Chrysler Neon engine
From Dodge Wiki
The Chrysler Neon engine is a small Straight-4 Piston engine designed originally for the Dodge and Plymouth Neon Compact car. It was loosely based on the Chrysler K engine and the Rover K engine, sharing the same 87.5 mm bore. The SOHC cylinder head on the 2.0 is similar to that on Mitsubishi Motors's Mitsubishi Orion engine, and the DOHC head from the 2.0 and 2.4 is similar to Mitsubishi's Mitsubishi Sirius engine. The DOHC head was developed by Chrysler with input from the Chrysler-Lamborghini team that developed the Chrysler/Lamborghini Formula 1 V12 engine in the early 1990s. The Neon engine itself is the loose basis for the Tritec engine.
Beginning in 2005, the Neon engine began phasing out in favor of the new Global Engine Manufacturing Alliance joint-venture engine.
A 1.8 L (1796 cc, 110 cu in) variant is made in the Trenton, Michigan engine plant for export (non-US) Chrysler Neons. It produces 115 Horsepower DIN (85 kW) and 112 ft·lbf (152 N·m) and meets Euro III standards.
The 2 L (1996 cc, 122 cu in) version of the Neon engine, was the first offered. Production began in 1994 in Trenton, MI, and it was used in many Chrysler Corporation vehicles. It is available in both SOHC and DOHC 4-valve versions. The engine features a cast-iron block, with pistons with shallow crowns to save weight.
The block 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 2.0 L 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.
1995 model year engines had three features that set them apart from later model year engines. The positive crankcase ventilation (PCV) system utilized a plastic oil separator box that was vented directly to the block itself; the breather hose and PCV valve hoses attached to the box, and connected to the induction system. Later model year engines featured a PCV system that was molded to the cylinder head valve cover. The second feature was internal in nature - the crankshaft main bearings were keyed into the bedplate on the right rear of each transverse web. Later model years featured keys machined on the right front of each web. These considerations are important when considering a rebuild or replacement of this engine in a given vehicle. And the third feature would be a slightly bigger cam that was changed on 96 and up SOHC vehicles due to a rough idle when the A/C was on. Now this 95 cam is being sold by the dealer as a power upgrade for 96 and up SOHC engines but it can be easily found at a local auto recycler or salvage yard for a cheap price.
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.
Up to late 1999, this engine type suffered from oil leaks between the block and cylinder head. The threads for the head bolts near the 4th cylinder were bored too shallow at the factory, preventing the head from properly sealing. The oil restrictor in the composite gasket would separate from the gasket causing a leak. Chrysler Corporation used several different designs of composite material head gasket in an attempt to solve this problem. In 1998, a thicker multi-layer steel head gasket was introduced that eliminated this oil leak. It can be identified by a small metal tab with a hole through its center sticking out between the block and head between the 2nd and 3rd cylinders.
- General Specifications
- Number of Cylinders: 4
- Cylinder Configuration: In-line
- Number of Valves: 16 (4 per cylinder)
- Fuel Delivery: Sequential Multi-Port Fuel Injection
- Bore: 87.5 mm (3.44 in)
- Stroke: 83.0 mm (3.27 in)
- Displacement: 2.0 L (1996 cc or 122 cid)
- Redline: 6500 rpm
- Rev Limiter: 6750 rpm
The A588 is the SOHC version. Output is 132 hp (98 kW) SAE (98 kW) at 5600 rpm with 130 ft·lbf (177 N·m) of torque at 4600 rpm. It has an aluminum SOHC cylinder head. It uses a reinforced plastic intake manifold (although a few of the 1995 & 1996 engines received an aluminum intake manifold due to a shortage of the plastic parts). They were painted black, but it's easy to see the casting marks and prints on the manifold. The aluminum version is much prized among enthusiasts as it's easy to port and polish for increased flow characteristics.
- Compression Ratio: 9.8:1
- Camshaft Configuration: SOHC
- Power: 132 hp (98 kW) @ 5600 rpm
- Torque: 130 ft·lbf (180 N·m) @ 4600 rpm
The Magnum SOHC version, code ECH, develops 150 hp (110 kW) SAE (111 kW) at 6500 rpm, and 135 ft·lbf (184 N·m) of torque at 4800 rpm. Chief differences between this version and the A588 include a cast aluminum SOHC cylinder head that more easily passes exhaust gases than the base engine, a camshaft that is optimized for higher engine RPM's, a factory welded exhaust short-tube Manifold (automotive engineering) in lieu of a cast exhaust manifold, and a two-piece intake manifold. This manifold features unequal-length intake runners that are switched during engine operation by an electric actuator that controls butterfly-type 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 tuned resonance effect due to their length. The shorter runners are also opened at wide-open throttle below 3000 rpm to provide an intake path to each cylinder that is as free-flowing as possible.
- Compression Ratio: 9.8:1
- Camshaft Configuration: SOHC
- Power: 150 hp (110 kW) @ 6500 rpm
- Torque: 135 ft·lbf (183 N·m) @ 4800 rpm
The DOHC D4RE 2.0 produces 150 hp (110 kW) SAE at 6500 rpm with 130 ft·lbf (180 N·m) of torque at 4800 rpm. It has a cast iron engine block and aluminum DOHC cylinder head. It uses SFI Fuel injection, has 4 valves per cylinder with roller rocker arms and features fracture-split forged powder metal connecting rods, a one-piece cast camshaft, and an aluminum intake manifold.
The version used in the Chrysler PT Cruiser and Dodge Neon features a cylinder head with the intake ports facing the front of the vehicle, like the SOHC A588. Versions (420A) used in the dodge-designed chassis, such as the Dodge Avenger and Mitsubishi Eclipse, have the intake ports facing the rear of the vehicle. Most other specifications are identical, however, and even some head components (such as the rocker cover) are compatible.
- Chrysler PT Cruiser (non-US)
- Dodge Avenger/Chrysler Sebring (1995-1999)
- Dodge Neon/Plymouth Neon (1995-1999)
- Mitsubishi Eclipse/Eagle Talon (second generation, 1995-1999)
- Compression Ratio: 9.6:1
- Camshaft Configuration: DOHC
- Displacement: 1996 cc (121.8 Cubic inch)
- Power: 140 hp (100 kW) @ 6000 rpm
- Torque: 130 ft·lbf (180 N·m) @ 4800 rpm
The Turbocharged EDV/EDT is similar to the regular EDZ. Output is 230 hp (170 kW) SAE (172 kW) at 5300 rpm with 250 ft·lbf (339 N·m) of torque at 2200-4400 rpm.
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 (1 sq in) 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 15 Pounds per square inch (100 Pascal (unit)) Applications:
- ↑ McCraw, Jim (1993). "The Chrysler/Lamborghini Formula 1 V12: REVS R US!". High Performance Mopar 7 (7): 50–55.