2005 Dodge SRT-4 Review

Specifications

Hardly Stealth

To hell with subtlety. Forget stealth, quiet exhausts and simple skirts. In the world of sports compacts, whats hot is attention, and the more you can grab, the better off you are. Power, speed, ear-bleed stereos and style are what matter most here, and if you have it, theres only one thing to do - flaunt it.

And it turns out that the flamboyant, fast-paced world of sport compacts isnt just another thirty-second trend, its spawned a multi-million dollar industry thats caught the eye of the consumer, as well as manufacturers. But if theres connotation associated with the world of sport compacts, its that the scene is dominated by imports. JDM, HKS, Bride, VTEC, Veilside, GReddy are all terms and brand names in this world, and not surprisingly they hail from the orient. But since 2003, tuners had something American to add to their vocabulary - SRT-4.

The Dodge SRT-4 is a product of DaimlerChryslers Performance Vehicle Operations (PVO for short). This particular group is the brains, which provided the guts and brawn for SRT (Street and Racing Technology) branded DaimlerChrysler products. Following the legend of the Viper SRT-10, PVOs duty was to deliver the same kind of excitement out of the Neon without breaking the bank, while retaining everyday usability. For the project, the team created a new identity for the SRT familys smallest member, using different tuning methods to create the same thrilling performance effect. Not only did they do a superb job, proving to the public that American cars can not only keep up, but exceed the Japanese and Europeans on the street and track, they also have created this decades performance bargain, and a lineup of cars that has some serious street cred.

For the styling of the Vipers little punk brother, Dodge took a page from the same book as the Lancer Evolution and Subaru Impreza WRX, one that coincides with gravel-slinging rally cars. Like a candidate on Extreme Makeover Challenge, the mundane Neon has been thoroughly transformed, sporting massively bulging fenders, and a completely reworked nose fitted with enough scoops, vents and intakes to make an industrial air conditioner feel insecure. Many an ear-splitting decibel is expelled through twin canon exhaust tips, which rudely poke through the plain rear bumper. Everything from the gigantic crosshair lower intake, to the hood scoop and the bow-shaped rear spoiler are functional, each serving the purpose of bettering the cars performance. Beauty, of course, may be subjective, but the Blast Orange Pearl paint, this years “hot” color will certainly turn its fair share of heads.

As far as I can remember, the first generation Neon was a remarkable handler. It might not have had the same feel-good interior as latter day Hondas or VWs, but in the right hands no new car on the flip side of $30,000, aside from the Mazda Miata was quicker through the cones at an autocross. It was also a consistent performer in budget car comparison tests in most magazines, particularly in R/T or ACR trim. The SRT-4 takes everything anyone ever knew about the Neons handling abilities and cranks it up to eleven. PVO tweaked the already capable steering slightly, adding new front suspension knuckles, revising overall geometry, increasing the front sway bar to 0.94 inches. Also fitted are Tokico dampers with higher-rate springs to snuff body roll. Brakes have also been upgraded with larger four-wheel discs and extremely powerful single-piston calipers.

The heart of the matter, and what the SRT-4 will be best known for, is its 2.4-liter DOHC I-4 turbo. This is the most powerful application of the turbo-four, which is also featured in the PT Cruiser and Mexican-market cloud cars (Stratus, Cirrus). As a part of last years update, the SRT-4 now makes 230-horsepower and 250 lb-ft of torque, some 15 horses and 5 lb-ft of torque more than in its first appearance. It trounced the major competition and many sports cars that cost thousands of dollars more.

The gain in power is attributed to new fuel injectors, which are able to supply the hungry engine with more fuel. Prior to the adjustment, Dodge found that at high revs the engine was starved for fuel, causing it to run lean. To prevent permanent engine damage in those instances, the computer cut the turbos boost. The difference isnt noticeable from inside the cabin, but its present in the figures, being some 0.3 seconds quicker to 60 mph (5.4 seconds) than before.

There is a distinct and linear relation between the amount of boost the turbo whips out and the tightening feeling you get in your chest. Its registered on a tiny Autometer gauge wedged in between the arched instrument bin and the dashboard. The bright red frantically bounces back and forth, dictated by my (in)ability to control the right foot. Mashing the gas to the floor will deliver nearly 15 psi, at which point sheer exhilaration, if not mild chest decompression, takes place. Keep your eyes on the road and the speedometer as speed mounts incredibly quickly; before you know it, youve entered license-losing territory. After just one or two warp-speed trips, youll be addicted to the incredible boost of the SRT-4s quick-spooling turbocharger. To deliver its full potential, the SRT-4 requires premium fuel, however, it will accept regular unleaded at a tradeoff for less turbo boost and power.

Point the SRT-4s pierced nose at any point in the scenery and watch it deliver you there with first-class speed. No new vehicle on four wheels can get you to 0-100 km/h faster, for less money, which leads me to believe that Dodge is using the same underrating tricks which muscle-car makers in the 60s and 70s used for insurance purposes. But, for whatever reason I found that the 230 horse motor wasnt enough, loosing two wheels and a few thousand kilograms might help. Failing that, the last hope is mind-altering drugs, or a trip to your local Dodge retailer to pick up the latest factory-backed Mopar performance upgrades. For just a little bit more money, the 2.4 can be upgraded with the Stage Three Turbo Kit and Turbo Toys, bumping output up to an absurd maximum of 355 horses and 365 lb-ft of torque!

