(first posted 10/19/2012) Chrysler was really on a roll during its modern golden era in the ’90s. There were the LH cars, the 1994 Ram, the Viper and a new generation of minivans–and, of course, the Neon. I thought these cute little subcompacts were really cool when they came out. They seemed so modern compared with the outgoing Sundance/Shadow twins, with their late ’80s looks and K-car derived underpinnings. The Neon had the right look and the right price, and seemed primed for success. Take the Sport Coupe, for instance. What could be better than an affordable, sprightly little autocrosser? Well, there were some snags along the way…
The Neon was a big deal for Chrysler. Riding the cresting wave of the 1993 LH full-size, cab-forward sedans, the Neon was supposed to be a breakthrough in terms of space, efficiency, and fun, and would finally give the Honda Civic some real American competition. Introduced by the now-famous “Hi” ad campaign and billboards in January 1994, as a very early 1995 model, the Neon, which was sold in identical Dodge and Plymouth versions, was a revelation. And what a revelation: it offered a low price, lots of space and, a bit later, a revvy little Sport Coupe model. And was this really an American car? Why, it looked like a Citroen or Peugeot, for crying out loud! The Neon was America’s last great hope to hold back the Japanese invasion, and Japanese execs were truly worried about it–at least before Neon head gaskets started popping like Fourth of July fireworks.
As the 1995 Dodge brochure put it, “Neon’s naturally rounded organic contours not only cheat the wind, but they’ll put a smile on your face every time you look at Neon’s face.” All in all, the Neon appeared to be an attractive, wholesome and modern little domestic. It even had dual airbags–something quite rare in this segment at the time.
Available in cheapskate-friendly, black-bumpered Base and slightly flossier Highline models (the latter is shown above), the four-door Neon seemed the right car at the right time. Both trim levels came with a 2.0-liter, SOHC 16-valve inline four with 132 hp and 129 lb-ft of torque–best-in-class at the time. But there was more to come…
Shortly after their introduction, the Neon sedans were joined by the Sport Coupe. The Sport Coupe wasn’t merely a two-door version of the sedans; it actually delivered some extra scoot, with a DOHC version of the 2.0-liter that made 150 horsepower and 133 lb-ft of torque–not too shabby for the featherweight (2,384 lb.) coupe.
image: weekendhorsepower.com
There was even a special race-prepped ACR Sport Coupe available for those who enjoyed autocross or gymkhana events. Available with either the SOHC or DOHC engine, these unique Neons also got four-wheel disc brakes, Arvin non-adjustable struts, heavier anti-sway bars, a five-speed manual (with a numerically higher fifth gear) and a higher final drive ratio, along with some other goodies. Laugh all you want at that rusted-out Neon next to you at a red light, but when properly equipped, a Sport Coupe or ACR Sport Coupe could run with–and even surpass–much pricier iron on a road course. They are much-loved track cars to this day.
While there was a lot of good in the original Neon, it was not without its faults. One of the biggest headaches involved inferior head gaskets that liked to fail at about 60,000 miles. Today, the fix is relatively cheap, which really isn’t of much consolation to the folks that bought them new. In no aspect was the Neon remotely a paragon of quality fit and finish, especially in the heyday of the “fat” period when Toyota and most other Japanese car makers were pushing the quality envelope like never before (or again). Say “Bye!”
http://www.youtube.com/watch?v=xgTHsYKzOf0
Another interesting thing about these Neons were how distinctive they actually were. I clearly remember the Neon’s introduction, and seeing new ones at Key Dodge, in Moline, where my Mom got her Grand Caravans. I thought they were really cool, and I pestered my folks to snag me a deluxe Neon brochure when they took the ES in for service. I still have those brochures today! I also thought it was cool that they were built about three hours away, in Belvidere, IL.
