The Plymouth Reliant and Dodge Aries were big hits, but their appeal quickly wore off as fashions changed and Chrysler failed to make major updates. Extended-wheelbase versions had drawn off buyers looking for traditional family cars, and the economy-car market had changed. Chrysler quickly designed sportier replacements for the Reliant and Aries, named Sundance and Shadow, to attract first-time buyers from the Cavalier, Escort, Accord, and Corolla.
The engineers adapted the sporty Dodge Daytona suspension and the Chrysler LeBaron GTS (Dodge Lancer)’s styling. One clever GTS/Sundance feature was the “hidden hatchback”—the deck lid was attached to the back glass, making the car look like a sedan but act like a hatchback.
The LeBaron GTS started at $9,774 while the Sundance started at $7,599; but the Chrysler had six more inches of wheelbase, better sound insulation, a standard 2.5 liter engine, and other features which actually made it a good deal. Still, a casual observer could be forgiven for thinking they were the same car with minor styling differences.
The Sundance was meant to be priced above than the Shadow, to start moving Plymouth closer to Chrysler since they were usually sold by the same dealers. Dealers screamed, Chrysler gave in, and they sold at the same price.
Chrysler Corporation was doing very well at this time—it was buying other companies, adding long-wheelbase minivans and new engines, and buying AMC and ohter companies. Some were starting to notice the problems of a mostly-K-derived product line without enough customization, but the company was still the wonder that had paid off its loans very early and then brought out minivans.
Developing the Sundance and Shadow cost $600 million (Industry Week, March 1996). The auto-show debut was in 1985. The Shadow name was new; Sundance came from a trim level of the 1974 Plymouth Satellite. The body code was P during development; after Chrysler started to digest its 1987 purchase of AMC, they moved to two-letter codes and made it AP.
The five-speed’s clutch was never smooth, and the unsynchronized reverse gear could be hard to get into (some drivers went into First before Reverse for that reason). Turbo cars used Getrag gearsets in the manual transmissions, giving them a better feel. They used a European pattern where reverse was to the left of first, requiring drivers to lift a pull-ring lock to avoid accidental reversing.
The cars were supposed to have a 1.8 liter version of the 2.2 four-cylinder, but that was wisely dropped. More of a loss was the planned 16-valve, 2.5-liter four-cylinder. Michael Royce, an engineer from Lotus, told Allpar that the long 104-mm stroke was complemented by the the 16-valve head, which fixed the engine’s breathing problems. Royce called it “a nice smooth engine that would rev easily up to about 7500 rpm” with performance similar to the non-intercooled turbo engines (around 150 hp).
To emphasize the sporty nature of the new car, contrasting it with the Reliant and Aries, Chrysler asked Carroll Shelby to sell a hotter version of it; this came on the heels of the Omni GLH and GLHS. Chrysler was to provide the engine upgrades, while Shelby reworked the suspension and brakes.
Chassis changes were heavier front and rear sway bars, Monroe Formula GP shocks and struts, 15x6 Shelby wheels, Goodyear 205x50R15 VR Gatorback tires, four-wheel disc brakes, modified brake proportioning and master cylinders, and new pedals with heel/toe driving capability. The cars were painted black and silver, with blue trim. Interior changes were the steering wheel, boost gauge, and numbered plaque to show which of the 750 cars it was.
Shelby wanted to use the “intercooled” Turbo II engine (174 hp), but Chrysler did not want to install it at the factory, so Shelby swapped Chrysler’s Turbo II intake, turbocharger, throttle body, charge air cooler, and such into the Turbo I. He didn’t use the II’s stronger internal parts, to avoid rebuilding each engine, but did program the computer to limit torque. Shelby claimed 175 horsepower and 175 pound-feet of torque from 2,200 to 4,800 rpm.
The setup was advertised as running 0-60 mph in 7.1 seconds, with 0.85 g of cornering force and a 15.1 second quarter mile, all good for the time and far better than the stock Turbo I Sundance or Shadow.
