That doesn't mean these little machines are deficient. They meet the same safety and antipollution standards as larger cars do, they're generally well-built, and get the job of moving passengers between points A and B done effectively. What they don't offer, however, is much in the way of personality.

Except, that is, for the Dodge and Plymouth Neon. If any cars among the entry-level crowd deserve to be called "cute," the Neon twins are the likeliest candidates. They are fresh, perky and distinctive. But their appeal goes beyond looks; they are genuinely fun to drive and are spirited performers, arguably the best in this class.

If that doesn't appeal to you, there are plenty of other choices. Look at the freshly redesigned Ford Escort and Mercury Tracer, Geo Metro, Toyota Tercel, Nissan Sentra, Hyundai Accent or Elantra, Mazda Protege, Chevy Cavalier, Pontiac Sunbird or any one of a number of others. Each of them is stingy with fuel and provides low-cost transportation, adequate (or better) interior room, and performance that's acceptable at the very least. Lots of choices here.

Nevertheless, the Neon can compete with any of these worthies in terms of practicality, but adds its own distinct flavor to the field. On that basis alone, it's worth looking at.

Neon's profile is chunky and has a pronounced wedge shape. Aerodynamics are good, though any reduction in wind noise from the slippery form is masked by other factors we'll get to shortly. The high roof and generous glass area deliver ample headroom and superb visibility. Access through the large doors is good, too; the rear doors are wider than the class norm.

In front, the Neon follows its own design path by substituting oval headlights for the more universal rounded rectangular units. The nose is rounded and smooth; Sport versions add a bulge to the hood to cover a taller engine. Out back, large taillights flank a large deck lid that provides easy access to a good-sized trunk.

Three trim levels and two body styles make up the Neon lineup. The coupes and 4-door sedans are available in Base, Highline and Sport form, starting at $9495 for the coupe, $9995 for the sedan. Differences between Dodge and Plymouth versions are confined to the badge on the hood; other than that, a Neon's a Neon. It gets down to which brand happens to have a dealer nearby.

Our Neon Sport sedan tester, which had a base price of $12,700, wore a Dodge emblem.

Further impressions will vary depending on the particular model. Base versions are rather plain, offering seats more durable than comfortable and acres of plain cloth and vinyl trim. The Highline and Sport models are better, with more supportive (and more attractive) front seats and a 60-40 folding rear seat back, all dressed in improved materials.

The dashboard is attractive in all models. Controls are large, simple and are laid out for easy reach, and the instruments are large and legible, if minimal. Our Neon Sport added a tachometer to the speedometer, fuel gauge and coolant temperature of the Base model.

Given its modest price, you wouldn't expect a Base Neon to offer much more than minimal equipment. It doesn't. Even a radio is extra; so are a second outside rearview mirror and air conditioning, both considered essential by many buyers. But adding them won't break the bank.

Highline and Sport are not only better-equipped to begin with--both have dual mirrors and radios, as well as higher-quality interior trim--but give the Neon customer greater access to options. If your dream Neon has a sunroof, power windows, mirrors and door locks, colorful "Flash Decor" upholstery and/or a remote keyless entry system, it won't be a Base model.

Some Highline options are standard Sport fitments, including a tilt steering wheel, tachometer, a more versatile center console that adds storage space and a padded armrest to the standard coin tray and cupholders, and a passenger's-side sunvisor.

A pair of option packages are available to tailor the Neon to individual tastes and needs: The ÒExpressoÓ package adds air conditioning and specific trim and graphics to the Base model while keeping the price below the $12,000 mark.

And a Competition Group --including a different final-drive ratio in the manual transaxle, uprated suspension, faster-ratio steering, aluminum wheels, 4-wheel disc brakes and an engine computer that does away with the standard 7200-rpm engine rev limiter--leaves the Base model only a roll cage away from being a successful racing car.

Incidentally, if you're so inclined, Chrysler has a very good support program for Neon racers. It's a great way to get started in recreational racing, and if you work your way up to the winner's circle, Chrysler's award program will pay enough to cover the costs of a weekend's competition.

Surprisingly, the optional 150-hp powerplant in our test car was equally economical while delivering a noticeably stronger punch. The 5-speed manual transmission that comes standard with either engine should be considered mandatory; the optional 3-speed automatic is a cheerless device that doesn't suit these small engines.

The manual transmission, for its part, is well matched to the engine's power characteristics. However, the shifting in our test car wasn't as precise as some other manual transmissions provided in this class, a trait we've noticed in other Neons.

Handling ranges from good (Base) to excellent (Sport) to superb (Competition Package). However, ride quality is degraded by each of the stiffer suspensions. We found our Sport acceptable in day-to-day use, the firmer ride being offset by a higher fun-to-drive quotient.

The competition package, intended primarily for buyers who want to take their Neons to a race track, is a little too harsh for everyday use.

Steering is excellent at all three levels. The standard brakes are good, but the 4-wheel disc option (with ABS except in the Competition Package) is far better.

But the Neon has one drawback in any form: noise. Even with the extra sound insulation added for 1996, both engines are below class standards for noise and smoothness. It takes a very gentle right foot to keep the buzzes and rasps at bay, and that means slow travel, as both powerplants thrive on high rpm.

That doesn't mean it's the best small car on the market. Others are quieter, smoother, and show greater attention paid to fit and finish. Some are more economical, too.

But for performance, handling and head-of-the-pack looks, Neon zips right to the head of the class. If those are factors that loom large on your wish list, a trip to your local Dodge or Plymouth dealer is definitely in order.