Some SRT-4 Concept history information
Posted: Sun Jan 17, 2010 8:35 am
The original concept Neon SRT specs were a 2.0 liter SOHC 16-valve four cylinder topped with a 45-cubic inch Eaton supercharger, which produced 208 hp and 180 lb-ft of torque at the flywheel on 11 psi of boost. (Sport Compact Car magazine tested the car in the Feb. 2001 issue and dynoed 179 hp and 149 lb-ft tq at the wheels.)
Tapped from the DaimlerChrysler parts bin was the engine block, a 1998 California emissions-spec block. Designed to pass the stringent TLEV emissions standards, this particular block had a lower, 9.3:1 compression ratio rather than the standard 9.8:1. That compression ratio was later lowered to 8.5:1 after extensive dyno testing showed the original compression to be to high for the amount of boost the car was running. A 2001 Neon R/T cylinder head was used to take advantage of the engine's larger exhaust ports and its higher-lift, longer duration camshaft. The R/T's tubular steel header was used, as well as the catalyst and exhaust system. The only part of the exhaust not from the parts bin was the Borla muffler.
The Eaton Roots-style supercharger is usually bolted directly to the intake manifold, where its odd-shaped discharge port can simply blow into the middle of the plenum. In the Neon SRT, the supercharger is mounted directly below the plenum, but instead of blowing up into it, it blows down into a collector pipe, around the front of the supercharger and back into the manifold. This design allows the manifold to retain a more conventional shape with air coming in one side of the plenum and four, equal-length runners running to each port. This design, it turns out, evens the cylinder-to-cylinder air distribution, ensuring a consistent air/fuel ratio and consequently better performance. The supercharger plumbing also allows the possibility of an intercooler. With boost turned up to 11 psi, the little 45-cubic inch blower is pumping its heart out. Discharge temps reach as high as 300 degrees. Marc Musial-engine developer, did some testing with an intercooler and found that it dropped peak temperatures by 150 degrees which bumped up power figures to 230 hp. However in high hopes that the concept would become a reality, this was left out to keep costs down.
Power was put to the ground using a 5-speed T350 transaxle adapted from the PT Cruiser. Though dimensionally identical to the Neon tranny, the heavier, torquier PT gets stronger gears and a higher rated torque capacity. The Neon normally has a short drivers side axle and a long passengers side axle, but with the added torque of the super-charged engine, these unequal-length half-shafts would contribute to torque steer. Equal-length half-shafts require a jackshaft to carry drive from the differential to the passengers side inner CV joint somewhere behind the engine. The jackshaft was pilfered from the turbocharged 2.4 liter Stratus sold in Mexico, while the shorter drivers side axle from a Neon R/T was used on both the right and the left. Clutch assembly was provided from a Mercedes diesel. Completing the driveline were a Torsen limited-slip differential, low 3.94:1 axle ratio, and a street-friendly, overdrive fifth gear.
Styling was provided by Eric Stoddard-Designer, who came up with the design after blending what he saw as popular trends in the aftermarket. The bodywork was all fabricated in-house with the hood, front bumper and spoiler being a carbon fiber and Kevlar composite. The rear bumper was made of an unusual carbon fiber and rubber composite.
Eibach springs and Tokico shocks helped drop the SRT 1.5 inches lower than a standard Neon. Grip was optimized courtesy of sticky 205/40VR17 Yokohama A520 tires mounted on 7.0-inch-wide TSW VX1 aluminum wheels, while the SRT's four-wheel disc brakes feature vented, cross-drilled rotors up front. Other goodies include MOMO seats, white-faced gauges, thicker sway bars at both ends and an ear-splitting Alpine/JBL/Infinity sound system.
But taking a concept car to the level of a production vehicle proved a test of the young team's mettle. Finding an approved engine, financing tooling, and keeping the price low enough to appeal to tuners like themselves presented new challenges to the neophyte group. At the same time, they also were secretly piecing together a second car using production-oriented parts and a design more adaptable to the existing Neon platform, all in the hopes of winning production approval for their dream car.
Despite the effort, the Executive Committee rejected the production car proposal when the team appeared before it in the fall of 2000. So, for the second time, McCammon got another list - this one full of reasons why the car wouldn't fly. But even that didn't deter the team.
Three revisions of the car later (including replacing the supercharger with a turbocharger), responsibility for the still unapproved project was transferred to the company's Specialty Vehicle Engineering (SVE) team, or as it would come to be known, Performance Vehicle Operations (PVO). In the spring of 2001, the plan once again was placed before the Executive Committee, and this time, it got the green light.
