Fuel Infection
Automotive Reviews
1999 Mazda Protege
01065 days
The 1999 Mazda Protege stands as evidence that something’s happening to the small, inexpensive cars. Remember those? Their purpose is to do what too many SUVs are forced to these days: run errands, negotiate subdivisions, fight with rush-hour traffic, and so on. Conventional wisdom in the US car market has always been that the subcompact sedans are the appliances. They’re put together as cheaply and quickly as possible to satisfy budget-minded buyers and boost fuel economy ratings. Unless they’re sports cars, small cars haven’t traditionally had a lot of personality.
Take the Protege in its previous incarnation: introduced in 1990 as a more upscale four-door version of the 323, the smallest Mazda sedan has held its own as a means of reliable subcompact transport and not strived toward much else. For most of its life, the Protege has been a perfect example of this philosophy. The car was a slightly bulbous little sedan that was well built and reliable, but clearly the cheapest Mazda available. The trim and materials used marked it as a less expensive car, whose forte was basic transportation using as little fuel and making as few waves as possible. Until recently that’s been par for the course in the American small-car market.
That’s changing fast. In these days of decreasing buyer loyalty, entry-level cars have become a means to build a new generation of loyal customers instead of an afterthought. Small cars like Dodge Neons and Volkswagen’s New Beetle have been infused with a healthy dose of spirit, in hopes that their owners will be more likely to trade up to subsequent Dodge or VW purchases in the future. The little soulless boxes that once filled the small-car market are being replaced by subcompacts with personality and a high level of quality in addition to their inherent good mileage and city manners. For the most part, the buzzy econobox with the cheap gray or brown plastic interior whose greatest fear was a freeway on-ramp is extinct.
Enter the 1999 Mazda Protege. The junior Mazda has undergone a complete redesign for ‘99. The vaguely turtle-shaped econobox has been replaced by a more assertive, crisper design. The fender well flares and two sharp creases in the hood that vee into the upper edge of the grille are stylistic elements that draw attention to the Protege in a very “Mazda” way. It’s got a strong visual link to the rest of the family–all of Mazda’s sedans share similar grille and hood lines. The Protege looks best with the 15” wheels available on the ES model. From the first glance, it isn’t apologetic for being a small, inexpensive car. The unadorned steel wheels and black plastic trim that screamedsorry, I can’t help it, I’m cheap on economy cars of yore aren’t part of the Protege’s look. The car has undergone a stylistic upgrade that makes it the tactile equal of its larger siblings, the 626 and Millennia. The new Protege even has a touch of the Miata’s charm.
Inside, the Mazda impresses. The cheap plastics and barren instrument panel that once characterized small cars are gone, replaced by a textured dash cover and a clean dashboard. For buyers who choose the Protege, the larger sedans from Mazda will be comfortable, familiar places in the event of a trade-up. There’s no reason to want to trade out of a Protege, however. The seats provide good leg and thigh support and are comfortable for short commutes or long trips. Extensive sound deadening makes the cabin a quiet place to be, keeping things as quiet inside as a larger car.
Also under the surface are improvements to the Protege’s safety. A new, “Triple-H” system of side, floor, and roof beams creates a strong cage around the car’s occupants in the event of a coming-together with some hard object. Side-impact door beams, dual airbags, and special catch pins that keep the rear doors from collapsing into the passenger compartment in the event of a T-bone crash are also part of the safety package. Every Protege is equipped with features once unheard of in small cars, like air vents for the rear seat passengers and power steering. Our well-equipped LX test car featured cruise control, keyless entry, and air conditioning for under $15,000. Because the Protege has been redesigned this year, the 1999 and 2000 models are basically identical.
In a world populated by three hundred horsepower, four thousand-pound sport-utes, a small car’s biggest advantages are nimbleness and speed. The Protege LX is equipped with a 105-hp DOHC 1.6 liter four-cylinder engine that provides sufficient motivation to let the car cruise comfortably at 70 or step out of the path of an inattentive Cadillac Escalade. It’s very smooth for such a small-displacement motor as well. The 1.6 doesn’t feel like it’s working its little heart out when accelerating onto the freeway; it merely pulls strongly until the car is up to speed. We didn’t drive the sportier ES model, with the 122-hp 1.8 liter engine, but more power never translates into less speed. The Protege’s ride is typical Mazda–that is to say, it’s small-car firm without feeling as though the car is crashing over every bump. Again, it translates to a nice, smooth ride for any commute or travel trip. The standard tires won’t put up with much in the way of hard sporty driving, but that’s not what they’re for.