The actual Sundance and Shadow had a basic 2.2 liter four-cylinder, joined in the 1988 series by a stroked verison, the 2.5. The 2.5 was standard on the Plymouth RS (“Rally Sport”) and Dodge ES with a firmer suspension (in some years, a turbocharged four-cylinder or a V6 was standard on RS/Duster and ES). All the engines had electronic fuel injection; regular four-cylinders used a single injector while turbos and the V6 had one injector per cylinder.
1987 | 2.2 | 2.2T |
---|---|---|
HP | 97 | 146 |
Torque | 121@3200 | 170@3600 |
MPG* | 25/33 | 20/29 |
C/R | 9.5:1 | 8.1:1 |
* MPG is based on the manual transmission.
The 1987 Plymouth Sundance / Dodge Shadow started selling in late 1986, launched as “subcompacts with a sportier feeling and performance than their elder siblings.” The twins were styled to look larger than the Reliant and Aries, but had the same wheelbase (97.0’/2463 mm). To actually provide higher performance, Chrysler had an optional turbocharged 2.2 engine; to cut torque steer, this engine came with an equal-length drive shaft system rather than the usual unequal-length drive shafts.
The press release called attention to the K-car basic design, though it was already starting to be seen as dated. Both designs kept some of the aspects of the old American rear wheel drive cars—high ground clearance, torque-biased engines, and upright front seats; their twist beam rear suspensions arguably gave them a bigger-car ride than the Omni/Horizon’s full independent rear suspension. The front suspension used McPherson struts, gas-charged shock absorbers, and an anti-sway bar (there was also a rear anti-sway bar). The feel was firmer than the Reliant, though handling was hurt by its cheap tires.
The base wheel was 13 inches, with a 14-inch wheel once one got above the base model and aluminum only as an option or on the higher-end version. It was a hardy car on bad roads; tough wheels and a durable suspension helped there. Insurance was far cheaper than for equivalent Hondas and Toyotas. Trunk space was large and easy to access. Corrosion resistance was well planned and executed; Lee Iacocca was serious about not finding rusty Mopars on the road. Aerodynamics were haphazard, despite the “aero look.”
All Sundances and Shadows came with power rack-and-pinion steering and power brakes with vented front discs and self-adjusting rear drums (Shelby fitted rear discs as well). Drum brakes in the rear saved money and simplified the emergency brake—a foot-brake, since 90% to 98% of buyers opted for an automatic transmission. Consumer Reports mocked this decision, preferring a handbrake for those who had manuals.
Press materials claimed that they were “fun to drive because of their high level of standard equipment, their versatility and precision handling. ... they offer purchase economy, value, reliability, fun-to-drive appeal and style in a complete package. ... The Sundance 2-door provides a liftback rear opening and split fold-down rear seat. It's very much a personalized car-while the 4-door represents a large measure of function and versatility for families with young children. The Sundance RS Package, available on both models, adds still more excitement with a 2.5-liter EFI engine, two-tone paint, luggage rack and a performance interior.”
The car was reasonably well equipped for its time. It had a stainless steel exhaust which proved its worth over many years; dual remote-control outside mirrors; color-keyed bumpers; a small center console and an optional full-length center console; a speedometer, tachometer (this was later turned into an option), trip odometer, and gauges for voltage, fuel, and coolant temperature; and a remote release for the trunk/liftback (later made optional on the “America” versions).
Production chart via the Standard Catalog of Plymouth and the Standard Catalog of Dodge.
The Sundance and Shadow were sold reasonably well despite internal competition for some time from the Omni/Horizon and Reliant/Aries. Many customers saw the cars as being high-quality and durable; some valued its low-end torque and space. Chrysler lost money on each one, but Ford lost money on the Escort and GM lost on the Cavalier—they all sold entry-level cars to gain gas mileage credits and to capture younger buyers. Sales were roughly evenly split between Plymouth and Dodge.
All 1988 Sundance-Shadow front seats were updated so they took less effort to recline, and had a sturdier, easier-to-use handle with more clearance. The company also used a larger vent fan, and added the 2.5 liter four-cylinder to the engine lineup.
