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 Post subject: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Sun May 31, 2009 10:55 pm 
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Sport Compact Car Mag. wrote:
Part III: Beyond The Bolt Ons
By Mike Kojima
Photography by Mike Kojima, Josh Jacquot
Image

In our last edition of Project Neon (Feb, '02), we applied the basic bolt-ons to our Neon's SOHC engine in hopes of eliminating the cheap rental car power output blues.
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Our carefully chosen bolt-ons were, in our opinion, a great success, but it took a lot of parts. Adding a CNNP exhaust, AEM intake, Unorthodox pulley, Mopar Performance ECU, Kirk Racing header, Random Technology cat, RC engineering throttle body, and advancing the cam two degrees with an AEM cam gear provided up to 16 hp and 18 lb-ft of torque.
Image

Now, we're going deeper into our Neon's engine in hopes of getting more than just acceptable performance.


Camshaft
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When reviewing the specs of the stock Neon camshaft, it became apparent our engine needed help. For whatever reasons, probably emissions compliance and fuel economy, Chrysler has put an amazingly small cam into the SOHC engine. This conservative tuning is probably why our engine's power drastically falls off above 5000 rpm. The conservative valve events also mean a very unsatisfying powerband that encourages short shifting and explains our engine's reluctance to make power with bolt-on mods.

Our stock cams had a ridiculously low intake valve lift of 0.283 inches with a very small duration of 207 degrees. The exhaust valve lift was an even smaller 0.277 inches with 229 degrees of duration. This is the least lift we've ever seen on any automotive engine. The cam's lobe centers are spread so far apart there's no overlap at all. As a comparison, the intake cam in a stock Nissan SR20DE has 41 degrees more intake duration, and 0.112 inches more lift. The SR20 also has 17 degrees of valve overlap.

The tech wizards at Crane recommended we run the second of their three available cam grinds, P/N CHR-250-2SR-8. This cam, which is supposed to make gains from 1500 to 6800 rpm, has considerably better lift and duration numbers than stock. The intake lift was a much higher 0.355 inches with a duration of 250 degrees. On the exhaust side, the lift was 0.315 inches with a duration of 250 degrees. The Crane cam has a tighter lobe separation angle of 108 degrees. Although these numbers are much bigger than stock, they pale in comparison to your typical high-performance grind.

We noted that the SR20 and the Neon engine are both 2000cc with similar bore and stroke. However, the Neon cylinder head has much smaller ports, especially on the exhaust side. The angle of the Neon's exhaust ports is also rather flat, with the port turning a tight radius inside the head. Usually ports of this nature do not flow well at high lift, the flow tending to stall as maximum lift is approached. In this case, opening the valve higher than the stall point usually does not help power and is much harder on the valvetrain. A big cam on a stock head would simply narrow the powerband and make the idle rough without giving much of a peak power gain.

The SOHC Neon also has a rather poorly conceived rocker arm/cam follower design. The heavy hydraulic lash adjuster is built into the valve end of the rocker arm where it cycles at the valve's maximum stroke with each revolution. This is the worst possible place such a device could be installed. On most typical overhead cam engines, the hydraulic lash adjuster is stationary. The Neon's design probably necessitates overly heavy valve springs and increased friction that robs both power and fuel economy. Why the engineers chose to place the adjuster where they did is beyond us.
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To help control the gyrations of the valvetrain at high rpm, we replaced the stock valve springs and retainers with Crane's recommended valve springs and lightweight titanium retainers. Though not mandatory for use with this cam, the heavy rocker arms of this engine make the choice an obvious one.
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To remove the spring retainer keepers, we used a special spring compressor tool that we bought at our local auto parts store. First we filled the cylinder up with soft nylon rope to hold the valves up, then compressed the rope with the piston. With the valves secure, we compressed the spring and fished out the keepers with a dental pick and a magnet. Easier said than done.
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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.
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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.
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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
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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.


Cam Specs
STOCK CAM
Valve lift (in.) Duration (crank degrees)
Intake 0.283 207
Exhaust 0.277 229

CRANE CHR-250-2SR-8
Valve lift (in.) Duration (crank degrees)
Intake 0.355 250
Exhaust 0.315 250

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.

