2007 Dodge Caliber

Brian Early

Is it hip to be square? Dodge is betting that it is with its latest entry-level model.

The 2007 Caliber trades the round-eyed smiling face and forward-leaning stance of the Neon/SX 2.0, in favour of squared-off lines and a prominent Dodge "crosshair" grille.

That's not the only departure from the softly curved Neon that wooed economy-minded buyers since it was introduced in 1995: the four-door Caliber is available only as a hatchback.

This choice of layout is necessary because DaimlerChrysler intends to sell the Caliber globally, and this is the preferred body style in many of the 100 or so countries in which the car will retail in both left- and right-hand drive.

From the chiselled shoulder-line down, the Caliber's look is SUV-inspired, while the plunging Pacifica-like roofline and integral tailgate spoiler offer more than a subtle hint of "coupe."

Just like the use of both round and square design elements — the two style seem contradictory but work well together.

The 11.2 cm increase in height has benefits. Although the Caliber casts a shadow roughly 1.7 cm shorter and only 3.6 cm wider than the Neon, it's considerably larger inside, with higher hip-points and plenty of headroom. The circles and squares motif is repeated inside, where a curved dash binnacle and round gauge housings are set into an angular instrument panel, and circular control knobs for the audio and climate systems sit within a polygon centre stack.

That stack, the bezel around the shifter and portions of the seat fabric can be colour matched to the exterior as part of the SXT model's $600 "E Package." (It also includes aluminum rims and fog lamps.)

Some of the interior's plastics scream "cheap" (even if others look great), and few surfaces are soft to the touch — Calibers start at $15,995, after all — but at least it all seems well screwed together, as there were no squeaks or rattles evident.

My test vehicle did, however, suffer from elevated wind and road noise levels. Wind rush could be noticed at speeds as low as 60 to 70 km/h, becoming borderline intrusive at elevated highway speeds, and a surprising amount of tire noise found its way into the cabin.

It's a perfect excuse to get the available nine-speaker Boston Acoustics CD changer. Not only is it more than capable of masking any ambient noise, but it offers good sound quality, too.

Part of that optional audio system is a pair of flip-down speakers in the tailgate that face outwards when deployed.

They're just one of the Caliber's neat features (some standard, some optional): like illuminated front cupholders, electro-luminescent gauge faces, a removable rechargeable LED flashlight built into the rear dome light and an air-conditioned section in the glovebox intended for chilling drinks.

There are also partial-reclining rear and fold-flat front passenger seats, and a flip-up MP3 or cellphone holder built into the sliding lid for the centre console bin — right above a handy power outlet. (I do wish that the sliding lid had a latch to keep it from moving every time your arm rests on it.)

Just as the Caliber's platform is new, so are its family of four-cylinder "World Engines," co-designed by DaimlerChrysler, Mitsubishi and Hyundai, and built in a joint-venture plant called GEMA (Global Engine Manufacturing Alliance) in Michigan. All three displacements — 1.8, 2.0 and 2.4 litres — feature variable valve timing on both cams, unusual in this class.

The standard engine in the base SE and mid-range SXT is the 148 hp 1.8, paired strictly with a five-speed manual.

Automatic SE and SXT Calibers use a Jatco-supplied continuously variable transmission (CVT), and receive a displacement and power increase to 2.0 litres and 158 hp, respectively.

Those models are all front-wheel drive. All-wheel drive can be found in the aptly named R/T AWD, which uses the 172 hp 2.4- litre World Engine.

Be warned: The CVT's behaviour makes the Caliber feel less powerful than it is (though at around 10 seconds from rest to highway speed, a 2.0-litre Caliber's no speeding bullet).

Since it doesn't use gears, the CVT can vary the drive ratio to whatever is most appropriate within its available range.

At speeds above about 50 km/h, flooring the throttle past its detent results in the motor revving to redline and staying there.

Theoretically, the CVT's mid-range performance should better that of a conventional automatic, and Dodge claims a 6-to 8-per-cent fuel economy benefit compared to a four-speed automatic, so you should be able to pass the pumps, too.

My barely broken-in tester returned a respectable 10.2 L/100 km despite my heavy-footed driving habits.

The Caliber's chassis features four-wheel independent suspension and 15-inch or larger wheels. Still, think competent rather than inspiring, because there's mixed messages here.

Despite having a firm ride, my SXT tester displayed considerable body roll, and its quick steering provided good grip but little feedback, while feeling a bit sensitive at highway speeds.

The Caliber's stand-out styling, standard side curtain airbags, and unique features (particularly for the price range) should be enough to overcome its rough edges, and the budget-friendly starting price will surely help — there's a lot of cubic vehicle per dollar here.

wheels@thestar.ca

bandb.early@sympatico.ca

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