The Plymouth Sundance / Duster, Dodge Shadow, and CSX
In 1985, Chrysler announced the P-bodies, designed to replace the aging, European-designed Omni and Horizon. To reflect changing tastes, the P would be and look larger; it would be both heavier and more expensive, giving up the low-end market to the Japanese and the new Korean models. The popularity of the Omni and Horizon led to their survival for a little while; the low-price USA program, which reduced costs by standardizing optional equipment, boosted sales even before the P went into production, and they "L-bodies" hung around longer than most expected.
Even though it was only .1 inches shorter in wheelbase than the original K cars, the Shadow/Sundance was called a subcompact, and was shorter in length than the K; the wheelbase was longer relative to the overall length. The styling looked aerodynamic, covering its lack of aerodynamics. The name Sundance, incidentally, was first used on the final, 1974 Plymouth Satellite as a trim level.
When it was first announced, Chrysler said the P-body would have a 1.8 liter derivative of the popular 2.2. This never happened, possibly because Iaccoca balked at the development costs for a new engine, possibly because the heavy car would have been too sluggish with the 1.8. It was designed to have a sporty appearance, leaving the family sedan role to the closely-related Spirit/Acclaim. (A 1.8 was eventually based on the 2.0 liter Neon engine, and used in export Neons.)
The Plymouth Sundance / Dodge Shadow appeared in the fall of 1986, and looked just like the Chrysler LeBaron GTS / Dodge Lancer (H-bodies). The P-bodies were hatchbacks: the trunk lid moved up with the rear window glass to reveal a large storage space. There was room for a full-sized spare, or a mini-spare with room for tools. They had high ground clearance for greater durability, and traditional, straight front seats for comfort and visibility.
Originally, the P-bodies were designed to have an optional 16 valve 2.5 liter engine, with Lotus heads. Lotus Engineering’s Michael Royce wrote, “The unusual combination of a long stroke (104 mm) with the 16 valve head fixed the 2.5L's breathing problems, and gave a nice smooth engine that would rev easily up to about 7500 rpm. It gave about the
same performance in a vehicle as a Turbo I. The last example I know of was
in a P-Body with a manual trans with the emissions people out at the Chelsea
PG about 15 years ago.”
There was also a plan for a factory Shadow Convertible (rather than the converted-sedan versions sold by dealers), according to Greg Haberek. “Chrysler had worked out a factory Dodge Shadow convertible, but it never made it into production. The prototype is sitting in storage in the Detroit Office Warehouse with several other prototype vehicles. It has a purpose-built flush-mount convertible system 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.”
The Shadow and Sundance were economy cars, but when Chrysler decided to extend the life of the popular Omni/Horizon after all, they made the first P-bodies more upscale. A March 1996 Industry Week article reported that the P cost $600 million to develop (about $300 million less than the completely new “cloud cars” of 1996!), and were designed to be "upscale subcompacts" to compete with the Cavalier, Escort, Accord, and Corolla SR-5. The target market was first-time and female buyers, and there was a deliberate attempt to make the styling similar to the then-popular LeBaron GTS/Lancer. Chrysler engineers claimed to have paid particular attention to ride, comfort, and handling.
In 1990, the P-bodies were given new computer-controlled instrument panels, which replaced the cable-driven speedometer.
In terms of sales, the P-bodies were a qualified success, given that they were overshadowed at first by the Omni/Horizon, Reliant/Aries, Caravelle, and Lancer/LeBaron GTS, and generally had the (Mitsubishi) Colt below them and the larger Spirit/Acclaim above. While they never reached the success level of the Valiant-based A-bodies, they also never had a sporty coupe version with recognizably different styling (there were two door versions, and both two and four doors could have a turbo or V6 depending on the year). They also had much more foreign competition than the A-bodies. Thus, while there were years when a half million or more A-bodies (Valiant, Duster, Dart, Demon, Swinger, etc.) were made, the P-bodies invariably stayed under 200,000. (Oddly, P-body sales plummeted when the Omni and Reliant ended - perhaps buyers were coming in for those familiar names and bought P-bodies once they were already at the dealer?)