Thrifty Rent-A-Car, which was partly owned by Chrysler, commissioned a thousand special versions of the CSX, called the CSX-T and made with the stock Turbo I engine. These used 15x6.5 Shelby wheels with white inserts, and were mainly white with blue and silver trim. (Jon wrote that the CSX-T had white wheel inserts, not black). High Performance Mopar found the CSX-T to be quite capable, running it at local street races. Shelby also made another run of 750 regular CSX cars, suggesting that the 1987s were a success.
For 1989, any car with the 2.2 Turbo I engine switched to a new 2.5 liter Turbo I, which had better low-end torque; the 2.5 turbo was a much better balanced engine, since the low-end torque had the turbo at the higher revolutions when it would normally choke. All the 2.2 and 2.5 engines had the same block for this year, along with a number of durability changes. Three changes already made to the turbo engines made it to the TBI versions—an acoustic head cover, deep rounded teeth on the cam belts, and reduced valve overlap. In addition, plugs for a timing indicator and probe, and a new oil pan foam seal, were added to Turbo I and manual transmission cars.
1987 | 2.2 | 2.5 | 2.5T | 2.2T-4 |
---|---|---|---|---|
HP | 93 | 100 | 150 | 175 |
Torque | 122 | 135 | 180 | 205 |
MPG* | 24/34 | 24/34 | 20/29 | n/a |
* Manual transmission
The cars got new grilles, with Dodge using its new cross-hair and Plymouth going with chromed plastic, and both moved to “aero” headlamps using plastic lenses with separate halogen bulbs; these changes required a new hood. In back, the company switched to single-piece tail-lamp housings. The stripes on cars that had them changed (they had five different colors, depending on the paint scheme).
Changes to the front seat structure, but not the cushions, increased rear leg room by nearly a full inch; using a thinner back wing pad made it easier to get into the rear seat. New shoulder-and-lap belts secured the rear passengers—except the center passenger, who only had a lap belt for now. Illuminated sun visors replaced their the simple old visors, which impressed many customers, especially given the map holder on the drive’s side. The Shadow ES and Sundance RS had new leather-wrapped steering wheels with red accent stripes on the spokes, and a six-way power seat joined the options list.
That was not all; all cars now had stereo for both AM and FM. The Shadow ES boasted a higher-performance suspension with stiffer springs, struts, and shocks, and new urethane front jounce bumpers, with a bellows-type upper strut shield and speed-rated P195/60HR15 tires on new 15x6 wheels (regular car buyers could opt for 14x5.5 cast aluminum wheels).
Plymouth told reporters that half of 1989’s Sundance buyers were under 35, and more than half were women. Customers’ top two reasons for buying the car were durability and quality. Certainly the car felt solid enough. For 1990, the buyers were “predominantly married females” influenced by quality, reliability, price, and warranty. The main competitors were the Pontiac Sunbird, Chevrolet Cavalier, Mazda 323, Ford Escort, and Toyota Corolla. In a market research tests, 76 of 100 participants rated the Shadow above the Civic.
The 1989 CSX had more aggressive styling, the A555 transaxle with a Getrag gearset, and a new engine. Chrysler’s Turbo IV eliminated turbo lag and increased torque to 205 hp, without higher boost. Early turbochargers were defective, hurting the Turbo IV’s reputation, but the technology was fixed during the car’s run, and the technology is ubiquitous today. It used moving vanes to change the speed and volume of the gases passing through; it could act like a small turbocharger to reduce lag, then open up for full performance. The computer controlled the vanes.
This was the first car ever built with a plastic wheel, the Fiberide, a gleaming gold 15x6.5 wheel which was much lighter than aluminum. Inside, “Shelby” was emblazoned on the cloth of the new Recaro seats. All 500 cars for this year were Exotic Red; two were held back to make prototypes for the 1990s.
