Londonderry Dodge Chrysler Jeep

Inexpensive and economical.

Introduction

The Dodge Caliber is classed as a compact car. A   five-passenger, five-door vehicle, the Caliber isn't easily categorized,   combining elements from hatchback, wagon and minivan designs. Though   very popular in Europe, hatchbacks, especially five-door hatchbacks,   have not caught on with American buyers. The five-door hatch is a   practical design, but most Americans prefer the styling of a traditional   sedan with a separate trunk. Maybe that's changing, however. We   certainly like hatchbacks. 

With availability depending upon the   individual Caliber model, there are four different four-cylinder   engines, with manual transmissions or a continuously-variable   automatic. Relatively affordable, the Caliber is also fairly   fuel-efficient, being EPA-rated at 24/30 City/Highway miles per gallon   in its most frugal form. 

At the other end of the scale, the SRT4   version has a turbocharged engine generating 285 horsepower. With a   starting price of $24,840, it is a performance bargain. 

The front   seats are comfortable, with lots of head room, and there's a large   amount of cargo space. Packaging is functional, with folding rear seats   that have an optional reclining adjustment and an optional fold-flat   front passenger seat to make room for a ladder or lumber. A couple of   innovative options, especially for a car in this price class, are an air   conditioned compartment in the glove box to chill water bottles or   sodas and a swing-down stereo speaker panel attached to the liftgate   that converts the back end to a sound stage for beach parties or   tailgating. 

For 2009 there are only minimal changes. There are   four new colors, a few feature changes -- anti-lock brakes are now   standard on the SXT trim level and there have been improvements in   reducing interior noise levels -- and the 1.8-liter engine now achieves   30 mpg on the EPA highway cycle. In addition, there are changes to some   of the options and packages. Finally, all-wheel drive, which was   available on the R/T model, is no longer offered. 

Lineup

The Dodge Caliber is available in four models, all with   four-cylinder engines. A 148-horsepower 1.8-liter with a five-speed   manual is standard in SE and SXT, a 158-hp 2.0-liter with a continuously   variable automatic (CVT) is optional for the SE and SXT, a 172-hp   2.4-liter with either the five-speed or the CVT is standard in R/T, and   the SRT4 has a 285-hp turbocharged 2.4-liter engine with a six-speed   manual. The 2.0-liter engine is available only with the CVT. 

The   SE ($16,460) has cloth seats; tilt steering column; an AM/FM/CD stereo   with four speakers and an auxiliary input jack; a 60/40-split folding   rear seat; removable and washable vinyl cargo mat; and P205/70R15 tires   on steel wheels. Air conditioning is not standard, nor are power   windows. The SE comes with manual roll-up windows and manual outside   mirrors. Options for the SE are as extensive as the standard equipment   is basic. The air conditioning system ($1250) includes an interior air   filter and a Chill Zone inside the glove box that holds four half-liter   water bottles. An uplevel stereo adds MP3 capability and a six-disc CD   changer. 

The SXT ($17,850) comes standard with air conditioning   with the interior air filter and Chill Zone; Sirius satellite radio;   anti-lock brakes; power windows, mirrors and door locks; floor mats;   cruise control; stain-resistant seat fabric; remote keyless entry;   115-volt AC power outlet; a flashlight-like removable lamp that stows   and charges in a receptacle in the rear headliner; height-adjustable   driver's seat; fold-flat front passenger seat; a reclining 60/40-split   rear seat; and all-season P215/60R17 touring tires on aluminum wheels. 

SXT   options include a sunroof ($795); the Driver Convenience Group ($795)   with Dodge's uconnect hands-free cell-phone link, HomeLink universal   garage door opener, auto-dimming rearview mirror, vehicle information   center and a tire pressure monitor; and the Premium Sound Group ($495)   with Boston Acoustics sound system with nine speakers, including two   articulating liftgate speakers called MusicGate Power. 