After installing our bolt-ons and cams, we returned to Famoso. This time we went home with a far more respectable 15.8 seconds at 88 mph. The 60 ft time was once again an abysmal 2.6 seconds. This is a full second and five mph quicker than the stock engine under the same circumstances.

We were somewhat disappointed in the overall speed of the car, however. Some SOHC Neon's with similar mods have pulled low 15s and high 14s. We attribute our somewhat poor second showing to a very slippery track, high altitude and 17-inch street tires. The very stiff, track-tuned suspension is also far from ideal for drag launches.

The drags showed us we desperately need a limited-slip differential and new clutch. Our planned addition of a Phantom Grip limited slip in a future installment should greatly help the car's 60-ft performance. We feel Project Neon has the potential to run 2.2 seconds or better with a little work, especially if we can run on a prepped track at sea level.


Trial By Autocross
Since Project Neon is built to be an all-around, kick-ass, jack-of-all-trades machine, we had to prove its cornering prowess at a local autocross.

A good autocross car does not understeer. On a tight autocross course, understeer means slow times. The car also has to rotate well. Rotating means the car has to be good at pivoting around the front end. These characteristics are often difficult, or even impossible, to obtain in a front-wheel-drive car. Fortunately, the multiple national championship-winning Neon platform has good autocrossing DNA.

Taking advantage of Project Neon's full suspension adjustability, we set the front camber at negative two degrees. More camber means less contact patch on the inner tire, so we stayed conservative. We also dialed in 3.5 degrees of positive caster to get some negative camber gain when the wheels were turned, and added 1/8-inch toe out to also help turn in. In the rear, we ran 1.5 degrees negative camber and zero rear toe. Our initial inflation pressure was set to 37 psi front and 35 psi rear.
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At our local autocross test-and-tune practice race run, we were surprised and pleased to find our baseline settings perfect right out of the box. Our pyrometer readings showed we were making full use of the rubber. This speaks highly of the Neon's basic platform and the excellent Ground Control/Koni suspension system. We only had to bleed the tires to maintain the pressure as they heated up and do some minor tweaks to the rear rebound damping to better deal with the rough parking lot surface.
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The car exhibited no understeer and rotated like a top when the throttle was lifted, making us look like seasoned autocrossers. Amazingly, we ended up second in Street Touring Class with a time only a few tenths off of the local hero national class winner. We can only imagine how well the car would do in the hands of a real driver. The only area of major weakness was the lack of a limited-slip differential, allowing us to smoke the inside tire at the exit of almost every corner. Can't wait for that LSD.

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Last edited by Jesse 420A on Fri Sep 18, 2009 12:38 am, edited 1 time in total.

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 18, 2009 10:23 am 
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One of the best write ups ive ever seen on the boards!!! And what makes it even better is i have all the same mods. (minus the suspention) all the way down to the 12 grind.

Keep up the good work!!!!

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 18, 2009 10:32 am 
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Also, that 2.6 60ft is killing your 1/4 time, got to get that down to a 2.3 or better if you wanna see those lower 15s.

When you go to put the LSD in there, you should consider switching to the 3.94 tranny. The shorter gears are freaking awesome with the neons current power levels. The 3.55 gears are simply to long for the under powered sohc. Just my .02

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 18, 2009 10:38 am 
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I remember following this project in SCC over 7 years ago, interesting stuff. They should've used a DOHC. Yes, there were more SOHC cars produced, but I'd say the majority of people that bother with Neons either buy a DOHC car, or swap a DOHC engine in.

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 18, 2009 10:47 am 
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LUV2TURN wrote:
I'd say the majority of people that bother with Neons either buy a DOHC car, or swap a DOHC engine in.
I don't know about that. Most of the modified neons around by me are sohc. I'm one of three dohcs i know about. To top it off, the fastest one is a sohc. Even beating out a turbo'd dohc, a crane 18 dohc, and a i/h/e pcm(me). But thats just the north tip of STOP spamming. I'm sure there are some mid to low 13 dohc out there that could beat it. He's running high to mid 13s in a sohc.