Chrysler apparently lost money on each Sundance and
Shadow they sold, just as Ford lost money on the Escort and GM on the
Cavalier; they sold entry-level cars to gain gas mileage credits and to
capture younger buyers. No wonder, then, that Chrysler was so proud of
its new Neon in 1994, with its high
performance and built-in profits! Though its price was higher than the
Sundance and Shadow, it sold better, initially drawing people to the
showrooms to pay higher than sticker price, in a frenzy not unlike that
which accompanied the PT Cruiser. Unfortunately, that fame and sales
volume was to quickly disappear, as executives' cost-cutting measures
came back to haunt the company and perhaps permanently damage its
reputation for quality.
Chrysler never created any sort of buzz around the Sundance and Shadow, failing even to publicize the fast CSX and “ordinary” turbocharged and V6 versions. They failed to draw people to the showrooms, and never reached the volumes which may have brought in a profit - or at least a break-even point; indeed, had they generated some excitement among the car-buying public, they might not have needed to discount the cars below their production costs. Not investing in a fastback or true coupe probably also hurt; the Duster was simply an option and trim package, and stripped of the paint and decals, was identical to the standard model.
1988 press materials
Chrysler wrote: “The Sundance 2-door and 4-door liftback are fun to drive because of their high level of standard equipment, their versatility and precision handling. They're intelligent buys for the younger, upscale, contemporary buyer. Both models have special appeal to women because they offer purchase economy, value, reliability, fun-to-drive appeal and style in a complete package. They are truly cars anyone can be proud to own.
“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.”
Standard features in 1988 included:
- Precision handling suspension system that includes gas-charged, dual path front Iso-Struts and rear shock absorbers and front and rear antisway bars
- Firm-feel power-assisted rack-and-pinion steering
- Power-assisted brakes: dual braking system split diagonally, vented front discs and self-adjusting rear drums
- Dual outside remote control mirrors
- Stainless steel exhaust system
- Color-keyed front and rear bumpers with soft fascia, integral rub strips and bright accents
- Two rectangular halogen headlights
- 14" sport wheel covers
- Wide bodyside moldings with bright accents
Also standard were childproof rear door locks on four-door models; a mini-console with front and rear storage bins; full electro-mechanical instrument cluster with speedometer, tachometer (later removed), odometer and trip odometer, voltage, gas level, and coolant temparature; and remote liftback release. A full length center console was available, with a forward storage compartment with a viscous damped door and new-for-1988 removable cup holder, a rear cubby bin (replaced by optional power window and mirror switches when ordered), and center armrest with a storage compartment, coin holder and rear ash receiver.
1991: the America series appears
In 1991, following the success of the Omni/Horizon America models, Chrysler brought out the Sundance America and Shadow America. These were nicely featured versions of the vehicles with lower prices - they were the lowest priced cars on the market with driver’s-side airbags, and retailed for under $8,000 - for a full dollar under $8,000, unless you added in the destination charge, or $163 for the common rear-window defroster option. Still, at $8,627, it was hard to beat the Sundance/Shadow America, with their big 2.2 liter engine - providing much more torque than anything else in its class - along with a nice cloth interior with bucket seats, driver airbag, prop-rod-free hood, power brakes (discs up front, drums in back), fourteen-inch wheels, fold-down rear seatback, hidden-hatchback storage, and other niceties.
The other models were the un-named base and Sundance RS (Rally Sport), or Dodge Shadow and Shadow ES. The Sundance America (and Shadow America) featured power front disc / rear drum brakes, a five-speed manual transmission and 2.2 liter overhead-cam four-cylinder engine, power rack and pinion steering, extensive corrosion protection, front and rear storage bins, side-window de-misters, remote driver’s-side mirror, color-keyed dashboard, lighted ignition switch, reclining seats with adjustable head restraints, and folding rear seats. Options included the three-speed automatic transmission, air conditioning, tinted glass (standard with air), clock, AM/FM stereo (with or without cassette), two or four speakers, lighting package, dual remote-control mirrors, body mouldings, conventional spare, and rear defroster.
