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ImperialCrown said:
The 2.0L/41TE with the A/C on was almost dangerously slow when merging into traffic, but was fine for those looking for a high-value car like the very first Breezes.
The JA/JR was a bit heavier than the PL (Neon) and the JX convertible was heavier still.
The 2.4L didn't really feel that much stronger than the 2.0L. The 2.5L V6 was a nice, high-winding engine. The later 2.7L felt stronger still.
I never saw a column shift, front bench seat in one.
The 41TE was probably changed to a 40TE in the JR when they became available around mid-2002.
The 2.0L/5-speed (NV-T350) had some snap to it as far as moderate acceleration demands were concerned and I found them to be quite livable as a roomy economy car. Most of this base powertrain combination were probably for Mexico or export.
I feel the real advantage of a turbo/automatic is that the turbo spools up and stays spooled up, but the stick-shift does add snap.
I consulted my FSM, and I found THIS Paragraph in Group 14, Page 37, and Note the Sentence in Bold:

When the PCM senses low idle speeds or wide open
throttle through the throttle position sensor, it
removes the ground for the A/C compressor clutch
relay. When the relay de-energizes, the contacts open
preventing air conditioning clutch engagement. Also,
if the PCM senses a part throttle launch condition, it disables the A/C compressor clutch for several seconds.
 
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