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 18, 2009 1:15 pm 
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hell yeah on the sohc. i love my sohc. man why did crane have to go under im so needing a 14 right now


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 18, 2009 6:44 pm 
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NeONZEX wrote:
hell yeah on the sohc. i love my sohc. man why did crane have to go under im so needing a 14 right now


^ x2

I really wish i would have brought a 14 grind in sted of the 12 grind when i had the money and crane was still around. But o well the 12 grind is still fun on nitrous!! :lol:

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Fri Jun 19, 2009 8:34 pm 
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this would be a copy paste from Sport compact car. :lol:

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Sun Jun 21, 2009 11:04 am 
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I love how they keep ripping on how poorly designed the cars engine is.. Last time I checked the D series Honda used the same rocker setup and you have to adjust the valves manually.

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Sun Jun 21, 2009 5:00 pm 
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GregsteNeon wrote:
Last time I checked the D series Honda used the same rocker setup and you have to adjust the valves manually.

Manual valve lash adjustment is a good thing. Hydraulic lash adjustment tends to get sloppy at high RPM. I think the article is correct in stating that the SOHC head pretty much sucks for performance use. If you could lighten the rocker arms and convert them to manual lash adjustment it would be better, but then you still have to deal with the inherently poor airflow through the ports. Once you realize how much time and money this would cost, you also realize why the DOHC head is a better choice to begin with.


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Mon Jun 22, 2009 7:42 am 
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DOHCRT wrote:
GregsteNeon wrote:
Last time I checked the D series Honda used the same rocker setup and you have to adjust the valves manually.

Manual valve lash adjustment is a good thing. Hydraulic lash adjustment tends to get sloppy at high RPM. I think the article is correct in stating that the SOHC head pretty much sucks for performance use. If you could lighten the rocker arms and convert them to manual lash adjustment it would be better, but then you still have to deal with the inherently poor airflow through the ports. Once you realize how much time and money this would cost, you also realize why the DOHC head is a better choice to begin with.


Not to mention that you're quite limited in cam size because there are no cam caps.

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Mon Jun 22, 2009 4:09 pm 
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DOHCRT wrote:
GregsteNeon wrote:
Last time I checked the D series Honda used the same rocker setup and you have to adjust the valves manually.

Manual valve lash adjustment is a good thing. Hydraulic lash adjustment tends to get sloppy at high RPM. I think the article is correct in stating that the SOHC head pretty much sucks for performance use. If you could lighten the rocker arms and convert them to manual lash adjustment it would be better, but then you still have to deal with the inherently poor airflow through the ports. Once you realize how much time and money this would cost, you also realize why the DOHC head is a better choice to begin with.



Mag head :grin:

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Mon Jun 22, 2009 5:35 pm 
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jt_thomas24 wrote:
Mag head :grin:

The Mag head faces the same valvetrain issues as the standard SOHC head and still cannot be made to flow as much as the DOHC head.


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jun 23, 2009 2:48 am 
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DOHCRT wrote:
jt_thomas24 wrote:
Mag head :grin:

The Mag head faces the same valvetrain issues as the standard SOHC head and still cannot be made to flow as much as the DOHC head.



valve train yes. Porting no.

http://turbort.com/pics/flow.html

The mag head flows nearly the same to what the dohc head does stock. Porting is not all that much different. There have been people who have ported mag. heads to nearly 300 cfms just like dohc.

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jun 23, 2009 6:33 am 
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all_motor_mike wrote:
a dohc will out flow a sohc no matter if its a mag or not.

DOHC heads can flow over 300cfm on the intake side. I have yet to see a SOHC head do that. I spent about 8 hours porting my DOHC head to get the intake side to flow around 280cfm. I spent days trying to get a SOHC head to match it. I do believe the Mag head and the standard SOHC head have the same intake ports. I'm not an expert when it comes to porting, but I have had my experience with both style heads.