The R/T   ($20,295) comes with the SXT items, plus a variety of other features,   including a sport suspension with performance steering, and P215/55R18   all-season performance tires on aluminum wheels. Options exclusive to   R/T are the Leather Interior Group ($595) with leather seating surfaces   and a manual lumbar adjustment for the driver's seat, and chromed   18-inch wheels ($700). 

The SRT4 ($24,840) has a turbocharged   version of the 2.4-liter engine pumping out 285 horsepower through a   Getrag six-speed manual transmission. Suspension, brakes and steering   are beefed up to handle the increased performance, and aluminum wheels   wear W-rated, P225/45R19 all-season tires. The SRT4 has unique body aero   add-ons, including a large rear spoiler. 

The SRT4 gets sport   bucket seats, a carbon fiber and leather-wrapped steering wheel, a   reconfigurable display, a boost gauge, a six-disc CD changer, and   aluminum pedals. The only options are a Kicker audio system ($675), a   sunroof ($795), polished aluminum wheels ($400), and summer performance   tires. 

There are actually many more options than there is space   to list here, so any potential buyers are advised to consult with their   local Dodge dealers to determine those features which are most important   for their needs. 

Safety features that come standard on all   Calibers include multi-stage front airbags and full-coverage   side-curtain airbags. Optional on SXT and R/T area a couple of Security   Groups ($695 for the SXT, $1,875 for the more comprehensive package on   the R/T), which include a variety of safety and security items. 

Walkaround

Picture a Dodge Magnum as it might appear in a theme park's   House of Mirrors, and you'll have a good idea of what the Dodge Caliber   looks like. Yes, it's shorter and narrower and taller (the latter by two   inches), but it's still a station wagon with four doors, five counting   the rear liftgate, and it wears all the styling cues of the Magnum. 

The   trademark crosshair grille dominates the front end; depending on model,   this is either body color or trimmed in chrome. Massive headlights are   notched into the leading corners of the front fenders. A pouting lower   lip-like bumper separates the grille and headlights from a slimmer,   lower air intake and (uplevel) fog lamps. 

The side view shows   strongly blistered fenders front and rear beneath a wedge-shaped   beltline. Tires mostly fill the wheel wells, but we expect aftermarket   hardware will be popular amongst younger buyers. The lower portions of   the doors wear longitudinal moldings, again, body color or chrome   highlighted, that look like a bi-level rocker panel but aren't, but that   nevertheless minimize the Caliber's height. Full-round door handles,   either chrome-trimmed or body color, bridge scooped-out grip spaces. 

The   roofline arcs cleanly from its junction with the hood just aft of the   front wheel wells over the side door windows to pinch off at the tail   end of the rear quarter glass. Topping this arc but stopping at the top   of the backlight (rear windscreen) is an unbroken, thick strip of black   molding the Caliber's designers say is supposed to work with the arc and   the truncated back end to impart a coupe look. We're not sure why that   was important or that it necessarily succeeds, but it does buff up the   Caliber's side aspect. 

The back end pulls from the Magnum, too,   with a steeply raked backlight beneath a roof-mounted spoiler and above a   mostly upright lower liftgate, employing a hatchback style arguing   against any comparisons with a traditional station wagon. A relatively   short rear overhang and oversize taillight housings add credence to the   argument. 

The SRT4 can be distinguished by several exterior   features aimed at both form and function. The ride height is   lowered. The front end features a functional hood scoop, dual hood   vents, a unique front fascia with brake cooling ducts next to the fog   lights, and a lower air dam. Aero moldings run along the side and at the   rear are a large high-mounted rear spoiler, a four-inch exhaust tip,   and a rear fascia with lower strakes to direct underbody airflow. 

Interior

Step inside the Caliber and the Dodge legacy is loud and   clear. If function tops your list of must-haves, this is good. If glitz   is your thing, this is less good. 

The instrument cluster and   center stack are the picture of efficiency. Gauges are large, round and   legible with black markings on white backgrounds. In the SRT4, the   central gauge is the tachometer instead of the speedometer, a change   Dodge says it made because the SRT4 is a driver's car. To the left of   the steering wheel in the SRT4 is a turbo boost gauge; this area serves   as a small cubby in other models. 

