How about a Neon Green Dodge Neon :mj07:
1994?1999
The first generation Neon was introduced in January 1994 and manufactured until 1999. It was available as a 4-door sedan or 2-door coupe. It was powered by either a 132 hp (98 kW) @ 6000 rpm and 129 ft?lbf (175 N?m) @ 5000 rpm SAE 2.0 L SOHC or a 150 hp (112 kW) @ 6500 rpm and 133 ft?lbf (180 N?m) @ 5600 rpm SAE 2.0 L DOHC 4-cylinder engine. The Neon was available with a 3-speed automatic transmission or a 5-speed manual transmission and was sold as a Dodge and Plymouth in the United States and Canada, and as the Chrysler Neon outside of the United States.
Plymouth Neon coupe
Plymouth Neon coupe
Often neglected in discussions of the Neon is the relative power compared to other cars of the day - the Civic DX at 102 hp (76 kW), the Civic EX at 125 hp (93 kW), the Sentra, the Escort ZX2 at 130 hp (97 kW), the Corolla at 115 hp (86 kW), etc. The Neon's torque output was also higher than competitors. At the Neon's release, then chairman of Chrysler Corporation Robert Lutz said, "There's an old saying in Detroit: 'Good, fast, or cheap. Pick any two.' We refuse to accept that." Indeed, the Neon made a sizable profit - the only recent American car in its class to do so.
Dodge Neon sedan with bubble hubcaps
Dodge Neon sedan with bubble hubcaps
First-generation Neons are highly competitive in SCCA Solo autocross.[1] Available with both the SOHC (sedan) or DOHC (coupe) the ACR was one of the most competitive in its class, and featured four-wheel disc brakes, Arvin non-adjustable struts for 95-96 models and Koni adjustable dampers for 97-99 models, thicker anti-sway bars, fast-ratio steering, heavy-duty front wheel hubs, and a 5-speed manual transmission with a numerically higher .81 fifth gear and final drive ratio of 3.94 for quicker acceleration. 1995 through 1997 models featured adjustable camber. The computer-controlled speed limiter was also completely removed from 1995 ACR models, and raised from the standard 190 km/h (118 mph) to 210 km/h (130 mph) for subsequent years. The ACR offers no badging to distinguish it from other Neon models; the only visible differences are a bumper with fog light holes, but no fog lights and a lack of side mouldings. In 1995, the ACR was only offered to SCCA members, but in subsequent years it was available to the general public. The name "ACR" was initially the internal ordering code for the "Competition Package", as it was termed in dealer materials; however, as knowledge of the model spread, the ACR name stuck, and backronyms such as "American Club Racer" were given to it by fans.
The R/T model (Road/Track) debuted in the 1998 model year featuring many of the ACR's mechanical upgrades such as the numerically higher ratio 3.94 5 speed manual transmission with the .81 5th gear. The R/T, however, was intended for the street, with many more comfort and convenience features standard or available, and specialized racing parts like the adjustable dampers removed, although the dampers found on R/T models were slightly stiffer, offering an advantage over standard model Neons. Many R/Ts also featured bold stripes over the top of the car, and prominent "R/T" badging and was only available as in a DOHC 5 speed configuration.
Early Neons had a number of reliability problems, the most famous being head gasket failures. By November 1998, the head gasket had been replaced with a new MLS (Multi Layer Steel) design which proved to be much more reliable and was standard in most 1999 models and was also retrofitted to earlier models. Many early Neons suffered from poor paint finish quality, particularly with white or Lapis Blue colours, where the paint became brittle and peeled off in sheets, partly because of teething problems with a new environmentally-friendly waterborne paint process. Either way, by the end of the first generation, most problems had been sorted out and the Neon proved to be a reliable car. Unfortunately, the Neon's early reputation for poor reliability persists even today, possibly because Chrysler failed to adequately publicize its improvements or proactively reach out to customers who had experienced failures.
Neons also suffered from some interesting design choices, including the unavailability of power windows in the rear doors, and a climate control system which had drivers move the fan knob in one direction for air conditioning and the other for vent. The latter caused less conscious drivers to drive consistently with the air conditioner on, which greatly hurt power and fuel economy, since the unit was quite powerful. The air conditioning evaporator proved to be prone to failure after warranties expired (a problem addressed in later years), which is an expensive repair since it is relatively inaccessible.
Certain color Neons, such as red and black, had bumper covers molded in color rather than painted. These covers would not shine like paint, but they absorbed scuffs and scrapes with less notice. The mid-level Highline models were well known for their unique "bubble" hubcap design.
The Australian-market Chrysler Neon came in two models, the SE and the better equipped LX. Later, the LX model was replaced by the LE with the updated model in 1999. In the United States, the lineup started out as Base, Highline, and Sport, with different styles and options in each line, but the lineup titles changed frequently (other trim lines included Expresso, SE, ES, SXT, ACR, and R/T). In Europe, the car was also available with a 1.8 L engine. Europe received one limited edition model, the CS, which only came in Platinum paint. Fitted with the 131 bhp DOHC engine, American R/T specification suspension, rear spoiler and unique alloy wheels it was the best performing first generation Neon available in Right Hand Drive.
One of our other esteemed posters drives that, ask him :SIB
