!
Crazy times, yes, but there we were at Southern California's Streets of Willow Springs on a sunny afternoon, cutting hot laps with hotted-up versions of some of the finest sports cars you can buy in the $50,000 range: the Nismo 350Z S-Tune, Porsche Boxster S and, yes, a Chrysler Crossfire SRT-6. Plus, we were honored to have Indy Racing League driver Roger Yasukawa, who finished 10th (despite suffering two flat tires) in this year's Indy 500, and was runner-up for IRL rookie of the year in 2003, on hand to help us extract the most performance possible from the cars.

Nismo 350Z S-Tune
186.3 points

In terms of street-cred (track-cred?), the most burly by far is the 350Z, all hunkered down and wide, with its big, airy 5-spoke 18-in. alloys on impressive 245/40 and 275/40 BFGoodrich g-Force T/A tires (widest of the three cars), giving it a very serious stance. The Boxster and Crossfire, by comparison, are...no comparison, at least not in terms of looking like a tough, race-ready machine.

Despite the admirable braking performance from the 11.7-in. front and 11.5-in. rear discs, we still wished for the Brembo brakes off a Track model Z.

Nonetheless, the Nismo was the easiest car to drive fast, demonstrating superb balance and excellent outright grip.

"The Z is by far the most even car front to rear, and the most predictable through the corner," said Yasukawa. "It's this overall balance that makes the Z the most race-carlike, because you can do whatever you want with it on the track and that's what you need in a race car."


At a Glance
0-60: 5.6 sec
1/4 mile: 14.2 sec
Lap time: 1:36.54
Slalom: 67.6 mph
Skidpad: 0.94g
60-0: 111 ft
80-0: 198 ft


Editor Sam Mitani had this to add: "I think the 350Z would be the easiest car for a club-level driver to get into and go fast. It turns in nicely, and it is really balanced."
Even trail-braking deep toward the apex, the Nismo never lost its desire to turn. Its steering is quickest of the three and remarkably precise, with feedback not quite up to Porsche standards, but solid nonetheless.

The Z also posted the best skidpad figure at 0.94g, versus 0.92g and 0.90g for the Boxster and SRT-6, respectively.


Thank the Nismo S-Tune suspension, which consists of the fat tires and wheels, front and rear anti-roll bars, plus shorter springs that lower the car 20 mm with shocks tuned to suit. A stainless-steel cat-back exhaust also was fitted, yielding a claimed 6-bhp increase, with a weight saving of 9 lb. Regardless of either figure, it makes the 293-bhp V-6 sound magnificent. If you include the Nismo floormats and body graphics, the whole setup raises the price of the 350Z about $6000, to $38,195 (not including installation labor). Our S-Tune even had a titanium shift knob. All parts are available from Nissan dealers and carry a factory warranty.

The stock Z isn't noted for smooth riding, and the S-Tune suspension ups the bump-punishment ante even more. There is something more satisfying about the latter, like it's higher-quality punishment. But the way this car turns in, and its balanced, controllable feel on the track, make it a tradeoff any tuner-car fanatic would accept.

Porsche Boxster S
186.6 points

It certainly was surprising to find that the Porsche ($58,195 as tested) had the kindest street ride of all, smooth, bordering on supple, yet never out of sorts. The feedback that is so rich on the racetrack makes its presence known on the street too. It's just a car that wants to have a lively conversation with you all the time.

Even with the top down, body structure was quite sound, with minimal flex and no shimmy or shake. It didn't even occur to us during track testing to put the top up on such a fine, sunny day, because open-air motoring is the best. All the better to smell the tire smoke too....

The Porsche felt like magic on the track. Its 3.2 liters and 258 bhp of VarioCam urge offered plenty of torque (229 lb.-ft. at 4600 rpm) to jump off corners even when the driver was forced to short-shift. Don't try that in your Honda S2000! Bottom-end power is good, but the show really gets going when VarioCam starts to open the intake cams sooner. By 4000 rpm, the symphony of power begins, and the Boxster breathes more and more freely until the 7200-rpm redline. Grab another quick shift and you're right back in the fun.