The ‘99 Mazda Protege hits its target well; it’s a good small-car distillation of Mazda-ness–it’s sporty, but not overtly so. That’s fitting for its mission as Mazda’s ambassador to first-time new car buyers. The new, elegant design and road manners reminiscent of a more expensive car make it a viable competitor in a market that’s beginning to fill up with outstanding small cars. For the buyer seeking a Honda Civic, Dodge Neon or Nissan Sentra, the Protege is a good addition to the shopping list. Will it get you into a 626 in three-five years? Maybe. That’s the idea, and Mazda’s certainly equipped it to do so.
1999 Mazda Protege LX
Specifications:
All specs are for the 1999 Protege LX with a 5-speed manual transmission, which we tested.
Length: 174.0 inches
Width: 67.1 inches
Height: 55.5 inches
Curb weight: 2449 lbs.
Trunk space: 12.9 cu. ft.
Base price: $13,300
Price as tested: $14,825
Horsepower: 105 (LX)
Fuel capacity: 13.2 gallons
Est. mileage: 29/34
6/2009 update: Proteges remain one of the better bargains on the used-car lots. They look good, and they’ve got reliability to rival the Civic and Corolla without the attendant price tag. They’re more fun to drive, too.
2000 Mercedes CLK430
01065 days
There are two ways to look at a Mercedes. The first is to recognize Daimler-Benz’ commitment to building the most solid, luxurious, and impressive vehicle possible, to consider every Mercedes-Benz automobile a sort of high-concept automobile, with the newest and greatest technology available wrapped up in a stylish, flawless package. This is the view that Mercedes’ recent ads would have you believe. The other way to look at a Mercedes is to see it as an overpriced, over-engineered waste of resources whose job could be done equally well by a car costing a third as much. We don’t know the exact demographics on those two views, of course, but those anti-Benz folks in the second group will probably join the first after a drive in the new CLK430.
The CLK isn’t much bigger than a Ford Mustang, but has much more presence. That small size allows the CLK to be luxurious without seeming wasteful. There’s something over-the-top about a full-size S-Class Mercedes that can be somewhat off-putting, but the CLK is friendlier. You can get to know a CLK; it isn’t going to tell you you’re not worthy. Just the same, the car is an arrogant little puddle of Mercedes attitude.
The C-Class shares the round-eyed look of the larger E-Class, giving it a very familiar face. It’s instantly recognizable as a Mercedes (with the notable exception of one passerby who thought the CLK was a Mustang). The curvy front end, with its proud three-pointed star hood ornament and deep sculpting around the headlights, gives way to a more traditional car from the A-pillar back. The squared-off rear is just as much a family look as the front. An interesting feature is the secondary turn signal indicators located in the side mirrors; yes, those are lights. The square-cut, five-spoke AMG “Monoblock” wheels on our test vehicle are another classic Mercedes hallmark and standard on the CLK430.
From the driver’s seat, you can see that hood ornament again, standing proudly in the middle of the hood. Mercedes’ “designo” Editions are new for 2000; each provides a specially selected interior theme. On the CLK this means elegant wood details for the interior, including a panel running across the top of the dashboard. It’s accented by colored inserts on the seats, in the door panels, and on the steering wheel. The interior is nonetheless cozy. Four people can ride in comfort, but long trips are best left to the sedans. And, of course, it wouldn’t be a Mercedes if it weren’t packed full of electronics. Remember that “newest and greatest technology” thing? Although it isn’t obvious at a first glance, the CLK’s purposeful cockpit hides fully powered seats (including the headrests), a rear sunshade, a nifty springloaded cupholder, an optional integrated cellphone, and Mercedes’ COMAND system which combines the radio, CD, and navigation systems into one hard-to-use unit. The system itself, produced by Bose, is a small, mobile concert hall and rewards the difficult programming handsomely. More gadgets are overhead. Three buttons in the overhead console offer assitance if needed; the red “SOS” button puts passengers in voice contact with a 24-hour service capable of calling the police or EMS if necessary. The button marked “i” will contact the Mercedes-Benz Client Assistance Center to provide information about the car, and the button with a picture of a wrench calls Mercedes-Benz Roadside Assitance. Together these devices make up the Tele Aid system, which can also use the car’s navigation system to direct emergency personnel to your CLK’s location. Even the key is an infrared, electronic unit rather than the standard metal ignition key. You will rarely ask yourself why the car costs as much as it does.