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jun 23, 2009 10:02 am 
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i guess this thread went from admiring a build on a sohc, to downing a sohc and how much better the dohc is now? the thread is called project sohc neon if you dont like sohc engine than dont post in here were some sohc guys that are just liking what SCC did to the neon. this isnt a debate on which motor is better, cuz thats gonna turn into someone bringing up 2.4 dohc and so on. who cares guys were all on here trying to do the same thing =build neons. and this is my opinion ill use a dohc block and pistons nothing more..SOHC ALL THE WAY BABY :good:


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jun 23, 2009 6:16 pm 
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NeONZEX wrote:
i guess this thread went from admiring a build on a sohc, to downing a sohc and how much better the dohc is now? the thread is called project sohc neon if you dont like sohc engine than dont post in here were some sohc guys that are just liking what SCC did to the neon.

I simply explained why SCC said the cylinder head was poorly designed. There was some bad information being tossed around here as always, and I simply corrected it. If you weren't so busy twisting your panties in a knot, you would have picked up some good info to improve the poor SOHC head. I don't understand what classifies a "SOHC guy". Is it anyone who willfully chooses to limit their engine's power potential because they are frightfully in love with a cylinder head? These forums are about improving performance and comparing the parts that do so. Until there is a section titled "SOHC lovers anonymous", I will post wherever I see fit. This thread doesn't even belong in this section.


I like SOHC neons, they get great gas mileage. That's why I own one.


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jun 23, 2009 9:51 pm 
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no i would say a sohc guy is someone who sticks with the sohc, even after everyone is doing all these swaps and know that there is more power to be had i never disagreed with you on that ever so i dont know what info i could have picked up cuz you were beating a dead horse with what info you gave. i like my sohc i got two dohcs sitting in my dads garage and a sohc guess which one ill be grabbing to take to be built my sohc just cause i love the sohc and theres always more pride in saying you got beat by a sohc than saying i beat you with a dohc swapped in my ride or a 2.4 swapped in or a srt/gt swapped in. i know those motors have more power potential but im a "Sohc guy" so what im saying is im more into building the sohc (like the others in here that were enjoying the thread) and since it is the motor that came in my base. man you exxaggerate with this sohc guys thing and sohc lovers anonymous lol. do what ya want man no one is arguin with you :good:


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jun 23, 2009 10:47 pm 
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You're really blowing this out of proportion. I was having a technical discussion with someone and then you came along and crapped all over this thread with your "SOHC love". Why do you take so much offense to people discussing the downfalls of the SOHC head? The SCC article clearly mentions some of these shortcomings and that's the direction this thread took. Get over it.

We are just wasting space now, so if you feel the need to argue more please take it to PM's. :good:


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Wed Jun 24, 2009 10:09 am 
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DOHCRT wrote:
You're really blowing this out of proportion. I was having a technical discussion with someone and then you came along and crapped all over this thread with your "SOHC love". Why do you take so much offense to people discussing the downfalls of the SOHC head? The SCC article clearly mentions some of these shortcomings and that's the direction this thread took. Get over it.

We are just wasting space now, so if you feel the need to argue more please take it to PM's. :good:


yeah man i love my sohc i think i might marry it hey maybe we can double date and you can marry your dohc lol. your unbelievable man keep beating the dead horse of what we already know and what SCC already said, and what weve all read on here tons of times "dohc will outflow sohc" "sohc exhaust of the head sux". we know this MAAAAN :good:

Quote:
The SCC article clearly mentions some of these shortcomings.


exactly so why repeat what they said, and what weve already read :rofl: :rofl: :rofl: :rofl:


you'll have a good one!


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Wed Jun 24, 2009 12:27 pm 
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heres why i love my sohc. just not even 30 minutes ago on the way to get my g/f i ran into a dohc expresso with 3.0 intake,ebay header,atx tb,ebay catback, welded bobble, and energy inserts, and he had suspension rims and tires. we raced from a stop to about the middle of 3rd gear and i was about a car ahead of him, hopped on interstate 3rd gear 65 roll 3 honks and i immediately start to leave him by 100mph im about 2 cars ahead of him and pulling, then again on hampton roads center parkway from a stop to 4th gear(at least for me) car and a half ahead of him. he follows me to my girls house and we pop our hoods and he looked at mine and immediately says what you still have stock exhaust with just a dohc muffler??? he was so leaf spring juice and all he could say was man thats a fast sohc and that he wants me to work on his car and proceeded to get my phone number. sohc-1 dohc-0


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 25, 2009 11:03 am 
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I also love my sohc!!!! Its rediculous to talke to people about the mag. head flow in comparison to the dohc head, because even when you start to get the sohc to comparable numbers, people still paint this grim picture how the sohc isnt even close.

