Your Clubs

The short-throw shifter provided a nice performance feel, and made hitting all six gears a breeze. There wasn't an ounce of sloppiness in the Getrag transmission, and each of my many shifts were crisp and effortless. The clutch pedal feel isn't too stiff, nor is it feather light. The drive train on this vehicle is nothing short of superb.

An under hood examination revealed an engine placement I would describe as crafty. While the engine looks like it was wedged in the car, I made an effort to check how difficult it would be to replace things such as the battery, serpentine belt, and air filter. Turns out, the components are easily accessible and repairing or modifying this car shouldn't prove difficult at all.

Driving the Caliber was enjoyable to such an extent that I found myself making up excuses for more seat time. There was just something about the soft glow of the gauges and the overall feel of this car that created a driving urge, inspired by ambiance alone. I made several midnight runs for ice cream, candy bars, and other items that nobody really NEEDS at times they should be fast asleep. Even after getting accustomed to the horsepower and torque, the Caliber's performance continued to fascinate me.

I am convinced that every one of those 285 advertised horsepower and 265 lb-ft of torque exist in the SRT4 power plant, ready to attack the asphalt on command. Acceleration in all six gears is instantaneous, thanks to the implementation of a turbocharger. In first gear, I observed 5 psi. In second through fifth gears, I observed 10 psi. Sixth gear boost peaked at 12 psi, making the car capable of highway passing without so much as downshifting. My smile widened each and every time I mashed the throttle, and kept my eye on the revolutions per minute via a tachometer that is precisely placed in the center of the gauge pod. Gazing at the Auto meter boost gauge made me never want to drive a naturally aspirated car again. The fact that the car had a base radio didn't even faze me; as I'd much rather focus on the symphony created by the "whoosh" of the turbocharger.

The SRT4 had a braking system reminiscent of the pricier sports cars I've driven. The large calipers and four-wheel discs provide abundant stopping power, with little to no fade. The sport tuned suspension provided a very firm ride without the cabin noise you would expect from a performance vehicle. The SRT4 clings to the corners, and even when you're heavy on the throttle, the vehicle executes the tightest of turns with precision and poise, while seemingly begging for more. Over-steer and under-steer were at a minimum as well.

While we're discussing handling, let's address "torque-steer". Torque steer is defined as the tendency of a high-powered front-wheel drive car to pull to one side under hard acceleration. Having read my fair share of reviews prior to this evaluation, I was eager to see just how problematic the torque steer condition is on the SRT4. While I have to admit that the torque steer is present, the issue is not nearly as brutal as has been expressed. As I repeatedly accelerated with the pedal to the floor, never once did I feel that the steering was out of control. I noticed the car drifting to the left slightly, but it's nothing that a good grip on the steering wheel won't solve. Furthermore, the SRT4 is solid enough that the motor and transmission do not vibrate out of control on acceleration. Under various launches, the car displayed ZERO wheel hop.