The engine's aluminum cylinder head gets high-temperature exhaust valves, while its variable valve timing system

Freeing up exhaust flow is also critical to an engine's performance. (Photo: DaimlerChrysler Canada)

features computer mapping to "open and close intake and exhaust valves at optimal points for efficient combustion and flow", says the automaker. The camshaft and micro-alloy steel crankshaft aren't unique to the SRT4, but while stock 2.4-litre Caliber R/T components, are heavy-duty enough to handle the SRT4's high-horsepower loads.

Feeding air into the engine is essential for maintaining its high performance threshold, and the SRT4's new air cleaner system won't impede its free flow into the turbocharger where it is first compressed before arriving at a 57 mm throttle body via the intercooler. A high-flow fuel pump feeds special SRT4 injectors, controlled by an all-new Siemens engine management system.

Freeing

The engine's massive power passes through a dual-mass flywheel on its way to a six-speed manual transmission. (Photo: DaimlerChrysler Canada)

up exhaust flow is also critical to an engine's performance, therefore the SRT4's powerplant boasts two catalytic converters in tandem, the first just aft of the turbo and the second further down the three-inch diameter exhaust pipe. The twin catalytic converters reduce harmful emissions, while helping to remove exhaust air as quickly as possible, enhancing performance.

The engine's massive power passes through a dual-mass flywheel on its way to a six-speed manual transmission before reaching a limited-slip differential for what Dodge is calling a "uniform side-to-side power transfer", enhanced via equal-length halfshafts pulled from the automaker's larger midsize car line due to the components' larger size and more capable power-coping capabilities, in effect answering that dreaded torque steer question posed earlier. Whether or not SRT's engineers were able to eliminate steering wheel lockup, a common problem when accelerating out

The Caliber SRT4 should be sensational in the corners, thanks to a fully-independent suspension and 19-inch wheels and 225/45R19 W-rated Goodyear performance tires. (Photo: DaimlerChrysler Canada)

of tight corners in a powerful front-wheel drive vehicle, remains to be experienced. Of course, they've made 4,000+lb sedans, plus a wagon and an SUV, handle like go-karts, so anything is possible.

Go-kart-like handling in mind, the Caliber SRT4 should be sensational in the corners. First of all, like I mentioned in my road test review of the conventionally powered versions, it's no flyweight compared to others in this category. Still, it's also no heavyweight contender either, weighing in at a manageable 1,447 kilos (3,189 lbs), which is more than the base 1.8-litre Caliber that, at 1,345 kg (2,966 lbs), features roll 'em yourself windows and other reminders of a simpler era, but quite a bit less than the CVT- and AWD-equipped R/T that weighs in at 1,501 kg (3,308 lbs).

Overcompensating

Overall grip should go up further thanks to a one-half inch reduction in overall ride height. (Photo: DaimlerChrysler Canada)

for a plus-3000 pound curb weight is a classic set of 19-inch five-spoke alloys, wrapped in 225/45R19 W-rated Goodyear performance tires at each corner. Like some running gear components, the SRT4's wheel hubs and bearings were sourced from larger front-drive midsize models for increase strength and durability.

The SRT team also upgraded the regular Caliber's MacPherson strut front suspension with new knuckles and retuned dampers featuring reworked spring rates. Sway bar diameters, front and rear have been increased too, providing less body lean when cornering aggressively. Overall grip should go up further thanks to a one-half inch reduction in overall ride height when compared to the purposely tallish conventional Caliber, a simple but effective solution that also makes the car appear sleeker than its less powerful sibling.