Ok I do not own a Crossfire But a friend does and I'm sure he will read this. He claims he has had it up to 180mph and will run low 13's. I love this car and performance for the money is 2nd to none. But 180Mph for a Non-srt6 or even a Srt6 seems like hes on Drugs.Mods include following

Dual 3" velocity coated intake, 4" velocity coated MAF housing. S430 74mm throttlebody. S430 fuel injectors, pump, filter, and pressure regulator. Magnecor KV 100mm plug wires. NGK Irridium IX plugs 1 heat range colder 2 per cylinder. Open manifolds. Evo sport underdrive pulley kit. In motion custom ECU tune after all mods. Also very low drag coeffient and small frontal area from factory. As for handling. From factory, chassis is more rigid than 911 GT3 tested by car and driver.

Intake dynes 20 wheel, lotta ppl have the same one. Pulley kit gets 11. Surprisingly the plugs with 2 per cylinder and iridium, the plugs and wires are getting about 10hp. Prob 10 or 15 from the fuel system mods. Old exhaust had 4 huge cats. Average is 5 hp per cat. Typical ecu flash is 20 hp. From stock 220, this is not very unreasonable. The 1g turn is easily self evident.

I thank anyone for help and responding.

 

Id have to see a time slip from Bonneville or at least a video of a GPS along with the tach & speedo.
From the mods mentioned above, I'd say around 160 - 165 might be possible in a N/A with the EuroCharged tune, don't know about the IM tune.
The 2 plugs per cylinder is OEM, the colder heat range and Magnecore wires are little if no HP gain.
You also gain little with any exhaust mods.

Most that have done the dual CAI ( or single CAI ) with 74mm TB and EC tune have seen around 30-40 CRANKSHAFT total gain, probably @ 10-15 at the wheels.
I haven't seen any figures on results of an S430 injector swap, I hardly think that necessary on an N/A.

Also, there has been debate on the "stock 220 ( actually Chrysler said 215 )"
Many believe this was a marketing strategy by Daimler/Chrysler at the time to keep the MB S320 sales from taking a hit, and many think the true OEM HP for the N/A with the 68mm TB was @ 235.
Perhaps someone has posted a dyno for a NEW stock N/A, but I haven't seen one.

These are just my thoughts on the subject, I'm sure others will take issue with some, if not all, of my statements - I won't be offended.

 

so what does he do about that pesky upper windshield molding? i lost mine doing 135 and never really topped out my crossfire, just a thought lol

 

I've hit 145 when I was stock but since then I've added the 74mm TB and EuroCharged tune. I haven't been able to get a good drag time. The last two times I've gone it's been too humid.

If you lower the car that does decrease the frotal area which will lower the drag coeffcient.

 

If he has an NA, can hit 180 and low 13's... Hell, even sub 14's at all off the bottle, I would like to see it.

 

Mine can do that.
( dropped out of a C130 at 20,000 feet )

 

Rail Dragster with a tow hook?

 

As previously mentioned, no NA Crossfire has broken into the 13's without the addition of NOS.
If one has, then it must have been some "special opps" assignment that nobody here on the forum was privy to.
I think 14.38 was the lowest ET published, without a time slip as proof. (But the driver did take us ALL along for the ride down the 1/4 mile thanks to his camcorder) when he did it.
As far as I can remember, only one SRT6 has made it to 180 mph. and it was modified.

 

Lmao, you guys are too funny.

 

No way!:

Speed of a Skydiver (Terminal Velocity)

And:

In principle one doesn't know beforehand whether to apply the creeping flow solution, or what coefficient of drag to use, because the coefficient depends on the speed. What one can do in this situation is to calculate the product of the coefficient of drag and the square of the [[Reynolds number]]:
:<math>C_d \mathrm{Re}^2 = \frac{mgD^2}{A\rho\nu^2}</math>

where ν is the [[kinematic viscosity]], equal to μ/ρ. This product is a function of Reynolds number, and one can consult a graph of C_d versus Re to find where along the curve the product attains the correct value (a qualitative example of such a graph for spheres is found at this NASA site: [http://www.grc.nasa.gov/WWW/k-12/air...agsphere.html]) From this one knows the coefficient of drag and one can then use the formula given higher up to find the terminal velocity.