The standard Sundance/Shadow added cloth-covered door trim panels with armrests and integral door handles, black bodyside mouldings, and 14 inch wheels with covers. Optional on that trim level were the 2.5 liter engine, a center console, tachomerter, inside remote liftgate release, intermittent wipers, and bright accent bodyside mouldings.
The Sundance RS came with the 2.5 liter engine, in standard or turbocharged trim, the latter cutting quarter-mile times to around 16 seconds and making 0-60 around 8 seconds; the RS came with two-tone paint, leather-covered steering wheel, fog lights, color-keyed fascia, dual horns, remote liftgate release, better seats, AM/FM 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.
For 1991, the suspension was upgraded for better directional stability, lower body roll, and improved steering response. The 7/70 warranty was in effect for powertrain components. Research from 1990 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.
1992 notes
New for 1992 were body-color front and rear bumpers on the Highline model, new wheel covers, three new colors outside and crimson inside, the replacement of the turbo vehicles with the Mitsubishi V6, and an optional four-speed automatic to go with the optional three-speed automatic.
In 1992, the Sundance came the 2.2 liter and 2.5 liter throttle-body injected four-cylinders, producing 93 and 100 horsepower at 4,800 rpm, respectively, or the Mitsu 3.0 V6. Four-cylinder torque was far better than with competitive cars, at 121 lb-ft at 3,200 rpm on the 2.2 and 135 lb-ft at 2,800 rpm on the 2.5. Gas mileage with the five-speed stick-shift was 26 city, 32 highway according to the EPA, limited by weight (2,644 lb for the four-door America model), aerodynamics, and that single fuel injector; but that was a great leap ahead for the Sundance, which had been rated at 23 city, 30 highway in 1991!
There were three lines: America, Highline, and Duster (for Plymouth; Dodge had America, ES, and SE), the difference being features. The America could only be purchased with the 2.2 engine; the Highline had the 2.2 standard, but could be ordered with the 2.5 liter engine for just a few hundred dollars more. The Highline included such features as dual vanity mirrors and FM stereo, but most people got one of the option packages which provided air conditioning with tinted glass, rear defroster, trunk and hood lights, remote liftgate release, four speaker stereo, tachometer, tilt wheel, and intermittent wipers. Standard across the line were a driver's side airbag and front disc brakes.The Duster included the V6 and all Highline options.
The Sundance was priced lower than the Civic and Corolla at this time, and had essentially taken the place of the Reliant and Omni at the bottom of the line, though one could easily option the Sundance to be rather pricey. A huge step above the Sundance was the Duster, which in addition to the Mitsubishi V6 engine carried a wide range of options, including available faux wood interior trim. The Duster had an optional "V6 delete" which allowed for a four-cylinder Duster, with the 2.5 liter engine. The V6 itself was good for 141 hp and 171 lb-ft of torque, making it considerably less powerful than the turbocharged four it replaced.
The Shadows were similar, but Shadow ES took the place of the Duster option.
1993 notes
The new Neon was starting to make noise, with production starting in December 1993, but Chrysler still updated the Sundance and Shadow for 1993. The America model was dropped for 1993, and a body-colored pentastar was added to the hood of the Shadow; a new beige was added to the interior, and the base model was given an option package to replace the midline (including color-keyed instrument panel bezels). Duster and Shadow ES had seat and door trim fabric upgrades and got attractive faux-wood bezels.
ABS were now optional on all models, and a high performance torque converter was available on four-cylinders with automatics. The stereo was given an optional upgrade with graphic equalizers and a choice of cassette or CD player. The 2.2 and 2.5 liter intake manifolds were redesigned for better idling and gas mileage, the V6 idle speed was cut back for gas mileage, the timing belt cover was redesigned on four-cylinders to cut back oil leaks, the final drive gearing on three-speed automatics was quieted down, and new colors were added. Intermittent wipers were now standard. Engine choices remained the same.
