Of course, there was that one year where the SRT-4 was technically a model. After the Neon was discontinued they just dropped the Neon from Neon SRT-4. For every rule, there's an exception

 

The angle I think you're going for is.... if you can stuff the crank from the SRT-4 into the Evo X to create a stroker

 

IIRC, the SRT-4 "Neon" was never called a Neon anywhere in the promotional materials, and never had a Neon logo on it. They didn't ever seem to like calling it a Neon.

 

They use the same block as a base, but that's it. They aren't cast the same way, or designed the same way. The internals in the X are much stronger, the actual bracing of the block is stronger, the sleeve design and water jacket are totally different, the cylinder head is much better on the X, the variable cam timing system on the X is far superior, the list goes on and on. You have no idea what you are talking about if you think that the caliber srt-4's engine can hold a candle to the 4b11 in the X. Go back to the neon forums.

See above for your necessay education lesson.

 

How would you know that X 4B11T is stronger and etc? Do you work for mitsubishi? Got any test data? or are you just speculating also?

 

You can say whatever you wanna say to make yourself feel better about your car but the fact is the evolution X is base on the GS platform used by the Dodge Caliber but its cool becuase of cost of produtions like my benz is nothin more then a chrysler sebring

BTW the evo x parts isnt stronger, i bet you its the same. Everything is base on saving money during the prodution of all cars even the hummer h1

 

Proof? They can't be a night and day difference, Chrysler Hyundai and Mitsu all had hands together in designing these engines, mostly for reasons of saving cost. The fact is this: both cars are based off the same platform, and just because you have the engine in the more expensive car, dosn't mean jack. Look at this from a cost perspective, why would they tool and produce two totally different engines, with different parts, when the whole reason the 4G63 engine was dropped was to save cost (and easier Federal emissions compliance). All of these engines were made with saving money in mind, so unless we are talking about an N/A version compared to the turbo one, I doubt they are significantly different. If they are, I would imagine it is miniscule, and the bottom end strength is still very similar, if not identical.

 

Chrysler, mitsu, and hyundai invested in the world block together to save money, but that's it. They are not all the same engine at all, they are all cast differently and use unique internal as well as external components for each application. Do some research buddy.

 

As an owner of a Chrysler Jeep Dodge store...I feel I've done my research pretty well-as well as the Chrysler Rep that we buy our cars from-and we have all come to the agreement that you're blowing out your a**.
The engines are closer then you think....buddy.

 

Oh who cares, if they share some of the same parts in the engine. They are still different. All I care about is my X performs better and is at least 10x better looking than that turd.

 

Ok, "buddy," let me help to break this down for you. Here is an article citing info from Pete Gladysz, Senior Manager – Powertrain, SRT. Let the education lesson begin. I will highlight all areas of key importance in bold.


The five-door hot-hatch Dodge Caliber SRT4 is capable of a 0-100 km/h time in the low 6-second range. How is that possible?

The latest SRT model gets its motivation from an all-new World Engine produced at the Global Engine Manufacturing Alliance (GEMA) facility in Dundee, Mich. The World Engine is a family of fuel- and emissions-efficient aluminium four-cylinder petrol engines co-developed by DaimlerChrysler’s Chrysler Group, Hyundai Motor Company and Mitsubishi Motors Corporation.

“The all-new 2.4-litre turbocharged World Engine delivers a level of power you’d expect from a V-8,” said Pete Gladysz, Senior Manager – Powertrain, SRT. “With the engine in the all-new Dodge Caliber SRT4, we were able to take advantage of tried-and-true performance improvements, such as increased cylinder-head flow and higher compression ratio, as well as newer technologies such as Variable Valve Timing (VVT).”

To achieve its high-performance Dodge Caliber SRT4 configuration, the aluminium 2.4-litre World Engine block is specially machined for increased water and oil flow. Unique cast pistons travel within iron cylinder liners, and are cooled by oil squirters and affixed to forged connecting rods for high-revving reliability.

Tri-metal bearings are used for the connecting rods and crankshaft for high-performance durability. A unique oil pump/balance shaft module keeps the reciprocating assembly well-lubricated and running smoothly. An external cooler keeps oil temperatures within a safe range.

The aluminium cylinder heads are also a World Engine casting equipped with unique high-temperature exhaust valves. VVT uses computer mapping to open and close intake and exhaust valves at optimal points for efficient combustion and flow. The camshaft and micro-alloy steel crankshaft, shared with the non-turbocharged 2.4-litre World Engine, are fully capable of handling these high-horsepower loads.

