2003 Dodge Caliber SRT4 Review

Specifications

It would be too easy to start this review off by declaring the SRT-4 fanatically unique and wonderfully ridiculous, as many contemporary reviewers did in 2003. But the fact is, it’s neither a new idea, nor a ridiculous one. After all, Mitsubishi had been experimenting with turbocharged four-door econoboxes for years before Dodge created the SRT-4, and had even perfected the art of cramming both a turbocharged four cylinder AND all-wheel drive under their Lancer long before Dodge’s SRT branch was even formed. For that matter, the SRT-4 wasn’t even the first application of four-cylinder, turbocharged fun for Dodge, as it had previously turned its Omni grocery getter into the Dr Jeckyl to Mr. Hyde GLH Turbo, plus, a little later, took on Ford’s Taurus SHO with the even moreradical (if only for the fact that a turbocharged four was stuffed into a midsize sedan) Spirit R/T.

Following Shelby’s Charger (a strange little two-door liftback massaged by Carroll himself), the Omni GHL Turbo was a rocket that blew away mid-’80s GTIs, and the like, at least in a straight line. Then, hot on the heels of the bizarre Turbo Caravan, released later that decade, the Spirit R/T used the same formula, one that Dodge would continue to incorporate when it came time to create the SRT-4: a (relatively) small four door with a turbocharged four cylinder under the hood. In the case of the Spirit R/T, that inline four was a 2.2L that was fed 11 pounds of boost through an intercooler to reach a peak of 224 horsepower. Thanks to it’s smallish midsize roots, the K-car based Spirit R/T weighed a scant 3,200 pounds; this weight combined with that power added up to sub-6 second 0 to 60 times and quarter mile results in the 14 second range.

This formula was followed almost tothe letter in 2003, when the wizards at Dodge’s Street and Racing Technology (SRT) branch turned their attention to the diminutive Neon. The Neon was an unlikely candidate for speedification, courtesy of the same people that created the Viper (although SRT was known as PVO back then). But, unlikely as it may have been, with surprisingly few modifications Dodge’s Neon became a turbocharged, fire-breathing road rocket.

The largest of these modifications was obviously the powerplant. Clearly, the Neon’s 132 horsepower SOHC 2.0L wasn’t going to cut it, so a 2.4L mill was plopped between the fenders. Fitted with a Mitsubishi-style reverse-rotating turbo that used an integral turbine/exhaust manifold design, the setup was unconventional, but worked. In front, a large intercooler reduced intake air temperatures, and the result was a rating of 215 horsepower and 245 foot pounds of torque in 2003. That rating was actually so conservative that Dodge upped it to a slightly more believable (although still under-rated) 230 horsepower in 2004, although those in the know knew it wasn’t uncommon for SRT-4s to lay out even higher horsepower figures on the dyno.

Of course, such numbers made the SRT-4 a blast to drive. With littletrouble dusting off much more expensive sports cars (many a Boxster has been laid to waste by this little upstart), the SRT-4 also felt like a race car thanks to an exhaust note that is the most aggressive of any stock four-banger out there. Simply howling along at high revs, it sounded great under acceleration; 2.4 liters worth of stupidly loud combustion coupling with the unmistakable sound of a turbo spooling was ticket-inducingly addictive. And the symphony didn’t stop when you got off the throttle; in fact it got even better, doing its best impression of the rice crispy from hell; snapping, crackling and popping all the way to standstill.

The reason for all the noise was that the car did not actually have a legitimate muffler behind the catalytic converter, but rather had a simple straight-through, fiberglass packed resonator that did pretty much nothing to quiet it down. Sure, some complain it gets buzzy after a while, and you’re pretty much doomed to tick off everyone in earshot after a while, but this isn’t the sort of car that makes apologies.

As for the rest of the driving experience, it was equally aggressive; with seats so sporting they made even the Viper’s look like La-Z-Boy recliners. Side bolsters the size of most people’s torsos worked in concert with grippy-as-hell fabric to keep you glued in place while you watched the boost gauge peg itself every time you laid into the throttle; something most driver’s did all too frequently so as to enjoy the multi-sensory overload that was the spooling turbo, bellowing exhaust, and fervent acceleration.

And while this rush could be experienced in most gears thanks to the fat torque curve, shifting through the five-speed transmission was a joy thanks to spot-on gearing, a short, positive throw, and a super-sweet Sachs clutch.

Oddly enough, one of few options available on the SRT-4 was a side airbag package (the others being a sunroof and the Kicker audio system), and opting for the safety pillows deleted the awesome seats, so anyone looking for one would do well to avoid the safer, but far less cool model.

Another piece anybuyer should look for is the Quaife limited-slip differential that graced the 2004 and 2005 variants. Since the car had so much power and torque, lighting up the front tires was as easy as planting it in second gear, and the torque-sensing LSD really helped to minimize the 2003 model’s deadly torque steer. Weighing only 2,970 pounds, the SRT-4 had a 160 pound advantage on the only real competitor it had throughout it’s lifespan; the Subaru WRX. And with far more torque than the Rex, it gave the AWD rally bomb a run for its money in most situations.

While the Rex was the preferred weapon in the corners, thanks to it’s all wheel drive, the SRT-4’sTokico shocks, harder bushings, and larger front sway bar made sure it stayed reasonably well planted. Unfortunately, it still had a stock-sized rear sway bar, and that could be felt around corners as the rear of the car rolled (a simple upgrade remedies this, mind you).

Finally, the four-wheel disc brakes found on other Neons benefit from larger rotors and red-painted calipers behind the 17-inch 10-spoke wheels wrapped in either Michelin Pilot Sport (2003) or BFGoodrich KDW (2004 and 2005) tires. The grip levels afforded by these low profile tires is tremendous, and the BFG’s have a wicked looking tread pattern to boot.

Finally, you have the styling. Unchanged throughout the model’s run, the SRT-4 looked like an Neon on steroids. A wing so large that it would look more at home on the runway of a local airport graced the trunk; something many enthusiasts simply whacked off. The front end received an apparently “Viper-like” front air dam as well as a hood scoop. Neither is actually required, and a few smart folks out there have replaced them with stock Neon pieces, so as not to attract too much attention from the men (and women) in blue. Coupled with a quieter exhaust system, it makes for one hell of a sleeper.

With all the hubbub surrounding the current SRT models, the SRT-4 represents a budget way to get into the club. However, all the same hubbub has also kept prices high, and the car that originally cost $20,700 still costs almostthe same now. Still, one can expect prices to go down when the new 300 horsepower, Caliber-based SRT-4 hits dealers. Of course, as with any car of this caliber (pun very much intended), you don’t own an SRT-4, you commit to it. It’s not smooth, it’s not quiet, and it drinks gas by the gallon the second you dip into the throttle. Nevertheless, if you want a retardedly fast econobox and don’t care about anything else (like in-car conversation), by all means, look no further. But if you’re looking for a fast yet nice, refined econobox, keep looking. When the Saturn Ion Red Line and Chevy Cobalt SS Supercharged models debuted, both were criticized for their relative brutality, however, many reviewers acknowledged that both weren’t anywhere near as sadistic as the SRT-4.

Truly a car for only the most masochistic of speed freaks, it may not be as fast as the Evo or as smooth as the Ion, but if you suffer from either psychopathic or aggressive tendencies, there’s no better car.

Specifications: