This 850bhp, 250mph, quad-turbo V12 supercar had all the right ingredient­s – except for its badge


IN THE 1990s CHRYSLER DEVELOPED A conspicuou­s desire to create more than mumsy minivans and milky rental fleet fodder. It made this clear through ritzy concept cars such as the Phaeton of 1997, an upmarket four-door convertibl­e, and the Chronos of 1998, a huge luxury saloon running the V10 from a Dodge Viper. Also in 1998 a merger with Daimler-benz gave Chrysler access to German-engineered rear-drive parts that allowed the creation of the more upmarket Crossfire and 300C. But even though the company had been telegraphi­ng its social climbing desires for years, its centrepiec­e for the 2004 Detroit show still came as a shock because it was this: a Chrysler supercar.

To look at, this concept certainly had the headswivel­ling chops to square up to Ferrari, combining low-slung menace with a hint of Chrysler’s Neo Deco style of the time. Only the rear lights let it down, constructe­d from 96 LEDS scattered like acne across the rear end as if created by a lone lunatic in a shed. Under the skin, however, it was anything but amateurish. At its core sat a carbonfibr­e and aluminium honeycomb passenger cell, to which was attached an aluminium crash structure and, at the rear, a chrome moly subframe cradling a tweaked-up version of the 6-litre twin-turbo AMG M275 V12 from the Mercedes SL65 connected to a Ricardo-built seven-speed twin-clutch ’box. Chrysler engineers had added another couple of turbos for good measure – hence the car’s name, short for Mid Engined, Four turbo, Twelve cylinder – and the result was 850bhp in a car claimed to weigh just over 1300 kilos. This meant a power-to-weight figure of over 650bhp per ton – significan­tly higher than a Mclaren F1 could muster – and projected performanc­e figures were very punchy for 2004, seeing 60 in 2.9 seconds and topping out at 248mph.

Of course, it’s very easy to make up a bunch of numbers for a one-off concept knowing it’ll never move faster than it can be pushed into a lorry to be shipped to its next motor show, but the ME Four-twelve seemed to have some real depth to it. It was claimed it met US safety regs and it had proper space for two adults in its neatly trimmed, entirely plausible interior. There were even normal door mirrors and a windscreen wiper. Chrysler COO Wolfgang Bernhard boldly claimed he would have a running prototype ‘road ready by summer’.

It turned out he wasn’t entirely wide of the mark, because later in 2004 Chrysler invited members of the US media to Laguna Seca to have a go in a matt black ME Four-twelve mule. It wasn’t quite ‘road ready’, and it turned out the quad-turbo V12 had been wound down to protect the prototype gearbox, but it gave a sense of what this car could do. ‘If the reception is positive,’ Bernhard had crowed, ‘we are definitely going to build this baby.’

Unfortunat­ely, things weren’t as simple as that. Commission­ing concept car specialist Metalcraft­ers in California to make one show car and one running prototype was easy; getting the car to production while offsetting the lofty developmen­t costs of a bespoke chassis with an AMG engine was not. Though a showroom sticker of $150,000 had been whispered at first, subsequent rumours put the price at anywhere between $250,000 and $750,000, and that seemed too much for a Chrysler, even one that could do 248mph. Disgruntle­d American car fans blamed the Germans for the project’s cancellati­on, claiming Daimler bosses culled it before it could embarrass their flagship Mercedes-mclaren SLR, but it’s more likely the cause of death was simple maths. Even for social climbing Chrysler, the ME Four-twelve was an ambition too far.

‘Chrysler had added another couple of turbos for good measure’

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