At a Glance
0-60: 5.5 sec
1/4 mile: 14.0 sec
Lap time: 1:38.88
Slalom: 68.7 mph
Skidpad: 0.92g
60-0: 120 ft
80-0: 197 ft


The Porsche may be only slightly quicker than the Nissan in a straight line (just 0.2 sec. separates their quarter-mile times), but by virtue of its lighter weight, freer-breathing engine and higher redline (the Z only revs to 6600 rpm and seems to strain over 6200), it feels much faster.
But such feelings can be deceiving, which is why we go out and burn rubber for the Cause.

Chrysler Crossfire
194.4 points





It's a long way to the Streets of Willow Springs from Osnabrück, Germany, especially when you start in Auburn Hills, Michigan. But that's the story for the Crossfire, because while all the principal design, suspension tune and build-quality are handled by Chrysler folks, assembly is done in Germany at the Karmann plant.
So, yes, the Crossfire uses a whole lotta Daimler. What you're looking at is basically a heavily reengineered previous-generation Mercedes-Benz SLK platform with a hand-built, AMG-tuned, supercharged 3.2-liter V-6. Not that there's anything wrong with that....

Seriously, there is very little wrong with that. If this is the kind of car the partnership yields, let's have a blown Hemi and some Cragar rims on the next SL500.

Until then, we've got one killer Chrysler. The SRT stands for Street and Racing Technology. For the Crossfire, street definitely comes first, which is just what SRT Director Dan Knott intended.

"While Dodge SRT performance is extreme, SRT performance for the Chrysler brand is a refined, subdued, but very confident level of performance," says Knott, as we note how many times he works "performance" into a single quote.

Confident performance, indeed. There are 330 blown horsepower (up 115 bhp over the standard model) mated to a truly excellent 5-speed automatic transmission. From a standstill, 60 mph comes in just 4.8 seconds. No muss, no fuss, just mash the loud pedal and watch the world blur around the crisp, straked, art deco lines of that long, flat hood. It is a striking car, no doubt, but the best view is from the driver's seat. Just don't try to see anything in the rear three-quarter view!


At a Glance
0-60: 4.8 sec
1/4 mile: 13.3 sec
Lap time: 1:35.09
Slalom: 66.9 mph
Skidpad: 0.90g
60-0: 113 ft
80-0: 201 ft


But what is behind doesn't matter when you have an engine like this. Corner exits were thrilling in the $46,895 SRT-6 (as tested), the engine sounding like a blast furnace and those big 19-in. rear alloys with 255/35 Michelin Pilot Sports straining against the tarmac. Good thing there is so much power, because it could be used to help counter marked understeer at the track.
The street bias is clear when you're really pushing it, for there is a lot less feedback here than with either the Boxster or the 350Z.

"The Chrysler is the most distant-feeling, but it shows you what a lot of tire and loads of horsepower can do for you," said Mitani.

Not to mention the impressive automatic transmission with AutoStick "manual" gear selection. You can try to push your right leg through the firewall to unleash the fury of the engine, and upshifts still are wholly civilized. Downshifts, too, are nearly seamless, causing no upset at the racetrack.
"The gearbox is so smooth, up or down," reported Yasukawa. "It's a totally different experience than the others."

Of the two manual boxes, the Nissan's 6-speed offered a tighter feel and shorter throws than the Boxster's 6-cog cable-actuated unit. Add in better heel-and-toe pedal positioning, and the Nissan was the manual standout, and more engaging at the track than the SRT-6 as a result.

At the Track

As the sun began to set gently over the rugged landscape that surrounds Willow Springs, we sent Roger out for timed laps. It was fairly easy to see the difference in technique required for each of the cars, especially for the Chrysler.


