From the Archive: 1996 Small Sedan Comparison Test

From the February 1996 issue of Car and Driver. We try to keep the cars in our comparison tests clearly defined: Supercars. Affordable two-plus-two sports coupes. Family haulers. Sub $30,000 luxury sedans. Economy cars. Allow us another category: economy sedans, nestling neatly between family sedans ($20,000 Accords and Tauruses) and entry-level econocars (the Tercels, Neons, and Escorts that hover around $12,000). In the past, this segment was clogged with low-tech two-valve Tempos, Corsicas, and K-cars, none of which had much enthusiast appeal. But carmakers have been making advances in this market in recent years—particularly the domestics. Just last year, Ford replaced the dowdy Tempo/Topaz with its European-designed Contour and Mercury Mystique, at a cost of $6 billion. Around the same time, Chrysler turned out the Dodge Stratus and Chrysler Cirrus, cars so utterly different than the K-cars they replaced that it's surprising they wear the same hood ornaments. Nissan, Mazda, and Honda have recently updated their small sedans as well. For Sale Near You See all results for used 1996 Stratus for sale near 98115 So it's time to take a good look at the segment. To qualify for this comparison test, a sedan had to duck below $16,000 (making it at least $3200 less than the average price of new cars sold last year). We required a manual transmission, an AM/FM-cassette stereo, air conditioning, and anti-lock brakes. Eight cars qualified. In addition to a base Dodge Stratus and a Ford Contour GL, there were two other American nameplates: Pontiac's Grand Am SE and Saturn's recently redone SL2 sedan. The foreigners included the mid-level LX version of Honda's new sixth-generation Civic and the redesigned-for-'95 Mazda Protege ES and Nissan Sentra GXE. A base Geo Prizm is the sole multicultural, assembled at Toyota's California factory and sold by Chevy dealers. Our testing venue was 400 miles of challenging Michigan backroads—not easy to find, when state road maps look like a window screen under a magnifying glass. We added stints on Interstate 94, as well as drives through a number of southeastern towns and villages. Of course, there was the requisite stop at Chrysler's proving grounds for track testing. As usual, our editors haggled and higgled, then voted. Here's how the cars finished, starting from the back of the pack. 8th Place: Pontiac Grand Am SE The Grand Am steps up to the plate with a handicap: in car-years, it's more like a Grand Ma. This design appeared in 1992, but its platform architecture dates to the mid-1980s. The updates the Grand Am received for 1996—a new interior, front and rear fascias, and improved engines—help only a little. The cowl remains high, the seats low, and interior shapes bulge toward passengers. "Despite its being the longest and the second-heaviest car here, the Grand Am's interior feels tight and intrusive," noted Csere. The rear seats lack kneeroom and headroom and are barely spacious and supportive enough for two adult passengers. Put three back there and they might not be on speaking terms after an hour. The seatback doesn't fold down for cargo flexibility. The body structure continues to perturb. "I've ridden in convertibles that don't wiggle over bumps this much," wrote Phil Berg. The new 150-hp Twin Cam 2.4-liter four-cylinder, despite its balance shafts, is noisy in fifth gear on the highway. At high revs and anything more than half-throttle, it vibrates the body, resulting in an ear-throbbing boom. "And I thought the Saturn was loud," wrote one driver. This engine runs much less obtrusively in Pontiac's newly designed Sunfire. At least the Twin Cam produces power proportional to the din. This is the second-quickest car in the lot, running to 60 mph in 7.7 seconds, and there's ample peppy torque at the bottom half of the tach. The interior may be cramped, but its well-matched, soothing beige colors and curvaceous shapes look expensive in this group. If you avoid bumps and don't push the limits of the tires and suspension (where the Grand Am's motions get ragged), the Pontiac is pleasant to drive. Wind noise is low, and the ride/handling compromise seems appropriate. On a dealer test drive, these virtues would prevail. HIGHS: Robust torque and power, expressive styling. LOWS: Poor packaging and seating, booming engine, flaccid structure. VERDICT: Happy for most daily duties, but irritable when pushed. Perhaps this is why, despite the Grand Am's shortfalls, it remains Pontiac's bestselling model, as well as the seventh-bestselling car in America. One logbook entry goes right to the point: "Seems like a lot here for the money. Not a lot of astute engineering, mind you, but a lot of car." It's enough to keep Pontiac in the running, with an overall rating of 81. 