Dodge seemingly wants people to consider the Caliber as a downsized Magnum, and to believe this makes it essentially a sporty mini-minivan-cum-compact station wagon. Nice idea, but the package doesn't quite do this. Everything it does, it does well, but aside from the SRT4 model, it doesn't quite achieve the sporty part.

The 2.4-liter engine's 172 horsepower arguably does a better job of motivating this one-and-one-half ton hatchback, but the CVT was neither as comfortable nor as precise in its selection of gear ratios as we hoped, or as Dodge promises. Left in Drive, it sounds and feels like an automatic that needs to have its bands tightened, or like a manual gearbox with a slipping clutch. Even in AutoStick mode, which involves imposing an electronically managed shift pattern on a transmission designed not to shift gears, engine speed wandered noticeably within the selected ratio. The 2.4-liter with five-speed manual is EPA-rated at 23 mpg City and 29 Highway, compared to 21/25 with the CVT.

The 1.8-liter base engine is EPA-rated at 24 mpg City and 30 Highway, while the 2.0 comes in at 23/27. But with less torque, the 1.8 is also the least responsive to the gas pedal when you need it the most.

All three base engines deliver their power smoothly, with no disruptive surges or flat spots. Pedal layout is decent, while not quite ideal for heel-and-toe downshifts, and there's a dead pedal where a driver can rest the left foot on long trips.

The SRT4's engine is a different beast altogether. With 285 horsepower and 265 pound-feet of torque, it can motivate the SRT4 from 0 to 60 mph in about six seconds. The SRT4's engine exhibits some turbo lag, but it's mercifully short and the car is more than willing to get up and go from a stop. Passing power is prodigious, provided the transmission is in the correct gear. If you let the rpm run too high, the engine will run out of breath; too low and you'll have to wait for the turbo to spool up. Deft shifting can avoid these problems. Speaking of shifting, the manual gearbox has fairly short throws and positive engagement, making it fun to operate.

Driving and handling dynamics for SE, SXT and R/T models are mostly consistent, about on a par with the Vibe and the Matrix but not quite in the same league as the more tautly sprung Mazda3. There's not as much body lean in corners as we expected in a car this tall. Under hard acceleration there is some torque steer, with tugs at the steering wheel, a shortcoming shared with every front-wheel-drive car we can remember in this class. This problem is compounded by the SRT4's greater power.

The SRT4 leans less in turns than the other models and its steering is sharper and more direct. Instead of a limited-slip front differential, the SRT4 utilizes the traction control system to detect wheelspin and apply brake pressure to the affected wheel, thus transferring power to the side that isn't slipping. It prevents laying down long strips of rubber, but isn't as effective as a mechanical limited-slip system. In short, a limited-slip is a performance-enhancing technology, while traction control is a performance-limiting technology.

The disc/drum brakes standard on the SE and in the SXT are competent, and the SXT has standard anti-lock brakes. The R/T gets standard anti-lock discs at all four corners.

All Calibers have little wind whistle at everyday highway speeds. Road noise increases with the size of the tire's footprint, meaning it is more persistent in the R/T and SRT4. The added grip from the larger footprint more than compensates for this intrusion, however. In all but the SRT4, conversation can be carried on at normal tones even at extra-legal rates of travel. Be aware, however, that the SRT4 has a boy racer exhaust note, which means the engine emits a constant background drone and screams under heavy throttle.