After its third-place finish in our last econosport sedan comparison test, we surmised that with a little more engine the Protegé could make a legitimate run for the top spot. Not long after that, Mazdaspeed, the Japanese company's in-house tuning arm released a turbocharged Protegé that did just that. With 30 extra horsepower and a more refined suspension package, the Mazdaspeed Protegé looked like it would finally become the class of the category.

Unfortunately for Mazda, the Protegé ran into a brick wall on its rise to glory in the form of the Dodge SRT-4. By single-handedly recalibrating what it means to be fast in this category, the SRT made the Protegé's added dose of power seem tame. The fact that it couldn't outrun the SRT at the track, however, didn't completely dull our enthusiasm for the Protegé, as it still managed to impress with its terrific handling, quick steering and upscale interior. In fact, when it came to picking which car they would choose for themselves, the majority of our editors picked the Mazda over the SRT.

Based on the limited-run MP3 that debuted in 2001, the Mazdaspeed Protegé builds on the MP3's upgrades with an extensive array of heavy-duty speed parts. An intercooled Garrett turbocharger boosts horsepower from a lowly 130 to a more competitive 170, while the torque rating increases to 160 lb-ft from the previous 135 lb-ft. A heavy-duty clutch disc and pressure plate relay the power through a limited-slip differential and thicker driveshafts, with 17-inch Racing Hart alloys and high-performance Bridgestone Potenza tires providing the final connection to the road.

It adds up to a Protegé that's not only significantly quicker than the previous MP3, but one that's better equipped to handle enthusiastic driving as well. When it came to proving itself at the track, the Protegé turned in the second fastest 0-to-60-mph time with a 7.9-second run, barely edging out the Nissan Spec V (8.0), but well behind the SRT's 6.3-second time. The Mazda's best lap time of 1:26.8 was the slowest of the four cars, but it trailed the Ford and the Nissan by only a few tenths of a second.

Unlike most turbo power plants that lag down low and then explode with a burst of power, the Protegé's engine delivers a steady stream of thrust across a wide power band. Forget about hanging onto second to pull through long sweepers, this Protegé finally has the muscle to rip it in third. "Smooth and eager, Mazda has effectively cured the Protegé's only weakness," wrote one editor. The custom exhaust isn't as overbearing as the SRT's, but there's enough pitch change that bystanders will know that it's more than a stocker. Commentary on the shifter wasn't so kind, however, as most editors balked at the short shifter and its small aftermarket-style handle.

Handling was never a Protegé weak spot, but Mazdaspeed's improvements ratchet up the performance yet another notch, turning this economy four-door into a serious G-machine at the track. Thicker stabilizer bars, a strut tower brace and revised Tokico shocks keep it dead flat through turns allowing you to concentrate on modulating the newfound power and maintaining a correct line. The steering remains as sharp as ever, with a slightly quicker ratio making for less wheel spinning and quicker turn-in. The traction problem that plagues the SRT is never an issue with the Protegé's standard limited slip, and although they share the same horsepower ratings, the Mazda always seems more eager to get to the redline than the Focus.

Less radical street maneuvers are met with equal enthusiasm, as the Protegé maintains a manageable ride quality that's stiff, but rarely annoying. A few editors noted that its aggressive shock valving felt more like a homegrown street machine compared to the others, but most appreciated the Mazda's ability to supply ample feedback through the steering wheel and seats.

High-quality materials and plenty of well-placed metallic accents earned the Mazda top marks when it came to interior design. Already considered a high-class economy sedan, the Protegé's upgrades don't seem as tacked on as the others. A thick, grippy steering wheel, well-placed Sparco pedals and easily readable gauges are just a few of the reasons cited for the Mazda's high scores. The 450-watt Kenwood MP3 audio system proved to be more aggravating than anything, as its complicated operation made simple tasks a chore. Once dialed in, however, there's some serious kick, so if a factory-installed system is a priority, this is one area where the Mazda clearly stands above the Dodge.

For our purposes, performance was the deciding factor when it came to the final finishing order, and for that reason, the Mazda took a distant second to the SRT entry. The added power of the Protegé's turbocharged engine is certainly a welcome improvement, but now that Dodge has reset the standards, it's time for Mazdaspeed to reassess its parameters. As an all-around vehicle that provides equal parts performance, comfort and style, the Protegé is a complete package, but with a car like the SRT occupying the same price bracket, the boys at Mazdaspeed are going to have to step it up once again.

Second Opinions:

Editor in Chief Karl Brauer says:
The Protegé's greatest strength lies under its hood, where the turbocharged 2.0-liter's horsepower and torque ratings fail to convey the engine's superb power delivery characteristics. At 170 horsepower, it ties the SVT for the lowest peak power output in the group, but that figure doesn't explain how readily the torque appears while essentially suffering no turbo effects. I once owned a 1989 Dodge Shelby CSX with a variable nozzle turbo design that effectively removed lag and gave the car V6-like torque right off idle. I haven't felt that kind of power delivery from any other four-cylinder engine…until now.

Some people say turbocharging is "cheating" when it comes to performance, and the fact that Ford's SVT Focus makes the same peak number without forced induction gives some validity to the statement. But check the acceleration numbers and you see the Mazda beating the Ford by over a full second in 0-to-60-mph times. The Protegé even beat the more powerful and ultratorque-laden SE-R to 60 mph, though the Nissan managed to squeak past the Mazda by the end of the quarter-mile. And in terms of engine refinement and shifter operation, the Mazda made the Nissan feel like a classic muscle car in all the wrong ways.

I'm not thrilled by the color choices, and the audio head unit needs a serious rethink in terms of functionality. I'd happily exchange its MP3 capabilities for traditional volume and tuning knobs. But the seats are comfortable, the steering feel is almost BMW-like and the suspension balances ride quality and handling needs better than anything else in the test. Where the Focus feels a bit tippy and the Nissan and Dodge seem unnecessarily harsh, the Protegé was "just right." The SRT-4 obviously trumps it on power, but as a more civilized alternative to the Mopar, this one makes an excellent choice.