As an approved project, responsibility for the newly christened Dodge SRT-4 production car fell in the race-steady hands of John Fernandez, Director of Performance Vehicle Operations, who had spent years in Neon ACR racing. "We pulled together everyone we knew who had first-hand experience with vehicles like the SRT-4, either through grassroots racing or hitting the streets every weekend in their own performance-tuned cars."
The result was a second group of young tuners ready to continue the initial team's work. Some of them, like Stephan Zweidler and Brad Dotson, had worked indirectly on the Neon SRT concept car. Program manager Dotson had raced with Team Shelby and the Neon ACR in SCCA, including a stint as crew chief. Zweidler raced Solo II SCCA autocross throughout college and was active in the Neon Enthusiast Club. Vehicle Synthesis Engineer Jeff Reece worked on the championship-winning Dodge Viper GTS-R. Engine Engineer Tom Wierzchon (also on the Viper GTS-R team) and Electrical Systems Engineer Judy Willoughby round out the core of the PVO Dodge Neon SRT-4 team.
The announcement first came from Daimler Chrysler in 2002 that it would build a production version of its 2000 Neon SRT concept car for the 2003 model year. Based on the concept vehicle first introduced at the Greater Los Angeles Auto Show, the 2003 Dodge SRT4 promised to combine performance with features inspired by the street racing scene. It was designed to target the 18- to 25-year-old enthusiasts. An audience that Dodge hadn't been able to reach very successfully since the late 80's.
Initial figures on the new SRT were very impressive. The 2003 SRT-4 featured a 2.4-liter DOHC turbo-boosted 205 horsepower in-line four-cylinder engine that delivers 220 lb.-ft. of torque available from 2000 to 4800 rpm. That was enough horsepower to accelerate it from 0-60 mph in 5.9 seconds straight out of the factory, making it the quickest car in the Dodge lineup during that year, second only to the Dodge Viper SRT10. To go with all of the horsepower, the 2003 SRT-4 also featured an improved cooling system, high-flow fuel system, high-performance transaxle that features a heavy duty, five-speed manual NVG T850 transaxle and a muffler-less, dual outlet exhaust system with wider, 2.5-inch polished stainless tips. Adding to the performance capability are a larger diameter throttle body and a high flow intake manifold. New equal-length half-shafts, high capacity clutch and drive plate assemblies and unique engine and transaxle mounts round out the 2003 Dodge SRT-4 transmission system.
Aside from the impressive power numbers that the SRT-4 was creating, the car also had very agile handling capability made possible by 17-inch aluminum performance wheels, sticky 50 series tires, specially tuned strut and spring assemblies (front and rear), sway bars (front and rear), updated knuckles and a unique K-member.
Dodge SRT-4 also featured ABS and four-wheel disc brakes with larger diameter calipers and rotors. The 11-inch disc brakes with upgraded pads assure that the 2003 SRT-4 can drop from 60-0 mph in less than 120 feet. Other safety features standard driver and front passenger air bags, as well as optional side air bags.
Some of the styling features of the 2003 SRT-4 included genuine Viper-style racing seats, performance gauges and a best-in-class AM/FM stereo CD with six speakers which was picked over a sub-woofer and amplified sound system to save weight. The front seats came with enhanced lumbar and lateral sections for better support during racing-type maneuvers. The Agate-colored cloth on the body of the seats is textured for better grip through the corners. The side bolsters of the front seats were trimmed in vinyl and curve to stabilize occupants. The unique gauge designs in the 03 SRT4 featured special silver faces with satin silver ring accents. Gauge pointer hubs also had a metal finish, giving them the feel of precision instruments dedicated to performance. A special SRT-4 turbo boost/vacuum gauge was added the brow just to the right of the instrument cluster.
Many other popular convenience features were also standard including air conditioning, power locks and windows, remote keyless entry and a lighting group package. On the outside The SRT-4 came with a new front fascia and a unique steel hood with an integral air intake designed to help cool the turbo engine. The crosshair grille design gave the SRT-4 a bolder face. Just behind the lower grille sits a cast aluminum intercooler which was left unpainted to help it stand out. The wheels were purposefully designed to look like aftermarket wheels, with tape-on weights and fuller width rim sections. The unique spoke pattern allows for better airflow to the brakes. A new rear fascia and deck spoiler also added to the performance look of the SRT-4, while the taller, basket-handle type spoiler also improved the vehicles handling by generating downforce.
