2003 Dodge Neon SRT-4

It's a gas!

By Matt DeLorenzo • Photos by Jim Fets

December 2002

With a little help from a turbocharged 2.4-liter dohc 4-cylinder engine and some minor body and chassis tweaks, Dodge has jumped right into the middle of the pocket-rocket market with the Neon SRT-4.

It's an easy model to spot, with its huge basket-handle rear spoiler and large front air dam with a cross-hair intake in the lower fascia inspired by the Viper. The turbo's intercooler is visible behind the mesh grille, while the hood with its power dome and functional scoop is shaped to accommodate the taller engine. The SRT-4 also sports two additional inlets above the bumper line that weren't on its concept-car sibling.

The rounder headlamps and reshaped fenders are part of the Neon's facelift for 2003, contributing to a look similar to that of the Subaru Impreza WRX.

Although the Subaru boasts 227 bhp, the SRT-4, which serves up 215 bhp at 5200 rpm, promises WRX performance levels thanks to 245 lb.-ft. of torque available from 3200–4200 rpm compared with the Subaru's 217 lb.-ft. of twist. And the Neon, with a curb weight of 2970 lb., is 160 lb. lighter.

Priced at $19,995, the Neon is $4000 less than the Subaru, and its overall structure and interior trim materials seem better. The Neon passes the door-slam test with a solid thunk. The under-$20,000 sticker compares favorably with the Ford SVT Focus and Honda Civic Si, hot hatches that serve up 170 and 160 bhp, respectively.

The Neon SRT-4 has only one option: side airbags. It comes nicely equipped with air conditioning, power windows, satin-finish console and dash trim, a 160-mph speedometer, boost gauge, silver-faced instruments, a leather-wrapped steering wheel and sport bucket seats.

Under pressure: The Neon SRT-4's turbocharged 2.4-liter puts out a healthy 215 bhp and 245 lb.-ft. of torque.

The suspension has been tweaked to offer a larger 0.94-in. front anti-roll bar (the rear remains a stock 0.67-in. unit), larger rotors on the 4-wheel disc brakes and ABS. The steering remains the same, with some minor tuning, although new knuckles change the geometry slightly. The Tokico shocks and bushings are stiffer, and higher-rate springs are used. The 21¼4-in.-diameter exhaust is split into twin tips and has no mufflers aft of the catalyst for a nice throaty sound. To handle the engine's torque, a beefier New Venture Gear T850 5-speed manual transaxle is used. The car comes in four colors: yellow, red, black and silver.

This extra equipment and the performance offered at this price are a potent combination.

The sport seats are comfortable and offer extra lateral support without pinching. In fact, the seats are so comfortable and supportive, I'd recommend them over the stock Neon seats, which are substituted when the side airbag option is selected.

The 5-speed manual has a crisp action and solid, short throws that match the punchiness of the engine. There is a soft whoosh from the turbocharger on hard acceleration and the car pulls strongly in all gears with a surprising lack of torque steer or turbo lag.

On the short twisty handling course at Chrysler's Chelsea, Michigan, proving grounds, the SRT-4 demonstrated tremendous flexibility, especially in the tighter turns. In taking these low-speed corners in 3rd gear, I found I could easily power out of the curve thanks to the midrange responsiveness of the engine. Coming into the same corners in 2nd, there would be some wheelspin, but still the car remained balanced with just the slightest touch of understeer.

In the faster bends, the grippy P205/50R-17 Michelin Pilot Sport tires kept the SRT-4 glued precisely to the chosen line. Turn-in is crisp and precise, but there is just a touch of rear body roll, not enough to be unsettling, but something that calls for a larger-diameter anti-roll bar.

The SRT-4 is a hoot to drive — the torquey turbo provides instant gratification when you mash the throttle, while the low sticker price goes easy on the wallet.