Honda Civic v Mazda 323 Protege v Mitsubishi Lancer v Toyota Corolla 2003 Comparison

Just when you figured small Japanese sedans were for your aunty, things get interesting. Along comes Mitsubishi's new CG Lancer, promising more zoom and more room with extra engine capacity and a stretched cabin. And what better way to learn about Lancer than to throw it in at the deep end of a Wheels four-car affray?

Lancer's rivals aren't push-overs, that's for sure. This test offered our first hands-on encounter with the still-fresh Corolla sedan, which, with its hatchback and wagon stablemates, is the tearaway best-selling range in this corner of the market. Then there's the Honda Civic GLi, an understated and often under-rated contender. But it's no mug, the Civic, having convincingly beaten Nissan Pulsar, Hyundai Elantra, and Chrysler Neon in an earlier four-car stoush (April '01). The fourth chance in this contest is Mazda's Protege, long a class benchmark in several disciplines, and now packaged more aggressively than ever.

Different as they may be in style, these models coincide in many areas, not least in price, which, for this exercise, is limited to $25,000.

The Protege and Corolla can actually open their bids at $19,990, but offer some options to approach parity in the features list.

Each is a conventional, conservative four-door sedan, obviously. The engines differ in design, but all are in-line fours, situated transversely, driving the front wheels via a manual five-speed gearbox, with four-speed autos optional. There's also agreement about strut type front suspension, rack and pinion steering, and disc front brakes.

No two of the rear suspensions are the same, however, and only one model clings to drum rear brakes instead of discs.

These models are far from sports sedans, of course, but this test isn't about having transport to the station and catching the train to work. Even with their many similarities in size and specification, the four differ tellingly in what they do and how they do it.

And that, as ever, determines the pecking order...

MITSUBISHI LANCER LS: Ranked =3

The Lancer isn't a bad car, just underwhelming.

Size counts, right? And bigger's better, right? Mitsubishi is banking on that tactic for the new Lancer, which has a larger engine and cabin than its rivals.

If you're swayed by the more-metal-for-the-money spiel, the latest Lancer is well worth a look. But should you appreciate a competitively developed design and prefer more than mere transport, this Lancer ain't the answer. It's not a bad car, just underwhelming.

It may very well be as reliable as tomorrow and as durable as a blacksmith's anvil, but Lancer's lack of advancement reflects its conception and development by Mitsubishi Japan during a time of great economic stress.

The 'new' 2.0-litre engine, for example, brings nothing fresh because it's essentially an enlargement of a well-proven existing design.

Lancer's specific power is lower than average, and its power-to-weight is also the least lusty here. No wonder, then, that Lancer's performance is more adequate than abundant.

While the 2.0 pulls strongly through the middling rev range and cruises easily with a long-legged gait, it can be momentarily snatchy in light-throttle/slow-speed situations.

There's reason to smile at the bowser, however, for Lancer's consumption is in the 1.8's ballpark. For that you can probably thank the engine's relatively modest state of tune, and gearing just tall enough to assure economical cruising without the need to downshift quite as often as its smaller rivals. Not that shifting is a chore; the lever skims from slot to slot as though on rails.

It's a pity the same can't be said for the Mitsi's cornering characteristics. Let's just say that while there's nothing about Lancer's handling that'll bite, there's also little that will arouse the driver. The chassis offers ample balance, but very little enthusiasm for brisk cornering because the soggy suspension doesn't generate much grip and hasn't much regard for direction.

The Lancer asks for more wheel than its rivals to nose into turns and, when pushed, is a dogged understeerer with very little finesse. There's not much in the ride quality, either, because the dampers are too soft to discipline the suspension, let alone quell the floaty bounciness over bumps and such.

The steering scores with a particularly tight turning circle, then disappoints with effortlessly light weighting and a poor sense of connection. The group's only drum rear brakes are another pointer to the philosophy behind Lancer. The stoppers perform satisfactorily in normal use, but lose some consistency under duress, which is the very moment the optional ABS proves its worth.

The LS's cabin presentation is so grey and plasticky; it couldn't hail from anywhere but Japan. And it has the most entry-level appearance of the four. Everything is placed exactly where expected and works with absolute ease. That includes the radio, which has an after-market look and larger controls than the Civic's itty-bitty buttons.

Lancer's front seats are comfortable for commuting and cruising, although lacking laterally for hard cornering. The rear accommodation stands out from the crowd due to substantially more legroom than usual; worth a compliment or two because the Lancer's wheelbase (like Corolla's) is shorter than the Protege's and Civic's. Still, roominess isn't everything. Yet another pointer to Lancer's lament is the lack of a three-point centre belt, which is hardly credible in a new model in this class.

The bench itself is relatively high, if short, and, while adequate for brief trips, lacks sufficient shape for long-range comfort. The centre armrest with two cupholders is a welcome detail. But it's not enough to prevent the conclusion that while the Lancer LS has things going for it, they're fewer than expected. Take it as gospel that chassis parity and driver satisfaction certainly aren't among them.

HONDA CIVIC GLi: Ranked =3

Being a Honda, it certainly doesn't mind a good rev.