For 2003 the SRT-4 was available in four exterior colors, including Solar Yellow, Black, Flame Red and Bright Silver Metallic. 2003 would be the only model year that Solar Yellow was available from the factory.
The SRT-4 began production at the Belvidere (Ill.) Assembly Plant in the beginning of 2003. Its $19,995 sticker means that the SRT-4 was the quickest production car available in the United States priced under $20,000 at that time.
Here are the official specifications for the 2003 SRT-4 straight from the Daimler Chrysler press release: 2003 Dodge SRT-4 Preliminary Specifications
General
Body style: Four-door sedan
Assembly plant: Belvidere (Ill.) Assembly Plant
EPA vehicle class: Compact car
Dimensions
Overall length: 175.7 (4462.2)
Overall width: 67.4 (1712.0)
Overall height: 56.5 (1435.1)
Wheelbase: 105.0 (2667.0)
Front track: 57.6 (1464.0)
Rear track: 57.7 (1465.3)
Estimated Curb weight, lbs.: 2970
Powertrain
Transaxle: Heavy-duty five-speed manual NVG T850, front-wheel drive
Engine:
Description: 2.4-liter turbo, DOHC, 16-valve, in-line four-cylinder
Displacement: 148.2 cu. in. (2429 cu. cm)
Construction: Cast iron block and bedplate, aluminum alloy head, structural aluminum oil pan
Compression ratio: 8.1:1
Power (SAE net): 215 bhp (160 kW)@ 5400 rpm
Torque (SAE net): 245 lb.-ft. (332 N-m) from 2000 - 4800 rpm
Max. engine speed: 6752 rpm
Fuel requirement: Unleaded premium gasoline, 91 octane (R+M)/2
Suspension
Description: Performance-tuned strut and spring assemblies, heavy-duty sway bars, updated knuckles, unique K-member
Brakes
Description: High capacity four-wheel disc with ABS
Front: 280mm x 28mm vented and 57mm single piston caliper
Rear: 270mm x 12mm solid and 36mm single piston caliper
*Linear dimensions in inches (millimeters) unless otherwise noted
http://www.dodge-srt.com/index.php?opti ... &Itemid=28
Tapped from the DaimlerChrysler parts bin was the engine block, a 1998 California emissions-spec block. Designed to pass the stringent TLEV emissions standards, this particular block had a lower, 9.3:1 compression ratio rather than the standard 9.8:1. That compression ratio was later lowered to 8.5:1 after extensive dyno testing showed the original compression to be to high for the amount of boost the car was running. A 2001 Neon R/T cylinder head was used to take advantage of the engine's larger exhaust ports and its higher-lift, longer duration camshaft. The R/T's tubular steel header was used, as well as the catalyst and exhaust system. The only part of the exhaust not from the parts bin was the Borla muffler.
The Eaton Roots-style supercharger is usually bolted directly to the intake manifold, where its odd-shaped discharge port can simply blow into the middle of the plenum. In the Neon SRT, the supercharger is mounted directly below the plenum, but instead of blowing up into it, it blows down into a collector pipe, around the front of the supercharger and back into the manifold. This design allows the manifold to retain a more conventional shape with air coming in one side of the plenum and four, equal-length runners running to each port. This design, it turns out, evens the cylinder-to-cylinder air distribution, ensuring a consistent air/fuel ratio and consequently better performance. The supercharger plumbing also allows the possibility of an intercooler. With boost turned up to 11 psi, the little 45-cubic inch blower is pumping its heart out. Discharge temps reach as high as 300 degrees. Marc Musial-engine developer, did some testing with an intercooler and found that it dropped peak temperatures by 150 degrees which bumped up power figures to 230 hp. However in high hopes that the concept would become a reality, this was left out to keep costs down.
Power was put to the ground using a 5-speed T350 transaxle adapted from the PT Cruiser. Though dimensionally identical to the Neon tranny, the heavier, torquier PT gets stronger gears and a higher rated torque capacity. The Neon normally has a short drivers side axle and a long passengers side axle, but with the added torque of the super-charged engine, these unequal-length half-shafts would contribute to torque steer. Equal-length half-shafts require a jackshaft to carry drive from the differential to the passengers side inner CV joint somewhere behind the engine. The jackshaft was pilfered from the turbocharged 2.4 liter Stratus sold in Mexico, while the shorter drivers side axle from a Neon R/T was used on both the right and the left. Clutch assembly was provided from a Mercedes diesel. Completing the driveline were a Torsen limited-slip differential, low 3.94:1 axle ratio, and a street-friendly, overdrive fifth gear.
