The 2007 Dodge Caliber is much safer than the Neon it replaced, said the institute, a research organization for auto insurers. But the Caliber still got only "marginal" ratings in side and rear crashes.

MUNICH -- Dodge is enjoying early success in Europe with its Caliber.

In some European markets there is a six-month wait for the five-door lower-medium hatchback.

“We underestimated demand for the product,” Thomas Hausch, Chrysler’s executive director of international sales and marketing, told Automotive News Europe.

In June, when the Caliber launched in Europe, some critics questioned whether consumers here would buy a car that has Dodge’s bold American styling.

Through the first three months on the market, Dodge sold 3,238 Calibers in western Europe, according to Mary Beth Halprin, a spokeswoman from DaimlerChrysler, Dodge’s parent company. Last year Dodge sold 311 vehicles in western Europe.

Hausch said Dodge has been aggressive with pricing and has seen some success selling through a retail network that is increasingly paired with Chrysler and Jeep in Europe. The Chrysler group includes the Chrysler, Dodge and Jeep brands.

The Caliber’s starting price is €14,990 in Germany.

Sonia Nunes, the commercial director at Pacific Motors, a Dodge, Chrysler and Jeep dealer in Paris, said she has sold four Calibers since June, but customers are still waiting for the cars to be delivered.

“We are selling without any incentives, but there are delays in delivery,” she said.

Hausch said Dodge is working hard to relieve the order backlog.

“But for 2007, I already know I don’t have enough Calibers,” he said.

Chrysler expects the Dodge brand to help boost its European sales volume. It wants to double its market share in Europe to 1.4 percent by 2009. That would represent close to 200,000 unit sales.

Last year Chrysler sold 92,951 units in Europe, down from 97,551 units in 2004, according to UK-based market researcher JATO Dynamics.

Hausch said Chrysler should show a “double-digit” increase for 2006. Through the first half of the year, Chrysler has seen the third-largest gain in sales – up 14.5 percent versus the year-ago period. Only Fiat (+26.1) and Saab (+24.4) have grown faster in Europe this year, according to ACEA, the European car manufacturers association. Future sales improvements will be made with the addition of more diesel engines and more cars in new segments.

Alex Ricciuti contributed

Slower. With More Refinement.

By Josh Jacquot, Senior Road Test Editor
Date posted: 10-02-2007


We were hoping the 2008 Dodge Caliber SRT-4 was going to be a replacement for the wholly undiluted original SRT-4. A car we remember fondly through a haze of tire smoke. It was somehow more than the sum of its parts, and it turned a lowly, girlish Neon into a hedonistic device for the male of our species.

But this monument to overpowered front drivers isn't that.

After a week behind the wheel of the Dodge Caliber SRT-4, we've realized it's simply a steroid-enhanced version of Dodge's utilitarian Caliber. And that's like building a rocket-powered Pinto. Interesting exercise? Yup. Quick? No doubt. But do you want to drive it to work?

It's not that the Caliber SRT-4 doesn't have its good points, but the current crop of sport compacts is a tough crowd. To compete, cars need to be fast, comfortable and efficient — big enough to haul a few friends, but small enough to scoot up a mountain road in good time. Occasionally they need to be an autocrosser and a cargo-hauler in the same day. And despite their speed, utility and features, they absolutely can't be pricey.

Few cars manage this feat. Even fewer, the SRT-4 among them, manage it well.

The Numbers Game
SRT vehicles always make impressive power numbers, so we got straight to the bottom of the Caliber's power claims by heading for the Dynojet chassis dyno at MD Automotive in Westminster, California. The Caliber's 2.4-liter four-cylinder engine is rated at a class-leading 285 horsepower, while its 265 pound-feet of torque is 15 lb-ft less than the Mazdaspeed 3. It redlines at 6,500 rpm and puts the power down through a six-speed transaxle driving the front wheels.

It didn't disappoint. Laying down three consistent pulls, it made 281 hp and 261 lb-ft of torque at the wheels, demonstrating that its power and torque ratings are quite conservative.

It also reinforced the fact that this five-door sends more power to the road than a long list of cars that cost twice as much.