Lots of sports cars are wonderful because of their ability to become an extension of the driver; the car quietly molds itself around the driver until the point of interface is blurry. Miatas, most BMWs, and Audis excel at this. And that’s a good thing. The CLK430 staunchly refuses to blend with the driver. No matter how intense the drive gets, the whole business remains a distinct interaction between Mercedes and driver. It’s a different kind of driving experience, but rewarding in its own way.
It’s so docile that you’ll forget you’re driving a 3,323-lb car with a 275-hp V8 under the hood. The CLK takes the route of smoothness over speed. Thanks to a dual-stage intake manifold and a typically lazy Mercedes gas pedal, there’s always a very discreet pause between stomping on the pedal and the inevitable surge of thrust, so that passengers’ heads aren’t snapped back by the rush. Once the power hits, however, hang on. On dry pavement, the traction control is sometimes kept busy keeping the tires from squealing all the way to sixty! Stomp on the gas while turning and the tail will step out of like, just like any overpowered muscle car’s. The five-speed automatic transmission features a manual mode.
The CLK is as stable and silent at 55mph as it is at twice that speed. Extremely high-speed travel is eerily drama-free. That solidity gives the impression of great bulk, but it’s just an impression. The car is light on its feet. Mercedes uses a five-link independent rear suspension, and a double wishbone setup up front. Backing up that tried and true system are full-range traction control and the Mercedes Electronic Stability Program (ESP). ESP uses the brakes to stop slides as they begin, often before the driver has even sensed them.
Does all of this amazing performance and gadgetry come at a cost? You bet it does. Base price for the CLK430 ins $49,100. Equipped with the COMAND system, designo package, sunroof, rain-sensing windshield, and heated seats, our test car stickered at $59,555, enough to send the anti-Mercedes crowd screaming back to their cheap, practical cars, any one of which could do what the CLK430 does, and not one of them capable of doing it with quite the same class.
Specifications:
All specs are for the 2000 Mercedes CLK430, which we tested.
Length: 180.2 inches
Width: 67.8 inches
Height: 54.0 inches
Wheelbase: 105.9 inches
Curb weight: 3323 lb
Cargo space: 11.0 cu.ft
Base price: $49,100
Price as tested: $59,555
Engine: 4.3 liter V8
Drivetrain: five-speed selectable automatic, rear wheel drive
Horsepower: 275 @ 5750
Torque: 295 ft/lb @ 3000-4400 rpm
Fuel capacity: 16.4 gallons
Est. mileage: 18/25
6/2009 update: Handsome though it is, the early-’00s Mercedes are notorious for quality issues as they get older, and the CLK is no different. Going older or newer seems to be a good idea when shopping used.
2000 Mercedes SLK230
01065 days
Just like an old Packard or Stutz roadster, the Mercedes SLK230 begs to be driven carefully into the middle of a field and parked in the tall grass while you and a loved one enjoy the summer sun over a picnic lunch. It should come with a picnic basket and a checkered blanket as standard equipment.
The littlest Benz available in the United States came into being as part of the resurging two-seat roadster market. As BMW, Porsche, and Audi made plans for small roadsters, Mercedes followed suit, and the result was the SLK. Introduced in 1997, the SLK stands out from its competition with one distinctive feature; a folding hardtop. At the flick of a switch, the SLK transforms itself from coupe to roadster in less than thirty seconds, much to the delight of onlookers. With its laid-back style and Mercedes reliability, the SLK has made many friends during its three years of production. For 2000, Mercedes is offering a pair of special trim packages.
If cars produced offspring, the SLK would clearly be a Mercedes puppy. The family look is well-represented, with the traditional three-pointed star up front and a body that rises slightly, wedge-like, to a short, upright tail. The large head- and taillights and 17″ wheels look oversized on the stubby body, as if the car was expected to grow into them in a few years. Like most convertibles do, the SLK looks better with the top down, although the body-color hardtop gives it an elegant small-coupe profile when in place. Our test vehicle also featured the AMG-designed Sport Package, which includes the familiar Mercedes/AMG Monoblock wheels and “aerodynamic enhancements” on the front spoiler and sides. The cladding gave our SLK a chunky look, and we think it looks more svelte without the add-ons. The hood is nicely contoured; the twin “power domes” look good from the driver’s seat.
