Dodge SRT-4 Manufacturer Dodge Production 2003–2005 Assembly Belvidere, Illinois, United States Successor Dodge Caliber SRT-4 Class Sport Compact Body style 4-door sedan Layout FF layout Platform Chrysler PL platform Engine 2.4 L turbocharged DOHC I4 Transmission 5-speed NVG T-850 manual Wheelbase 105.0 in (2,670 mm) Length 174.4 in (4,430 mm) Width 67.4 in (1,710 mm) Height 56.0 in (1,420 mm) Curb weight 2,900 lb (1,300 kg) Related Dodge Neon
The Dodge SRT-4 is a sport compact car manufactured by Dodge from 2003-2005. A turbocharged variant of the Neon, the car was developed by DaimlerChrysler's in house PVO (Performance Vehicle Operations) tuner group. PVO was officially renamed SRT (Street and Racing Technology) in 2004. The "4" in the SRT-4's name denotes the number of cylinders of the engine. ACR (American Club Racing) and Commemorative Edition models were later introduced as well.
The original concept Neon SRT was a 2.0 L 16-valve four cylinder topped with a 45-cubic inch Eaton supercharger, which produced 208 hp (155 kW) and 180 lb·ft (240 N·m) of torque at the flywheel on 11 psi (0.76 bar) of boost. (Sport Compact Car magazine tested the car in the Feb. 2001 issue and dynoed 179 hp (133 kW) and 149 lb·ft (202 N·m) torque at the wheels.)
The production SRT-4 was introduced in 2003. At the time, the car was the second fastest stock production vehicle in the Dodge lineup, second only to the Viper. Built in Belvidere, Illinois with 84% US content, the SRT-4's entire powertrain (engine and transmission), suspension, braking system, exhaust, wheels, tires, and a small portion of the interior were upgraded from the base model Neon. On the outside, the SRT-4 also featured a unique front fascia and hood, featuring a functional hood scoop. The car also featured side skirts, a unique rear fascia, large rear wing, and model-specific 17x6 inch wheels.
Under the hood was a turbocharged 2.4 L inline-4 gasoline engine. This engine was nearly identical to the 2003 Chrysler PT Cruiser GT (A855 engine), though the SRT-4 version (A853 engine) did not have the unique intake manifold required to package the engine in the compact PT Cruiser engine bay. The SRT-4 used a New Venture Gear T-850 five-speed manual transmission (based on the unit from the European turbodiesel minivans), equal-length half shafts, and a high-capacity Sachs performance clutch. The suspension used stiffer springs, SRT tuned Tokico struts (with travel reduced to provide clearance for the large wheels), larger sway bars front and rear, a unique steering gear, PT Cruiser steering knuckles, and a unique K-member. 11.0 in (280 mm) vented disc brakes (with extra-thick rotors to prevent warping) were used in front, with 10.6 in (270 mm) non-vented discs in the rear.
Inside, the front seats featured enhanced lumbar and lateral support for performance driving, and a faux carbon fiber steering wheel, shift boot, and satin silver "cue ball" shift knob were used. The gauges had special SRT faces and silver rings matching those on the climate controls. An Auto-Meter brand boost gauge was used as well. The front windows were power operated, while the rear windows were manual.
The 2004 model was updated with more power and torque, a torque-sensing Quaife limited-slip differential, larger fuel injectors, BF Goodrich KDW2 three-season ultra-high performance tires, newer engine management hardware, and paint and trim changes. 2005 also featured new colors and the return of the American Club Racer (ACR) edition. The ACR package included wider 16"x7" BBS RX lightweight racing wheels with wider 225/45R16 B.F. Goodrich KDW2 tires, 5-position adjustable Tokico Illumina shock absorbers (with full travel restored), a thicker rear sway bar, front seats with pass-through slots for racing harnesses, increased allowable front camber adjustment, and ACR logos on the exterior and embroidered on the front seats. The struts on the ACR also used common spring seat height locations as a base Neon, which lowered the front 10 mm (0.39 in) and the rear 23.5 mm (0.93 in) from a base SRT-4. A limited edition and numbered 2005 SRT-4 Commemorative Edition appearance package (in white with blue "Viper stripes") was also offered, but not with the ACR package.