1990 | 2.2 | 2.5 | 2.5T |
---|---|---|---|
HP | 93 | 100 | 150 |
Torque | 122 | 135 | 180 |
C/R | 9.5:1 | 8.9:1 | 7.8:1 |
The 1990 Sundance and Shadow had computer-controlled instrument panels, new steering wheels, a new interior color, and an optional Infinity I stereo. Cruise control moved to the steering wheel. A new five-speed manual transmission was easier to shift; and bumpers now had 5 mph of impact protection.
A new triple-plane shifter for the manual transmission moved reverse to the right and down (where sixth gear would be). This shifter had a better feel than the original version.
The Shelby tie-in was winding down, as the Viper was showing Chrysler it could do better on its own. The planned 1990 CSX was supposed to have the new 16-valve 2.5 liter with Lotus engineering support, painted blue with silver Fiberides, but the engine project was cancelled and so was the CSX.
A basic, standardized, and cheap version of the Horizon and Omni gave new sales life to the quite old cars; that success led to similar "America" versions of the Reliant and Aries, and then to the 1991 Sundance America and Shadow America. By standardizing production and cutting frills like body-colored bumpers and remote hatch openers, the company could make the cheapest cars in America with driver’s-side airbags—selling for one dollar under $8,000. Even if we add the destination charge and electric rear defroster, the final price of $8,627 was hard to beat.
For 1991 the model line as America, Highline, and RS/ES. Cutback to get to the America went beyond the frills—the 90-amp alternator was replaced by a 75-amp version, the 500-amp battery gave way to a 400-amp one, a buzzer replaced the chimes, some interior lights were taken out, the bodyside moldings and appliqués were stripped off, the stereo only had two speakers and no cassette player, and wheel covers and intermittent wipers were taken out.
Even on the regular models, buyers had to pay extra for air conditioning, tinted glass, power locks, power driver’s seat, rear defroster, full console, cruise control, tilt wheel, and a sunroof (some of these were standard on the high trim versions). Aluminum wheels were only standard on ES or RS.
Even the base dashboard, though, was color-keyed with a lighted ignition switch (an old Chrysler trademark, though in the past it had been done from the outside). The standard transmission was still the five speed manual, while options still included the three-speed automatic transmission.
The Sundance RS came with the 2.5 liter engine, in standard or turbocharged trim. The turbo slashed quarter-mile times to around 16 seconds, and had a 0-60 time of around 8 seconds, which was respectable for the day. Luxury items were two-tone paint, leather-covered steering wheel, fog lights, color-keyed fascia, dual horns, remote liftgate release, better seats, stereo cassette with four speakers, and variable intermittent wipers. Options included the liftgate-mounted luggage rack, message center, air, tinted glass, tilt wheel, Infinity audio system, power locks, seat, and windows, cruise, and dual remote power mirrors. The powertrain was covered by a seven year, 70,000 mile warranty.
Research showed that more than half of those who test drove the Sundance actually bought it; durability was listed as the top reason, and 76% of customers who cross-shopped it preferred it to the Honda Civic. One problem the Civic had at the time was low output from its base and middle engine, and low torque from any engine.
For 1991, the two cars had new molded-in-color front and rear fascias (except ES and RS), along with a yet another new instrument cluster for low-end cars; this had an 85 mph speedometer, large fuel gauge, and blank center, with no tachometer, and seemed to be designed to push buyers towards the ES/RS. There were also new climate controls, updated front bucket seats, with a lower back and head restraint, a new front seat fore/aft adjustment mechanism, and split rear seats (except on convertibles) for higher trim models. The disc brakes were updated. The 2.5 liter engine was now only optional on higher trim levels, except the convertible, which started with the 2.5 and made the 2.5 Turbo I optional. The manual transmissions' shift cable attachment and shift knob were changed.
The big news for 1991, for many people, was the new convertible model, reportedly made because since Dodge had lost the 600, Chrysler had a convertible and Dodge did not (which is why Plymouth did not get one). The original plan was to make them at the factory, but they ended up modifying regular two-door cars at an aftermarket supplier. Greg Haberek, who saw the prototype, said its flush-mount system was similar to a LeBaron. “It does not have that cap over where the roof was cut off like on the modified Shadow convertibles. The convertible top was down when I saw it, and the whole back half of the car was smooth and seamless. It was beautiful.”