Dodge Shadow and Plymouth Sundance observations
The P-bodies' character changed depending on their color. Beige added an aura of luxury, white a "fleet car" appearance, and red a sportier look. In later years, there were two interior colors: a light grey and a light beige. The dashboard trim was light gray, black (in base models until 1993, and standard on even the RS until fairly late), or a "wood grain" plastic (on 1992-1994 Dusters and presumably Shadow ES).
The relatively rare five-speed transmission didn't have a smooth clutch, though it improved over the years; shifting became easier and getting into reverse became possible. Still, a five-speed P-body clutch is not smooth. (Many turbo versions have a better-quality Getrag transmission.) Earlier models used the European pattern of having reverse to the left of first, with a pull-ring that had to be used to get into reverse; in 1990, the "three-plane" shifter (with reverse below 5th gear) was used, improving shift quality quite a bit, though still not bringing it to Corolla or Neon standards. While earlier clutches were stiff, they were fairly durable. Getting into reverse could be eased by going into first before going to reverse, since first gear was synchronized.
Some called the Sundance a 1990s Valiant, because of the upright driving position, almost-slant-six-derived 2.2/2.5 engines, and its sales niche. Chrysler seemed to think there was some relationship - they named the performance version "Duster," carrying on a tradition. However, they failed to change the Duster's outward appearance, which may have prevented it from having the impact of the original - despite its strong V6.
Consumers' Guide rated the Sundance/Shadow as a best buy due to its price/performance ratio. That other consumer reporting magazine did not like it for arbitrary and silly reasons, such as the foot-operated emergency brake. Few ordered the manual transmission, and those who did knew about the brake!
Edmunds' Used Car Book wrote a positive review, though it focused on the V-6 models. They reported a braking distance (60-0) of 160 feet and roadholding of .80 g; we don't know if this is for the 4-cylinder or the V6 (the difference: 14" vs 15" wheels, a stiffer ride and beefier sway bars, and slightly slippery Eagle GAs rather than very slippery Invictas). Edmund's gives the 1993 Sundance an 8.1 for safety and a 7.5 overall.
Trivia point: the Shadow/Sundance, though it is usually called a P body, is actually an AP body. Chrysler started to add A to model designations in the 1980s, but few people used the extra A on any series except the AA (Spirit, Acclaim, etc), and that was to avoid confusion with the Valiant/Dart/Demon/Duster/Twister/etc.
The ride isn't bad but the wind noise can be annoying. The aerodynamics are fairly haphazard - in fact a 1993 Dodge Ram has slightly less wind resistance. Handling is good for the class once the original tires are replaced with good ones. The standard radio cassette player is not bad and is very easy to use; the ergonomics of Chrysler radios have not improved since then. The climate control system is both easy to use and quite sensible.
Mike Schembri suggested changing the yellow parking light lenses with clear ones (and, naturally, putting in yellow bulbs instead of clear ones!). He said this gives a matching appearance to the front end (with the fog and head lights). Mike wrote: "A set from a Dodge Spirit fit tight, but with longer screws they will hold."
Shadow/Sundance base engine notes
The 2.2 TBI engine revs more easily, but the 2.5 TBI provides more low-end torque. (The V-6 is out of either one's class in terms of low end torque and high end power). The turbo engines are the ideal, providing better gas mileage than any other choice with superior power. Personally, I love the engine note of the TBI 2.5 when it goes to its favorite speeds, which is anything over 70 mph (as far as I can tell, having only pegged the speedometer once), and I think it is best cruising the highways at 65-95 mph. I did replace the air filter early on with a K&N because the tiny area where the air actually goes through gets dirty quickly.
The 2.5 engine is good for low-end torque but really runs out of breath too quickly. It is the opposite of the Neon, which has poor low-end power but really hurtles itself down the road once you pass 2800 or so rpm (the maximum torque of the 2.5). This car really needs three more fuel injectors and a good air path.
In terms of turbo engines, again,
the 2.2 turbo revs higher and provides more horsepower when tweaked,
while the 2.5 has better low-end pull. The intercooled Turbo II was
only available with the 2.2 engine, which was, as far as we know, never
available on the Shadow/Sundance (but you can add an intercooler to a
Turbo I and get most of the way there). The best one available on the
Shadow/Sundance was the Turbo IV with variable nozzle technology, only
sold in 1990 and quite rare - with great performance but not as great
reliability.
