The new car, the final name of which has not yet been confirmed, looms as a vital product for the Fiat-Chrysler alliance. Most importantly, it needs to re-establish the Pentastar’s presence in the North American compact segment after the failure of its predecessor, the Caliber, to make any significant impact since its introduction in 2006. Standards have increased markedly in this segment in recent years, with Ford’s new Focus, the quick-selling Chevrolet Cruze, and Hyundai’s new Elantra providing stiff competition for the traditional market leaders, Toyota’s Corolla and the Honda Civic. Against this backdrop, the new Dodge is tasked with rebuilding a meaningful presence for the group in this traditional volume segment – a role which has become even more important after CEO Sergio Marchionne recently confirmed the group was scaling back its plans for the subcompact and mid-size segments.

The new Dodge, which is being built at Chrysler’s plant in Belvedere, Illinois, will introduce a new version of Fiat’s C-Evo architecture, which debuted last year underneath the Alfa Romeo Giulietta. The new platform, which is referred to as CUSW, for ‘Compact US Wide’, is both longer (by 45mm) and wider (by 40mm) than C-Evo. This allows both greater interior space and the ability to offer larger engines than those available in the Giulietta, in light of the US market’s unique demands.

The PF follows a conventional route in its chassis specification – like the Giulietta, it features MacPherson struts at the front, with a multilink rear axle mounted in an aluminium cradle. In an attempt to respond to criticism of steering feel in Fiat Group products, the C-Evo/CUSW architecture features twin-pinion electric power steering, with the motor mounted on the steering rack rather than the column so as to reduce friction and inertia.

Stylistically, PF takes significant design cues inside and out from its bigger brother, the full-size Charger. These include stylistic ‘scallops’ ahead of the front doors, LED tail-lamps which span the full width of the car, a starter button, and a ‘stitched’ dash which is styled along the lines of the Charger’s instrument panel. Upmarket versions will incorporate the 8.4-inch in-dash screen seen in the Charger and Chrysler 300. The undisguised nose, meanwhile, clearly shows the brand’s traditional ‘crosshair’ grille, albeit in a less aggressive form than that found on the Charger or Durango SUV. Also influenced by the Charger are the dual exhaust outlets integrated in the rear bumper, although their oval shape means their appearance is more akin to those found on the 300.

Fiat underpinnings mean much of the Italian group’s electronic technology has found its way underneath the flanks of the new car. These include a version of Alfa Romeo’s switchable ‘DNA’ suspension (featuring ‘Dynamic’, ‘Natural’ and ‘All-Weather’ modes), engine stop-start, and Dynamic Steering Torque control. Standard equipment will include at least seven airbags, while reflecting Fiat’s influence will be the optional availability of a panoramic roof.

Chrysler has not issued any official statement on the new car’s powertrain options, but it is known the Dundee-produced 1.4 FIRE MultiAir turbo – recently launched in the Fiat 500 Abarth – will serve as the entry-level unit. Gearboxes on offer will include manual and dual-dry-clutch variants of Fiat’s six-speed C635 transmission, while the entry-level will be paired with the five-speed manual from the 500. An ‘eco-tuned’ version of the 1.4 MultiAir turbo is also expected to attain a highway fuel economy rating of 40 mpg (US), although this will not reach showrooms until the final quarter of 2012. This particular version is important because it will allow Fiat to meet the government-mandated requirement for a ’40 mpg’ car built in the US, which formed a part of the original bailout deal. Meeting this target will mean Fiat is able to raise its stake in Chrysler to 58.3 per cent.

Further up the model pecking order, the Caliber’s World Gas Engine will also be available, in 2.0 and 2.4-litre capacities – the latter variant developing around 185 horsepower and restricted to the performance-orientated R/T version. However, following criticism of their peaky disposition and harshness, these engines have been heavily revised with the aim of boosting driveability. To this end, the variable valve timing system has been retuned to boost mid-range torque and fuel economy by up to 15 per cent, while elsewhere in the valvetrain, roller cam followers replace buckets on the valve springs to reduce noise. The engine’s installation will also be reversed compared to the Caliber – while that car has the engine’s exhaust manifold mounted against the firewall, the PF places the inlet manifold at the rear, in line with contemporary Fiat Group practice. However, the 2.0 WGE will not be equipped with Fiat’s MultiAir induction technology. Also unavailable at launch will be ZF’s new ‘9HP’ nine-speed automatic – along with the ‘eco’ variant, this is not expected to debut before the 2013 model year at the earliest.

From an Italian perspective, the new car is most interesting insofar as it will be badged as a Fiat in Russia and China. The car is expected to go into production in China in the second half of 2012 at a new plant in Hunan province, built in collaboration with Guangzhou Auto. As in North America, PF is destined to prove a crucial model for Fiat’s fate in these two large markets – the group remains severely underrepresented in both arenas after a series of failed ventures and alliances. The question of whether the new model will grace Western European roads, meanwhile, remains unclear – it is listed on Fiat presentations as a part of the European model lineup from next year, but it is understood Fiat has not made a final decision on whether such a US-focused compact sedan would rouse enough interest in Europe, where consumers traditionally prefer hatchbacks.