Judged by appearance, the Neon's interior seems to promise a roomy, airy
environment. Within limits-this is still a small car-it does, and it's better than
most cars in its class in this respect. Thanks to cab forward design, most of the
space between wheels is given over to passengers, who will find adequate room both
front and rear.
Further impressions will vary depending on the particular model. Base versions are
rather plain, offering seats more durable than comfortable and acres of plain cloth
and vinyl trim. The Highline and Sport models are better, with more supportive (and
more attractive) front seats and a 60-40 folding rear seat back, all dressed in
improved materials.
The dashboard is attractive in all models. Controls are large, simple and are laid
out for easy reach, and the instruments are large and legible, if minimal. Our Neon
Sport added a tachometer to the speedometer, fuel gauge and coolant temperature of the
Base model.
Given its modest price, you wouldn't expect a Base Neon to offer much more than
minimal equipment. It doesn't. Even a radio is extra; so are a second outside rearview
mirror and air conditioning, both considered essential by many buyers. But adding them
won't break the bank.
Highline and Sport are not only better-equipped to begin with--both have dual
mirrors and radios, as well as higher-quality interior trim--but give the Neon customer
greater access to options. If your dream Neon has a sunroof, power windows, mirrors
and door locks, colorful "Flash Decor" upholstery and/or a remote keyless entry
system, it won't be a Base model.
Some Highline options are standard Sport fitments, including a tilt steering
wheel, tachometer, a more versatile center console that adds storage space and a
padded armrest to the standard coin tray and cupholders, and a passenger's-side
sunvisor.
A pair of option packages are available to tailor the Neon to individual tastes
and needs: The -Expresso+ package adds air conditioning and specific trim and graphics
to the Base model while keeping the price below the $12,000 mark.
And a Competition Group --including a different final-drive ratio in the manual
transaxle, uprated suspension, faster-ratio steering, aluminum wheels, 4-wheel disc
brakes and an engine computer that does away with the standard 7200-rpm engine rev
limiter--leaves the Base model only a roll cage away from being a successful racing
car.
Incidentally, if you're so inclined, Chrysler has a very good support program for
Neon racers. It's a great way to get started in recreational racing, and if you work
your way up to the winner's circle, Chrysler's award program will pay enough to cover
the costs of a weekend's competition.
In a car that has all the mass of a styrofoam cup, the 132 hp of the standard Neon
engine can't help but deliver impressive performance. This is a small car that has a
long stride and squeezes every inch from a gallon of fuel.
Surprisingly, the optional 150-hp powerplant in our test car was equally
economical while delivering a noticeably stronger punch. The 5-speed manual
transmission that comes standard with either engine should be considered mandatory;
the optional 3-speed automatic is a cheerless device that doesn't suit these small
engines.
The manual transmission, for its part, is well matched to the engine's power
characteristics. However, the shifting in our test car wasn't as precise as some other
manual transmissions provided in this class, a trait we've noticed in other Neons.
Handling ranges from good (Base) to excellent (Sport) to superb (Competition
Package). However, ride quality is degraded by each of the stiffer suspensions. We
found our Sport acceptable in day-to-day use, the firmer ride being offset by a
higher fun-to-drive quotient.
The competition package, intended primarily for buyers who want to take their
Neons to a race track, is a little too harsh for everyday use.
Steering is excellent at all three levels. The standard brakes are good, but the
4-wheel disc option (with ABS except in the Competition Package) is far better.
But the Neon has one drawback in any form: noise. Even with the extra sound
insulation added for 1996, both engines are below class standards for noise and
smoothness. It takes a very gentle right foot to keep the buzzes and rasps at bay, and
that means slow travel, as both powerplants thrive on high rpm.