Project Dodge Neon Cams - Tech Project

Doing a cam install on a Neon is a huge pain. Where virtually every modern engine has split cam bearings that allow you to unbolt the bearing caps and pull the cam out of the top, the Neon's cam has to slide out of the head. This requires that you either take the head off like the factory service manual recommends, or do as we did: unbolt the engine mounts and tilt the engine upward so the cam clears the fender. Luckily, all the work was worth it.

Doing a cam install on a Neon is a huge pain. Where virtually every modern engine has spli

The results from the installation of the Crane cam were impressive. No loss in power was created anywhere in the rpm range, even at low rpm. The idle smoothness stayed nearly stock, with only the slightest lope. Even the cheap rental car sound was replaced with a deep, throaty roar. This camshaft and spring combination is worth every penny and is probably the best addition to Project Neon we've added to date.

We recorded a peak gain of 15.1 hp at 6300 rpm and 12.6 lb-ft of torque at 6300 rpm. These peak gains were accompanied by impressive gains in both power and torque throughout the powerband. Peak power jumped impressively from our previous 125 hp at 5700 rpm to 135 hp at 5900 rpm. We like this cam so much we think it should come with the Neon as standard equipment from the factory.

The car is really a changed beast. Previously, the car did not have the beans to spin the tires under any dry-weather conditions. Now it needs a limited-slip differential. In fact, we plan to install Phantom Grip's economical limited-slip differential in the next edition of Project Neon.

Crane HI-6D12 Fire Ball Ignition
At this power level, it's unlikely the Neon's stock ignition is in over its head. But we figure it will need help later as we make modifications that are more taxing on the ignition system.

The Crane HI-6 ignition has some superior features. Fifty percent more current at the plug gap than the stock ignition helps fire the plugs with no misfire, even with the higher cylinder pressures caused by nitrous, turbo boost or high compression. The HI-6 features an adjustable sequential rev limiter, surface mount technology, urethane potting for moisture and vibration, as well as a self-diagnosis system with fault codes. In addition, its plug-and-play installation with adapter module made especially for the Neon prevents the tachometer and fuel pump problems commonly associated with high-powered ignitions on sensitive, OBDII cars.

One problem we had with the ignition was finding a place to mount it in the Neon's cluttered engine bay. We fabricated an aluminum heatshield/ ignition box mount and bolted it to the bracket used to hold the stock air filter box over the headers. It's not the ideal place, but it's the only one we could find short of moving the battery to the trunk.

As expected, the HI-6 ignition did not show any conclusive power gains. Typically, modern engines have such excellent stock ignition systems that they're perfectly adequate until you dramatically increase cylinder pressures with nitrous oxide or boost.

At The Drags
We decided it was time to take Project Neon to the drag strip for the first time. Before these modifications, we made the long haul to Central California's Famoso Raceway, recent home to the Battle of the Imports. Project Neon whipped out a rather weak 16.8 seconds at 83 mph with the stock engine, our Ground Control suspension and 17-inch wheels and tires.

We attribute much of this poor showing to the very dusty track, which offered awful traction (we were generating pathetic 2.6 second, 60 ft times). The power-robbing 17-inch wheels and Famoso's high altitude probably robbed the car of two to three tenths.