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Discussion Starter · #1 ·
I know everyone has their "sources" which of late have been condraticted by someonelse source an so on and so fourth.

Reading the enclosed article and talking to the one person i know at DCX corporate I don't buy into the motor mount, wheel hop, diff rumours.

The SRT4 has been engineered and tested years in advance of sale... there have been no spy shots in nearly 12 months after a flurly of them were poping up weekly while Dodge was out testing cars for such issues. I don't believe after talking to the person i know and re-reading articles like the enclosed that Dodge will miss the boat.

Just thought i'd share i'm off the rumour tread mill :D
“The basic engine was designed with this kind of application in mind,” says Gladysz. “There wasn’t any point in doing anything with the cams, because with a turbo you don’t want really long cam events.
“Of course, the electronic scheme of the variable valve timing is much different from the production version, but that’s easy to handle with programming.”

And, of course, with boost.

With a slightly larger bore (88mm versus 87.5) and shorter stroke (97mm versus 101) compared with the old SRT4 engine, the new mill revs higher (a 6000-rpm power peak compared with 5300), but it’s the Garrett TD04 turbo that really makes the dyno spin. Air finds its way into the system via a Valeo air-to-air intercooler (about 50 percent bigger than the previous intercooler, according to Gladysz) and stock intake manifold. The fuel pump delivers higher flow, and there are bigger injectors delivering the combustibles.

The SRT4’s ECU, developed by Siemens, is a sophisticated piece of computer technology, and it governs boost and engine output over a broad range of operating parameters. But under ideal conditions, the turbo produces max boost of 16 psi, and with everything in optimum the new engine will churn 300 horsepower at 6000 rpm and 260 pound-feet of torque across an unusually broad range, from 2000 on to the horsepower peak. As with the previous SRT4, this adds up to a pretty seductive bang-for-buck story, only more so.

The turbo motor sends thrust to the front wheels via a new six-speed manual gearbox, a Getrag-Ford unit, and a Torsen II limited-slip diff. Aside from six speeds — the previous SRT4 tranny had only five — the most appealing traits of this new gearbox (which uses a shift mechanism from the manual trans used in the European diesel version of the Caliber) are a crisp feel and a positive sense of engagement, traits conspicuously absent in the garden-variety Caliber tested in this issue.

All of this, according to the SRT guys, adds up to a 0-to-60 capability of less than six seconds, and we have no reason to doubt that. The question is how much less. The Caliber SRT4 is going to weigh in substantially heavier than the old SRT4 — at least 200 pounds — but even so, with all that torque and horsepower on tap, we expect numbers in the middle of the five-second scale. And the top end, according to Helbig, will be pretty high.
“It’ll be a 150-mph car,” he says.

Historically, putting big horsepower through a front-drive system carries an inevitable consequence known as torque steer. It was part of the deal with the previous SRT4, and despite various countermeasures — equal-length half-shafts, for example — it’s going to be part of the deal with the new one.
“Torque steer is definitely something you need to manage in your design,” says Erich Heuschele, SRT’s vehicle dynamics supervisor. “Our goal is to keep torque steer about where it was with the previous car.”

All-wheel drive, an option in the regular Caliber lineup, would damp out torque steer, but the system isn’t capable of handling the turbo engine’s higher output. As you’d expect, the new hot rod’s underpinnings are upgraded to keep pace with the turbo motor’s big punch: heavier front knuckles, heavier hubs, beefier wheel bearings, higher spring rates, stiffer dampers, heavy-duty knuckles up front, heavier front and rear anti-roll bars, and a quicker ratio for the rack-and-pinion steering system.

The brakes are similarly upgraded, with bigger, 13.4-inch vented rotors in front and 11.9-inch rears. There are twin-piston calipers up front, and all the calipers are painted a jaunty go-fast red. Grip is supplied by 225/45 tires on 7.5-by-19-inch aluminum alloy wheels. The standard tire will be an all-season Goodyear RS-A, with Goodyear F1s optional.

Cosmetic licks include a revised front fascia with a deeper air dam, vented to enhance brake cooling; a functional hood scoop; extended rocker panels; rear air diffusers; and a bigger, more aggressive wing extending beyond the top of the rear hatch. This last is not mere eye candy, according to Heuschele.

“It’s very balanced aerodynamically,” he says. “We have no major lift issues.”

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I had read this article a while back and I was real impressed with the car. But what bugs me, is that, what's the reason for sitting in the backburner?
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