And again not everyone on here is a tuner, thus its says, "Home of the neon Enthusiast."

There is simply a level of pride that you have when rocking around a sohc, your doing more with less. As perviously stated, as hard as it is already to choke down that you lost to a neon, its even harder for people to choke down they lost to the worst make and model with the leaf spring juice engine made for the neon.

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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Thu Jun 25, 2009 11:46 am 
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jt_thomas24 wrote:
I also love my sohc!!!! Its rediculous to talke to people about the mag. head flow in comparison to the dohc head, because even when you start to get the sohc to comparable numbers, people still paint this grim picture how the sohc isnt even close.

And again not everyone on here is a tuner, thus its says, "Home of the neon Enthusiast."

There is simply a level of pride that you have when rocking around a sohc, your doing more with less. As perviously stated, as hard as it is already to choke down that you lost to a neon, its even harder for people to choke down they lost to the worst make and model with the !Muffler Belts! engine made for the neon.



exactly! someone who understands. thank you :good:


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Mon Oct 05, 2009 4:24 am 
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Wow, Whats up with all the SOHC bashing?
This is just a simple test project to see what your average SOHC Neon could do on the street / strip. Not to try and get the most power possible out of a Neon.

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"99 Plymouth Breeze" 2.4L ATX Stolen @ 82,000 mi.
"94 Ford Ranger XL" 3.0L 5-speed 4X4 Totalled @ 178,000 mi.
"01 Plymouth Neon SXT" ATX 124,403 mi
"13 Dodge Dart SXT" 2.0L ATX 9,550 mi


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Wed Jul 21, 2010 9:00 am 
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Joined: Sat Sep 20, 2008 6:09 pm
Posts: 183
Location: Cincinnati, OH
I was glad to see that the project neon is still on. I had read part I and part II with the bolt-ons and I wasn't sure if they were going to do anymore because it had taken so long for part III to come around. No one has posted on this thread for a while so I may need to redirect my questions, but since CRANE went under can you find an aftermarket SOHC camshaft comparable to the one used in this project, does ZEX make one? or could you still find and buy a CRANE somewhere?

Would it be recommended to get stiffer valve springs and titanium retainers?

Also I have noticed that the port on the exhaust side of the SOHC has a large hump/radius, would it help if you simply ported this hump to improve flow on the exhaust side without getting into the wet jackets?

Would doing all this engine work, especially improving exhaust flow, be a good preliminary step prior to going turbo?

Sorry for all the questions... I also happened to read the battle of the SOHC and DOHC, my 2 cents is the project car is a SOHC and that is what the tread is dedicated to so there is no real need to talk about the DOHC at least in this thread.

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'96 SOHC mtx
Trans Swap "how-to": http://w103rtm.freevar.com
Trans Swap "how-to" Archived Sticky: viewtopic.php?f=22&t=360382


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Wed Jul 21, 2010 10:28 am 
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Joined: Mon Feb 09, 2009 7:21 pm
Posts: 2462
Location: Greenwood, Indiana
w103rtm wrote:
could you still find and buy a CRANE somewhere?


http://www.summitracing.com/parts/CRN-158-0014/

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1995 Highline Coupe SOHC MTX. BEING PARTED OUT.

2008 Subaru Impreza 2.5i


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 Post subject: Re: Project SOHC Neon Part 3, Beyond The Bolt On's
PostPosted: Tue Jan 29, 2013 8:16 pm 
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Neon Enthusiast
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Joined: Tue Oct 14, 2008 1:31 am
Posts: 243
Location: Reading, Pennsylvania 19601
Hey guys, we should just archive these.

_________________
"99 Plymouth Breeze" 2.4L ATX Stolen @ 82,000 mi.
"94 Ford Ranger XL" 3.0L 5-speed 4X4 Totalled @ 178,000 mi.
"01 Plymouth Neon SXT" ATX 124,403 mi
"13 Dodge Dart SXT" 2.0L ATX 9,550 mi


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