"Hi!" Remember that slogan from the original friendly Plymouth Neon? Remember what SRT engineers did to that car with an infusion of 215 horsepower? They wiped the smile off the face of the car and stuck it where it belonged on the driver. We know the Street and Racing Technology group is always pushing the limits of its Chrysler hot rods. This time we wonder if they've pushed too far.
When we first heard that the new SRT4 was going to be based on the Caliber, we probably got overexcited. Could this mean a mini Grand Cherokee SRT8? a turbocharged 4-banger with all-wheel drive in this utilitarian package sounds like a hit to us. Then we heard it was only front-wheel drive. Okay, so it's not what we were hoping for. It's still an SRT; it's going to be a great performance value right?
We weren't so sure SRT could pull that off with the Caliber platform, so we've brought along the undisputed king of speed and practicality a Mazdaspeed3. On paper the cars are close enough to be kin. Each is equipped with a turbocharged transversely mounted inline-4 engine. Both are 5-doors and have a roughly 3200-lb. curb weight. The SRT4 does have a better weight distribution, putting 3 percent less weight on the front end with a 59/41 split; it also has slightly more displacement. As for practicality, the SRT4 also wins with greater ground clearance and interior space.
We weren't so sure SRT could pull that off with the Caliber platform, so we've brought along the undisputed king of speed and practicality a Mazdaspeed3. On paper the cars are close enough to be kin. Each is equipped with a turbocharged transversely mounted inline-4 engine. Both are 5-doors and have a roughly 3200-lb. curb weight. The SRT4 does have a better weight distribution, putting 3 percent less weight on the front end with a 59/41 split; it also has slightly more displacement. As for practicality, the SRT4 also wins with greater ground clearance and interior space.
Price is moot with the SRT4 having a base of $22,435 and the Mazda, $22,240. The Mazdaspeed3 does give a bit more for the money, in the form of a torque-sensing limited-slip differential, direct injection and xenon headlights. The big cost difference is the inclusion of a $1750 navigation system, which is easily ignored. Only driving impressions and performance numbers are left to determine the winner.
The SRT4's 2.4-liter Turbocharged World Engine has an edge of 0.1 liter over the Mazda's. The 285 horsepower feels strong, with 265 lb.-ft. of torque behind it. In contrast, the Mazdaspeed3 makes a stump-pulling 280 lb.-ft. of torque, but only 263 horsepower. The downside of the Mazdaspeed3's extra torque is that it needs to be short-shifted to keep its engine spinning in the powerband; as such it's not nearly as frenetic and entertaining as the SRT4's engine.
Chrysler designed the engine in partnership with Mitsubishi and Hyundai. It features variable valve timing on both intake and exhaust. The turbocharger is a Mitsubishi TD04 that pumps air through an 11-row high-mounted intercooler. For added robustness, the crank is forged and is supported by tri-metal bearings. A concern for engine heat prompted modifications for improved cooling, oil squirters and forged connecting rods.
Clearly a performance car, the SRT4 makes the best of what it has. With all the power coming through the front wheels, SRT decided against a limited-slip differential which would help put the power down, but would make the steering heavy. The Mazda has a similar problem and controls it by limiting torque in the first two gears, but uses a conventional limited-slip differential. SRT thought they could do better and have employed an electronic brake differential that uses the ABS system in reverse. This is similar to the system used on rear-wheel-drive SRT vehicles where the computer activates a brake to reduce wheelspin and thereby transfer torque to the other wheel getting better traction. In effect, it acts like a speed-sensitive limited-slip differential. But because the front wheels are also providing steering, the system had to be smoother in actuation. This required larger brake rotors; in fact, the giant 13.4-in. front rotors are from a Charger, while the smaller rears are from the Avenger. Compared to the somewhat non-linear systems used in rear-wheel-drive cars, the SRT4's works wonderfully. Providing slight tugs at the steering when it transfers the torque, the system never wrenches the wheel out of the driver's hands mid-corner. Another obvious advantage of the big brakes is their longevity and usefulness on the track. There won't be many owners who will feel the need to upgrade these.
When push comes to shove, the SRT4 is a brawler. It's the type of utilitarian performance vehicle that is becoming so very popular, but buyers will have to appreciate its odd proportions. That's one place the Mazdaspeed3 clearly has it beat.
In everything but a straight line the Mazdaspeed3 cleans up with stellar performance, especially in the 700-ft. slalom. The SRT4 just can't rotate quickly. We tried it with the stability control on and off, but we couldn't make it slither any quicker through our cones. The Mazda, with a lower center of gravity, easily snaked through. And, yes, the SRT4 did have the optional Goodyear Eagle F1 Supercar performance tires a $50 upgrade over the stock all-season tires.
From the outside, everyone will know this Caliber is an SRT4. It can't hide in traffic with a rear spoiler, raked stance, polished 19-in. wheels, red brake calipers and hood louvers. From the driver's seat it's also clear with the obligatory boost gauge, center-mounted tachometer, 6-speed Getrag manual transmission (shared with the Mazda), well-bolstered seats and responsive throttle. The transmission feel is better in the SRT4. It's likely just the linkage, but the Dodge's doesn't feel as heavy as the Mazda's. Everything works well in the SRT4, giving the driver a good idea of what the car's limits are. It's too bad its limits aren't as high as the Mazdaspeed3's. Aside from the only semi-competitive performance numbers, buyers will have difficulty overlooking the SRT4's excessive use of plastic. Why does it need black plastic trim on the exterior bodywork?
For the inside, SRT added a nice leather-covered steering wheel, a leather boot for the shift lever and seats that look like they could have come from a Viper and are just as supportive. An optional feature is a Performance Page that's available in the reconfigurable dash display. It claims to provide 060 and quarter-mile times, plus braking distances and other measurable data, but when we compared it to our GPS test system's figures we were not impressed. Acceleration numbers, for example, were wildly optimistic, about as accurate as I would be playing darts in the dark. Worst of all is the copious quantity of hard plastic paneling on the dash and doors that comes from the base Caliber. As long as the driver keeps his hands on the wheel and eyes on the road, it's not a big deal, but aesthetically it needs work.
To me, this car is a step in the wrong direction, and I say bring back the Neon! Clearly the Mazdaspeed3 has little to fear from an SRT4 Caliber.
We all know the Neon won't be brought back, but these are the same guys who built the world-beating Viper.
We hope that in the future SRT will bring something to the table with more gusto and teeth. An SRT4 Avenger, perhaps?
Road & Track