There is not much you can do to enhance the 2.2/2.5 liter (non-turbo) engine performance at a reasonable price. Nor are there many handling improvements. However, what we have found are in these links.
If you want to improve both performance and gas mileage, try disabling the automatic a/c switch that puts the compressor on whenever you use the defroster. This trick gives you manual control for it.
For turbo engines, there is more you can do... see this link.
Plymouth Sundance / Dodge Shadow / Plymouth Duster Advantages
Opinion: You're less likely to bend a wheel or bottom out or hit a road obstruction in a P-body than in any of its competitors. This car has tough wheels and a durable suspension.
Fact: in my case, the Sundance cost about $600 less per year than a Civic for insurance. Your mileage may have varied quite a bit!
Trunk space is large compared to the competition, and mainly usable (deep and easy to access). Try dragging six cases of books around in the trunk of a Neon, Civic, or Escort!
Reliability is variable. Some have been troublesome. The largest problem appears to be getting a Sundance or Shadow fixed correctly. The worst models seem to be those built before the 1990 redesign. There were two Net reports of rear axle hanger failures. There do not seem to be frequent trouble spots - just random isolated ones which come back until the owners go outside the dealer (and to the aftermarket parts bins) for service.
The speed sensor on post-redesign P-bodies tends to go bad, particularly those made before 1992. There is a TSB on this. Dan Stern pointed out that you might be able to fix it by squeezing the connector, which is the part that usually dies, with pliers so that the sockets will grip the terminals on the sensor. He wrote that if you take off the air cleaner and, from the driver's side, look down at the axle housing on the transaxle, you will see a two-wire plug connecting to an oval-shaped "thing" held onto the axle housing with a single 10mm bolt.
Based on on-road performance and government crash tests, the Dodge Shadow/Plymouth Sundance was awarded Prevention Magazine's Safe Car Achievement Award for 1994. The pair was selected based on their actual on-road records of safety performance from 1990 to 1992.
Dodge Shadow / Plymouth Sundance cosmetics
Hilary Paprocki wrote:
For owners who are -not- building on-the-ground graphics-and-woofers cars, and just want their Shadow 2-doors to not look dowdy, I can heartily recommend kicking the back end up. You won't believe it; it'll look like a brand new car.
Cheap method: Those rubber washer-like spacers in the auto parts store will give you an inch for $15 or less. Installation is a breeze if you can borrow jackstands.
Professional Method: Ford Fairmont rear springs. Cut off 3/4 of a turn and torch (opposite the cut) the end back closed. You may have to trim this, but I got about 1-3/4" lift on a car that was a little saggy. These springs are stiffer, so the cornering won't be ruined; it's actually a little better. Just don't expect on-the-ground handling. (Hilary says it seems to help aerodynamics).
Plymouth Duster / Sundance and Shadow handling
The Shadow and Sundance partly made up for their high ground clearance with a stiff suspension. Handling was good for cars of their class, and could be greatly improved by replacing the base Invictas with comparably-priced Comp T/As or Avid MD-H4s (Karl Boersma found that Michelin XGT4 tires also helped to smooth the ride a bit). The Shadow ES and Duster had a stiffer ride, with 15 inch, 60-series tires. (In some years, 205/65 R14s were optional and the 15 inch aluminum wheels were not available. The base models generally had Invictas, the optional models generally had Eagle GAs, which sacrificed performance for ride smoothness. Many Dusters came with Eagle GT+4s, which sacrificed ride for performance. The aluminum wheels were about the same weight as strength as the steel ones, according to a Chrysler designer.)
Rich Rubel said replacing the "sport suspension" struts in the rear with NTW's sport replacement yielded a much smoother ride on choppy roads without hurting handling too much.
