Neon's long wheelbase helps create a roomy interior. Both the sedan and the coupe are among the roomiest cars in this class. A high roofline provides ample headroom, while lots of glass gives the Neon an open, airy feel and makes for good visibility all around.
Four adults can sit comfortably in a Neon, five make it a little tight. Ironically, the Coupe is a bit roomier in back, with more rear shoulder and hip room. Up front, the Sedan offers slightly more room than the Coupe. Large doors make getting in and out easy. Sedans come with wider rear doors than those on most compacts for easier entry.
The dashboard is simple, functional and sporty with controls that are large and easy to reach. Instruments are big and highly legible. Tachometers are optional.
Neon R/T carries the performance theme inside with unique bucket seats and a leather-wrapped steering wheel and shift knob.
We're impressed with the new Neons after driving them through Pennsylvania's Pocono Mountains, turning some hot laps around Pocono International Raceway and heading in and out of Newark airport.
A low curb weight and plenty of power add up to spirited acceleration, even when equipped with the single-cam engine and 3-speed automatic. The 132-horsepower single-cam engine offers plenty of performance to satisfy most folks. A 4-speed automatic would likely increase operating efficiency and performance, however.
The best performance comes from the twin-cam engine and 5-speed manual. The advantage the dohc engine has over the sohc engine comes into play in the upper rev range. While the twin-cam engine produces 150 horsepower compared with the sohc's 132, but it comes at higher revs. And the twin cam's maximum 133 pound-feet of torque--that force that pulls you away from stop lights--achieved at a lofty 5500 rpm, is only slightly superior to the single cam's 129 pound-feet at 5000 rpm.
Still, the twin cam engine allows Neon drivers to embarrass the owners of other more expensive sporty cars; it achieves the same EPA fuel economy rating (29/38 mpg, city/highway); and it retails for just $150. Therefore, we vote for the 150-horsepower dohc engine.
R/T models come with firmer suspension settings than the other models, but we found the ride quality in the R/T quite acceptable. We like the way it more precisely controls the tires. Drivers attracted to the R/T are usually more than willing to sacrifice a little suspension damping for improved handling.
The R/T handled a tight autocross course at Pocono like a sports car. Out on the road course, the car felt stable and easy to control in high-speed turns. Jabbing or lifting suddenly off the throttle did not unduly upset its balance in the corners, but it could be easily rotated in turns as needed.
Most people, however, will prefer the softer standard suspension for its ability to better filter out potholes and vibration on imperfect road surfaces. And it still offers agile cornering capability.