If you were to sketch an average, nice, neat, modern small sedan, chances are it would finish up looking not unlike the Civic GLi. While in no way exciting, let alone compellingly attractive, the GLi's surfacing is skilfully executed and hard to fault, thanks to the clean-cut contours and balanced proportions.

At first sight, the four-door Civic's specifications and inclusions are pretty impressive, too. But in some respects, the realities of the entry-level GLi fall slightly short of the promise.

The price, for instance, is just over the odds at a fraction above $25K when the optional air-conditioning and metallic paint are included. As compensation, Honda scores a big Brownie point for rating braking safety (with four-wheel discs and standard ABS) a higher priority than refrigerated air. Besides the group's only alloy wheels (albeit with a steel spare), the GLi has all the usual power-this and power-that features, yet is alone in omitting (daggy) mudflaps.

Beavering away fairly smoothly and discreetly, the GLi's engine is a bit of a conundrum. Less highly specified than the five-door Civic Vi's same-capacity VTEC-valved version, the sedan's engine is the smallest here. And while Civic is second only to Corolla for specific power output and power-to-weight ratio, it must be revved to billy-oh to really get cracking. Being a Honda, it certainly doesn't mind a good rev, of course, and its tacho needle can continue climbing after the other engines have hit their hobbles.

Civic's pursuit of performance is aided by good (if slightly low) gearing and a truly sweet gearshift, which must be rowed with enthusiastic frequency to stir the ever-willing engine from the otherwise leisurely response inflicted by its noticeably weedy torque allocation.

Trying for meaningful acceleration in the uppermost ratios requires a long, level road and stoic patience. But to its credit, the engine is easy on the juice, even when pedalled heavily.

While the GLi's chassis dynamics are clearly biased towards ease of operation in undemanding driving, and have no loftier aspirations than that, there's nothing wrong with its handling.

The slightly slow turn-in and moderately pushy understeer are no worse than average, while the handling remains essentially stable and user-friendly, even when pressed to its average and modest limits. The biggest bitch is steering that's simply too light and disinterested to be informative on the run, and is unable to turn tightly for agile parking.

Since the suspension has a soft-ish bias, the ride is at its most absorbent around town and for highway cruising. But the Honda feels rather rolly through corners and becomes a bit bouncy over rough roads' heaves and undulations. The brakes perform very well and could rate as the best here if not for the slightly spongy and lifeless pedal.

Civic's interior makes a good first impression as the furnishings are tasteful, the atmosphere airy, the instruments are as classy as Protege's (which they coincidentally resemble) and the controls are as good as it gets. But findings are largely downhill from there. Although the GLi's cabin fit and finish uphold the perception of very good build quality, rough roads excite some noticeably intrusive rattles and frizzles from the dash, doors, and B-pillars.

The front seats further demote the GLi's ranking because, while the backrest affords good wrap-around support, the flat cushion is one you perch on rather than sit in. The situation's no better in the back because, despite Civic having the longest wheelbase here, rear passengers' legroom is only average and foot space is slightly pinched. Moreover, while the bench's padding is reasonably soft and shapely, the fairly short and low cushion means under-thigh support is found wanting. And, in the final analysis, so is the GLi's overall score.

MAZDA 323 PROTEGE: Ranked 2

The Protege handles with polished distinction.

At an age when some cars are already thinking about retirement, the 323 Protege has been given a second wind and continues piling success upon success. First launched in 1998, Mazda's compact sedan is held in such esteem that it tops even the Corolla in the retained-value stakes.

A stereotypical Japanese model in its generally conservative looks and predictable specifications, the Protege's secret is that, besides being well built and well endowed, it is, in the class context, a better than average thing to drive.

Also very keenly priced, the Protege 1.8 is the least-expensive model here, even when the optional power windows and mirrors are added. Dual airbags, air-conditioning, and no-cost metallic paint are included with most of the expected goodies, not overlooking some worthwhile details such as the group's only lockable glovebox and one of just two with centre-rear armrests. The only downers are the simple centre-rear lap belt and the rear backrest's small nubs in lieu of proper head restraints. The absence of ABS, even as an option, is another disappointment.

Although Protege's 1.8-litre twin-cam engine comes quite highly specified, it isn't the spunkiest model in its class, but is none the poorer for that. Despite sounding a bit brusque when revved, the Mazda has enough urge to acquit itself competitively in acceleration, but is notable mainly for its driveability rather than peak performance.

Give this ample engine a flattering transmission with a very slick gearshift, install a well developed chassis and you have a very effective combo. Hurried along, no car here is quicker and more enjoyable than the Protege from point to point on country roads, nor more agreeably fluid in threading its way through town and surrounds. As an all-rounder, it's a front-runner.

Blessed with well weighted and quicker-than-average steering, the Protege doesn't dither when asked to change direction. It steers with authority and imparts a sense of purposeful conviction in the way it noses into corners before settling securely with a modicum of body roll. The disciplined body control is promoted by slightly firmish suspension, which helps keep things steady without chastening the ride's pliancy to any discomforting degree. Apart from sufficient absorbency, the suspension has such integrity that mid-corner bumps are blotted without nudging the Protege off course.