Free-flow induction begins with an all-new air cleaner assembly that draws through an opening in a front chassis cross member for proximity to cool air. The air is then compressed in a TD04 turbocharger specially configured for the engine’s inlet and outlet packaging requirements, and sent through an intercooler to a 57mm throttle body.

Fuel is provided by a high-flow pump feeding injectors developed specifically for the Dodge Caliber SRT4. An all-new engine management system designed by Siemens – the Global Powertrain Engine Controller – keeps the powerplant running at maximum efficiency and power.

On the exhaust side, spent gases exit through a free-flow system that features two catalytic converters – one immediately downstream from the turbo, and another further along the 7.5cm (3 in.) single-pipe exhaust system. Using two catalytic converters in this way provides significantly better “light-off” for decreased emissions. As with the previous-generation Dodge SRT4, the exhaust is tuned for maximum performance while meeting U.S. federal, international and European noise regulations.

Power is transferred through a dual-mass flywheel to the six-speed manual transaxle. The dual-mass flywheel consists of two flywheels sandwiching internal springs that are specially tuned to reduce noise and vibration. The Getrag DMT-6 six-speed transaxle, equipped with a limited-slip differential for uniform side-to-side power transfer, is capable of handling up to 407 Nm (300 lb.-ft.) of torque.

Torque is sent to the Dodge Caliber SRT4’s front wheels through equal-length halfshafts sourced from Chrysler Group mid-size cars for their larger size and power-handling capability.

Ok, let's start with, Oh...what's that?... NOT FORGED MAHLE PISTONS LIKE THE 4B11 IN THE X!? Oh no... they're cast. Second, the SRT4 uses a balance shaft, something that the 4B11 doesn't need because of it's DIFFERENT, LESS VIBRATION PRONE, AND MORE REV FRIENDLY SQUARE BORE AND STROKE DESIGN. Third, the exhaust valves are different, as is the entire cylinder head design. It shares it's basic layout but that's it. Different valve design, different port design, etc.

Fourth, the crank is obviously different because the stroke is different, but the important thing worth mentioning is that the crank is shared with the N/A caliber version as well. Although still forged, it is not a crossdrilled and FULLY COUNTERWEIGHTED unit like the one in the 4B11. Fifth, as I mentioned earlier in a different post, the sleeve and water jacket design are different. The variable cam timing system are totally different as well. Anyone who knows anything about engine design would agree that the differences in these two motors are night and day.

Aside from the basic structure of the block on the outside, they are worlds apart. Oh, and don't ever assume that because you work at a dealership that you know more than someone who doens't. Every salesman or manager that I've ever talked to at any dealership knows about as much technical details on the cars that they sell as I know about nuclear physics. Who's talking out of their a** now? Have a nice day.

 

I didnt say I work at the dealership...I said I owned part.
So, an article describes an engine from a diff company as different...what a concept.
So, if Hyundai uses diff internals, its a diff engine? Thats funny. I thought that the design of the engine has more to do with likeness then what pistons they use.
So, the 5.4L Ford uses in the stang, and the F150 and the GT ust be worlds apart...even to they are the same design.
Whatever....you know more then I do and your dad can beat up mine.

 

 

Well, my dad is pretty tough. But seriously man, I'm not trying to be a jerk but I am just pointing out that the differences go a bit deeper than just pistons. If all that is similar is the outer casting of the block and everything else is different then yes, it's a completely different engine. The caliber is a decent car but you'd have to expect that the engine isn't as good as the X's when the car cost 10k less. Don't get butt hurt over it. Besides, you drive a X, you should be glad that all the differences I pointed out are significant and play in your favor.

 

what??? srt doesn't come s-awd,acitve center diff,active yaw control,more power,dual clutch trans,high quality recaro seats, HIDs,better performance in every way??? i didnt know.

srt-4 is a good bang for your buck car ill give u that ...but in the golf gti, hona civic si range thats what i consider the "i cant afford any better... class"..why else would anybody pay to have a car that looks like a pre-pubesant mini-van?? evo is yet another bang for your buck car but in a higher class then that of the srt...you can dance around cars triple the price.. but the bottom line modded or not the evox will awd-drift circles around the srt. EVO X SRT-4