Still, reviewers said was better-sealed than most “ragtops.” The car was nearly twice the price of a base Shadow, at roughly $16,000. It had a gas-prop-assisted, bi-fold manual folding top with attached quarter windows. The soft boot had Velcro and snaps for attachments, with a plastic rear window and power side windows. To make the car work wtihout a roof, the company had to change the doors, reinforce the cowl, add a windshield header, beef up the front pillars, and provide more support behind the rear seat, in the quarter panels, doors, and spare tire well. That included using double-boxed sill structures, tougher sill-to-rail connections, and a special steering column.
As one would expect, they did not bother making the expensive Shadow Convertible in base form. In its first year, Dodge sold 17,037 Highlines and 27,031 of the ES; 1,938 had the turbo, and of those, 71% had an automatic transmission.
By now, Chrysler Corporation was quite deep into its comprehensive cultural change, and long-delayed or denied updates were being put into place. The engine seals, for example, were improved for this year. The company changes the suspension of most of its cars for a better feel; on the 1992 Sundance and Shadow, this meant:
To make all this happen, the company replaced the strut towers, front suspension cross-member, lower control arms, struts, steering knuckles, sway bar, hub unit, and (for longevity) half-shaft boots. It was a major capital expense for a car whose days were already numbered, with the Neon in development for a January 1994 launch.
Many buyers wanted a V6 engine, regardless of whether it made more power or felt better. Add that to Chrysler’s contractual obligation to buy a certain number of Mitsubishi 3.0 liter V6 engines, and it’s easy to see why they spent the money to replace the turbocharged engines, which were arguably superior, with the V6. The company also added an optional four-speed automatic with the V6, which helped with fuel economy; unlike the turbo engine, which fed on premium fuel, the V6 took regular gas.
Cosmetic changes for 1992 wheel covers, three new colors, a crimson interior, an optional four-speed automatic, and a reasonably realistic woodgrain fascia on the ES/Duster dashboards. The ES and new Duster (which replaced the RS) used 14” wheels, rather than the old 15” size, and had a stiffer ride and beefier sway bars. They were also upgraded to comfort/sport Eagle GA tires from Invictas. Unseen by customers was a new speed sensor, fixing the unreliable older design, and a service bulletin on how to fix the older one (Chrysler sometimes fixed these out of warranty since they were a known flaw). The speed sensor could be seen by removing the air cleaner; from the driver’s side, one can see below it a two-wire plug connecting to the oval-shaped sensor to the axle, attached by a single 10mm bolt.
The three lines were now America, Highline/ES, and Duster/SE. The Sundance America and Shadow America were standardized, with the 2.2 engine and AM radio only; Highline buyers could opt for the 2.5 engine, and had the dual vanity mirrors, FM stereo, and other upgrades. The customer value package added air conditioning, tinted glass, rear defroster, trunk and hood lights, remote liftgate release, four speaker stereo, tachometer, tilt wheel, and intermittent wipers. The Duster and Shadow SE included the V6 and all Highline options with higher grade trim, and let buyers save $600 by switching to the 2.5 engine.
1994 | 2.2 | 2.5 | 3.0 |
---|---|---|---|
HP | 93 | 100 | 141 |
Torque | 122 | 135 | 171 |
C/R | 9.5:1 | 8.9:1 | 8.9:1 |
Despite the oncoming Neon, which started production very early, the 1994 Sundance and Shadow were updated somewhat. The America didn’t make the cut. The Shadow had a body-colored pentastar added to its hood, a new beige interior option, and an option package on the base model to including color-keyed instrument panel bezels; the Duster/ES used somewhat realistic faux-wood bezels.
All models could be upgraded to antilock brakes, with a high performance torque converter on four-cylinder automatics. Buyers could opt for a graphic equalizer and a cassette or CD player. The four-cylinder intakes were redesigned to calm the idle and raise gas mileage, while other parts modified to stop oil leaks and seeps. The V6 idle speed was cut back for gas mileage, the final drive gearing on three-speed automatics was quieted down, and intermittent wipers were now standard.
