The new Chrysler is reasonably quick off the line too, thanks to its SLK derived 215-hp 3.2-L V6. Its 18-valve, SOHC architecture might not give it the best breathing characteristics but a healthy 229 lb-ft of torque makes up for any lack of revs. And what a snarl the exhaust makes. Slipping the short throw shifter between intervals on the way down from 6th to stop while blipping the throttle to precede lower gear ratios, emotes new sensory levels in the auditory glands.

Even the 5-speed automatic gearbox, with its unique side-to-side manual actuation (handy that Mercedes-Benz shifts their autobox left-right-left just like Chrysler's AutoStick) performed well. It's a sophisticated piece of work, able to adjust its shifting pattern based on the information the driver sends it. For example, after repeatedly slapping it to the side and not getting a response to downshift or upshift that I was looking for, the Chrysler engineer along for the ride pointed out to me to press and hold it for a few seconds. After doing so the transmission automatically downshifted to the optimal gear needed - impressive. While I would opt for the quicker shifting manual, I could see why a person would prefer the Crossfire's smooth and sporty automatic, a sensory stimulant all its own.

With the various senses in mind, Chrysler went a long way to ensure premium vehicle aficionados won't be put off by less than the best quality materials inside. Every surface is superb, the plastics of the soft touch variety, beautifully executed with near perfect fit and finish. The metallic surfaces surrounding the center stack, while not as tactilely enticing as the Audi TT's solid billet aluminum trim pieces, are of a high quality. The switchgear works with German precision, as do its ancillary controls.