Roger Crawford wrote:
2804.140 Eibach Spring kit fits up to 1991 Shadow and Sundance. Replacing the struts and shocks is not necessary, although replacing your existing struts, and shocks with Monroe SensaTracs, replacing the springs with the Eibachs, and replacing your front sway bar with a 1.220" one from a Daytona Shelby will make your car suspension wise the equivalent of an 89 Shelby CSX. Can you say "slot car?" All for less than $500!
Several people have now installed a Greddy strut brace - it's about $100, and is said to improve the handling without negative effects.
Gas mileage
With a 2.2 liter engine and five-speed transmission, I used to get about 28 mpg overall. My 2.5 lowered that to 27, as the EPA predicted. However, on my current commute, which is mostly highway, I was getting only about 27-28 mpg. I started to shift at very low rpms, as the factory recommends, and that brought me up to a consistent 28.5 mpg (not bad considering the aerodynamics...and the highway speeds I drive at). There was a terrific amount of wind noise, though; so, while trying to fix that, I bent the door to bring it closer to the roof and tighten the weatherstripping. (The alternative is bending the hinge...no body shop was willing to do that so I bent the door myself, with the window rolled down. It was not too hard but I do not recommend it! It's a dangerous thing to do unless you have a spare door or window).
The result of my experiment: a 1.5 mile per gallon improvement, for 30 mpg overall over the past five fill-ups, and much less wind noise.
Dodge Shadow convertibles
There was a Shadow convertible (no Sundance version!), which some magazines said was better-sealed than most. It was also relatively inexpensive, at about $16,000, and was brought out in 1991, to live until 1993.
The P ragtops were made as regular cars and converted by an outside
supplier (like many other convertibles). Richard Winde wrote that the Shadow convertible was built to compete
with the Geo Metro and other small imports; Dodge had been asking for a
convertible since losing the 600 in 1986, and Chrysler-Plymouth dealers
already had a convertible in the Chrysler LeBaron.
Jason Baker reported that Shadow convertibles were made only from the Highline and ES models. In 1991, there were 1,938 2.5 turbo ragtops, about 71% of which had automatic transmissions. Altogether, 1991 saw 17,307 Highline ragtops and 27,031 ES ragtops.
Shanna Kaufman wrote: I have a 1994 Plymouth Sundance. I would have to say it is the best car I have ever owned. I have never had a single problem with the car. I would strongly recommend this car to anyone. It is sad that Chrysler discontinued making the Sundance.
Other topics
In the interest of saving loading time and reducing file sizes, topics have been moved:
- Disabling the switch that puts the a/c compressor on when you defrost
- Sundance/Shadow Engines
- Vital Statistics and Competitive Comparisons
- Neon vs. Sundance: A Comparison
- 1994 Duster/Shadow ES in detail
- Stories and readers' cars
Vital links
- EEK! forum, which covers the Spirit and Acclaim.
- Shelby CSX (local page)
- 2.5 liter engines
- Handling improvements
- Engine modifications
- Performance parts for your P-Body
Through our partnership with Amazon.com, you can get the Haynes Shadow/Sundance/ Duster Repair Manual for 20% off! Just click here.
The end
March 11, 1994
Sterling Heights, MI -- Chrysler's Sterling Heights (Mich.) Assembly Plant today produced its last Dodge Shadow and Plymouth Sundance (P-Body) compacts, after an eight-year production run. After a 19-week, $350 million model changeover, production of the all-new compact car, the 1995 Chrysler Cirrus, will begin in July, followed later in the year by the Dodge Stratus.
The 1,423,068th vehicle, a two-door Dodge Shadow, features a two-speed automatic transmission [sic] and 2.5-liter engine. The vehicle will be delivered to Colonial Dodge in Kensington, Maryland.
The first Dodge Shadow and Plymouth Sundance was produced at Sterling Heights Assembly Plant in May, 1986. The plant has the capacity to produce about 270,000 units over a full model year on a two-shift production basis.
(The Sundance and Shadow were supplanted by the Dodge and Plymouth Neon. For a direct comparison, click here.)
Dodge Shadow, Plymouth Sundance, CSX, Duster, and Other Relevant Links
Thanks to Jason Rogers for his corrections and observations.