I also clearly remember the “confetti” multi-color upholstery inside these cars, which added a bit of brightness to an otherwise dark interior. It was a cool touch, and quite in keeping with the go-go Chrysler Corporation of the 1990s. Of course, being in the eighth grade at the time, I knew nothing of the Neon’s reliability troubles. Chrysler seemed primed for decades of success during the 1992-95 period. How could they have fallen so far, so fast? Oh, that’s right: Daimler. But I digress…
Another way the Neon distinguished itself from other cheap wheels was its far-out color choices. Consider our featured car’s Nitro Yellow-Green paint. I clearly remember seeing this color car pictured in the brochure, and eagerly anticipated seeing some on the road. I waited, and waited…where were they? Well, the bright green, Strawberry Pearl and Magenta colors, while certainly adventurous, were not too popular, much like the High Impact colors on Mopar Muscle machines of the early ’70s. Today, of course, everyone wants one painted one of those colors. This Nitro Yellow Green coupe is the first one I’ve seen in years.
You may remember my first sighting of this particular Neon despite a lack of photographic evidence. Suffice it to say that I was fortunate to run across it again a few weeks ago, and in the very same spot. Yes, it’s a bit weathered and rusty, but it still caught my eye. I still really do like these Neons, though there are few first-generation examples running around the Quad Cities these days.
Sadly, the coupe was nowhere to be found among the reworked Neon lineup for 2000. The Plymouth version went away after the 2001 model year (in fact, the Neon was the only 2001 Plymouth); Dodge’s version, which lasted through 2005, was replaced by the dubious, wish-I-was-an-SUV Caliber. The Neon had essentially zero long-term impact on the Japanese, much to the relief of many Toyota and Honda execs. Hopefully, though, the new 2013 Dart will recapture a bit of that Neon ACR magic. Time will tell.
ED: The vintage Neon commercials are from–you guessed it–Youtube.
I have to add that my old buddy in Missouri still owns a 1997 white R/T coupe. Not bought new, though.
Nice write up. I just don’t see too many coupes on the street, but plenty of four door first generation models including one in the building parkade driven by a young female.
Second gen models I see on the streets are performance models slightly beat up and driven young, pimple-faced males.
Another fairly well designed and decent looking small car ruined by Chrysler garbage quality. My partner at my previous job had a 1995 green four door that he bought new. To say it was the single biggest pile of crap was an understatement. Literally everything that could go wrong did starting with the proverbial head gasket stranding him 3 miles from work! But not before that turd of an engine started leaking oil everywhere prompting the poor guy to carry a spare bottle wherever he went. Next was the bottom end which self distrusted in grand fashion in his driveway. Yup I had to pick him up and bring him to work then too. he used to joke and call me his taxi service. I just felt bad for him.
The 3 speed transaxle also failed a year later with about 70K miles and 5 years of age. The headlights were also so yellow as to be virtually useless. New capsules set him back a pretty penny at the time. The exterior paint was also garbage with the clear coat peeling off the hood, fenders and deck lid. The remote trunk failed. The hood cable broke twice. I could go on and on with the lump but prefer to forget about it. I’m sure Dan would too as he saved up enough money to finally dump that Neon and instead bought a 2001 Monte Carlo which he loved. Surprise he was never late for work again due to car issues and that Monte went well over 100K with but an intermediate steering shaft replacement to speak of going bad.
Neon – the most honestly badge engineered car ever? Or a sub-brand that was not quite a sub-brand?
I don’t think Chrysler’s slightly novel approach of switching out nameplates and small badges to put these in Dodge and Plymouth showrooms really hurt these car a lot. But, there was probably some real injury to branding in the long run. Even when Darts and Valiants were essentially the same car, the small differences in grills, lights, etc,, gave you at least a little variety, and something for the fanboys to get excited about..
It is a shame that these cars probably do represent the first slow down in Chrysler’s 1990’s momentum due to their quality. Everything I’ve read, including some of the informed comments above, seems to point to Robert Eaton as the source of the problem.
It’s been a long, long time since I’ve seen a first-gen Neon. Longer still a coupe. And a neon green one? Maybe never.
