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Naturally, we recommend the ES with the five-speed manual transmission.

Pricing for the 5, which goes on sale in mid-May, wasn't final as this issue went to press, but the sedans will range from the base DX at $13,180 to the top-of-the-line ES from $16,580. In addition to the familiar Protegé sedans, Mazda is adding the Protegé 5, a five-door hatchback version of the ES enhanced by a racier front fascia and ground-effects rocker panels. The humbler models get the structural and sound-deadening measures given the other cars but carry on with the same base engine, a rather buzzy 1.6-liter four that's actually downgraded two horses to 103. The foregoing applies to the ES and LX 2.0 editions of the Protegé more than the base DX and LX, by the way. If the previous Protegé ES was, as we asserted, 'a disciplined machine, with quick, sure suspension responses,' then its successor is even more so, which should help it hang onto its title as lord of the flies, at least for the time being. The steering, too, has a more precise feel, body roll seems to be reduced, and unlike most cars in this class it's possible to achieve a hint of oversteer, improving an already high fun-to-drive index. That's when those localized stiffening measures - as well as 16-inch wheels and revised roll centers (24mm lower in front, 21mm higher in the rear) - begin to assert themselves, producing sharper transient responses and turn-in traits that are distinctly more eager than the previous car's.

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More motor notwithstanding, the most gratifying element of this upgrade doesn't really show up until the road acquires kinks. And that in turn seems to yield better midrange poke, with less aural drama, than in the 2000 model. 120, a function of the extra 152 cubic centimeters. The more significant gain is in the realm of torque, 135 pound-feet vs. The engine-speed-sensitive variable-assist power rack system has stiffer shaft mounts, a stiffer steering torsion bar, and a new support yoke, and Mazda claims that system friction has also been reduced.Īnd even though we found the acceleration satisfactory - 8.9 seconds to 60 - and the 1840cc engine 'songful,' Mazda bolted in an entirely different powerplant as part of this limited makeover. We liked the precision of the steering, but that, too, came in for revision. We had no complaints in the realm of noise, vibration, and harshness - 'no rattles and buzzes, no quivers and thrums' - but Mazda has installed yards of sound-damping material on the floorpan, underhood, and behind the fire wall, and a damper has been added to the front engine mount that inhibits torque motions related to throttle response.

02 mazda protege update#

We praised the structure of that 2000 Protegé ES - 'as solid as the vault at Wells Fargo' - but this 2001 update entails extensive suspension pickup-point reinforcements and heavier suspension subframing.

Nevertheless, here's Mazda, fixing something that didn't seem to be broken. It's been less than a year since the ES version of the Protegé raced to the head of the transportation appliance class here at C/D by dusting a dozen rivals in a definitive small-sedan shootout (' Little Cars 6.1,' June 2000).