the value would quickly level off and depreciation would be less than most other cars from then on.

parts availability would not be a problem for the mercedes engine, transmission, and other parts. how many hundreds of thousands or millions of cars have the 3.2L engine? not to mention, 50K plus production in two years is not really that limited. service wouldn't be a problem either though it might be more expensive than average.

ending production would be the best thing DCX could do for crossfire owners. the single biggest disservice DCX has done to crossfire owners (especially those that bought early) was to create the illusion that somehow this was a limited production car that would have incredible demand. all cars are limited production! it's just that some are more limited than others. making 25K coupes the first year was ridiculous. especially when at least half of two-seater enthusiasts want a roadster. back when GM came out with its first C5 Corvette in '97, they were all fixed-roof coupes. so what did GM do? wisely, they only built 10K that first year so that they would all sell relatively easily. they ramped up production the following year with addition of removable roof coupes and roadsters. it wasn't until anticipation of the C6 that GM had to aggressively move the remaining inventory. also keep in mind that DCX was selling only around 7K SLKs a year in the U.S. audi tt, boxster, s2000, and most of the other comparable sports coupes/roadsters sell less than 10K copies in the U.S. only the 350Z and corvette have managed numbers over 20K. so the question is how did DCX even begin to think they could sell 20K crossfires a year in the U.S. (or in the world for that matter.)