Saleofcar.com :Chrysler

Chrysler Other SRT8 (2006)
for sale

Price: US $15,500.00

Description:

2006 Chrysler 300C SRT8 sedan - silver steel metallicLOW MILES - only 71, 797!
6.1L Hemi - 425 hp - RWD!
1 Owner - title in hand
We just got in this beautiful 2006 Chrysler SRT8. This car has all the options except navigation. It has the moonroof AND the rear entertainment package (DVD, 2 wireless headsets and remote). This car features alcantara/suede/leather seats. Some great features this vehicle has are, power seats, heated seats, rain sensing windshield wipers, ESC (stability control). Freshly serviced!
NON-SMOKER - prior owner traded this vehicle in for a new SRT8 Grand Cherokee.
The car is in great shape and won't last long. Very powerful, comfortable and sporty. You won't be disappointed. Looking for quick sale. Clean carfax, accident free! Send us a message to see this vehicle before you buy.
2 Items to note - Small scuff on driver rear bumper - see pictureSmall chip/crack starting on top right of windshield
Here's what Car and Driver had to say when the 300C SRT8 debuted -
Chrysler's 300C SRT8 is the car we thought the American auto industry would not build again. After the muscle-car era, U.S. automakers relinquished the high-performance family-sedan formula to the Germans (who added refinement but charged elitist prices) and Japanese (who charged a little less than the Germans but somehow sterilized the whole thing).
On occasion, the home industry was good for the affordable yet unrefined eye-opener that temporarily salved our pain—to name a few, the Buick Grand National and GNX, the Chevrolet Impala SS, and the Ford Taurus SHO. Those vehicles offered performance and price but lacked the refinement of the import brands. For 2004, Cadillac gave us the 400-hp CTS-V that matched the performance and refinement of the über-sedans, but at $51, 485, GM charges fully for it.
What makes the SRT8 version of Chrysler's 300C exceptional is that it's the first sedan from anyone, anywhere, to combine the refinement and performance of the pricey supersedans with a sticker of $42, 095, no incentive necessary. It's something the U.S. auto industry should have done long ago, but it was worth the wait.
Without the 10Best-winning 340-hp 300C, which probably wouldn't have gestated in its current form had it not been for the Mercedes merger, SRT (Street and Racing Technology) director Dan Knott would not have had such a superb starting point on which to perform the modifications necessary to make the car into something worthy of SRT badging. For those whose free time is completely taken up by reruns of VH1's Strange Love, the SRT division of Chrysler and Dodge is akin to Mercedes-Benz's AMG and BMW's M division in that they take regular production cars and up the ante until they have about 50 more horsepower than you'd expect.
In the case of the 300C SRT8, the enhanced engine makes 425 horsepower and 420 pound-feet of torque from a bored-out, high-compression-ratio 6.1-liter version of the corporate 5.7-liter Hemi V-8. Tricks such as variable valve timing or a multistage intake manifold are not present. New stuff includes just a single hot camshaft sitting in the block, 16 lightened valves, and a forged crankshaft that allows the large V-8 to spin to a melodic 6400 rpm. The torque peak arrives at 4800 rpm. That may sound high for an engine this big, but the copious displacement means enough torque is available off idle to put the limited-slip differential to good use. Compared with the 5.7-liter it's based on, the 6.1-liter feels sportier and, oddly, smaller because of its penchant for high revs.
An eager five-speed automatic modified by SRT provides immediate upshifts and downshifts and is a terrific partner to the 6.1-liter. Full-throttle shifts at the redline are accompanied by an explosive sonic boom from the exhaust. Back off the throttle, and the sound becomes mellow and unobtrusive. At 70 mph we measured 69 dBA of noise, but you don't hear the engine as much as you hear the wind rushing around the brick-like body and the hum of the wide tires. Following the logic of AMG's offerings, the German automaker's American operations do not offer a clutch pedal. Manual transmissions in sedans this large and with this much power somehow feel out of place and too often suffer from high efforts that make them difficult to drive smoothly.
The SRT8 is a big sedan with 56 cubic feet of front passenger space and 51 in the rear. It isn't light at 4212 pounds, but at just below 10 pounds per horsepower the SRT8 will bust through 60 mph in 4.7 seconds on its way to a 13.2-second quarter-mile at 109 mph. If the SRT8 had been included in the Executive Adrenalators comparison [ C/D, November 2004], it would have been less expensive and offered more sheetmetal and its acceleration would have been at the top of the heap. The SRT8's ungoverned top speed of 173 mph also would have placed it on top and is especially startling when you consider the block-like drag coefficient of 0.36 and the garage-door-sized frontal area of 25.8 square feet. Better yet, the SRT8 outpaces the ungoverned CTS-V by 12 mph and all AMG products (which are governed at 155 mph) by 18 mph. Academic for sure, but if you paid more for those other cars, you'd definitely want the bragging rights.
The weight of the SRT8 is also effectively hidden by suspension changes that lower and stiffen the chassis. Striking 20-inch wheels that look nearly big enough to double as turbofan blades on a Boeing 777-200LR are wrapped by uncompromised Goodyear Eagle F1 Supercar tires that adhere to the skidpad to the tune of 0.89 g. For those who don't want to buy new wheels and snow tires (you'd have to buy new wheels if you wanted snows, since a 20-inch snow tire doesn't exist at the moment), Chrysler will equip the SRT8 with all-season Goodyear RS-As that might have a better chance of getting you out of a snowy driveway. The tire sizes are staggered—smaller 245/45R-20 fronts and slightly larger 255/45R-20 rears—and on a dry, tight handling course there is some initial understeer, but it's easily canceled by a quick crack of the throttle. Steering feel isn't quite as award-worthy as the rest of the chassis. The power-assisted rack-and-pinion setup is predictable and never surprises, but it lacks the feedback you want in a car so willing to defy centripetal forces.
If you're looking for a thrilling vehicle, this SRT8 will not disappoint!

_{update: 2015-12-07}