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Engines
by Michael Carpenter and Mike Ancas
Several different engines found their way into Neons over the course of production. But looking at the big picture, they were more similar than different. The main difference could be found in the cylinder heads. The 132-hp single overheard cam (SOHC) motor was introduced in the first Neon sedans (early 1994), and the 150-hp dual overhead cam (DOHC) motor made its debut later that same year in the 2-door coupe. The DOHC was discontinued after 1999 and was never offered in a second-generation Neon. In 2001, a 150-hp high-output version of the SOHC engine was added and was known as the Magnum. All three configurations shared the same 2.0-liter block. These engines powered Neons’ 0-60 times of approximately 8 seconds and quarter-mile times of less than 16 seconds.
 One of the best 2.4-liter powerplants ever can be found in the SRT-4. With 250 hp and 230 ft-lbs of torque, this engine is hard to beat, even in stock trim.
First-Generation Powerplants: 1995–1999
2.0-liter SOHC: 132 hp at 6,000 rpm and 129 ft-lbs of torque at 5,000 rpm
One good feature of the SOHC engine is that it only requires regular 87-octane fuel. In fact, adding premium gas doesn’t build any extra horsepower; it just costs money. Running 87 has saved us a significant amount of money over the years.
The SOHC changed slightly over the years. The ’95 used a slightly hotter camshaft and a different valve cover and airbox. Holes were drilled in the front of the block for the oil separator box and PCV setup. The ’95 block also had different notches for the main bearing tangs, which can make replacing the main bearings a bit tricky. Finally, in ’95 there was a shortage of the plastic intake manifold, so aluminum ones were cast to fill in. From ’96 to ’99, blocks and heads were fundamentally common with one another.
The SOHC was also available in TLEV (low emissions) form in California and Massachusetts. This engine had different pistons that reduced the compression ratio from 9.8:1 to 9.3:1. Power was down to 129 hp.
2.0-liter DOHC: 150 hp at 6,500 rpm and 132 ft-lbs of torque at 5,500 rpm
On paper, both the DOHC and SOHC have similar statistics. The bore and stroke are common, at 87.4 mm and 83 mm, respectively. The DOHC head has a slightly larger combustion chamber, so the pistons have a small dome to bring the compression ratio up. The main difference in powerband between the first-gen 2.0s is that the DOHC version has 18 more horsepower up high, right where most racers need it.
Although mid-grade fuel is recommended for the DOHC, you’ll want to use the premium in your area for maximum performance. While we haven’t seen it with the 93 octane available here, folks who only have 91 have told us the computer will pull back the timing at high RPM, reducing power. With the DOHC setup, the PCM advances the timing when you’re turning high RPM, so to take full advantage of what the DOHC can do for you, give your engine the high octane. High-RPM performance is the big advantage that the DOHC has over the SOHC, so it’s the motor to have if you don’t want to take any crap from those pesky VTEC Honda drivers who like to run up near the redline. DOHC Neons should be able to leave most of those Hondas in the dust.
 Both engines performed similarly under 5,000 rpm, but the DOHC motor was superior when the revs started to climb. (Photo courtesy Patrick O’Hara)
The Second Generation
Powerplants: 2000–2005
2.0-liter SOHC: 132 hp at 5,600 rpm and 129 ft-lbs of torque at 4,600 rpm
The 2.0-liter SOHC saw some minor changes in 2000. The main differences were in the intake manifold, throttle body, and airbox. The new intake setup was redesigned to give the car more low-end torque, as the second-generation cars were a bit heavier. The new airbox featured a high-flow conical filter, and a shorter, straighter path into the manifold.
Regular SOHC Neons all began using the 9.3:1 compression ratio pistons, same as the TLEV, in 2003. Horsepower ratings are the same, so one can guess that Chrysler tweaked the PCM to bring the power output back to the same level. The crankshaft and block are slightly different from 2003-on to accommodate new electronics.
2.0-liter SOHC High-Output Magnum: 150 hp at 6,800 rpm and 135 ft-lbs of
torque at 4,800 rpm
The Magnum is the high-output version of the SOHC engine. The blocks are the same as other 2.0 SOHCs, but the pistons have an anti-friction coating on the skirts. The cylinder head remained unchanged on the intake side, but is heavily revised with larger ports on the exhaust side. The factory also included a hotter cam, aggressive PCM, and a shorty header. Finally, the Magnum featured a unique variable runner intake manifold. The manifold has two sets of runners, one short and one long, and a set of throttles that open or close to maximize performance across a wide RPM range.
 The 2.0L Magnum gave Neon enthusiasts a choice over the standard SOHC motor. Domed pistons created higher compression and horsepower numbers similar to the old DOHC powerplants. (Photo courtesy Matt Wiggins)
2.4-liter DOHC Turbo
2003: 215 hp at 5,400 rpm and 245 ft-lbs of torque at 3,200 rpm
2004+: 230 hp at 5,300 rpm and 250 ft-lbs of torque at 2,200 rpm
The 2.4-liter turbo represents the next generation of Chrysler turbo engines, far surpassing any 4-cylinder produced to date. This engine had been used in Mexico for years, and has finally come to the rest of North America under the hood of the SRT-4 and PT Cruiser GT. The turbo short block is vastly different from the regular 2.0 and 2.4s. It has a bigger water pump, bigger oil pump, an oil cooler, piston oil squirters, and the list goes on. The rods are heavier duty than the standard 2.4 rods. The turbocharger is a compact Mitsubishi unit that is unique in that it’s cast as one piece with the exhaust manifold. The intake manifold is unique as well.
Before the SRT-4 even showed up in showrooms, Sport Compact Car did some magic to their project car. The most popular ways to squeeze even more power out of the 2.4-liter turbo powerplant are Stage 1, 2, and 3 upgrades available from Mopar Performance. (Photo courtesy Howell Automotive)
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| Table of Contents: |
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Table of Contents |
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Introduction |
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Chapter 1 Neon History |
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Chapter 2 Suspension and Handling |
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Chapter 3 Wheels and Tires |
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Chapter 4 Braking |
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Chapter 5 Intake System |
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Chapter 6 Exhaust System |
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Chapter 7 Ignition and Fuel |
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Chapter 8 Camshafts and Heads |
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Chapter 9 Body and Interior Modifications |
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Chapter 10 Turbocharging, Supercharging, and Nitrous |
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Chapter 11 Transaxle Tech |
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Chapter 12 Engines |
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Chapter 13 Modifications on a Budget |
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Chapter 14 Don't Just Sit There - Go Racing! |
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