Car | mpg | hp | torque | price |
---|---|---|---|---|
Shadow 2.2 | 27/34 | 93 | 122 | 8797 |
Shadow 2.5 | 25/32 | 100 | 135 | 9083 |
Shadow V6 | 21/29 | 141 | 171 | 9683 |
Neon SOHC | 29/38 | 132 | 129 | 9995 |
By January 1994, the Plymouth and Dodge Neon were in mass production. The price was higher and not eased by rebates, at least in its first year, but the base engine delivered 132 hp and 129 pound-feet of torque; magazines took stock Neons from 0 to 60 mph in 7.8-8.1 seconds. The interior was larger, it had two airbags, and handling was in a different class. Fuel economy was better, too. The Neon ended up mortally wounded by early design flaws, fixed by the 1998 models, but that’s another story. In performance, the Neon dominated its AACA stock classes; and in profit, well, it made profits. Big profits, even after warranty costs were disposed of.
Thus, few were surprised when Chrysler issued a press release on March 11, 1994, noting that the Sterling Heights Assembly Plant had just produced its last “Dodge Shadow and Plymouth Sundance (P-Body) compacts, after an eight-year production run.” The final car, the 1,423,068th Sundance/Shadow made by the plant, was a two-door Dodge with a 2.5 engine and automatic, delivered to Colonial Dodge in Kensington, Maryland. The first of the series had been made in May 1986. The plant was then updated and upgraded for 19 weeks, costing $350 million, to make the 1995 Chrysler Cirrus, Dodge Stratus, and, after a year, Plymouth Breeze. Today, the plant makes Ram pickups.
While the Sundance and Shadow were supposed to be a break from the now old-fashioned Reliant and Aries, they did keep a lot of the old 1970s Valiant-Dart feel in some ways—the upright driving position, high ground clearance, and torque-biased engines, for example—while taking advantage of hatchback space-efficiency.Consumers’ Guide rated it as a best buy, liking its price and performance. Edmunds’ Used Car Book had a positive review, focused on the higher performance versions. They reported a V6 braking distance (60-0) of 160 feet and roadholding of .80 g.
The magazine we cannot name did not like the Sundance and Shadow, as they were not a Ford, Honda, or Toyota. Their one review of the car had only negative illustrations, including one where a model is clearly trying to be hit by the hatchback. Other magazines tended to like the car when it was new, but not as it aged. Few thought having higher torque than base engines of competitors was any sort of real advantage, because the 0-60 times were fairly mediocre. Torque did come in handy on long hills, especially with air conditioning on.
Allpar readers were generally more enthusiastic. They found the handling and power to be reasonably good, feeling more fun than the numbers suggested, and reported that the cars were surprisingly reliable (the parts that did go tended to be the Hall Effect sensor and speed sensor). The hatchback came in for a good deal of praise, along with the folding rear seats. The interior was eminently liveable. Ground clearance was good, but performance models had a stiff ride and could be uncomfortable. Automatic safety belts in early models were more annoying than useful.
Allpar reported a number of repairs, recalls, and cautions.
1987 | Sundance | Chevrolet Cavalier | Toyota Corolla | Honda Civic |
---|---|---|---|---|
Wheelbase | 97.0 | 101.2 | 95.7 | 96.5 |
Legroom F/R | 41.5 / 34.0 | 42.2 / 34.3 | 42.4 / 32.0 | 40.3 / 32.8 |
Cargo, cubic feet | 13.1 | 13.6 | 12.7 | 12.0 |
Standard Engine | 93 hp 25/33 mpg |
90 hp 25/33 mg |
74 hp 26/32 mpg |
76 hp 30/35 mpg |
Fuel Delivery | EFI | EFI | Carburetor | Carburetor |
Optional Engines | 2.2T, 146 hp: |
V6: 125 hp |
none | none |
Transmissions | 5-spd manual 3-speed auto |
5-spd manual 3-speed auto |
5-spd manual 3-speed auto |
5-spd manual 4-speed auto |
Standard Tires | P185/70R14 | P185/80R13 | P155R13 | P175/70R13 |
Optional Tires | P185/70R14 | Up to P205/70RI3 |
Listed in order of price. The chart below is from 1994.
