Maximum Speed
Neon - 120 MPH
SRT-4 - 149 MPH
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Trim Levels
Dodge Neon: 2000-2005
Highline - 2000-2001
ES - 2000-2002
SE - 2001-2005
ACR - 2001-2002
R/T - 2001-2004
Base - 2002
S - 2002
SXT - 2002-2005
SRT-D - 2005
SST - 2002
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Plymouth Neon: 2000-2001
Highline - 2000-2001
LX - 2000-2001
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Chrysler Neon: 2000-2004 (Europe/Mexico/Canada)
R/T - 2000-2003
LX - 2000-2004
SE - 2000-2003
SX2.0 2003+ (Canada)
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Dodge SRT-4
Standard - 2003-2005
ACR - 2005
Commemorative Edition - 2005
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All Dodge, Plymouth, and Chrysler Neons and SRT-4's use the 'PL' platform. The exterior design for the Neon recieved a facelift starting in the 2003 model year. This exterior package is not available on the European models; the 00-02 U.S. exterior is used on all subsequent years in the export models.
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General Neon Information
General Neon Information
Last edited by OB on Thu May 12, 2011 7:40 pm, edited 3 times in total.
Engine Specifications
By OB
2.0L SOHC A588 (Standard)
Bore: 87.5mm (3.44")
Stroke: 83mm (3.27")
Compression Ratio: 9.8:1 (2000-2002) 9.3:1 (2003+)
Displacement: 121.8 c.i. (1996cc)
Power: 132HP@5600RPM
Torque: 130 ft/lbs@4600RPM
Summary:
The A588 is a single overhead camshaft engine. It uses an aluminum cylinder head and a reinforced plastic intake manifold to save weight.
2.0L SOHC ECH (Magnum)
Bore: 87.5mm (3.44")
Stroke: 83mm (3.27")
Compression Ratio: 9.8:1
Displacement: 121.8 CI (1996cc)
Power: 150HP@6500RPM
Torque: 135 ft/lbs@4800RPM
Summary:
The Magnum SOHC version, code ECH, develops 150HP at 6500 RPM, and 135 ft·lb of torque at 4800 RPM. Chief differences between this version and the A588 include a cast aluminum SOHC cylinder head with equipped with larger exhaust ports, a camshaft that is optimized for high engine RPM's, a factory-welded exhaust short-tube header in lieu of a cast exhaust manifold, and a two-piece intake manifold that features unequal-length intake runners that are switched during engine operation using an electric actuator that controls butterfly-type tuning valves in the shorter intake runners. The longer runners are always open, and provide a mild supercharging effect due to their length between 3000 RPM and 4800 RPM. The shorter runners, open from 4800 RPM to redline at wide-open throttle, also provide a mild supercharging effect due to their length. The shorter runners are also opened at wide-open throttle below 3000 RPM so as to provide an intake path to each cylinder that is as free-flowing as possible.
Furthermore
The 2.0L block (all models) uses a bedplate featuring a perimeter wall with transverse webbings for durability and quiet operation at high RPM's. The pistons are attached to fracture-split forged powdered metal connecting rods using semi-floating press-fit pins. A gerotor oil pump is driven directly from the crankshaft on the front of the engine. A reinforced rubber timing belt is used to drive the valvetrain. Early production 2.0L engines used a hydraulic tensioner to tension the timing belt. 2000 and 2001 engines received a mechanical spring-loaded tensioner that tended to wear out prematurely, while 2002+ engines utilized a different mechanical tensioner. The water pump is driven from the timing belt, with the water pump housing cast partially into the engine block itself.
The 2002 and earlier model year engines featured a one-piece cast nodular iron crankshaft with counterweights present on either side of each crank pin. A crankshaft tone wheel was present between number 1 and number 2 connecting rod pins, and was machined such that a Hall-effect magnetic pickup mounted to the engine block could read the position of the crankshaft as it rotates during normal operation. 2003 and later model year engines switched to a two-piece crankshaft. The tone wheel was re-engineered to attach to the crankshaft using three bolts, had a tone pattern that was substantially different from previous model year engines, and was moved to the rear of the crankshaft. For this reason, these engines are generally not interchangeable between the 2002- and 2003+ model years.
2.4L DOHC Turbo - A855
Bore: 87.5mm (3.445")
Stroke: 101mm (3.976")
Compression Ratio: 8.8:1
Displacement: 148.2 c.i. (2400cc)
Power and Torque: 215HP/245 lb.ft - (2003) - 230HP/250 lb.ft (2004-2005)
The engine, code A855, has a cast iron closed deck block and split crankcase. It uses an 8.1:1 compression ratio with Mahle cast eutectic aluminum alloy pistons, forged connecting rods with cracked caps and threaded-in 9 mm rod bolts, and a cast high-hardness steel crankshaft. The cylinder head is cast aluminum, with the cylinder heads being a 48-degree pent-roof design with a partial cloverleaf between the intake valves. The valves are actuated by hydraulically-adjusted rocker arms with roller cam followers.