Styling was provided by Eric Stoddard-Designer, who came up with the design after blending what he saw as popular trends in the aftermarket. The bodywork was all fabricated in-house with the hood, front bumper and spoiler being a carbon fiber and Kevlar composite. The rear bumper was made of an unusual carbon fiber and rubber composite.
Eibach springs and Tokico shocks helped drop the SRT 1.5 inches lower than a standard Neon. Grip was optimized courtesy of sticky 205/40VR17 Yokohama A520 tires mounted on 7.0-inch-wide TSW VX1 aluminum wheels, while the SRT's four-wheel disc brakes feature vented, cross-drilled rotors up front. Other goodies include MOMO seats, white-faced gauges, thicker sway bars at both ends and an ear-splitting Alpine/JBL/Infinity sound system.
But taking a concept car to the level of a production vehicle proved a test of the young team's mettle. Finding an approved engine, financing tooling, and keeping the price low enough to appeal to tuners like themselves presented new challenges to the neophyte group. At the same time, they also were secretly piecing together a second car using production-oriented parts and a design more adaptable to the existing Neon platform, all in the hopes of winning production approval for their dream car.
Despite the effort, the Executive Committee rejected the production car proposal when the team appeared before it in the fall of 2000. So, for the second time, McCammon got another list - this one full of reasons why the car wouldn't fly. But even that didn't deter the team.
Three revisions of the car later (including replacing the supercharger with a turbocharger), responsibility for the still unapproved project was transferred to the company's Specialty Vehicle Engineering (SVE) team, or as it would come to be known, Performance Vehicle Operations (PVO). In the spring of 2001, the plan once again was placed before the Executive Committee, and this time, it got the green light.
As an approved project, responsibility for the newly christened Dodge SRT-4 production car fell in the race-steady hands of John Fernandez, Director of Performance Vehicle Operations, who had spent years in Neon ACR racing. "We pulled together everyone we knew who had first-hand experience with vehicles like the SRT-4, either through grassroots racing or hitting the streets every weekend in their own performance-tuned cars."
The result was a second group of young tuners ready to continue the initial team's work. Some of them, like Stephan Zweidler and Brad Dotson, had worked indirectly on the Neon SRT concept car. Program manager Dotson had raced with Team Shelby and the Neon ACR in SCCA, including a stint as crew chief. Zweidler raced Solo II SCCA autocross throughout college and was active in the Neon Enthusiast Club. Vehicle Synthesis Engineer Jeff Reece worked on the championship-winning Dodge Viper GTS-R. Engine Engineer Tom Wierzchon (also on the Viper GTS-R team) and Electrical Systems Engineer Judy Willoughby round out the core of the PVO Dodge Neon SRT-4 team.
The announcement first came from Daimler Chrysler in 2002 that it would build a production version of its 2000 Neon SRT concept car for the 2003 model year. Based on the concept vehicle first introduced at the Greater Los Angeles Auto Show, the 2003 Dodge SRT4 promised to combine performance with features inspired by the street racing scene. It was designed to target the 18- to 25-year-old enthusiasts. An audience that Dodge hadn't been able to reach very successfully since the late 80's.
Initial figures on the new SRT were very impressive. The 2003 SRT-4 featured a 2.4-liter DOHC turbo-boosted 205 horsepower in-line four-cylinder engine that delivers 220 lb.-ft. of torque available from 2000 to 4800 rpm. That was enough horsepower to accelerate it from 0-60 mph in 5.9 seconds straight out of the factory, making it the quickest car in the Dodge lineup during that year, second only to the Dodge Viper SRT10. To go with all of the horsepower, the 2003 SRT-4 also featured an improved cooling system, high-flow fuel system, high-performance transaxle that features a heavy duty, five-speed manual NVG T850 transaxle and a muffler-less, dual outlet exhaust system with wider, 2.5-inch polished stainless tips. Adding to the performance capability are a larger diameter throttle body and a high flow intake manifold. New equal-length half-shafts, high capacity clutch and drive plate assemblies and unique engine and transaxle mounts round out the 2003 Dodge SRT-4 transmission system.
