Obviously you don't have to spend $18,505 to buy a Protege. The base DX trim starts at $12,595 and the mid-level LX begins at only $13,895 (both including destination charge). But you'll have to pop at least $15,695 to get the ES model if you want the more powerful 1.8-liter engine. This DOHC four-cylinder makes 122 peak horsepower and 120 foot-pounds of torque. The lower trim level cars come with a 1.6-liter engine generating a mere 105 horsepower and 107 foot-pounds of torque.

The engine, along with the optional four-speed automatic transmission that came on our test car, received high marks from our team of drivers. Comments ranged from "good mid-range torque" to "very little vibration, even at higher rpm." When approaching redline the engine tended to whine in a not-so-pleasant manner, and the normally responsive automatic would occasionally hold a gear too long or hunt for lower gears when ascending mountain roads. On average, however, the Mazda's drivetrain was given a solid thumbs-up by drivers who felt that, especially for an automatic-equipped vehicle, the Protege felt quick. It's mid-pack finish in acceleration testing confirmed this, with the Mazda beating two other automatic-equipped vehicles (Civic and Neon) in zero-to-60 and quarter-mile times (as well as the painfully slow, manually-shifted Daewoo).

It wasn't acceleration that gave the Protege a third-place overall finish in the performance tests. That came from its well balanced suspension, eye-popping brakes and super-sticky tires. Traveling through the slalom at 62.5 mph, only the Nissan Sentra beat the Protege in this test (by less than one mph). Mazda also took second on the skidpad after generating an impressive .83 gs with its suction-like Bridgestone Potenzas, losing first-place bragging rights once again to the Sentra, but by a mere .01 g. Braking characteristics were some of the best in this test with superb pedal feel and feedback that made modulating them easy. A 60-to-zero stopping distance of 132 feet was just two feet off the class-leading Cavalier, though the Protege's ABS, when invoked for maximum braking, was quite buzzy and sent a harsh vibration through the pedal.

But the Cavalier is proof that a strong performance score isn't enough to win in this class of vehicles. And at $18,300 we knew the Protege wasn't going to be the value leader. So where did this third place finish come from? Check the editors' personal and recommended picks and you'll see that the Mazda rated an 86.4% and 88.9%, respectively. That averages out to an 87.7% when it comes to whether our editors would either buy a Protege for themselves or recommend one to a friend. The car is just that good.

What makes it so good, aside from the previously mentioned performance numbers, is a stunning combination of driving pleasure, interior room and comfort, exceptional build quality, and handsome design. This car was easily the most enjoyable ride when canyon slicing-even with an automatic transmission! Credit goes to the first-rate steering system with gobs of feedback, perfect weighting and no on-center dead spot. Enhanced by a taut and well-damped suspension, Protege was the "driver's car" of the group, winning the hearts of our editorial team with its unmatched fun-to-drive factor.

Sitting in or looking at this car is pretty fun, too. Garnering first place, by a wide margin, for its exterior design, the Mazda received comments that ranged from "best looking car in the test" to "chiseled, upscale appearance with tasteful chrome accents." Interior design was also a Protege strong suit with quality materials throughout and logical gauge/control placement. Cupholders (two) received high marks for being large enough to secure a 1-liter bottle while only blocking access to the lower storage bin. One editor noted that the radio, storage bin and climate controls could be rearranged in the center stack to make things easier to reach and some drivers didn't like the various "pebbled" surfaces, though others did. Driver's seat comfort scored well above average because of its firm cushions and prodigious side bolstering, but a few testers wished for more thigh and lumbar support.

Perhaps the Protege's greatest downfall (other than its price) was the amount of wind and road noise that intruded upon the driving experience at highway speeds. Rivaled only by the Neon and Daewoo in terms of decibel drone, the Mazda was a seriously loud vehicle once it crested 50 mph. Another noteworthy Protege trait involved the sometimes harsh ride when traversing bumpy pavement. The flipside of this car's exciting road manners is its tendency to let surface imperfections disrupt an otherwise serene drive. For the enthusiasts among us, the trade-off was well worth it, but buyers living in pock-marked parts of the country may want to look elsewhere.

When Mazda redesigned the Protege in 1999 their goal was to take on the major players in this class (Honda and Toyota) and beat them. Obviously, in our opinion, they've succeeded. The Protege is a fun, stylish, well-constructed economy sedan that, if carefully equipped, presents a bargain for the performance-minded buyer.

Editor Comments

Being shallow seems to be a character prerequisite for living in Los Angeles. So I'm surprised more people aren't driving Proteges around here. From my perspective, the Mazda is by far the most attractive car of this group. I love the flared fenders and tight styling. It possesses an element of visual class beyond economy car standards. As a bonus, there's also a spirited engine and taut chassis underneath. -- Brent Romans

This was my number one choice. Its exterior design was fun-looking, sort of like a scrunched Audi A4. The interior was light and airy with a feeling of space not normally found in a small car. The simple dash layout was Honda-like with no oversized or wacky-looking buttons. The drive was fun, too. It didn't have much off-the-line-power, but the overdrive switch on the shifter acted like a manual turbo boost when it came time to pass someone. The steering felt nimble for an economy car and the brakes were easy to modulate. There may have been qualities I liked better in other cars, but none of them pulled it all together like the Mazda did. Its combination of functionality, design, reliability and performance make it a winner in my book. -- Scott Jacobs

I really had a good time driving this car for the weekend. It's fast and fun, and loaded with features that others don't have, like a one-touch open sunroof. I like the suspension, it kind of reminds me of our long term Lincoln LS, smooth and stable. However, it takes some getting used to and one of my passengers commented that it's not a cushy ride. Although I'm not crazy about the way it looks, I would definitely recommend this car for someone seeking the path less traveled. -- Liz Kim

Protege caters to the driving enthusiast. Low-profile performance tires, a stout suspension, razor sharp steering, and a willing engine mean you can have a great time behind the wheel of the Mazda when the babies aren't on board. But the compromise is that point-A-to-point-B types will be put off by the stiff ride. That's OK with me. Lower sales equate to more exclusivity, the better to separate the driving enthusiasts from the hordes of commuters in Civics and Corollas. With a high fun-to-drive quotient, traditionally trusty reliability, a roomy and comfortable cabin, dealers willing to slash sticker prices, and dashing good looks, it's hard to beat this Mazda. This is the one I'd buy for personal use. -- Christian Wardlaw

Specifications and Performance - 2000 Mazda Protege ES
Stereo Evaluation - 2000 Mazda Protege ES
Rear Seat/Cargo Area Evaluation - 2000 Mazda Protege ES