2000 Dodge & Plymouth Neon Engine & Suspension Review

Back for 2000 is basically the same 2.0-liter SOHC 16-valve inline four-cylinder engine producing 132 eager but noisy horsepower. Torque peak occurs at 4600 rpm, but 90 percent of that is on tap at a mere 2000 revs. This engine can be mated with either a three-speed auto (a noticeable deficit against some competitors' four-speed automatics) or a five-speed manual. Corporate types argue that, with this engine's grunt, the extra cog isn't really required. It saves money, too. They're largely correct, save for high-speed freeway cruising when engine speeds do get a bit busy.

In terms of fun, this gutsy engine is an overachiever, but in order to reduce its former buzziness, engineers have fitted a new flexible exhaust coupling, redesigned exhaust manifold, more sophisticated motor-mount system, new round catalyst, and larger muffler for less back pressure. The Neon powertrain is also less likely to blow its cool, thanks to increased cooling capacity for the engine, transaxle, and power steering. Unfortunately for driving enthusiasts like us, the hotter, rev-happy 150-horsepower DOHC version of the four will no longer be offered.

The new Neon's suspension has been tweaked for some additional travel so that it will no longer bottom out in moderate dips. To accomplish that, engineers put 30 percent more jounce travel in the rear and 15 percent in the front. This should also improve the car's ride when laden with passengers and cargo. With these changes, we'd give the ride-smoothness and body-control edge to competitors like the Honda Civic and Toyota Corolla, though there's definitely marked progress here. And the Neon's suspension does get top grades for wheel control.