Inside, the SLK feels substantial for such a small car. The doors close with the solid feeling one has grown to expect from a Mercedes–or from a bank vault. The cabin is snug, but feels roomier than that of a Miata, Boxster, or Z3. The two-tone leather interior breaks from the typically somber black Mercedes interior. Blue and charcoal leather cover the seats, console and dashboard, filling the snug cabin with color that’s just this side of garish. For the less fashionably minded, Mercedes offers a basic charcoal interior. Instead of wood, the SLK’s cabin is accented with dark gray carbon fiber-look trim. The gauges are intricately lettered in a nice retro touch, as are the chrome rings around each of them. Thanks to the retractable hardtop’s big back window, visibility out is good even with the top up. The SLK’s beltline is rather high, but the car doesn’t feel like a bathtub. The wide, flat seats speak of the Mercedes’ touring urges; they’re comfortable enough for normal and freeway driving, but high-speed antics will have driver and passenger sliding around uncomfortably. But it’s not hard to just relax and be coddled by the SLK. Air conditioning can be set to different levels for driver and passenger, and heated seats are an option. The Bose sound system takes a great deal of getting familiar, however. It’s not one that can be figured out while driving. At least it sounds good.
Being a Mercedes, the SLK is less outgoing than the BMW Z3 or Audi TT. It’s more reserved than a Miata. It’s more a four-wheeled touring bike than a sports car, regardless of what Mercedes says it is. Cargo space is similar to a touring bike’s, too. With the top down, luggage space is reduced to a narrow slice of the trunk below the folded roof.
On the road, the SLK moves along smartly. The supercharged 2.3 liter four-cylinder makes 185 horsepower, which is more than adequate for the tiny Mercedes. The Roots-type supercharger squeezes the power on subtly, and works best at midrange rpm.. The SLK will go quick, but it wants to know what the big rush is about. The optional five-speed automatic transmission is smooth, thanks to a microprocessor that allows it to adjust to individual drivers’ habits, hills, and other irregularities that can cause an autobox to hunt for gears. As a result, the car never feels nervous or twitchy. The SLK does feel slower than the Miata, Audi TT and Z3, but the solid ride makes up for what it loses in sportiness. The SLK feels poised and confident, like an old-school Hollywood star.
Mercedes’ ASR traction control system is a marvel of inobtrusiveness. The system uses both brakes and throttle to control potential slides. That said, don’t think that it’ll stop the SLK’s tail from stepping out of line! Our test car demonstrated some surprising tail-happiness when all 185 horses reached the rear wheels mid-turn. Four-wheel discs and ABS are standard, of course. The ABS is as smooth and sophisticated as the ASR, thanks to Mercedes’ Brake Assist system. Standard in all current Mercedes models, Brake Assist determines when the driver is making a “panic stop” by measuring the speed and force with which the pedal is applied. When necessary, full braking power is applied by the car’s computer, reacting faster than most drivers can.
The SLK is a small car, but a safe one. Dual rollbars and reinforced A-pillars protect the occupants in the event of a rare rollover accident, and front and side airbags are standard.
Naturally, the standard features list is a long one. The SLK comes equipped with dual-zone climate control, a Bose cassette/CD sound system, cruise control, a wind deflector, fog lamps, an integrated garage door opener, and Mercedes’ anti-theft system. Our test vehicle was equipped with the optional heated seats, five-speed automatic, and the Sport package. It stickered for–hold on to your hat–$48,150. But when you consider that the only thing that’ll make a finer chariot for those late summer picnics is a classic Stutz or Cadillac roadster which is sure to run into six digits, the price doesn’t look so bad, does it?
Specifications:
All specs are for the 2000 Mercedes SLK230 Kompressor, which we tested.
Length: 157.3 in.
Width: 67.5 in.
Height: 50.7 in. (Top up)
Wheelbase: 94.5 in.
Curb weight: 3036 lb. (2992 w/manual transmission)
Cargo space: 9.5 cu.ft. (top up)
3.6 cu.ft. (top down)
Base price: $41,000
Price as tested: $48,150
Engine: 2.3 liter, supercharged inline 4 cylinder
Drivetrain: 5 speed automatic (manual standard), rear wheel drive
Horsepower: 185 @ 5300 rpm
Torque: 200 @ 2500 rpm
Fuel capacity: 14 gal.
Est. mileage: 22/30
6/2009 update: Still no picnic basket option, but the SLK is still a desirable sunny-afternoon roadster.