Aside from the impressive power numbers that the SRT-4 was creating, the car also had very agile handling capability made possible by 17-inch aluminum performance wheels, sticky 50 series tires, specially tuned strut and spring assemblies (front and rear), sway bars (front and rear), updated knuckles and a unique K-member.
Dodge SRT-4 also featured ABS and four-wheel disc brakes with larger diameter calipers and rotors. The 11-inch disc brakes with upgraded pads assure that the 2003 SRT-4 can drop from 60-0 mph in less than 120 feet. Other safety features standard driver and front passenger air bags, as well as optional side air bags.
Some of the styling features of the 2003 SRT-4 included genuine Viper-style racing seats, performance gauges and a best-in-class AM/FM stereo CD with six speakers which was picked over a sub-woofer and amplified sound system to save weight. The front seats came with enhanced lumbar and lateral sections for better support during racing-type maneuvers. The Agate-colored cloth on the body of the seats is textured for better grip through the corners. The side bolsters of the front seats were trimmed in vinyl and curve to stabilize occupants. The unique gauge designs in the 03 SRT4 featured special silver faces with satin silver ring accents. Gauge pointer hubs also had a metal finish, giving them the feel of precision instruments dedicated to performance. A special SRT-4 turbo boost/vacuum gauge was added the brow just to the right of the instrument cluster.
Many other popular convenience features were also standard including air conditioning, power locks and windows, remote keyless entry and a lighting group package. On the outside The SRT-4 came with a new front fascia and a unique steel hood with an integral air intake designed to help cool the turbo engine. The crosshair grille design gave the SRT-4 a bolder face. Just behind the lower grille sits a cast aluminum intercooler which was left unpainted to help it stand out. The wheels were purposefully designed to look like aftermarket wheels, with tape-on weights and fuller width rim sections. The unique spoke pattern allows for better airflow to the brakes. A new rear fascia and deck spoiler also added to the performance look of the SRT-4, while the taller, basket-handle type spoiler also improved the vehicles handling by generating downforce.
For 2003 the SRT-4 was available in four exterior colors, including Solar Yellow, Black, Flame Red and Bright Silver Metallic. 2003 would be the only model year that Solar Yellow was available from the factory.
The SRT-4 began production at the Belvidere (Ill.) Assembly Plant in the beginning of 2003. Its $19,995 sticker means that the SRT-4 was the quickest production car available in the United States priced under $20,000 at that time.
Here are the official specifications for the 2003 SRT-4 straight from the Daimler Chrysler press release: 2003 Dodge SRT-4 Preliminary Specifications
General
Body style: Four-door sedan
Assembly plant: Belvidere (Ill.) Assembly Plant
EPA vehicle class: Compact car
Dimensions
Overall length: 175.7 (4462.2)
Overall width: 67.4 (1712.0)
Overall height: 56.5 (1435.1)
Wheelbase: 105.0 (2667.0)
Front track: 57.6 (1464.0)
Rear track: 57.7 (1465.3)
Estimated Curb weight, lbs.: 2970
Powertrain
Transaxle: Heavy-duty five-speed manual NVG T850, front-wheel drive
Engine:
Description: 2.4-liter turbo, DOHC, 16-valve, in-line four-cylinder
Displacement: 148.2 cu. in. (2429 cu. cm)
Construction: Cast iron block and bedplate, aluminum alloy head, structural aluminum oil pan
Compression ratio: 8.1:1
Power (SAE net): 215 bhp (160 kW)@ 5400 rpm
Torque (SAE net): 245 lb.-ft. (332 N-m) from 2000 - 4800 rpm
Max. engine speed: 6752 rpm
Fuel requirement: Unleaded premium gasoline, 91 octane (R+M)/2
Suspension
Description: Performance-tuned strut and spring assemblies, heavy-duty sway bars, updated knuckles, unique K-member
Brakes
Description: High capacity four-wheel disc with ABS
Front: 280mm x 28mm vented and 57mm single piston caliper
Rear: 270mm x 12mm solid and 36mm single piston caliper
*Linear dimensions in inches (millimeters) unless otherwise noted
http://www.dodge-srt.com/index.php?opti ... &Itemid=28
I didn't know the SRT was lower, well the front is anyhow.
)
Hmmm, wonder which one has the same splines as the T350, and fits into the bellhousing...
but i got one now! sucks to hear that mine is the 2nd most common color in 04 and the second most common to have a sunroof. guess i'm not so rare after all. but i hardly ever see any with sunroofs.