A Protege Takes Turn in the Spotlight
Mazda is building cars by what it calls the “kansei” philosophy. That’s marketing zen for human factors engineering, or the construction of mechanical devices that strain neither human form nor emotions.
The Zippo lighter is pure kansei engineering.
Seats in coach class are not.
VCRs are arrogantly user-hostile.
The Mazda 323 Protege just feels right.
Even when sideways across two lanes of Sherman Way because some meshuggenah in a GTI pulled a U-turn from oncoming traffic . . . and immediately cut back into the lane where we had slid with a prayer of thanks for its emptiness.
So we tugged the Mazda sideways and smoking again. It yelped on its Yokohamas but answered nicely to rapid and crude overdoses of steering and throttle until back in balance and pointing unbent in the right direction.
This explosion of energy and implosion of control says much for an inexpensive, ordinary, economical and thoroughly suburban sedan--also for the company which apparently refuses to rest until all its vehicles are delivered with the same rowdy refinement of its recent overnight legend, the Miata.
And without stretching things too far--by its handling and pep, by its polish for the buck--the Mazda 323 Protege may indeed be seen as a four-seat, four-door Miata in wingtips.
The basic and unnamed 323, of course, has been around as the company’s entry level car almost as long as Mazda has had levels to enter. It remains the $6,599 hatchback starter in the 1990 lineup.
But now comes the bigger, beefier, more businesslike Mazda 323 Protege.
Currently it’s a class of two formed by the lower-powered, lesser-priced and obviously lesser-equipped Protege SE and the upmarket Protege LX. The price differential is about $1,200 but the difference in value is city blocks apart. Frankly, unless you’re the quintessential skimper who saves coupons to buy generic beer, go for the Protege LX.
This is the version equipped with double overhead cams on a 16-valve engine that squeezes 125 horsepower from its 1.8 liters, compared to 103 horsepower for the single cam SE. It also is the engine that Ford--as a Mazda shareholder and contractor of its small car technology--will be using in the new Escort GT scheduled for the 1991 season.
The LX is equipped with disc brakes on all wheels (the SE has drums on the rear), speed-rated tires (Bridgestone is the choice for production models, replacing the gloppier Yokohama all-season rubber on our review car) and a stiffer suspension of proven benefit for those inclined to go scuffing sideways down Sherman Way.
Both cars are offered with a five-speed manual or automatic transmission plus one of the better mechanical guarantees in the business: a three-year, 50,000-mile, zero-deductible, bumper-to-bumper warranty.
But we’ll still take the Protege LX with its electric mirrors; dual exhaust for better breathing; a tachometer of increased significance in this era of multivalve engines that rev quickly to 7000 r.p.m.; 14-inch wheels (the SE wears 13-inch wheels); and performance about 10% superior to its sister SE.
The Protege is almost certain to succeed in the highly cluttered small-car field because it is one of the longest and roomiest entries in the division. Also, it is a thorough car in terms of convenience equipment, refined engineering and acceleration times superior to even Miata’s pace.
Nothing about the car is absolutely sensational. All of it, however, is much better than average. A few things are quiet delights.
Sufferers of lower back problems will welcome a trunk that opens all the way down to bumper level. The driver’s side offers adjustment not just of seat-back, but of that important lumbar angle between bottom cushion and backrest. Few family sedans in the $12,000 bracket come with air conditioning, electric sun roof and a half-way respectable AM/FM stereo plus cassette deck.
And Mazda hasn’t forgotten a trunk light and internal release catches for trunk and gas cap.
Externally, the Protege bucks no styling trends and remains with trusted lines and true conformity. Internally, the Protege is somewhat like any Holiday Inn--clean, comfortable, functional and predictable, with the exception of large, gorgeous analog instruments that impart their information with no need for either bright sunlight or bifocals.
Some buyers, however, would most certainly prefer (and likely would purchase as an option) an air-bag (and likely would purchase it as an option) rather than the motorized shoulder strap that Mazda has installed to meet passive restraint regulations.
That strap, incidentally, ends its travel in the center pillar and therein rests another problem: Drivers flicking sideways glances as final insurance before a lane change may find themselves staring at an eye-level buckle and strap mounting rather than any vehicle occupying the blind spot.
Also, the car’s center console presents an odd corner created by some misaligned molding that can be a real shin-whacker during spirited maneuvering.
On the other hand, the ability to maneuver with panache and dash is what elevates the Protege LX from family sedan to four-seat sport coupe--because where is it written that mom and dad can’t have a little fun when the ice-cream drippers are left with the baby-sitter?
It has more than enough power to find clear air ahead of the pack at stop lights, and sufficient mid-range acceleration to enter freeways without causing those in the slow lane to brake and fade left.
Nor is the Protege a flexing, noisy little rascal.
Standard steering on the LX is by rack-and-pinion with variable power assist. However, the power assistance at all speeds seemed a little too generous and a notch more resistance might have provided a better reading of what wheels and tires were trying to tell us.
Yet on a scale of one to 10 wrenches, the Protege is an excellent vehicle melding worthwhile performance with high economy in a stylish sedan you will not be embarrassed to leave with valet parking at the Beverly Wilshire.
As with most proteges, it could well evolve into a very serious entertainer.
1990 MAZDA 323 PROTEGE LX COST :
* Base $10,549.
* As tested $12,498. ENGINE :
* Four cylinders, 1.8 liters, 16 valves, developing 125 horsepower. PERFORMANCE :
* 0-60, as tested, 9 seconds.
* Top speed, manufacturer’s estimate, 113 m.p.h.
* Fuel consumption, city-highway average, 27 m.p.g. CURB WEIGHT :
* 2,480 pounds. THE GOOD :
* Family sedan with sports coupe performance.
* Large car in small-car class.
* High-value equipment at bare-bones price. THE BAD :
* No air bag.
* Reduced side vision for taller drivers. THE UGLY :
* Plastic wheel covers.
