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1966 Crown Coupe, 2016 200 S AWD, 1962 Lark Daytona V8.
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Welcome to Allpar. Not a direct interchange. There were engine changes between the 1st and 2nd generation Neons. I use the Mopar reman catalog for part interchange info. It doesn't tell me what is different, just that they are different enough not to share a common part number. See p. 135 here:
http://www.schematicsforfree.com/ar...ntenance/2009-10 Mopar Manufactured Parts.pdf

If it is strictly off-road, why not just disable the EGR? Beware of pre-ignition/pinging issues under load without the EGR. High Octane fuel may help with this.

The 1st gen Neon had more tricks available to it than the 2nd gen. The 1995 cam was supposed to be hotter and I put the '95 head on my '96 along with a stick-shift, 2 1/2" exhaust and the Mopar Performance racing PCM.

Some tricks can be applied to the 2nd gen. Good reading and info:
Mopar Performance Neon Modifications (at http://www.manciniracing.com/mopenemobo.html )
Also:
High Performance Dodge Neon Builder's Handbook (at https://www.cartechbooks.com/high-performance-dodge-neon-builder-s-handbook.html )
 

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Discussion Starter · #3 ·
Welcome to Allpar. Not a direct interchange. There were engine changes between the 1st and 2nd generation Neons. I use the Mopar reman catalog for part interchange info. It doesn't tell me what is different, just that they are different enough not to share a common part number. See p. 135 here:
http://www.schematicsforfree.com/archive/file/Automotive/Maintenance/2009-10 Mopar Manufactured Parts.pdf

If it is strictly off-road, why not just disable the EGR? Beware of pre-ignition/pinging issues under load without the EGR. High Octane fuel may help with this.

The 1st gen Neon had more tricks available to it than the 2nd gen. The 1995 cam was supposed to be hotter and I put the '95 head on my '96 along with a stick-shift, 2 1/2" exhaust and the Mopar Performance racing PCM.

Some tricks can be applied to the 2nd gen. Good reading and info:
Mopar Performance Neon Modifications (at http://www.manciniracing.com/mopenemobo.html )
Also:
High Performance Dodge Neon Builder's Handbook (at https://www.cartechbooks.com/high-performance-dodge-neon-builder-s-handbook.html )
Thanks for the response, yes one difference is they done away with the EGR "crap" in the head. Was wondering if everything else is the same.
I have a head from a 2005, I'd like to get valve job etc. done while I get everything else ready. Yes only the race blue or purple fuel for me.
Looks like I've got more studyin to do. thanks again
 

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Above and beyond all that, a simple block-off plate or tapping and plugging the port for racing can fix the issue, too. If you want to go even further, TIG aluminum into the port holes to fill them for greater flow. The ports are of such a shape and enough material, you can make wonderful D ports out of them for even greater exhaust flow, flat curve on the bottom side and exhaust tube headers to fit the shape and increase that flow/scavenging. Most of that depends on what your race application allows for class.
 

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1966 Crown Coupe, 2016 200 S AWD, 1962 Lark Daytona V8.
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There is a good HP bump from the entire R/T package. The engine code for the 2.0L R/T (VIN: F) is ECH, the standard 2.0L (VIN: C) is ECB.
The R/T has special manifolds, pistons and PCM software. It likely still has EGR.
For the full R/T upgrade, you would want a whole used engine and PCM. This is likely the only way a salvage yard would want to sell it to you, not just to pull and sell the cylinder head off it.
Something else to consider anyways. :)
 
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