For a spherical object, the above-mentioned product can be simplified:
:<math>C_d \mathrm{Re}^2 = \frac{4mg}{\pi\rho\nu^2}</math>

We can see from this that the regime and the drag coefficient depend only on the sphere's weight and the fluid properties. There are three regimes: creeping flow, intermediate-Reynolds number Newton's Law (almost constant drag coefficient), and a high-Reynolds number regime.<ref>''Chemical Engineer's Handbook'', edited by [[Robert H. Perry]] and [[Cecil Chilton]], fifth edition, ISBN 978-0070494787, pp. 5-61 and 6-62.</ref> In the latter regime the boundary layer is everywhere turbulent (see [[Golf ball#Aerodynamics]]). These regimes are given in the following table. The weight range for each regime is given for water and air at 1 [[atm (unit)|atm]] pressure and 25&nbsp;°C. Note though that the weight (given in terms of mass in [[standard gravity]]) is the weight in the fluid, which is less than the mass times the local gravity because of buoyancy.

{| class="wikitable"
|-
! Regime
! Range of Reynolds number
! Range of C_dRe²
! Range of weight in water
! Range of weight in air
|-
| Creeping flow
| Quite accurate up to 0.3
| Up to 7.2
| Up to {{convert|0.00058|mg-f|nN|abbr=on}}
| Up to {{convert|0.00017|mg-f|nN|abbr=on}}
|-
| C_d between 0.4 and 0.5
| {{gaps|1|000}} to {{gaps|200|000}}
| {{gaps|500|000}} to 2{{e|10}}
| {{convert|40|mg-f|mN|abbr=on}} to {{convert|1.6|kg-f|N|abbr=on}}
| {{convert|11|mg-f|mN|abbr=on}} to {{convert|470|g-f|N|abbr=on}}
|-
| C_d between 0.1 and 0.2
| Over {{gaps|400|000}}
| Over 1.6{{e|10}}
| Over {{convert|1.3|kg-f|N|abbr=on}}
| Over {{convert|375|g-f|N|abbr=on}}
|}
Between the first two regimes there is a smooth transition. But notice that there is overlap between the ranges of C_dRe² for the last two regimes. Spheres in this weight range have two stable terminal velocities. A rough surface, such as of a dimpled [[golf ball]], allows transition to the lower drag coefficient at a lower Reynolds number.

 

^^^ Obviously bored today^^ so here's you another.. given these factors how fast could the NA do the 1/4 mile in on that previously mention tow hook? ..

A top fuel dragster accelerates from a standstill to 100 miles per hour (160 km/h) in as little as 0.7 seconds (less than one fifth the time required by a production http://en.wikipedia.org/wiki/Porsche_911_Turbo to reach 60 miles per hour (97 km/h)) and can exceed 280 miles per hour (450 km/h) in just 660 feet (200 m). This acceleration subjects the driver to an average force of about 4.0 G over the duration of the race.

 

All depends on the position of the car during the fall.
If you could talk it into falling nose first, the terminal velocity would be somewhere around 313 MPH, and only 4700 feet would be required to reach this speed.
Falling horizontally, the terminal velocity would be 117 MPH, about the same as a skydiver with arms and legs out.

http://www.autospies.com/news/Lexus-...-it-out-14821/

 

Just wondering.. do you attempt this by whispering in it's tail pipes?

"keep that tail pointed up..and this won't hurt a bit?"

 

That usually works for the little woman...and I'll deny 'til my death I ever said that.

 

buy what was on Speed CH , many yrs ago LOL top speed for a NA was 158 mph maybe 160 at most , had mine up to 130 mph out west, it had some more to go but i did not LOL !

 

I thought our cars were limited to 250 km/h...

 

That's why base models are the best racers ("not" limited)..

 

Eurocharged will remove the speed limiter and raise the rev limiter.

 

If she reads this, your death may not be all that far off...

 

LMAO.....180 isn't as easy as many think. It takes me a mile to hit 165, and I am not sure even if I had another mile I would reach 180. Some day we will find a closed 3 mile stretch of new interstate we can try out... 141+ in a timed half mile, 165 in an untimed mile. 24 mph in the last half, so 15 more is possible in the next half mile. So I would guestimate 1 1/2 miles needed to get to 180 in the SRT....