A few years ago, Dodge ran an advertising campaign to convince the masses that it was "different." Apple Computers? Absolutely. Dodge? Not so much. But Stephen Schilling's particular Dodge is. It looks like an SRT-4, due to bodywork modifications, and it certainly goes like an SRT-4. But this car was once just a plain-Jane, base-model 2002 Neon.
For a hard-core enthusiast, the mind numbingly slow stock car was not going to work. Despite college expenses, Stephen managed to scrounge up enough money to purchase simple bolt-ons before the ink was dry on the dealer paperwork. Initially, these modifications and a 75-hp shot of nitrous were enough to satisfy his appetite. But after an impromptu stoplight drag with a friend's SRT-4 ended in a dead heat, the ever-competitive Schilling decided that nitrous alone wouldn't cut it, so he made plans to turbocharge his engine.
What really sets this Neon apart is Steve's choice not to use Chrysler's potent 2.4-liter DOHC turbo motor. Instead, this sinister black machine makes a dyno-proven 400 horsepower using its original 2.0-liter SOHC engine as a foundation.
To pull off such a feat, the engine internals were strengthened so they could handle the load and heat inflicted by pressurized air. To that end, the motor was torn down and completely made over. Lower compression (8.4:1) JE .020 overbore custom forged pistons, JE rings, Saenz rods, Clevite bearings and ARP rod bolts were all assembled on a knife-edged crank. Everything was balanced and blueprinted, then carefully relocated back in the block, along with fresh seals.
Topping the strengthened bottom end is a Dodge Magnum race-ported cylinder head, used because of its bigger exhaust ports. After a three-angle valve job, Stephen installed a Crane number 14 cam, Crane valve springs and REV stainless steel valves to take full advantage of the additional flow and keep the valves in check at higher RPMs. An AEM cam gear was added to help fine-tune valve timing, as was a Modern Performance underdrive pulley, to free up a few horsepower. The engine was reinstalled using Rage polished aluminum motor mounts.
With the long-block taken care of, it was time for Stephen to turn his attention to other matters. Air enters the boosted mill by way of a K&N conical filter, through a short length of custom pipe and into a Precision Turbo GT35-S turbo. This Garrett GT series unit is rebuilt for improved efficiency and quicker spooling. Compressed air makes its way to the front of the car via 2.5-inch diameter tubing. A Spearco front-mount intercooler is the last stop before the pressurized air enters into a custom short-runner intake manifold.
A high-flowing exhaust system is a must for any well-designed turbo set-up, and Stephen's is no exception. Exhaust gases are channeled through a custom manifold and into a modified turbine housing. Finally, gas is expelled through a 3-inch downpipe and exhaust system, which includes an electronic bypass from McCord. A Tial 38mm external wastegate and an HKS Super Sequential blow-off valve handle manifold pressure and compressor surge, respectively.