With a cheerful "hi," the Dodge Neon introduced itself to the car-buying public in January 1994.
Some 11 years later the very last Neon – or Dodge SX 2.0, as it was known
in Canada as of 2003 – rolled out of the
assembly plant without so much as a "bye."
Bolstered by gushing praise from the automotive press, sales totalled 1.5
million by the time the car was redesigned for 2000.
Then, curiously, annual sales plunged by one-third even though the Neon had
improved appreciably. What happened?
Auto writers ( as usuall) had "overlooked" the mounting problems – chronic
head gasket failures, short-lived air conditioners
and faulty transmissions – and focused instead on the car's smiley face and
sporty pretensions.
But you can only fool most of the people some of the time.
When the second-generation Neon arrived, consumers equated it with a certain yellow, tart-tasting fruit.
That's a shame, because Chrysler worked overtime to fix the Neon's weaknesses,
yielding a better front-drive
Detroiter the second time around.
The new-for-2000 Neon was built more rigidly despite a 2.5 cm stretch to
its already lengthy wheelbase.
Available only as a four-door sedan, Chrysler specified full-frame doors
(instead of frameless glass) with triple seals,
mindful of customer complaints about wind noise.
Refinements to the 132 hp SOHC 2.0-litre engine included new intake and
exhaust manifolds tuned for less noise,
as well as better engine mounts to reduce vibration.
The Neon had only one deficiency – an archaic three-speed automatic transmission
rather than a four-speed
– that was finally updated for 2002. A five-speed manual was also offered.
For 2003, the newly dubbed SX 2.0 moved slightly upmarket with a six-speaker
AM/FM/CD audio system, improved
upholstery and a nicer steering wheel.
But the fundamentals remained the same – the seats were mounted low, especially
in back to ensure noggins cleared
the backlight. It worked, though: "I'm 6-foot-4 and have no problems sitting
in any seat in the car," boasted one owner.
Oddly, front-seat occupants got power windows, while rear-seat passengers had to roll their own.
Dropping the Chrysler and Neon nomenclature was intended to appeal to younger
buyers for whom Dodge was a
known NASCAR warrior. The new crosshair grille was inspired by the brand's
halo car, the Viper.
A high-performance variant called the SRT-4 was also new for 2003. It had
a specially tuned sport suspension and
larger brakes, a functional hood scoop and a tall basket-handle rear spoiler
that likely violated a municipal bylaw somewhere.
Fortunately, it wasn't all show and no go.
Using the same SOHC 2.4-litre four cylinder out of the PT Cruiser GT, the
intercooled Mitsubishi turbocharger helped
produce 215 hp and 245 lb.-ft. of torque. For 2004, the SRT-4 gained 15 horsepower
and a standard limited-slip differential.
The rest of the SX line remained unchanged right into 2006, when the last of them were discounted to make way for the all-new Caliber.
ON THE ROAD
A 2003 SX could sprint to 96 km/h in 8.4 seconds, equipped with
a five-speed manual gearbox. It also exhibited good
adhesion (0.77 g of grip) thanks to its fully independent suspension and
generous tires.
The SRT-4 was a hellcat by comparison: highway velocity came up in 5.6
seconds and its 17-inch tires clawed at the
asphalt to generate 0.84 g of lateral acceleration.
"Handles curves very well – the car begs to be driven. "Way more enjoyable
to shoot around curves than in my Honda Accord,
" blogged the owner of an '05 SX base model.
Where the SX fell down was in mechanical refinement. As much as Chrysler
had sweated the details, the engine still boomed
and shook at speed, and wind noise was intrusive.
In a Car and Driver comparison test of 10 economy cars, the SX
finished mid-pack. The editors criticized the littlest Dodge
for its ropey shifter, leaf-blower motor and cheap interior.
Price-sensitive shoppers didn't mind, but they did notice the SX wasn't
quite the gas saver it was purported to be, especially
with the automatic transmission. The minuscule fuel tank ensured frequent
trips back to the gas station.
"One of the cheaper cars I ever bought but probably the most fun
of all to drive," started an owner's testimonial.
"Comfortable seats, blazing quick if you want to drive it that way, outstanding
handling, economical
– and this one has been dead stone reliable."
When we asked readers about their experiences with the first-generation
Neon some time ago, we received tear-stained
letters imploring us to warn others to stay away.
Owners of the SX are a much happier bunch. The most common gripe had to
do with noisy brakes and short-lived pads
and rotors in general.
More troubling, however, were complaints about the automatic transmission packing it in.
"At 84,000 km, I had to replace the transmission, and again at 140,000
km," wrote the heartbroken owner of an '03 model.
Road test automatic models carefully and watch for stubborn shifting.
Other complaints centred on faulty camshaft sensors, cheap radiators, rough
idle and interior squeaks and rattles
– along with flimsy trim pieces.
But, really, given the low prices Neons and SXs fetch in the used-car
market, most of the deficiencies may be forgivable.
It just may beat paying a king's ransom for a three-year-old Honda or Toyota.
Good buy, SX.