1996 Pontiac Grand Am SE 150-hp inline-4, 5-speed manual, 2935 lb Base/as-tested price: $13,999/$15,980 C/D TEST RESULTS 60 mph: 7.7 sec 1/4 mile: 16.1 sec @ 86 mph 100 mph: 24.4 sec Braking, 70-0 mph: 199 ft Roadholding, 300-ft-dia skidpad: 0.77 g C/D observed fuel economy: 24 mpg 7th Place: Geo Prizm Buying a Geo Prizm is like selecting the store brand at Safeway. You don't pay for the name—in this case, that of the Toyota Corolla, the Prizm's more expensive technical twin, which starts a few hundred dollars higher. What's inside the box, however, is the same: Toyota's well documented refinement, reliability, and slick engineering. The rich grain on the Geo's dashboard and doors, the perfect fit of other interior panels, and the buttery operation of the switches and controls bespeak a Toyota Camry, if not a Lexus. For this base Prizm, though, notions of a mini-luxosedan stop right there. "The color scheme is nice, but the doors look thin and cheap," wrote Weber. Despite nearly $3000 in options, the Prizm lacked power windows and mirrors and a fold down rear seat. It was the only car in our test that didn't have tilt steering or vanity mirrors. Nor is the Prizm much fun to drive. The default mode is understeer, and the suspension is soft. "Lurches around in corners," an editor complained. "Oingo boingo" wrote another, referring not to Mr. Elfman, but to willowy shocks. The compensation is a good ride for a car that weighs only 2408 pounds. But this was the least predictable car in the emergency lane-change maneuver. We've seen this ride/handling tradeoff on some other Toyotas. The 1.6-liter four-cylinder engine was vexing. Its double overhead cams and 16 valves are a prescription for rev-happiness. But its 100 pound-feet of torque is the lowest in the group. Naturally, many drivers would wind out the engine in search of horsepower, only to get guillotined by a rev limiter that kicks in at a piddling 5900 rpm. "I'm into the limiter on every first and second shift," groused Phillips. "Jeez, you wouldn't expect that from a Toyota motor." HIGHS: Built like a Lexus on a Chevy budget. LOWS: Timid engine and redline, floaty suspension, faceless styling. VERDICT: Competent transportation from Point A to Point B. Although it's meek, the engine always hums contentedly. Its 31-mpg EPA city fuel economy is the second-best of the group. The Geo drives quietly except on the highway, where wind noise around the A-pillars demands a few more clicks of stereo volume. "This is the journeyman of the group," wrote Csere. The flat seats front and rear, a lack of features, and the Geo's unadorned styling gave our test car a utilitarian persona. The Prizm will probably be good for the long haul, but a little fun wouldn't hurt along the way. 1996 Geo Prizm 105-hp inline-4, 5-speed manual, 2408 lb Base/as-tested price: $12,875/$15,657 C/D TEST RESULTS 60 mph: 10.0 sec 1/4 mile: 17.5 sec @ 78 mph 100 mph: 39.6 sec Braking, 70-0 mph: 194 ft Roadholding, 300-ft-dia skidpad: 0.75 g C/D observed fuel economy: 29 mpg 6th Place: Saturn SL2 The Saturn sedan recently received its first major makeover since its introduction six years ago. It looks less boxy now, with plastic body panels more sleekly integrated with the greenhouse glass. Inside, there's a richer-looking dashboard. Ergonomics are up-to-date, with the exception of tiny, inscrutable climate controls. This latest Saturn is surprisingly fun to drive. From stoplights and out of corners, the Saturn's DOHC 1.9-liter engine delivers a solid kick in the back that reminds us of the lamented Sentra SE-R—at lower revs, that is. "Sub-4000 rpm, this is a sweet, punchy engine," writes Phillips. The chassis plays happily along: "Nimble steering, a firm, well-controlled ride, and a general sense of agility," writes Csere. "Hangs on well," adds Webster. The SL2 generates great numbers. Its acceleration ranked first, with braking and cornering performance among the top half of the eight-contender group. So why didn't it generate high ratings? Engine noise at higher revs, a past Saturn problem, remains a problem. "I sound like a broken record," wrote one editor, "but the high-rev engine racket singularly ruins this car for me." Another asked, "Why does having fun behind the wheel have to be punishing?" The shifter goes loosely into its appointed gates, and the steel unibody flexes during hard driving, sometimes rattling interior and exterior components and shaking the steering wheel. "I expected more from an all-new design," wrote a driver. We also expected better seating. Saturn angled the split-folding rear seatbacks forward to increase headroom, but the result makes you slouch. The front seats lack support for legs and lower backs. HIGHS: Punchy low-end grunt, clever styling, accurate steering. LOWS: Flexing plastic body panels and parts, flopping shifter, and engine that won't keep quiet. VERDICT: A fun runabout, but it still can't match the imports' sophistication. These stumbling blocks kept the Saturn from the front ranks but didn't prevent a good showing. Along with the eager engine and suspension, the SL2's interior shapes, colors, and textures were complimented. Our $15,928 test car boasted an impressive list of features, including keyless entry and traction control. And the SL2's $12,685 base price makes it a good value—maintaining a precedent set by previous Saturns. 