At the Track
Dodge says the SRT-4 is good for 0-60 times in the "low 6-second range" and we verified that claim. Our car hit 60 in 6.2 seconds and went on to complete the quarter-mile in 14.6 seconds at 100 mph. The last Mazdaspeed 3 we tested was 0.1 second quicker in both tests. Launches were hampered by the "bog or boil" effect, where the engine either falls on its face or the tires spin uncontrollably. This is likely a drawback of the inertial effects of heavy wheels and tires.

Once out the gate, however, the gearing of the six-speed proved to be spot-on and the shifter rewards with tight action and short throws.

With 13.4-inch front and 11.9-inch rear brake rotors and 225/45R19 tires, we expected the Caliber to scrub off 60 mph in an impressively short distance. It did the deed in 124 feet — 11 feet longer than the Mazdaspeed 3 and 3 feet longer than the Subaru WRX.

SRT chassis guru Herb Helbig told us that with stability control "disabled" (there is a button), its range of authority is opened enough to allow for hard driving — we didn't ever perceive its intervention on the road — but it still offers enough of a safety net to save a driver who gets in trouble.

Still, the Caliber's handling numbers aren't as good as they could be, given the ability to fully defeat its stability control (which can't be done). At 64.1 mph through the slalom and 0.81g around the skid pad, its handling numbers are at the bottom of the segment.

While at the track we compared the Caliber's "performance pages" display against our testing equipment. The car's computer measures acceleration, handling and braking, and displays those numbers on the dashboard. It proved optimistic. Acceleration was the most egregiously miscalculated. The car's computer claimed a 0-60 time of 5.7 seconds and a quarter-mile of 13.8 seconds — much quicker than our numbers. By its estimation, lateral acceleration was 0.88g, considerably higher than the 0.81g we calculated.

Hard Drivin'
The Caliber spoke most honestly about its character when we flogged it in the mountains. Here, where there were no neighbors to upset, it was capable. Hustling through the bends at 8/10ths, its engine is superb and its chassis is well behaved. But there was one problem: It wasn't much fun.

This is mainly a result of it being just too damn heavy. At 3,248 pounds as tested, it's almost 100 pounds heavier than the porky Mazdaspeed 3 and 81 pounds heavier than the Subaru WRX, which packs an all-wheel-drive powertrain.

In the city, at daily pace, the ride is firm but comfortable and the car's portly curb weight gives it a locked-in secure feeling. You know, road-hugging weight and all that. But on a twisty road, we couldn't shake the sense that we were managing excessive mass. And the fact that you're sitting up high like you would in a crossover SUV only amplifies the feeling. It feels like you're tossing around Mom's Jeep Compass, which you are. The Caliber and the Compass share the same chassis.

The most obvious problems are the Caliber's huge, heavy wheels and tires. At 19 inches, they're unnecessarily large and they compromise the car's dynamics. Combined with little suspension travel, they limit the Caliber's abilities.

Its steering is quite responsive thanks to high spring rates and decent roll stiffness, but its ratio should be quicker. At 16.4:1 it's considerably slower than most of its competition, which means there's too much monkey motion behind the wheel.

Stuff They Missed
Then there's the torque steer. The tear-the-wheel-from-your-hands-with-the-violence-to-snap-knuckles torque steer.

Don't misunderstand. We know that any front-driver making this much power is going to suffer some torque-influenced directional challenges, but — trust us on this one — this is crazy. Despite being torque-limited in 1st and 2nd gear, the Caliber changes direction on the wildly erratic whim of physics. Mazda's solution to this problem on the Mazdaspeed 3 — curtailing torque based on a combination of steering angle and gear selection — works elegantly by comparison. And the Mazda makes more torque.

There are other problems. The Caliber utilizes a brake-lock differential that applies the brakes to whichever drive wheel is spinning. At corner exit it is effective at mitigating wheelspin, but doesn't inspire the same locked-to-the-road confidence we get from a mechanical limited-slip differential. Sure, the Caliber goes approximately where it's pointed, but it lacks the down-to-the-millimeter precision of a Mazdaspeed 3.

Add it all up and the Caliber SRT-4 doesn't offer the engaging at-the-limit character of much of its competition.