The SRT-4 and PT Cruiser Turbo use the same engine block and heads. The intake manifold, turbo plumbing, and intercooler are all different. The cast-aluminum 8-row Valeo intercooler is mounted in the front, and the reverse-rotation Mitsubishi TD04LR-16Gk turbocharger has a 6 cm² turbine inlet. The turbocharger compressor housing features a built-in bypass valve, and the turbo housing is cast into the exhaust manifold with a loop-around flow pattern. The stock SRT-4 has a maximum boost level of 15psi.
By OB
2.0L SOHC A588 (Standard)
Bore: 87.5mm (3.44")
Stroke: 83mm (3.27")
Compression Ratio: 9.8:1 (2000-2002) 9.3:1 (2003+)
Displacement: 121.8 c.i. (1996cc)
Power: 132HP@5600RPM
Torque: 130 ft/lbs@4600RPM
Summary:
The A588 is a single overhead camshaft engine. It uses an aluminum cylinder head and a reinforced plastic intake manifold to save weight.
2.0L SOHC ECH (Magnum)
Bore: 87.5mm (3.44")
Stroke: 83mm (3.27")
Compression Ratio: 9.8:1
Displacement: 121.8 CI (1996cc)
Power: 150HP@6500RPM
Torque: 135 ft/lbs@4800RPM
Summary:
The Magnum SOHC version, code ECH, develops 150HP at 6500 RPM, and 135 ft·lb of torque at 4800 RPM. Chief differences between this version and the A588 include a cast aluminum SOHC cylinder head with equipped with larger exhaust ports, a camshaft that is optimized for high engine RPM's, a factory-welded exhaust short-tube header in lieu of a cast exhaust manifold, and a two-piece intake manifold that features unequal-length intake runners that are switched during engine operation using an electric actuator that controls butterfly-type tuning valves in the shorter intake runners. The longer runners are always open, and provide a mild supercharging effect due to their length between 3000 RPM and 4800 RPM. The shorter runners, open from 4800 RPM to redline at wide-open throttle, also provide a mild supercharging effect due to their length. The shorter runners are also opened at wide-open throttle below 3000 RPM so as to provide an intake path to each cylinder that is as free-flowing as possible.
Furthermore
The 2.0L block (all models) uses a bedplate featuring a perimeter wall with transverse webbings for durability and quiet operation at high RPM's. The pistons are attached to fracture-split forged powdered metal connecting rods using semi-floating press-fit pins. A gerotor oil pump is driven directly from the crankshaft on the front of the engine. A reinforced rubber timing belt is used to drive the valvetrain. Early production 2.0L engines used a hydraulic tensioner to tension the timing belt. 2000 and 2001 engines received a mechanical spring-loaded tensioner that tended to wear out prematurely, while 2002+ engines utilized a different mechanical tensioner. The water pump is driven from the timing belt, with the water pump housing cast partially into the engine block itself.
The 2002 and earlier model year engines featured a one-piece cast nodular iron crankshaft with counterweights present on either side of each crank pin. A crankshaft tone wheel was present between number 1 and number 2 connecting rod pins, and was machined such that a Hall-effect magnetic pickup mounted to the engine block could read the position of the crankshaft as it rotates during normal operation. 2003 and later model year engines switched to a two-piece crankshaft. The tone wheel was re-engineered to attach to the crankshaft using three bolts, had a tone pattern that was substantially different from previous model year engines, and was moved to the rear of the crankshaft. For this reason, these engines are generally not interchangeable between the 2002- and 2003+ model years.
2.4L DOHC Turbo - A855
Bore: 87.5mm (3.445")
Stroke: 101mm (3.976")
Compression Ratio: 8.8:1
Displacement: 148.2 c.i. (2400cc)
Power and Torque: 215HP/245 lb.ft - (2003) - 230HP/250 lb.ft (2004-2005)
The engine, code A855, has a cast iron closed deck block and split crankcase. It uses an 8.1:1 compression ratio with Mahle cast eutectic aluminum alloy pistons, forged connecting rods with cracked caps and threaded-in 9 mm rod bolts, and a cast high-hardness steel crankshaft. The cylinder head is cast aluminum, with the cylinder heads being a 48-degree pent-roof design with a partial cloverleaf between the intake valves. The valves are actuated by hydraulically-adjusted rocker arms with roller cam followers.
The SRT-4 and PT Cruiser Turbo use the same engine block and heads. The intake manifold, turbo plumbing, and intercooler are all different. The cast-aluminum 8-row Valeo intercooler is mounted in the front, and the reverse-rotation Mitsubishi TD04LR-16Gk turbocharger has a 6 cm² turbine inlet. The turbocharger compressor housing features a built-in bypass valve, and the turbo housing is cast into the exhaust manifold with a loop-around flow pattern. The stock SRT-4 has a maximum boost level of 15psi.
Last edited by OB on Thu May 12, 2011 7:44 pm, edited 1 time in total.