The SRT4 also has a   reconfigurable display with what dodge calls Performance Pages. This   feature can provide readouts of lateral and longitudinal g forges, 1/8   and 1/4-mile time and speed, 0-60-mph time, and braking distance. It's   quite a little toy for performance enthusiasts, somewhat similar to a   system Porsche offers. 

The center stack presents the stereo face   and climate control panel in stark relief with functional knobs, buttons   and switches and trimmed in matte metallic plastic or   not-very-convincing wood grain. All of these controls are easy to reach,   but the materials are cheaply rendered and lacking in quality. You get   the feeling the Caliber is built to a price when you first close the   door and hear a metallic clang worthy of an empty beer can. 

The   shift lever extends from the base of the stack; the notched gate on the   CVT makes ratio selections intuitive. In cars equipped with a manual   transmission, the shifter falls easily to hand. The power point serves   neither the cell phone holder nor a radar detector well; located at the   extreme base of the center stack, it leaves cords either draped over the   center console's cup holders or dangling down the dash between the   instrument cluster and the center stack. 

An MP3 player/cell phone   holder flips up out of the front of the center console armrest and,   while properly sized for an iPod or similarly shaped MP3 device, adapts   best to candy bar-style cell phones. Also, the sliding armrest covers a   range of three inches, which is helpful for drivers of shorter stature,   but, when all the way forward, it blocks the rear-most of the two cup   holders. 

As the Caliber is relatively tall, the seats are closer   to chairs than cushions bolted to the floor. This eases climbing in and   out. 

The front seats that come standard are comfortable, but far   from plush, with decently bolstered back cushions. Bottom cushions are   more flat than sculpted and a bit short on thigh support. The SRT4's   seats are thickly bolstered and have grippy cloth inserts to hold   occupants in place in fast turns. 

Front-seat headroom is   impressive in all Calibers, topping the five-door Mazda3 hatchback, but   falling short of the Pontiac Vibe and Toyota Matrix. Leg room up front   is adequate, roughly equal to the Mazda3, Vibe and Matrix. A cautionary   note about the driver's seat-height adjustment, however: It pivots at   the front, which means trading leg room for height. 

The rear seat   is a bench and leg room is somewhat cramped, trailing most   competitors. Rear-seat head room tops the Mazda3, but loses to the Vibe   and the Matrix. 

Cargo capacity is one of the Caliber's big   advantages. The rear seats fold down 60/40 to provide quite generous   cargo space. The available folding front passenger seat expands room   further and allows for loading of long objects. The Caliber bests the   Mazda3 in cargo room, but falls short of the Matrix and Vibe. The   Caliber's rear load floor is plastic and removable, which means your   stuff will slide around if not secured, but dirty cargo won't make a   mess. The rear hatch is an easy-opening liftgate and the floor height is   low enough to allow for easy loading and unloading. 

Cubby   storage scores mixed ratings. The bi-level glove box, with a compartment   on the top of the dash in addition to one in the traditional location,   earns high marks, especially the innovative Chill Zone. But front door   map pockets will hold maybe a paperback and a map, there are no map   pockets in the rear doors, and the front seatbacks are bare of any   magazine pouches. Illuminating the cup holders (there are only two, and   they're in the front console) helps at night. 

Visibility out   front is good. Like many other modern designs, the hood drops away so   quickly it disappears from sight; you may want to learn where the   fenders are before you have to navigate a parking garage. The large   backlight frames a good picture of what's behind, but the sloping   rear-most windows create a blind spot over the driver's right shoulder. 

The   stereos generate quality sounds, with the top-level Boston Acoustic   setup and the SRT4's Kicker outfit rivaling home systems of only a few   years ago. Called MusicGate, the Boston Acoustics system features nine   speakers, including 3.5-inch tweeters, a subwoofer and a pair of   speakers in a boom box attached to the inside of the rear liftgate. When   the liftgate is open, this assembly swings down so you can listen to   tunes while tailgating. It's capable of entertaining the neighborhood. 