The Daily Drive
OK, OK, so most buyers will never take the Caliber SRT-4 to a track and most won't flog it relentlessly in the mountains. In the more conventional arena of everyday use, the Caliber performs adequately. It offers a modern, usable interior design and is big enough inside to carry people and cargo more comfortably than the Neon-based SRT-4.

Heavily bolstered bucket seats with cloth bottom and backrest cushioning hold the driver and passenger securely. The rear seats fold flat and we especially like the Caliber's retractable cargo cover, which offers get-the-hell-out-of-the way flexibility. We have reservations about its interior materials and assembly quality, however, which aren't up to the standards set by its Japanese competition.

The Boston Acoustics speakers and subwoofer that came as part of our test car's Preferred Package were impressive. In fact, with the MusicGate speakers folded down and the hatch open, it was loud enough to get us an invitation straight out of the parking lot where we were demonstrating its aural muscle.

Check Your Wallet
One of the pillars of every SRT product, according to SRT and Motorsports PR representative Kathy Graham, is bang for the buck. And SRT is justifiably proud of the Caliber SRT-4's value. Let's not forget that buyers still get a lot of power for the money.

The car before you rings up a $26,490 price tag (up from its $22,995 base price) thanks to its $150 Inferno Red Crystal paint, $915 Customer Preferred Package, $1,185 SRT Option Group II, $795 power-operated sunroof, $400 polished wheels and a $50 upcharge for the optional Goodyear F1 Supercar tires.

A similarly equipped Mazdaspeed 3 tallies about $900 less, while Subaru's all-wheel-drive Impreza WRX wagon with comparable features goes for $2,600 more.

Let's Be Honest
The first-generation SRT-4 sent a message about its intent as soon as the ignition was keyed. It was loud. It was stiff. It was fast. And when driven hard, it was honest — a machine whose economy-car roots served its go-fast intentions very well.

It's harder to make that argument for the Caliber SRT-4. Mostly, this is due to the Caliber's too-tall, too-heavy platform, which simply isn't as well suited to a performance role as was the lighter, shorter, less expensive Neon.

The bottom line is this: We're glad the Caliber SRT-4 is around. It's capable enough for all but the most hard-core drivers, and it's certainly quick. Plus, without focused engineering teams like SRT we'd all be driving electric pods. But, for our money, we prefer the Mazdaspeed 3.

Stuff They Missed
Then there's the torque steer. The tear-the-wheel-from-your-hands-with-the-violence-to-snap-knuckles torque steer.

Don't misunderstand. We know that any front-driver making this much power is going to suffer some torque-influenced directional challenges, but — trust us on this one — this is crazy. Despite being torque-limited in 1st and 2nd gear, the Caliber changes direction on the wildly erratic whim of physics. Mazda's solution to this problem on the Mazdaspeed 3 — curtailing torque based on a combination of steering angle and gear selection — works elegantly by comparison. And the Mazda makes more torque.

DETROIT — The National Highway Traffic Safety Administration is investigating a problem with sticky gas pedals in 2007 Dodge Caliber small sport utility vehicles.

The company said Monday there have been only five complaints, and it is unaware of any crashes, injuries or property damage linked to the problem. No recall has been issued.

Chrysler said the pedals were made by CTS Corp. of Elkhart, Indiana, the same company that manufactured pedals involved in a Toyota Motor Corp. recall earlier this year.

The automaker said the investigation is in the early stages, but based on the build dates of the vehicles involved in the complaints, the problem appears to be limited to about 10,000 vehicles made during a five-week period in March and April of 2006.

NHTSA said an estimated 161,000 vehicles are covered by the investigation, but a Chrysler spokesman said that's the total of all Calibers built during the 2007 model year. The spokesman did not want to be identified because of company policies prohibiting disclosure.

The automaker says the problem is mechanical and is not an electronic or design issue. Chrysler says it will cooperate fully with the investigation.

All 2007 Calibers were equipped with pedals made by CTS, but the spokesman could not say if some pedals differ from those installed during March and April of 2006.

"We have data that is telling us that there were a certain amount of complaints during that time period," the spokesman said, adding that NHTSA notified Chrysler of the complaints on April 23.