Results
2005
Chrysler
Crossfire
SRT-6 2004
Nismo
S-Tune
350Z 2004
Porsche
Boxster
S
Performance

0-60 15 pts 15.0 12.9 13.1
1/4 mile 15 pts 15.0 14.0 14.3
Slalom 15 pts 14.6 14.8 15.0
Skidpad 10 pts 9.6 10.0 9.8
Braking 60–0 15 pts 14.7 15.0 13.9
80–0 15 pts 14.7 14.9 15.0
Lap times 15 pts 15.0 14.8 14.4

Subtotal 100 pts 98.6 96.4 95.5

Subjective

Powertrain 25 pts 25.0 22.5 20.8
Handling 25 pts 20.8 25.0 24.2
Comfort 10 pts 10.0 7.5 7.8
Styling 15 pts 15.0 10.8 13.3
Fun-to-drive 25 pts 25.0 24.1 25.0

Subtotal 100 pts 95.8 89.9 91.1

Total points
200 pts
194.4
186.3
186.6

Final Standings 1 3 2


"It definitely felt slower in the corners," he said of the SRT-6, "and the brakes were always a concern."
It was the only car with which we experienced any fade. You could also see that the Chrysler was more unsettled on bumpy corner entrances, and Roger was forced to wait for the car to settle before committing to turns in these instances.

With the Porsche, Roger lauded the pure sports-car stimulation and lighter feel. The Boxster's amazing chassis feedback, free-breathing power and stunning, no-fade brakes meant it was unparalleled fun when hot lapping, but also was the most likely to bite you with snap oversteer (as it did me!), leading him to be more cautious.

The S-Tune 350Z, meanwhile, offered more predictable handling, power and acceleration numbers only a few ticks off that of the Porsche and so made it easier to drive fast. In fact, Roger said he definitely felt as though he'd set the fastest time in the 350Z.

But the most remarkable thing came to light when the stopwatch stopped watching the cars lap: The Crossfire with its 1-minute 35.09-sec. time was a remarkable 3.79 sec. per lap faster around the Streets of Willow Springs than the Boxster (1:38.88), and 1.45 sec. ahead of the 350Z (1:36.54)!

All this while being a very kind ride on the street, offering a smooth-enough ride, the ease of an automatic gearbox and the freshest, most distinct exterior styling. And that engine! Neither the Porsche nor the 350Z — in a virtual tie for second place after the points in all categories were added up — even came close, although the Nismo is the clear winner in terms of price. But we aren't testing MSRPs. So mark your calendar: This is the day a Chrysler took on a Porsche and a Nissan at the racetrack...and won!

The magazine's name is SPEED after all.

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Track Test
2005 Chrysler Crossfire SRT-6 2004 Nismo 350Z S-Tune 2004 Porsche Boxster S

List Price: $44,820 $31,790 $51,600
Tested Price: $46,895 $38,195 $58,195
Engine

Type: aluminum block & heads, supercharged V-6 aluminum block & heads, V-6 aluminum block & heads, flat-6
Valvetrain: sohc 3-valve/cyl dohc 4-valve/cyl dohc 4-valve/cyl
Disp./Bore x stroke: 3199 cc/89.9 x 84.0 mm 3498 cc/95.5 x 81.4 mm 3179 cc/93.0 x 78.0 mm
Compression ratio: 9.0:1 10.3:1 11.0:1
Horsepower (SAE): 330 bhp @ 6100 rpm 293 bhp @ 6200 rpm 258 bhp @ 6200 rpm
Torque: 310 lb-ft @ 3500–4800 rpm 274 lb-ft @ 4800 rpm 229 lb-ft @ 4600 rpm
Redline: 6400 rpm 6600 rpm 7200 rpm
Chassis & Body