I also thought these quite the neat-looking little cars when they premiered. And, while now thoroughly 90’s retro, they still have an appeal. Though I think time will put them in the same flawed-but-cute box as things like the Gremlin and the Caravelle.
Some cars get an irreparable taint on them when you associate them with people you know had them, in my case it was my cousins and a 2 door Neon that found it’s way down the beater ladder with the four of them in their respective high school years. And knowing my cousins and seeing that car fall apart under their hard tenure with it I have reservations about getting anywhere near a Neon today.
I remember as a kid when they came out they were kind of novel with the round headlights and Hi. campaign, but even as a kid they had a penalty box vibe to them, which at ages that young I didn’t really even grasp model/class hierarchys yet, if that says anything. The 2 door always looked goofy, the roofline looks taller in the rear than the front, in addition to the body having a taper itself, which as a whole looks ridiculously cartoonish(and is amplified to 11 in lime freaking green!!!). As much as I love 2 door bodystyles the jellybean 90s compacts didn’t translate well at all, while I found the boxy Shadow and Sundance cool little wedgy coupes, but the only player in this class that made a good looking coupe was the Honda Civic, while the Neon and Escort ZX2 did nothing to make a case for future successes.
Oh man. I worked in the parts dept. as an inventory clerk in the late 90’s and my high school dream was to own my very own little Neon. Eventually I needed to replace my hand me down Chevy Citation and was able to snag a 98 Plymouth Neon Expresso in Platinum. Manual transmission. Loaded. I STILL LOVE THIS STUPID LITTLE CAR. Now it hangs about in my garage with it blue WI collectors plates on it. Needs a little body work these days but I bet it would clean up nicely. It’s little round headlights melt my heart still.
I saw one of these running around the other day in my neighbourhood. Sure catches the eye in comparison with today’s cars.
I allll-most bought a first gen Neon, but a relative had the competition’s car, and swayed our decision to the General. Not to worry, that car blew a head gasket too, at 30,000 miles.
Despite things like a 3-speed automatic, manual rear windows on the sedan when the fronts were power, and the head-gasket issue, the 1st generation Neon was okay. It was the last car under Iacocca, and I’ve read the round headlight styling was due entirely to him (and, in typical Iacocca fashion, the styling worked). In fact, the whole clever “Hi.” advertising campaign has Iacocca’s fingerprints all over it.
But then, along came Eaton and the Daimler merger, and it all just went to hell. I will say that one positive product Daimler did at Chrysler was the next generation 2008 minivan. Yeah, there were too small brake rotors that needed frequent replacement, but that got fixed in 2012. It was remarkably successful and lasted a long time. I might go so far as to say it was a modern version of the old, anvil-solid, slant-six, Torqueflite A-body Valiant, even to the extent that one of the few under-engineered parts of the Valiant were the brakes.
I took an early Neon for a test drive – nice car – in the glove box were decals to name the car either Dodge or Plymouth. Rolled window down on highway and could not get glass back into chanel – had to stop.
Chrysler had a real bad habit of using frameless door glass on cars where it wasn’t warranted, and one of the most notable examples was the 1979-81 R-body, i.e., St. Regis/Newport/Gran Fury. The stangest example was on the Chrysler New Yorker that had frameless front door glass but ‘partial’ frameless glass for the rear, with the back half being fixed pane.
In the late 90s my sister asked me for car buying advice. I said don’t buy a Dodge. So she gets a 95 Neon. Didn’t last long. She dumped it after either 2 gaskets and a transmission, or 2 transmissions and a head gasket, I forget.
So cute, so poorly made.
Tempting, but so sad.
I clearly remember them showing up at the Chicago Auto show. So cute, so friendly! These cars were like puppies you wanted to take home, then discovered that they were actually mutant, demon-possessed, coyote pups. No potty training worked on these cuties!
IIRC, when these cars were being discontinued there was a sudden surge in demand for them, with Chrysler even considering a production extension.
The Caliber even sold well at first. Another car that could have and should have been better.
I’ve read in many articles that these (used) were popular first time cars for kids with not a lot of money.