After passing through the turbine, the exhaust gasses flow out the back through a two and a quarter inch split pipe. The systems low-restriction claim is delivered by a design that features no mufflers after the catalytic converters. But for what is gained in performance, is lost in outright refinement: idle is coarse and lumpy, and the typical loud, boy-racer exhaust note is ever-present during acceleration. This is beside the fact that youll hear every last gurgle, belch and fart out the rear end after easing off the throttle.

With all that power, you might expect a heavy clutch with plenty of holding power. Surprisingly this isnt the case, as the SRT-4s third pedal is light making it surprisingly easy to modulate. You wont suffer from club-foot at the end of a long day of city driving. The New Venture Gear T850 transmission has a short throw but its heavy action requires powerful, commanding shifts. Once youre used to it, it becomes an oar thats quite pleasing to row, though thats not a big issue with the turbos buff torque curve.

For those wary about the SRT-4s massive torque figures, fear not; the raw power in this years model is tamed through a Quaife limited slip differential, probably the most important addition added in its mid-life update. While LSDs have failed to curb such torque-steerers as the Nissan Sentra SE-R, or the previous generation Saab 9-3 Viggen, the steering is delightfully weighted and unpolluted by the driving front wheels. It might not be quite as good as the supercharged MINI Cooper S, letting through the odd jerk when pushing hard through a corner in low gears, but there is little to let an enthused driver down. The LSD has also eliminated inner wheel slip when accelerating hard through corners, the tires simply hook up to the road and you experience full thrust. One thing that the LSD doesnt cure is off-the-line wheelspin. With 250 lb-ft of torque at your right foots discretion, even your best drag launch will be offset by plenty of wheelspin, axle hop and tire smoke.

There is a heavy bias towards track in the SRT-4s suspension tuning. Understeer is surprisingly absent from the picture, with crisp, eager and most importantly neutral turn-in attitude for corners. Body roll, another issue for sports compacts is cut down to size with the tuned suspension. Wherever you point the three-spoke wheel, the BF Goodrich g-force KWD tires bite, following through with nothing less than utmost confidence. Without stability or traction control, drivers are left to their own devices, but PVO specifically tuned the car to be safe while approaching its limits, knowing that the majority of drivers lack the same experience as seasoned veterans. The tradeoff for such responsiveness in overall comfort is nowhere as bad as aftermarket springs or coilovers; you feel more far more imperfections than most factory-tuned sports compacts, but the firm ride isnt too punishing. Daily city driving isnt conducted through blurred vision from bumps, though your teeth might become castanets if the road is rough enough.

Inside, the drama is kept to a minimum, with the exception of the Viper-inspired seats. With fat, leather-lined bolsters, these deep buckets do their best to keep you upright even in the most vigorous cornering, but a lack of lumbar support means that backsides will tire quickly. Carbon fiber, the official pattern for sport, appears as the main theme of the cockpit. The fabric that lines the seats, the vinyl shift boot and steering wheel rim are feature the convincing looking weave. Dodge has selected electroplated silver as the trim for the center console, a tasteful alternative to the Neons optional body-color console. And, while the dash may not feature any metal accents, the racing pedals are real aluminum.

At $20,700 the SRT-4 delivers a rock-solid driving package that blows most other cars - sport compact or otherwise - off the road, including its closest rival, the Subaru Impreza WRX. But it comes across as a bit of a penny pincher, partly because of its close ties to the regular Neon. Power windows are standard, but they only operate those up front; rear passengers must make due with crank handles. Cruise control is also nowhere to be seen. And, despite adding the $795 “Livin Loud” Kicker audio system which promises big sound with a gigantic trunk-mounted subwoofer and visible amp, the system will probably be the first thing to go in most buyers cars. Its 178 watts is less powerful than most of its competitors, and its separate six-disc CD changer is unable to accept MP3 discs. This is aside from the fact that its double DIN headunit looks identical to base model Neons.

The only other options aside from the upgraded stereo is a power glass sunroof at $750, and side airbags which replace the front buckets with standard Neon seats. Normally a safety buff, Id opt for the side airbags, but the lateral support which the standard seats supply are just too good to pass up. A Competition Package, which is not so much an option as an upgrade is also available for $1,195. It includes even firmer suspension tuning, lighter 16-inch alloy wheels wrapped in high-performance rubber and ACR badging.

The one major downside to the SRT-4 experience is moderately high fuel consumption. While long term owners will most likely be more conservative; my adrenaline-fueled week netted 18 mpg in a mix of city and highway driving. With a meager 12.4 gal fuel tank, trips to the gas station are frequent. But all things considered, even if you dont stick to every posted speed limit, a high-powered V6 or V8 sports car driven in the same manner would easily net 11.7 mpg.

Being the target age that Dodges marketing gurus are trying to lure in, I must say that despite the fact that its a truly amazing machine, capable of feats few other front-wheel drive cars can match, the ultra-high performance SRT-4 isnt my cup of tea. Its roughhousing nature, caustic ride and blaring exhaust is certain to wear most people down over constant, day to day use, except for the most dedicated and resilient-bottomed youngsters. In the mean time, I cant help but find myself charmed by this ravaging little compact. The car reacts intuitively in an almost physics-defying manner. And lets not forget the addictive boost. Like the regular Neon, the SRT-4 is in its final year of production to be replaced early next year by the less chipper, more muscular looking Caliber five-door sport hatch. Now, if youll excuse me, there are a few imports to shame and one last road that the SRT-4 and I must tango on.