With the demise of the PL platform after model year 2005, the SRT-4 ceased production. In 2008 Dodge introduced the Caliber SRT-4 as a replacement.
Power: SAE 215 hp (160 kW) (2003 model)
SAE 230 hp (170 kW) (2004-2005 models) In 2004, the SRT-4 received a power increase, with larger fuel injectors and a recalibrated engine computer.
Manufacturer's specification when the SRT-4 was released was 230 hp (170 kW). However, several independent tests have produced results indicating that the SRT-4 produces more power than the manufacturer claims. The estimated flywheel power is to be around 265 hp (198 kW).
Torque: 245 lb·ft (332 N·m) @ 3200-4200 rpm (2003 model)
250 lb·ft (339 N·m) @ 2400-4400 rpm (2004-2005 models)
0-60 mph (97 km/h) time: 5.3 seconds Rev Limiter/Redline: 6240 ¼ mile (400 m) time: 13.8 seconds ¼ mile speed: 103 mph (166 km/h) Top speed: Car and Driver magazine achieved a maximum speed of 153 mph (246 km/h).
Braking consists of an ABS system with 11.0 in (280 mm) F vented/ 10.6 in (270 mm) R discs and single piston calipers (57 mm front/36 mm rear).
17 × 6-inch cast aluminum wheels with an offset of 43 mm, coupled with 205/50/17 Michelin Pilot Sport tires helped put the power to the ground on 2003 models, with 2004 and 2005 models getting BF Goodrich KDW2 tires. Even wider 225/45/16 BF Goodrich KDW2 tires on lightweight BBS racing wheels (40 mm offset) were offered on the ACR model in 2005. The standard 17 in (43 cm) wheels were purposely designed to look like aftermarket wheels, and the unique spoke pattern allowed for better airflow to the brakes. The design showed much similarity to the TSW VX1 wheels found on the 2001 concept supercharged Neon S-R/T.
In 2003, Dodge engineers built a special SRT-4 Extreme LightWeight using only factory performance upgrade parts from Mopar in conjunction with lightweight, carbon fiber body pieces (produced in-house) for weight reduction. The car weighed only 2,500 lb (1,100 kg) wet and was dyno'd at 360 hp (270 kW) and 383 lb·ft (519 N·m) (at the wheels) by SportCompactCar magazine. On drag slicks, it ran an 11.83-second pass at 123 mph (198 km/h) in 70 °F (21 °C) weather.
The SRT-4 used an identical block as the naturally aspirated Chrysler 2.4 L block used in the PT Cruiser and mid-size cars such as the four-door Stratus. Both naturally aspirated and turbo engines (PT Cruiser GT Turbo and SRT-4) used the same cylinder head with the exception of the Inconel exhaust valves. The PT Cruiser Turbo engine package differs from the SRT-4 because the intake manifold, turbocharger plumbing and intercooler are different. The SRT-4 intercooler was a front-mounted cast aluminum 8-row unit produced by Valeo. The turbocharger was a reverse rotation Mitsubishi TD04LR-16Gk with a 6 cm2 (0.93 sq in) turbine inlet. Tight packaging forced some creative thinking on the turbocharger. The TD04 compressor has a compressor bypass valve built right into the compressor housing. The exhaust manifold and turbine housing were cast in one piece by Mitsubishi from high-nickel Ni-Resist steel. The one-piece design improved flow, reduced size and reduced thermal mass for quicker cat light-off. The turbine discharge was also part of the manifold/turbine housing casting, and it looped back around and hit the manifold again on its way to the catalytic converter. Where they met, there was a wastegate valve; keeping the wastegate valve away from the turbine housing improved flow where it mattered most. Maximum boost in stock form was around 14 psi (97 kPa). Piston velocities and valve-train components force a rev limit of 6240 rpm although MOPAR upped the ante with their Stage 2 and 3 kits which have a rev limit of 6500 rpm.