1996 Saturn SL2 124-hp inline-4, 5-speed manual, 2435 lb Base/as-tested price: $12,685/$15,928 C/D TEST RESULTS 60 mph: 7.6 sec 1/4 mile: 15.9 sec @ 87 mph 100 mph: 22.7 sec Braking, 70-0 mph: 193 ft Roadholding, 300-ft-dia skidpad: 0.78 g C/D observed fuel economy: 27 mpg 5th Place: Nissan Sentra GXE Rejecting its sporty-car calling of a few years ago, Nissan wants to be known for building good sedans. First was the Altima for 1993, then the Maxima redesigned a year later, followed by this Sentra, redone for 1995. Good, in this case, means solidly built, simple, and practical designs devoid of flash and fanciness. The Sentra's 115-hp, DOHC 1.6-liter four-cylinder is "smooth and willing, if average in power," wrote an editor. "Revs evenly," added another. The Sentra's shifter is precise, and clutch takeup smooth. The controls and switches are a "model of ergonomic clarity." The front seats are "the best in the group." The suspension is "quite competent on all roads" and "very calm and collected on the highway." Do these remarks sound a bit sanitary? They continue. "Handling is confidence-inspiring, but in a mindless sort of way," wrote Lewis. "I'm so sorry to have lost the previous Sentra's sharp steering," wrote Phillips, remarking on our test car's vague sense of straight ahead. All in all, the Sentra seems afflicted with a terminal lack of excitement. "It's just so plain," lamented Webster. "Seriously dull," said Csere. "Seriously average," added Phillips. With a 0-to-60 time of 9.4 seconds and a quarter-mile of 17.2 seconds, the Nissan will get bagged at stoplights by every car in this group except the Geo. Nissan's sensible-shoes body drew faint praise. Likewise, the interior is neatly assembled of quality materials but looks lifeless. The instrument panel in particular has a vacant look, with just a speedometer, gas and temperature gauges, and two columns of warning lights. This car's rear-seat space and trunk capacity—36 and 11 cubic feet, respectively—are both the smallest among these eight cars. The split-folding rear seatbacks maximize cargo flexibility, but they can't be unlatched from the trunk, nor locked in place for valet parking. Our GXE's $15,863 sticker buys cruise control and power windows and locks, but no center armrest, floormats, or separate map lights. HIGHS: Faultless refinement, ergonomics, and practicality. LOWS: Distracted steering, mundane styling. VERDICT: Slick and smooth transportation from Point A to Point B. This car may be a bit dull, but the same could be said of billionaire Bill Gates. We'll give the Sentra a solid B. 1996 Nissan Sentra GXE 115-hp inline-4, 5-speed manual, 2432 lb Base/as-tested price: $14,864/$15,863 C/D TEST RESULTS 60 mph: 9.4 sec 1/4 mile: 17.2 sec @ 80 mph 100 mph: 35.4 sec Braking, 70-0 mph: 200 ft Roadholding, 300-ft-dia skidpad: 0.79 g C/D observed fuel economy: 30 mpg 4th Place: Dodge Stratus The Stratus shares one big advantage with other recently designed Chrysler sedans: exceptional interior room. It also has a reputation to live up to: the Stratus's upscale twin, the Chrysler Cirrus, won its last sedan comparison test, and the Cirrus/Stratus has just been reanointed a 10Best car. This Dodge, on the other modest hand, is short on refinement in base-car trim. "Some buzzy, noisy thing way out in front propels this car," observed Webster. The 132-hp, SOHC 2.0-liter four whines when revved, although the sensory assault is not as loud as that of the Pontiac or Saturn. Still, Csere added, "Such NVH is acceptable in a Neon, where it comes with a lower sticker price and better performance. In this class, it doesn't cut it." The Cirrus that won its last comparo here had an automatic transmission, so it didn't suffer from the clumsy feeling of our Stratus's manual. The clutch made odd graunching noises and was difficult to engage smoothly. The Stratus lacks the form-fitting seats of the Cirrus, too. Our disdain was palpable. "I feel like I'm sitting on plastic logs covered with twill fabric," whined an editor. "My back hurts after only 17 minutes," said another. But compliments weren't in short supply, either. "Lovely view out, particularly in front," they began. Styling caused a couple of warm, fuzzy feelings from the Dodge's hunkered-down wide flanks to the neatly sculpted, ergonomically correct interior. The Stratus's unibody felt tight and rattle-free, and the suspension provided a good ride and well-planted feel, even over bumps—probably a result of this car's large wheelbase and track. The steering was a bit numb, and it contributed to making the Stratus feel larger than the other cars here. Many editors noted this, in the sense of a compliment. "The limousine of the group," wrote one editor. Indeed, the back seats offer three more cubic feet of space than any of the other cars here. The folding rear seatback can be locked in place, and it can be released from the trunk. HIGHS: Commodious interior, standout styling, secure handling, and solid feel. LOWS: Back-buster seats, noisy powerplant, jerky clutch. VERDICT: Big, roomy, and secure—domestic-car virtues executed faithfully. So how did the Cirrus place first in its test, and then this Stratus version came in fourth? The V-6 automatic version of this car clearly competes better in a higher market class than does this base, manual version in an economy class. Regardless of our rankings, if room at a cut-rate price is your goal, this Dodge is a clear choice. 