Caliber cuts a distinctly clever path

Dodge surprised more than a few people when it said it would replace its entry-level Neon sedan with a hatchback called Caliber.

After all, though the Neon had never fully lived up to its potential, American buyers have always viewed hatchbacks as the automotive equivalent of the split-entry floor plan; roomy, practical and abundantly flexible, but not quite cool enough.

Maybe, rejoins Dodge, but look! — it’s not really a hatch; it’s a “five-door vehicle that combines a sporty coupe-like profile with the strength, stance and functionality of an SUV.”

You can gild the lily any way you like, but it seems clear Dodge is taking a calculated risk. Betting on a new generation of first-time buyers to turn its back on generations of precedent is a gamble no matter how you look at it.

Dodge is covering its bet on the Caliber, though, by viewing it through the prism of the world market.

“Caliber will spearhead Dodge brand’s global expansion with gas and diesel powertrains and left- and right-hand drive availability,” one press release says.

Look out Europe — here comes Caliber.

It’s not as far-fetched as it might sound. Besides not harboring anti-hatch prejudices; Europeans enjoy the vigor of New World design and they’ll find it in the swagger of a grille derived from the Ram truck, the swollen haunches and broad-shouldered fenders of the Durango and the upswept stance that owes something to the Chrysler PT cruiser.

They may find the black roof spoiler with integrated center high-mounted stoplight a bit much, but we all have our limits.

Certainly, all buyers should appreciate the Caliber’s versatile interior and innovative packaging strategies — all those who are willing to bypass the barebones, entry-level SE trim ($13,985, including destination), that is.

That SE is the price-leader. It has 15-inch wheels (most entry-level vehicles have 14s) and an auxiliary input jack for the CD stereo, but such features as air conditioning and power windows and mirrors are optional.

It does get a pair of the Caliber’s neater features: the console-mounted, flip-up pocket that holds a cell phone or MP3 player, and the illuminated cupholder rims, which take the guesswork out of off-loading that ultra-hot Americano on a late-night road-trip.

Order it with air conditioning, and the SE fetches Chill Zone (you can tell a youth-oriented vehicle by the hip nomenclature), a beverage storage bin cooled by the air conditioning system (which must be turned to the Stun setting in order to work properly), and can also be had with MusicGate Power, a nine-speaker Boston Acoustic audio system with a subwoofer and two liftgate-mounted speakers.

The midlevel SXT ($15,985) gets 17-inch wheels and tires and keyless entry, while the uplevel R/T ($17,985) adds 18-inch alloys, sport-tuned suspension and steering and sport-oriented exterior trim.

SXT and R/T get reclining 60/40 split folding rear seats, fold-flat front passenger seat, console-mounted, 115-volt outlet and a removable cargo-area dome light, which doubles as a flashlight.

Curtain-style airbags are standard on all trims, although front side airbags are available only on SXT and R/T trims, as are stability and cruise control.

The Caliber is a front-driver, although all-wheel-drive is standard on the R/T trim. Default operation is FWD, while AWD is engaged in slippery conditions and between 25 and 65 miles per hour, the latter to “enhance handling during performance driving,” says Chrysler.

No explanation is offered as to why AWD operation is locked in at those speeds, rather than being applied only as needed.

Three engines are available for the Caliber. Front-drive SE and SXT models get a 148-horsepower, 1.8-liter four, which is paired with a five-speed manual transmission. A 158-hp, 2.0-liter four is optional and is paired with a continuously variable transmission (CVT). The R/T gets a 2.4-liter four that makes 178 hp and is mated to the CVT.

CVTs offer two distinct advantages over normal automatic transmissions: they’re smoother, since they don’t have gears to shift, and they’re more fuel-efficient.

The Caliber’s CVT suffers from offsetting penalties, though: it fails to re-engage smoothly when one has lifted and re-applied the throttle, instead coming back on with a jerk; and it exacerbates the tendency of all CVTs to allow the engine to rev into its upper ranges before settling into its proper groove.

This behavior was particular noticeable — and annoying — when passing on two-lane highways and exposed one of the weaknesses of the otherwise capable 2.4-liter four: it runs less smoothly and quietly than most of its competitors.

Three cheers for Dodge for bucking convention and offering buyers a distinct and clever package. I’m anxious to see whether positive early sales indicators hold up.

The Caliber has its flaws, and it’s hard to imagine Chrysler managing over the long haul without an entry-level sedan, but it is a bold stroke and may be just what the company needs to hold its own at the lower end of the market.