The exhaust system for the vehicle consists of 2.25-inch (57.15 mm) steel tubing, which is run first through the catalytic converter, then through two resonators. The exhaust then splits into two separate sections of piping, exiting through two 3.75 in (95 mm) stainless steel tips at the rear of the vehicle. The exhaust system is unique in that it does not rely on a muffler for noise reduction, instead relying on the turbocharger and resonators to reduce the exhaust volume. The end result is a very distinctive and audible exhaust note, specific only to the SRT-4.
Specifications Block height: 9.375 in (238.1 mm) Displacement: 2,429 cc (148.2 cu in) Stroke: 3.976 in (101.0 mm) Bore: 3.445 in (87.5 mm) Rod length: 5.944 in (151.0 mm) Main journal diameter: 2.36 in (60 mm) Deck clearance: 0.200 in (5.1 mm) Combustion chamber volume: 50.0 cc (3.05 cu in) Head gasket thickness: 0.040 in (1.0 mm) Compression ratio: 8.1:1
External key features
Of note aesthetically, when Dodge was redesigning the SRT-4 pre-production car in late 2002 prior to its release, they added two vents (Nostrils) on the front fascia to help with the upgraded cooling system, a revised boost gauge face, and standard pedals instead of the aluminum ones that would be used on later SRT-4s.
Inside the cabin, the SRT-4 front seats had enhanced lumbar and lateral sections for better support during racing-type maneuvers, modeled after the Dodge Viper SRT-10's seats. The agate-colored cloth on the body of the seats was textured for better grip through the corners. The side bolsters of the front seats were trimmed in vinyl and curved to stabilize occupants. The car's rear seats also featured the textured fabric. Another seating option available was side-impact air bag equipped seats with an identical fabric and vinyl design with less pronounced side bolsters.
Carbon-fiber-look leather wrapped the top of the SRT-4's steering wheel for greater control. A satin silver cue ball shift knob topped a shifter that was surrounded by a boot made of the same textured carbon-fiber-look leather as the steering wheel. The steering wheel's unique three-spoke design also provided a better view of the instrument cluster gauges.
Unique gauge designs in the SRT-4 (which were exclusive to the SRT lineup) featured special silver faces with satin silver ring accents. The same satin metal trim was also featured on the instrument panel center stack, climate control knobs and on the door handles. A silver Auto-Meter brand turbo boost/vacuum gauge was to the right of the instrument cluster.
This factory competition version included:
- Wider 16×7 inch (410×180 mm) BBS RX racing wheels with 40 mm (1.6 in) offset
- Wider 225/45/16 BFG KDW2 tires
- Lowered ride height (Front: 10 mm (0.39 in) from spring seat lowering, additional 22 mm (0.87 in) through smaller diameter tire; Rear: 23.5 mm (0.93 in) from spring seat lowering, additional 22 mm (0.87 in) through smaller diameter tire)
- 5 position adjustable performance Tokico Illumina dampers. Proportional compression and rebound damping adjustment is accomplished via multiple oil bleed orifices within the damper.
- Thicker rear stabilizer bar (19 mm)
- Stiffer bushings in the rear tension struts
- ACR embroidered, Viper-styled, racing seats with pass-throughs for a racing harness
- ACR decals on the bottoms of the front doors
- Full diameter P205/60R15 spare tire
- Vehicle Speed Sensor gear changed from 20 tooth to 21 tooth to correct speedometer for different stock tire heights.
- There were a total of 1,175 SRT-4 ACR’s produced for the public: 225 Flame Red (PR4), 211 Orange Blast (PVK), 306 Stone White (PW1), 433 Black (PX8).