Layout front engine/rear drive front engine/rear drive mid engine/rear drive
Brakes, front discs/calipers: 13.0-in. vented discs/2-piston sliding 11.7-in. vented discs/2-piston sliding 12.5-in. vented discs/4-piston fixed
Brakes, rear discs/calipers: 11.8-in. vented discs/1-piston sliding 11.5-in. vented discs/1-piston sliding 11.8-in. vented discs/4-piston fixed
Braking aids: ABS ABS ABS
Wheels: one-piece cast alum.; 18 x 7 1/2 f, 19 x 9 r one-piece forged alum.; 18 x 8 1/2 f, 18 x 9 1/2 r one-piece cast alum.;18 x 7 f, 18 x 8 1/2 r
Tires: Michelin Pilot Sport; 225/40ZR-18 92 Y f, 255/35ZR-19 r BFGoodrich g-Force T/A; 245/40ZR-18 93Y f, 275/40ZR-18 99Y r Michelin Pilot Sport; 225/40ZR-18 f, 265/35ZR-18 r
Steering: recirculating ball, power asst rack & pinion, power asst rack & pinion, power asst
Turns L-to-L, turn dia.: 3.1, 32.2 ft 2.6, 35.4 ft 3.0, 35.8 ft
Suspension, front: upper & lower A-arms, coil springs, tube shocks, anti-roll bar multilink, coil springs, tube shocks, anti-roll bar MacPherson struts, lower control arms, coil springs, tube shocks, anti-roll bar
Suspension, rear: multilink, coil springs, tube shocks, anti-roll bar multilink, coil springs, tube shocks, anti-roll bar struts, lower control arms, coil springs, tube shocks, anti-roll bar
Dimensions

Curb weight: 3220 lb 3310 lb 3080 lb
Test weight: 3400 lb 3490 lb 3260 lb
Weight dist, f/r, %: 55/45 53/47 46/54
Corner weights (full tank, 180 lb. driver), front: 897 lb/964 lb 957 lb/895 lb 789 lb/716 lb
Corner weights (full tank, 180 lb. driver), rear: 761 lb/778 lb 813 lb/820 lb 893 lb/866 lb
Length: 159.8 in. 169.4 in. 170.1 in.
Width: 69.5 in. 71.5 in. 70.1 in.
Height: 51.5 in. 51.9 in. 50.8 in.
Wheelbase: 94.5 in. 104.3 in. 95.1 in.
Track, f/r: 58,8 in./ 59.1 in. 61.3 in./ 62.0 in. 57.7 in./ 59.2 in.
Performance

Transmission: 5-speed automatic 6-speed manual 6-speed manual
Gear Ratios: 3.60/ 2.19/ 1.41/ 1.00/ 0.83 3.79/ 2.32/ 1.62/ 1.27/ 1.00/ 0.79 3.82/ 2.20/ 1.52/ 1.22/ 1.02/ 0.84
Speed in Gears: 41/ 67/ 105/ 148/ 158* 38/ 61/ 88/ 112/ 142/ 155* 40/ 70/ 101/ 126/ 150/ 164
Final drive ratio: 3.07:1 3.54:1 3.44:1
0-60 mph: 4.8 sec 5.6 sec 5.5 sec
0-1320 ft (1/4): 13.3 @ 107.6 mph 14.2 @ 101.0 mph 14.0 @ 99.9 mph
Braking 60, 80 mph: 113 ft, 201 ft 111 ft, 198 ft 120 ft, 197 ft
200-ft skid lat. accel: 0.90g w/heavy understeer 0.94g w/moderate understeer 0.92g w/moderate understeer
700-ft slalom speed: 66.9 mph w/moderate understeer 67.6 mph w/mild understeer 68.7 mph w/mild understeer
Modifications

SRT engine package (includes helical supercharger and a water-to-air intercooler, performance-tuned exhaust and 5-speed automatic transmission with AutoStick), SRT suspension package (includes shock and spring set, anti-roll bars), 15-spoke wheels, front spoiler and rear wing. Nismo body kit (includes front bumper, side skirts, rear underbody spoiler, rear wing), Nismo suspension mods (includes shock and spring set, anti-roll bars), 18-in. alloy wheels, cat-back performance-tuned exhaust. S engine package (3.2-liter engine v. 2.7-liter, 6-speed transmission), S suspension package (includes spring and strut set, anti-roll bars), 18-in. wheels.

*Electronically limited.