Dodge Caliber SRT4 Part 3: Performance

The Dodge Caliber SRT4 continues the turbocharged, front-wheel drive performance car legacy established by the outrageous 1980s econo-terror Dodge Omni GLH, which stood for Goes Like Hell, and in its day, it did just that. More recently, the Dodge Neon-based SRT4 carried on the torch that has now been passed to the Caliber SRT4.

Motivating the newest SRT4 is a 2.4-liter turbo four-cylinder that is more torquey and less peaky thanks to its long-rod design. Maximum torque is available from 2000–5600 rpm, while max horsepower is on tap from 5700–6400 rpm.

With a bump in turbocharged horsepower from 230 to 285, the spec sheet suggests that the new SRT4 should leave the old one wheezing for mercy. But that old performance killer - increased weight - makes itself felt on the Caliber SRT4, which weighs roughly 250 lbs. more than its predecessor. Still, the new car matches or exceeds the performance of the old car in most categories.

The Neon-based SRT4 was rough around the edges, to say the least. And while it made up for its lack of refinement with raw performance, it was still a bit crude compared to its competition. Even with a limited slip diff in later models, the original SRT4 struggled to put down its power.

This lead to some speculation that the performance variant of the Caliber would not only get a significant increase in horsepower, but also all-wheel drive in an effort to make that power useable. Unfortunately, both cost and weight considerations conspired to rule out all-wheel drive.

Now, who can tell me what happens when you combine lots of power and front wheel drive? That's right: torque steer. To counter the inevitable, Dodge used various techniques including equal length half-shafts and repositioned suspension and half-shaft geometry. It also employed a brake-lock differential that uses sensors from the stability control system to detect a slipping tire and apply the brake to stop it from slipping.

It works well enough, but truth be told, a mechanical limited slip diff would have worked better. As a plus though, the big brakes borrowed from the much heavier Magnum in order to prevent overheating from the effects of the brake-lock diff do a great job of slowing the car down over and over without much drama.

The ESP - or electronic stability program - is ever present as it tries to contain the inevitable wheelspin, but luckily it can be fully defeated. If you do turn it off, just understand that you will then be on your own without a safety net. Run out of road and talent at the same time and things could get expensive.

Compared to the original fast-but-crude, Neon-based SRT4, this SRT4 is almost refined, with much better noise, vibration and harshness characteristics. And its straight-line performance - if not its handling - is nearly identical to the previous model's even though its significantly chunkier.

Unfortunately for Dodge though, this car will not compete with its predecessor. Instead, it will go up against a number of imported entries from various manufacturers, all of which offer similar practicality and performance and more refinement.

What the Dodge Caliber SRT4 brings to the table that makes it unique however, is a blend of extroverted styling, tons of content and great pricing, all mixed-in with the raw-natured performance personality that has become part and parcel of any car wearing the SRT badge.

Watch the video
Read Part 1: Design
Read Part 2: Interior & User Experience

Dodge Caliber SRT4

Performance
- Acceleration: Traction control very obtrusive so it's best turned off - a bit of torque steer as the boost comes on, but the pull is relatively strong and steady
- Handling: Wants to push near the limit, but can be provoked into silliness with stability control defeated - missing the Neon-based SRT4's mechanical limited slip
- Braking: Can get wobbly at maximum attack, but the brakes are always there with little or no fade

Design
- Exterior: Has a certain brutal, aggressive, pitbull look to it that works... strangely - especially considering its origins
- Interior: Too boring, too gray and way too plasticky - but well built, practical and full of content

Utility
- Comfort: Excellent for four adults - not the best SRT seats though
- Space: Hatchback may not be pretty, but it sure is practical

Safety
- Dynamics: Understeer will conspire to keep you out of trouble... unless you defeat the ESP
- Technology: Electronic Stability Program and all the airbags you'll hope to never need

Value
- Price: Well priced, right in line with its competition
- Mileage: Buy the non-SRT version if you care - not great if you're hard on the throttle

Emotional Appeal
- Heart thumpin' factor: Trying to contain all that power going through the front tires can be fun - makes you grin
- Fun to spank: Fun, but would be more so if they gave us back the mechanical LSD from its predecessor

SPECIFICATIONS

Layout: Front engine / Front-wheel drive
Engine: 2.4 liter, turbocharged inline 4
Power (SAE): 285 hp @ 5700 rpm
Torque: 265 lb-ft @ 2000 rpm
Gearbox: 6-speed manual
Curb Weight: 3230 lbs.
0-60 mph: 5.8 sec.
1/4 mile: 14.2 @ 104 mph
Top Speed: 155 mph (drag limited)
Mileage: 18 city / 25 highway
Base Price: $25,220
Competitors: Honda Civic Si, Mazdaspeed3, Nissan Sentra SE-R Spec V, Subaru WRX