2005 Commemorative Edition
Available for 2005 was the SRT-4 Commemorative Edition. This model (along with the Viper SRT-10 and Ram SRT-10) was created to celebrate the SRT vehicles. The limited, numbered edition SRT-4 included "Electric Blue" stripes over the white-colored body, blue stitching on the floor mats, shifter boot, seats and steering wheel, stainless steel door sill plates and a numbered plaque. No performance extras were added on the Commemorative Edition. A total of 200 Commemorative Edition SRT-4 vehicles were made.
- Car and Driver magazine's 2005 John Lingenfelter Memorial Trophy
- Was one of "Eight Great Rides" as decided by Sport Compact Car magazine (SCC) in 2003, 2004, and 2005 - all three years the SRT-4 was produced.
- Named the 2003 Car of the Year by SCC.
- Won numerous comparisons in several U.S. automotive magazines from 2003 to 2005, including:
- 1st place -, Car and Driver magazine, November 2005. The SRT-4 competed against 14 other performance vehicles, finishing 1st in the front wheel drive division.
- 1st place -, Serial Thrillers comparison test, Car and Driver magazine, May 2004.
- 1st place -, Automobile magazine, March 2004.
- 1st place -, Sport Sedans Comparison, Edmunds, August 2003
- 1st place -, Sport Compact Car Shootout, January 2003.
In 2003, Cory O'Brien and Erich Heuschele drove an SRT-4 to a 1st in class and 8th overall finish in the Tire Rack Cannonball One Lap of America.
In SCCA ProRally racing, the SRT-4 (and more recently the ACR version) has dominated the Group 5 (2WD) class since 2003. In just its first year competing, the Dodge ended the stranglehold that the FWD DSMs and Volkswagens had on the class. With three competing the following year, the SRT-4 won every 2004 series race and end-of-season award. The SRT-4 has won every Group 5 and 2-Wheel-Drive class championship in US ProRally and Sno Drift since 2003, and its unprecedented dominance in 2004 helped Dodge earn its first US ProRally Manufacturers Championship in 28 years.
In 2005, Jeff Lepper drove the SRT-4 to its first ever national road racing win in the NASA US Touring Car Championship at California Speedway in Fontana.
In 2005, Dale Seeley, Kolin Aspergren, and Jamin Cummings drove an SRT-4 to a 1st in class and 8th overall finish in the Tire Rack Cannonball One Lap of America.
In 2006, the Dodge SRT-4 officially became the world's fastest production 4-cylinder car, averaging 221 mph (356 km/h) at the Bonneville Salt Flats in Utah in a car built by Dave Harris and Phil Hurst for Racedeck Racing.
Multiple SRT-4s were raced in the SCCA SPEED World Challenge - Touring Car Series, and in 2006 - their second year of competition - had become one of the more successful platforms in the series. Robb Holland, of 3R Racing, became the first Pro driver to put the SRT-4 on the podium with his 3rd place finish at Road America in August 2006. This was Dodge's first podium and first manufacturer's points in World Challenge Touring Car competition. Holland would finish the season with 3 top 10 finishes and two top 5 qualifying efforts in the SRT-4.
In 2007, Doug Wind, Devin Clancy, and Ken Brewer drove an SRT-4 to a 1st in class and 5th overall finish in the Tire Rack Cannonball One Lap of America.
In 2007, Curt Simmons won the U.S. Touring Car Championship in an SRT-4  and Dodge won the season manufacturers points championship by 29 points over Honda behind the strength of several SRT-4's.
In 2007, Stan Wilson won the Speed World Challenge Touring Car Rookie Driver of the Year and the Sunoco Hard Charger of the Year awards driving the Sorted Performance Dodge SRT-4. This was Dodge's first title in Speed World Challenge Touring Car.
In 2008, Curt Simmons attempts to defend his USTCC series championship, winning most recently June 29, 2008 at Infineon Raceway in Sonoma, CA.
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- 2004 SRT-4 Road Test by Car and Driver magazine, April 2004
- 2003 SRT-4 Road Test by Sport Compact Car magazine, January 2003
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