1994 car | City mpg | Hway mpg | hp | torque | headroom | price | seat-down cargo |
---|---|---|---|---|---|---|---|
Shadow 2.2 | 27 | 34 | 93 | 122 | 13.2 | 8797 | 38.3 |
Shadow 2.5 | 25 | 32 | 100 | 135 | 13.2 | 9083 | 38.3 |
Shadow V6 | 21 | 29 | 141 | 171 | 13.2 | 9683 | 38.3 |
Civic DX | 34 | 40 | 102 | 98 | 12.4 | 11750 | 39.1 |
Sentra XE | 29 | 38 | 110 | 108 | 11.7 | 12299 | 38.5 |
Sunbird LE | 25 | 35 | 110 | 124 | 13 | 9764 | 38.8 |
Escort LX* | 30 | 37 | 88 | 108 | 12.1 | 10550 | 38.4 |
Prizm | 27 | 34 | 105 | 100 | 12.7 | 10730 | 38.5 |
Saturn SL1 | 28 | 40 | 100 | 115 | 11.9 | 10995 | 38.5 |
Note: Dodge and Plymouth had a $1,000 rebate.
* Ford engine; Mazda 1.8 is optional.
By comparison, the Neon, which replaced the Sundance/Shadow, was rated at 29 mpg city, 38 highway, with 132 hp and 129 lb-ft of torque; it had dual airbags, rather than one, but started at $9,995. The Sundance was around $1,000 cheaper. The Neon had a sportier driving position, more usable interior space and a 0-60 sprint time with manual transmission of just less than 8 seconds. It didn’t just beat the Sundance, it beat every competing car, including the pricier Honda Civic EX, and dominated stock car racing (SCCA).
Towing: 1,000 pounds five-speed, 1,500-2,000 pounds for 2.2 or 2.5 automatic.
Turning radius: 35 feet
Engines...
MPG (Manual) |
HP | Torque | Compression | |
---|---|---|---|---|
1991-92 2.2 | 23/30 | 93 | 122 @ 3,200 | |
1993 2.2 | 26/32 | 93@4,800 | 121 @ 3,200 | 9.5:1 |
1991-93 2.5 | 25/32 | 100@4,800 | 135@2,800 | 8.9:1 |
1991 2.5 T | 152@4,800 | 210 @ 3,400 | 8.0:1 | |
1992 V6 | 21/29 | 141@5,000 | 171@2400 | 8.9:1 |
Dimensions
SPECIFICATIONS | 1988 2-Door |
1988 4-Door |
1993-94 |
---|---|---|---|
Base Curb Weight | 2,513 | 2,544 | 2,608-2,644 |
Headroom F/R | 38.3 / 37.4 | 38.3 41.4 |
|
Legroom F/R | 41.5/ 34.0 (75.5) | ||
Shoulder Room F Shoulder Room R |
54.4 52.5 |
54.7 54.5 |
54.5 54.5 |
Cargo (Seats Up) (Rear Seats Down) |
13.2 33.3 |
13.1 33.0 |
13.1 30.8 |
Overall top gear ratio: 3.02:1 automatic turbo; 2.78:1 automatic nromal; 2.51:1 manual
Gear ratios for the manual, in 1987, went from 3.29:1 for first to 0.72:1 for fifth; the automatic went from 2.69:1 to 1.00:1.
Curb weight: 2,459 lb two-door, 2,494 four-door in 1987.
Fuel: 14 gallon capacity
Drag coefficient: 0.42 reported 1991-94
* (listed as 97.0 in 1991, probably by mistake)
Based on manufacturer brochures and advertisements, The Standard Catalog of Chrysler, the Plymouth Bulletin, and Allpar.
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