Mazdaspeed Protegé

The 2003 Mazdaspeed Protegé is what happens when dedicated car guys are given the freedom to build a car outside the constraints of corporate bureaucracy.

It's a special car. Not because it's the fastest car we've ever tested (it isn't), and not because Mazda will build less than 2,000. No, this car is special because it's complete. It does everything well and makes no apologies for being a true enthusiast's car.

The magic is in the details. Mazda's engineers paid close attention to spring rates, roll stiffness, tire selection and every nuance of chassis adjustment.

To get the chassis right, Mazda's chassis engineers spent hours driving in circles on skidpads and days charging over mountain passes, making literally hundreds of incremental changes to the car's setup along the way. The result is a sedan perfect in steering feel and a chassis that works well under power because of a limited-slip differential.

The bottom line is, Mazdaspeed knows how to build exceptional performance cars. This car is a creation of the sweat and toil of a few dedicated car guys, and it shows.

Driving
We mentioned this isn't the fastest car we've ever driven. It's far from it, in fact. We tested and re-tested the Protegé's straight-line performance under different weather conditions and using different surfaces, and managed a 15.3-second quarter mile at 90 mph--not overwhelming, but not embarrassing, either.

Straight-line numbers matter little in this case. Obviously, with a manufacturer-claimed 170 hp on tap, blinding straight-line speed wasn't the goal. Handling is the Mazdaspeed forte, and now that the Protegé chassis has more power, the dynamics are truly superb. Body roll and vertical movements are very well controlled, thanks to proprietary dampers which are different than those used on last year's MP3. Bridgestone Potenza RE040s, sized 215/45-17, provide excess grip in any situation.

Balance under throttle and during braking is easily controlled, and the precision allowed by this combination is unreal. Midcorner line adjustments are handled with ease. The chassis communicates every intention quickly, allowing huge confidence without the fear of being bitten. Drivers of nearly any caliber will be able to enjoy the Protegé without fear. Because of the Mazda's massive grip, mild manners and performance potential from its turbocharged engine, this car is our new benchmark for production car front-drive performance. That's right, it has knocked the old Acura Integra Type R off the mountain.

Fact is, the Mazdaspeed Protegé is probably faster up our favorite mountain road than a Type R, which is the ultimate litmus test for usable speed. We know it's faster through the slalom. At 72 mph, it's the fastest production car we've tested. What's more, it's easily controlled. Find yourself sideways at 70 mph and the torque-sensing limited slip will keep you going wherever you point the front wheels as long as you keep the go pedal planted.

On the skidpad, grip is respectable at .88g. However, those same passionate engineers who made this chassis so good pulled a fast one with the tires. Our test car showed up with shaved meats, which certainly didn't hurt its grip. Theoretically, the tires would wear to this level anyway, but making them wear evenly with the Protegé's strut-based suspension would require neurotic attention to tire rotation.

What's more, our test car wasn't fitted with ABS, which will be standard on production versions. This can potentially affect braking performance at the limit. ABS will likely deliver shorter stopping distances in a straight line but may not allow ultimate control over the chassis for left-foot brake geeks like us. There's no way to know until we drive a production car. As tested, brake performance is impressive. Even with all four rotors glowing orange, we were able to continue driving at the limit of grip and headlights. Pedal feel deteriorates slightly, but the car stops effectively. During testing, we stopped the Protegé without ABS in 123 feet.

Bits and Pieces
Certainly, the most significant change from the MP3 comes under the hood. Here, Mazdaspeed employed the help of Callaway Cars, Inc. to turbocharge the existing 2.0-liter, 16-valve engine from the MP3. A Garrett T25 ball bearing turbo brings manifold pressure to a relatively conservative 6 psi. The boost brings power to the aforementioned manufacturer's rating of 170 crank hp, which we confirmed on our Dynojet chassis dyno when the Protegé put 151 hp to the ground through its front wheels. Torque measured at the wheels was 150 lb-ft at an early 3800 rpm.

Coping with the extra power and torque is the job of the Tochigi Fuji Sangyo KK Super limited-slip differential and larger 24mm driveshafts. An upgraded clutch disc and pressure plate further enhance drivetrain strength.

Racing Beat was again involved in chassis refinement, working closely with Mazdaspeed engineers. Based in Anaheim, Calif., Racing Beat brings more than 30 years racing experience to the Mazdaspeed Protegé's suspension calibration and is responsible for much of the tuning work on the Protegé's Tokico dampers and anti-roll bars.

Racing Hart also developed a new wheel exclusively for the new Protegé. The five-spoke, 17x7-inch design adds a traditional, simple and purposeful look to an otherwise very modern package.

Inside, Mazdaspeed has increased the Protegé's boom-boom factor considerably with Kenwood's 450-watt Excelon KDC-MP919 CD/MP3 receiver. We aren't sound geeks, but admit this system sounds truly impressive. If you're an audiophile and enjoy the complexities that come with this kind of sound system, you'll love it. Otherwise, you'll tolerate its tiny buttons, flashing lights and ridiculous display because it sounds damned good.

Details, details, details
Pricing isn't set as of press time, but Mazda says you should expect to pay about $20,000 for its newest hot rod.

The Mazdaspeed Protegé will be introduced through select dealers (see sidebar) by mid September. However, with only 1,750 cars to be distributed among qualified U.S. Mazdaspeed dealers, the pickings will be slim. With so few cars built, owners will be in rarefied company.

But here's the best part: The car retains Mazda's comprehensive three-year/50,000-mile parts warranty, which Mazda says covers everything except wear parts. Finally, another factory turbo car. We've been waiting. Mazda delivers.

What is Mazdaspeed?
Mazdaspeed is a bunch of car guys whose job is to make and sell parts, as well as entire automobiles that enthusiasts must have.

All 700 U.S. Mazda dealers have been offered the opportunity to become Mazdaspeed distributors by Mazda North American Operations. Dealers that agree to deliver the Mazdaspeed concept, which includes motorsports support with competition parts as well as street-oriented performance-enhancing hardware for Mazda and Mazdaspeed products, will become distributors.

Dealers will also sell complete Mazdaspeed automobiles like the Protegé.

The Protegé is the first in a line of cars, which will follow the performance concept Mazdaspeed stands for. We expect to see hot-rod versions of the upcoming RX-8 and, hopefully, Miata down the road.

Will enthusiasts be able to duplicate a car like the Mazdaspeed Protegé by purchasing parts through dealers? For now, the answer is no. There will be no Protegé turbo kit available. However, suspension upgrades, including dampers and springs, should be a different story. In other words, Mazda hasn't forgotten its roots and intends to give its devotees something to be proud of.

More Power
Mazdaspeed is using the same exhaust on the Mazdaspeed Protegé it used on the normally aspirated MP3. This configuration keeps the catalytic converter relatively close to the turbine outlet and helps Mazda meet U.S. emissions standards.

However, it also clogs the system and increases backpressure with an exhaust designed for much less flow.

Backpressure kills power and raises exhaust gas temperatures, which further reduces performance. In other words, there's power to be gained with a larger exhaust. Step one: Bigger exhaust.

Next is the tiny intercooler which flows top to bottom next to the radiator. Mazdaspeed engineers were stuck with this setup, as it's the same intercooler, radiator and air-conditioning condenser used in the European-spec turbo-diesel Protegé. This combination meets cost and crash test requirements for the stock cars, but leaves much to be desired in the way of reduced intake temperatures. Step two: Bigger intercooler.

With a conservative 6 psi factory boost setting, more power is as easy as turning a knob. Step three: Boost controller. Just don't tell Mazda who gave you the idea.