Driving Impression

Dodge seemingly wants people to consider the Caliber as a   downsized Magnum, and to believe this makes it essentially a sporty   mini-minivan-cum-compact station wagon. Nice idea, but the package   doesn't quite do this. Everything it does, it does well, but aside from   the SRT4 model, it doesn't quite achieve the sporty part. 

The   2.4-liter engine's 172 horsepower arguably does a better job of   motivating this one-and-one-half ton hatchback, but the CVT was neither   as comfortable nor as precise in its selection of gear ratios as we   hoped, or as Dodge promises. Left in Drive, it sounds and feels like an   automatic that needs to have its bands tightened, or like a manual   gearbox with a slipping clutch. Even in AutoStick mode, which involves   imposing an electronically managed shift pattern on a transmission   designed not to shift gears, engine speed wandered noticeably within the   selected ratio. The 2.4-liter with five-speed manual is EPA-rated at 23   mpg City and 29 Highway, compared to 21/25 with the CVT. 

The   1.8-liter base engine is EPA-rated at 24 mpg City and 30 Highway, while   the 2.0 comes in at 23/27. But with less torque, the 1.8 is also the   least responsive to the gas pedal when you need it the most. 

All   three base engines deliver their power smoothly, with no disruptive   surges or flat spots. Pedal layout is decent, while not quite ideal for   heel-and-toe downshifts, and there's a dead pedal where a driver can   rest the left foot on long trips. 

The SRT4's engine is a   different beast altogether. With 285 horsepower and 265 pound-feet of   torque, it can motivate the SRT4 from 0 to 60 mph in about six   seconds. The SRT4's engine exhibits some turbo lag, but it's mercifully   short and the car is more than willing to get up and go from a   stop. Passing power is prodigious, provided the transmission is in the   correct gear. If you let the rpm run too high, the engine will run out   of breath; too low and you'll have to wait for the turbo to spool   up. Deft shifting can avoid these problems. Speaking of shifting, the   manual gearbox has fairly short throws and positive engagement, making   it fun to operate. 

Driving and handling dynamics for SE, SXT and   R/T models are mostly consistent, about on a par with the Vibe and the   Matrix but not quite in the same league as the more tautly sprung   Mazda3. There's not as much body lean in corners as we expected in a car   this tall. Under hard acceleration there is some torque steer, with   tugs at the steering wheel, a shortcoming shared with every   front-wheel-drive car we can remember in this class. This problem is   compounded by the SRT4's greater power. 

The SRT4 leans less in   turns than the other models and its steering is sharper and more   direct. Instead of a limited-slip front differential, the SRT4 utilizes   the traction control system to detect wheelspin and apply brake pressure   to the affected wheel, thus transferring power to the side that isn't   slipping. It prevents laying down long strips of rubber, but isn't as   effective as a mechanical limited-slip system. In short, a limited-slip   is a performance-enhancing technology, while traction control is a   performance-limiting technology. 

The disc/drum brakes standard on   the SE and in the SXT are competent, and the SXT has standard anti-lock   brakes. The R/T gets standard anti-lock discs at all four corners. 

All   Calibers have little wind whistle at everyday highway speeds. Road   noise increases with the size of the tire's footprint, meaning it is   more persistent in the R/T and SRT4. The added grip from the larger   footprint more than compensates for this intrusion, however. In all but   the SRT4, conversation can be carried on at normal tones even at   extra-legal rates of travel. Be aware, however, that the SRT4 has a boy   racer exhaust note, which means the engine emits a constant background   drone and screams under heavy throttle. 

Summary

The 2009 Dodge Caliber is at the same time innovative and   retro, a hatchback that's more like a station wagon but with hints of   the utility of a minivan. The Caliber makes a good case when it comes to   packaging, but falls short on materials quality. Though all Calibers   show signs of cost-cutting, the SE, SXT and R/T offer good, basic   transportation, and the SRT4 is a performance bargain.