The 1.8-liter base engine is EPA rated at 24 mpg City and 29 Highway, while the 2.0 comes in at 23/27. But with fully 10 percent 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 drivers can rest their 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 flat. That's slightly slower than the 2006 SRT4, which was based on the Neon. While the Caliber SRT4 has 55 more horsepower than the 2006 SRT4, the Caliber is larger and heavier, so the extra power doesn't quite make up for the difference.
The Caliber SRT4's 2.4-liter 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 you are in the right gear. If you let the rpms 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, front-drive models show some torque steer, where the front-wheel drive 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 Caliber's weight is biased to the front, so understeer (where the car wants to go straight instead of turning) is the default mode when corners are entered a bit too fast. The all-wheel-drive R/T is much better mannered in both these regards, especially in tight corners, when the system distributes the power as appropriate between the front and rear wheels to put the power where it can be used best, as much as 60 percent to the rear wheels if necessary. One downside to the AWD is the added unsprung weight with which it burdens the suspension, mass that's felt over parking lot speed bumps and rough pavement. Otherwise, the Caliber offers a comfortable ride, though the SRT4's stiffer suspension causes it to jiggle on broken pavement.
The SRT4 leans less in turns than the other models and its steering is sharper and more direct, but it is not as nimble as the 2003-2006 Neon-based SRT4. It also doesn't recover as quickly from quick changes of direction. Again this can be contributed to size and weight. The Caliber SRT4 will not be the autocross favorite that the Neon SRT4 was. Instead of a limited-slip front differential, the Caliber 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 the Caliber SRT4 from laying down long strips of rubber, but isn't as effective as a mechanical limited-slip system like that of the last SRT4. 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. The R/T gets discs at all four corners and anti-lock brakes. ABS is optional on the SE and SXT and Brake Assist is optional on the SXT and R/T, but we strongly recommend opting for them. We feel the same way about the electronic stability program, which can help drivers avoid crashing. The SRT4, on the other hand, comes standard with all the safety equipment, and performance-oriented brakes that inspire confidence, even in racetrack conditions.
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.