Warranty data shows that Chrysler vehicles with other pedal designs are not affected by the issue, the spokesman said. He would not say if other Chrysler vehicles have the same CTS pedal.

NHTSA said Monday that it received five complaints from the drivers of Calibers with electronic throttle control, which governs the speed of a vehicle when a driver presses on or releases the gas pedal. The reports said that the pedals became stuck and did not return to the idle position.

Four of the Caliber drivers reported they found small parts of the gas pedal known as bushings on the driver side floor. Without the bushings, it is possible for the pedals to become stuck, according to NHTSA.

The Caliber, Chrysler said, is equipped with a safety system that would cut engine power if the brake and gas pedals are pressed at the same time.

The company said people who own 2007 Calibers built from March through April of 2006 can visit their Dodge dealer for a free inspection. Any other concerned Caliber owners also can visit their dealers or call 1-800-992-1997 for more information

The Caliber, Chrysler said, is equipped with a safety system that would cut engine power if the brake and gas pedals are pressed at the same time.

A few more details are emerging about a U.S.-built 40-mile-per-gallon car that Italy's Fiat promised to build as part of the rescue package that gave it control of Chrysler in 2009.

Don't look for the good-looking Alfa Romero Giulietta rear on the Dodge version, with its sleek and practical hatchback and hidden rear door handles. The Dodge will be a traditional notchback trunk, befitting the stereotype that Amercians won't by a hatch.
Over lunch this week, Drive On wheedled a few tidbits about what Fiat has in mind for the new car. Here's what we now know:

It will replace the Dodge Caliber, a small hatchback.
It will be a sedan, not a hatch, because sedans sell better in the U.S.
It will be built at Belvidere, Ill., where Chrysler also builds the small Jeeps -- Compass and Patriot, as well as the soon-to-be-discontinued Caliber.
It is expected the first half next year.
It is based on Fiat's overseas-market Alfa Romeo Giulietta.
It won't necessarily say "40 mpg" on the window sticker mileage rating. Why?:

Because that 40 mpg is the raw, uncorrected rating that comes from EPA tests. Those test-lab results are used to enforce what the government says automakers must average -- 35.5 mpg by 2016, for example . It's 40 mpg by that standard that Fiat must meet (also known as the CAFE standard, for corporate average fuel economy).

But those test numbers are wildly optimistic compared to what people really achieve.

Over the years, the EPA has several times adjusted the numbers downward for use on new-car window stickers -- reduced them more and more until now they are supposed to really, truly be about what you get.

So, the combined city/highway rating (the most useful number) on the car's window sticker will read about 31 mpg if the Fiat-based Dodge gets 40 mpg in the EPA tests.

In return for building the car, Fiat gets another 5% ownership stake in Chrysler from an amount that has been set aside. Its stake went to 52% recently when Fiat bought out the U.S. government's Chrysler holding.

Get ready to say bye-bye to the Dodge Nitro and Caliber.

Production of 2011 Nitro will end in December. The Jeep Liberty, a sibling vehicle, will continue to be produced for the 2012 model year, until its successor is ready.

Although 2012 is the last model year for the Dodge Caliber, an official date for the end of production hasn't been announced. The Caliber lineup has been simplified to just three trims: SE, SXT and SXT Plus. The model starts at $17,380, excluding $750 for destination.

Base models get air conditioning (including a cooled storage area for drinks), remote keyless entry, heated power mirrors, power windows and locks, auto-dimming rearview mirror and cruise control. The SE trim is only available with a five-speed manual; you need to upgrade to the SXT to get a continuously variable automatic transmission.

SXT models, starting at $18,765, add an automatic transmission, four disc brakes, 17-inch alloy wheels and a fold-flat front seat. SXT Plus models start at $18,730 and have a sport-tuned suspension, all-season performance tires and 18-inch wheels, but stick with a five-speed manual transmission. A CVT with manual shift control is optional on the SXT Plus.

The 2012 Caliber goes on sale later this year. The Caliber replacement, as yet unnamed, has already been publicized by Chrysler. It will go on sale in the first half of next year.