Making the most of its relatively modest footwear, the Protege handles with polished distinction while adopting benignly balanced cornering attitudes that are predictable and responsively adjustable to the wheel and throttle. Ordinarily, those characteristics may go unnoticed or be taken for granted, but if a situation should go a bit pear shaped, the driver can rely on Protege's co-operation to help get things sorted.

The brakes are pretty good, too. The absence of ABS is a limiting factor for really hard stopping (and ultimate safety), but at least the all-disc system is plenty powerful, responds consistently, and has a nicely progressive pedal.

The 'driving' intent is obvious from the moment you get behind the Mazda's wheel. The well shaped and plushly padded front buckets are the most purposeful and comfortable here. Bolstered cushion sides and wrap-around backrests assure retentive cornering support, while the driver's two-way height/tilt cushion adjustment is superior to the simple H-point lifter employed by the Protege's rivals.

The firmish rear seat offers average adults sufficient room in all directions and is receptively comfortable, even with the slightly terse ride quality and noticeable coarse-chip rumble.

Protege's cabin presentation is still one of the most pleasing in its class, thanks to neat styling and a very complementary blend of tones and textures. The white-on-black instruments look particularly classy, and all the minor controls, including the integrated audio, couldn't be easier to use.

Mature as Protege may be, it still has enough strengths to give the class leaders a run for their money. In fact, while the best-car award may narrowly elude the Mazda Protege, it definitely has best-buy status in its sights.

TOYOTA COROLLA ASCENT: Ranked 1

The Corolla's engine is the pick of the bunch, no risk

How's your memory? Well, you'd need 20/20 hindsight to remember the last time a Corolla scored the podium top spot in a Wheels four-car shoot-out.

In the late-'80s, the Corolla SX/GTi hot-hatch scored a laurel or two. But, unless I'm very much mistaken, no garden-variety Corolla has ever downed its mass-market peers in one of these demanding contests. Until now.

For all their perceived virtues - including almost absolute reliability, great durability, low operating costs, and high resale - the Corollas of yore were atypical Japanese automotive appliances, meaning four-wheeled white goods that didn't even try getting your glands going in the visual, dynamic, or driving departments.

While the latest model is far from sinfully erotic, it has enough spirit at least - and at last - to lift the enthusiasm of keen drivers.

At first glance, the $23,590 Conquest seems a more fitting $25K contender than the $19,990 Ascent. But the base model keeps you way under budget while adding the optional air (standard in Conquest), metallic paint, and the highly desirable safety pack with its ABS/EBD/BAS brake system, front passenger airbag, and belt load limiter. However, if you want a CD player and power front windows (against Ascent's tape deck and manual winders), the Conquest still scrapes in at just under $25K with safety pack, although without a sparkly colour coat.

Either way, you'll get the same roomy body and mechanical specs, apart from Conquest's 195/60R15 tyres to upgrade steering and roadholding. Even so, Ascent's modest 175/70R14s are in keeping with this price point and do a tolerable job of riding and handling, albeit with a shade more coarse-chip road rumble than its rivals.

Corolla's engine is the pick of the bunch, no risk. With the sophistication of VVT-i variable valve timing added to its already brimming larder of technical features, the 1ZZ-FE engine makes more power than any here and runs the larger Lancer close for maximum torque, while boasting the group's highest specific power output and the best power-to-weight ratio.

Not surprisingly, the Corolla offers zippily vigorous throttle response and shows the others a clean pair of wheels in most performance tests. It also posts among the most economical consumption numbers.

The only less-than-impressive aspect is the clunky gearshift, which has very easy operation, but with notchier, noisier travels between the slots. Slightly lower than average gearing means the Corolla also sounds a bit busier than its rivals when cruising.

Although Corolla's drivetrain and chassis don't meld quite as smoothly as the Protege's around town, they cope nicely in the 'burbs and beyond.

The medium-weighted steering points fairly faithfully and the car handles confidently, even when bundled into corners at mischievous speeds, because the Ascent maintains composure with its well balanced handling attitudes. The all-disc brakes perform strongly under duress, especially in situations where the ABS proves that it's money well spent.

Anyone familiar with older Corolla cabins will soon appreciate that this is a big advance. For example, adult-size rear legroom is a first for Corolla. While rear headroom is merely adequate, and the decently deep cushion is a tad firm and flat for some tastes, the rear bench is the group's most accommodating overall.

The front buckets are very acceptable, too, as is the interior's presentation; with the exception of the unlovely moulded headlining. But the almost matt-black Euro-style centre stack and crisply legible, green-tinged instruments are a revelation for Corolla.

You might quibble that the big, grabby radio buttons are a slight stretch too far, and/or that the cream-coloured 'Ivory' trim is too easily sullied. Otherwise, the cabin scores strongly because it no longer champions coke-bottle plastics or Best And Less visuals.

It's still a Corolla your aunty might salivate over, but with the difference that it's now a car you can enjoy driving. All the major elements gel to make this well rounded package the best 'Rolla yet and a worthy winner in this company.

Image: Cristian Brunelli