For those rejecting the notion of consolidation - and parenthood, given the Crossfire's two-seat status - the six-speed manual
 |
| Although the convertible is heavier than the coupe, it feels every bit as fast. (Photo: Rob Rothwell, Canadian Auto Press) |
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 vehicle's 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 convertible's lean curb weight of 1,424 kilos (3,140 lbs). In spite of weighing slightly more than the coupe, the roadster feels every bit as fast. And it prominently announces such with
 |
| The Crossfire roadster is incredibly rigid, and seems to handle at least as well as the coupe. (Photo: Rob Rothwell, Canadian Auto Press) |
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; it'll 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 car's body to within it, reducing its center of gravity and consequently improving handling. Normally the added flex that accompanies chopping off any car's 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.
