2004 Dodge Neon Test Drive

The Dodge Neon is DaimlerChrysler’s still stylish but rapidly aging sub-compact. Plagued with niggling troubles in earlier models, it appears all the bugs are finally out. Front and rear fascia re-styled in 2003. New appearance is actually quite contemporary. Previously appealed mostly to more settled folks, it’s been repositioned to appeal to kids and the euphemistically labelled young-at-heart. Price: $14,035 (base); Warranty: 7 yrs./70,000 mi. powertrain.

First introduced in 1995, the Plymouth Neon sold well enough though not brilliantly. It was re-styled for the first time in 2000 but sales still continued to disappoint. It was re-styled again in 2003 and the Plymouth name dropped. Three trim levels are offered for 2004 - a base Neon, SXT and R/T. The R/T not only has the sportiest look but also has a number of significant engineering differences from the first two. Head-on the new Neon brings to mind the Dodge Stratus. It’s more aggressive than the wimpy face of the old Neon that a generation of us saw in our rear view mirrors. The rear fascia has been freshened as well to give it a more contemporary appearance. From the rear, I can see the comely haunches of the latest Mercedes Benz E-class. A spoiler comes standard on the SXT and R/T models offering further proof (as if more were needed) exactly which market segment these two now target. Actually, the spoiler doesn’t look half bad. New 15-inch, 5-spoke aluminum wheels are standard on the SXT model. A 16-inch version is standard on the R/T. The 16-inchers (with P195/50R 16 performance-rated tires) nicely fill up the wheel wells and give it a more athletic appearance.

The Neon has one of the roomiest interiors in its class and should be plenty big enough for a driver and three whopper-sized passengers (hold the cheese). The front seats feature a modern chair-like high seating position. In fact, it was the seating position, probably more than anything that first attracted me to the Neon in 1995. With the low cowl and ample glass, visibility is excellent from the driver’s seat. However, the severe slope of the front (or A-pillar) may create a blind spot at 10 o’clock for some drivers. It did for me. The interior panels of the huge front doors should be re-designed. They’re very difficult to grab and swing shut. The big rear seats provide lots of elbowroom for two adults. Three can fit in for short rides. The high cushion allows a good view to the front and side. The folding rear seats feature a 60/40 split for carrying long objects and the simple fold-down mechanism is exceptionally easy to operate. Storage space is immense. Both 5-speed manual and (optional) 4-speed automatic transmissions are offered. Supplemental side air bags are available this year but regretably only as an option.

A long wheelbase provides the 2650 lb. Neon with a decent enough highway ride while still maintaining fairly good balance when the going gets twisty. The R/T has a beefier suspension with a rear anti-sway bar, which holds the promise of, among other things, a much harsher ride through the potholes. The aged 2.0 liter SOHC 16 valve engine standard in the base Neon and the SXT develops 132 hp and 130 lb-ft of torque at a rather raucous 4600 rpm. This engine offers surprisingly peppy performance from a standing start up to about 50 mph. Then, understandably, it starts to feel a bit limp. A somewhat pumped-up (but still quite buzzy) high-performance version of this same engine is standard with the R/T. This one puts out 150 hp and 135 lb-feet of torque @ 4800 rpm. Neon’s 63/37 front/rear weight distribution means good traction in the snow (with decent tires). The standard front disc/rear drum brakes have been re-engineered. This was one of the really sore points with the old Neon. Anecdotal evidence suggests that rare indeed was the Neon owner who got more than a year or two out of a set of brakes. The pricier R/T offers a disc/disc combo. The tight 35.7 ft turning radius is outstanding.

The latest re-styling (“freshening” is probably more exact) is likely the last attempt to breathe life into this aging puppy. It also brought a change in the targeted buyer. Whereas the old Neon tried to be something to everybody (and attracted primarily newlyweds and nearly-deads), the new Neon has drawn a bead on the younger buyer. Most importantly, Chrysler Group engineers claim they’ve finally put behind them the nagging quality control problems that have affected all Neons since the brand first appeared (and back this claim up with a 7/70,000 powertrain warranty). DaimlerChrysler has sunk a bunch of needed engineering bucks into parts of this car you can’t see from the sidewalk to make a much improved economy-priced automobile. However, it’s definitely time to re-engine, guys. Compared with what the Japanese and Koreans now put under their hoods, your 2.0L SOHV engine is primitive. Fuel consumption improved considerably in 2003; you can expect about 35 mpg combined city/highway with the smaller engine. The bottom line? The Neon is a decent low-end alternative if you don’t care to put out the extra bucks to get Japanese quality and resale value, or the latest Korean engineering.