Dodge Caliber: fast but cheap

It's fast, it's inexpensive – but is SRT4's substandard interior worth forgiving?

Feb 28, 2009

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Special to The Star

There's a rule when it comes to cars: Fast ain't cheap. But there are instances when it can be relatively inexpensive, such as when Dodge's SRT team gets its hands on the company's entry-level model, and turns it into the Caliber SRT4.

It's the successor to the Neon-based SRT-4 sedan, last seen for 2005. This time around, it's a four-door hatchback, powered by a turbocharged 2.4 L four-cylinder that churns out 285 horsepower and 265 lb.-ft. of torque, mated strictly to a six-speed manual transmission. That's impressive when you look at the price: an MSRP of $24,995 on my 2008 tester, which drops to $21,874 for the 2009 version.

By comparison, for 2009, a 260-hp Chevrolet Cobalt SS is $25,345; the Chev HHR SS hatchback, equally-engined, is $28,670; the turbocharged VW GTI, at 200 horses, is $28,975 for a four-door model; and the Mazdaspeed3, at 263 hp, is $29,360. When it comes to torque, the more important number, only the 'Speed3's 280 lb.-ft. tops the SRT4.

All have their strengths and weaknesses, and the Caliber's bargain-basement interior doesn't come close to the competition, but you can forgive a lot when you're looking at a potential difference of more than seven grand.

Along with the more powerful engine, the SRT4 is further differentiated from its more mundane siblings with special sport-tuned suspension and steering, lower ride height, larger brake discs, and standard 19-inch aluminum wheels, traded up to polished aluminum for an extra $250. Appearance-wise, you can spot it by its functional hood scoop, unique fascia, rear spoiler and red brake calipers. In addition, anti-lock brakes are standard equipment, as is electronic stability control, which is an extra-charge option on all other Caliber models.

Weigh that out down the road, though, against the higher price you'll pay for brake jobs or replacement tires. The company also cuts the warranty on SRT models to three years or 60,000 kilometres on everything, versus the five-year/100,000-km powertrain coverage it includes with all other vehicles.

In a nutshell, the SRT4's a hoot. It's quick (Chrysler says 0-to-96 km/h takes slightly more than six seconds), the ride isn't as harsh as the stiffer suspension would suggest, turbo lag falls into the acceptable range, and steering feel is good. The shifter throws could be shorter and it could all be a bit more precise, but clutch take-up is smooth, and it's easy to take this car up and down through the gears.

You get gobs of torque-steer, but while I couldn't test them directly back-to-back, I don't recall it being much worse than that from the Mazdaspeed3 or the HHR SS. An all-wheel-drive system would go a long way toward correcting it, but it seems that the unit used in the Caliber R/T AWD isn't strong enough to handle the SRT4's torque, and anything else would probably send the price soaring – which would put it into territory where it couldn't compete.

You do have to think about the price when you're inside, because the Caliber does look cheap (and the doors are horribly tinny, too). The heavily bolstered cloth-and-vinyl seats, with their contrasting stitching, are comfortable and well-done, and so look out of place against the expanse of hard plastic dash panels that are more nestled together than accurately fitted.

The wheel is the standard Caliber version, with leather wrapping, but the gauges come straight from SRT. Enthusiasts who will take this car to the track will appreciate that the large, central pod contains the tachometer. For everyday driving, I would have preferred it to house the speedometer, which is off to the right.

Part of my tester's $925 option package was an electronic readout under the fuel gauge that could be programmed to record your eighth- and quarter-mile times, acceleration times, braking speed and distance, and G-force. (The rest of that pricey package included a tonneau cover, auto-dimming mirror, 115V power outlet, security alarm, tire pressure monitoring system, garage door opener and hands-free cellphone hookup.)

Speaking of the fuel gauge, the SRT4 prefers 93-octane fuel if it's going to return its highest level of performance, but if you don't mind a slight drop in horsepower, it'll run fine on regular. Fuel economy sits about the middle of the competition: Chevrolet and VW do better, while Mazda uses more.

The hot-rod version retains the Caliber's freight-friendly configuration; with the rear seats up, you've got a load floor that's 82 cm long; fold them, and it's up to 150 cm. The floor contains a removable panel for easy cleaning.

The glovebox also includes the Chill Zone, Chrysler's overstated name for a removable plastic shelf that'll hold soda cans, and an interior vent that blows in cold air whenever the a/c is on, keeping already-cold drinks cool but not actually refrigerating them.

As pocket rockets go, the SRT4 seldom makes the first round in discussions, not when the conversation starts off with the Subaru WRX STI or the Mitsubishi Evolution.

But those start around the $40,000 mark, and most car budgets don't. The SRT4 may not be perfect, but when you can talk 285 ponies for a 2009 price that's a nudge over 20 grand, it's definitely worth a look.

Toronto Star