1996 Dodge Stratus 132-hp inline-4, 5-speed manual, 2958 lb Base/as-tested price: $14,770/$15,990 C/D TEST RESULTS 60 mph: 9.1 sec 1/4 mile: 17.0sec @ 81 mph 100 mph: 28.7 sec Braking, 70-0 mph: 197 ft Roadholding, 300-ft-dia skidpad: 0.77 g C/D observed fuel economy: 27 mpg 3rd Place: Ford Contour GL The Ford and the Dodge seem always perched at opposite ends of a seesaw. A Contour also competed in that three-car test won by the Cirrus. Lack of rear-seat room weighed heavily against the otherwise commendable Contour. Here, up against a set of mostly smaller cars, the Contour's cozy rear quarters are not such a liability, and its other virtues stand out, vaulting it ahead of the Stratus, the technical twin of the Cirrus. From the moment you grasp the thick steering wheel, the Contour exudes expensive-car vibes. "Very nice combination of solid/substantial and agile," wrote editor Csere. "With cloth door-panel inserts, nice upholstery, and the highly sculpted dash, it feels more luxurious in here than in the new Taurus. And the Contour steers better, too. Fun to toss around." Another editor thought the steering and handling "should be a benchmark for all makers of front-drive cars." The gushing continued. "A total package: big-car feel, satisfactory steering, good ride, quiet, plenty o'torque. This is a helluva deal for 16 thou. There's no econo-sedan feel here whatsoever." The Contour's engine, the newly designed DOHC 2.0- liter Zetec four, feels equally indulgent. The Contour's 0-to-60 time of 8.5 seconds puts it less than a second behind the speedy Saturn, yet the Ford sprints without a racket, revving quietly and smoothly. Too bad the instruments are devoid of a tach. (We ignored the power windows; they would push the car over $16K.) For 1996, the front seatbacks have been sculpted for improved rear-passenger kneeroom, and the rear seats have been reshaped slightly to extract a tad more headroom from the Contour's unchanged body shell. Two adult passengers can make themselves reasonably comfortable in back. Three is a tight fit, although it's still better than in the Pontiac or Saturn, which both have awkwardly cushioned seats and backrests. A fold-down rear seat is a $205 option that our Contour GL did not have. HIGHS: Excellent handling and dynamics; well-muted noise, vibration, and harshness. LOWS: Rubbery shifter. Light on features. VERDICT: A step up from the others in class and substance, for the same price. This car's cable-operated shifter needs work. During rapid gear changes, it has the uncooperative motion of a broom handle stuck in a bucket of rubber balls. Perhaps this, and the Contour's lack of features like power windows and locks, conspired to prevent the Ford's already high score from climbing higher. 1996 Ford Contour GL 125-hp inline-4, 5-speed manual, 2840 lb Base/as-tested price: $15,165/$15,735 C/D TEST RESULTS 60 mph: 8.5 sec 1/4 mile: 16.6 sec @ 82 mph 100 mph: 27.3 sec Braking, 70-0 mph: 190 ft Roadholding, 300-ft-dia skidpad: 0.75 g C/D observed fuel economy: 24 mpg 2nd Place: Honda Civic LX We know what you're thinking. How can a 10Best winner (this Civic) be beaten in a comparison test (this one) by an older-design car that wasn't even in the running for the most recent 10Best competition? Well, the 10Best contest pits an entire model lineup against other cars. A comparison like this one at a narrowly defined price point can allow other even previously unacclaimed cars to squeak ahead. It would be nigh impossible to jump ahead of this fifth-generation Civic, a new design from Honda, a company renowned for its high-quality engineering. Drivers liked the new body, fresh and original with a glassy greenhouse and big, doe-eyed head- and taillamps. Inside, drivers fit without complaint. "This car feels smallest, but it's the one I fit best in," wrote the large Mr. Berg. "Excellent driving position," wrote Csere. "Excellent ergonomics," added Phillips. The cushions under the split-folding rear seatbacks seemed a touch too low, but two adults fit in comfort. Sticking three back there makes for scissoring shoulders, a clear violation of the typical American's generous sense of personal space. This Honda conquers pavement with aplomb. "Steering is precise, the engine is willing and eager, and the shifter is one of the best on the planet. I like driving this car," wrote one driver. "Agile and tossable," added another. The Honda 106-hp, 16-valve 1.6-liter four-cylinder gets 33 mpg on the EPA city cycle, 2 mpg more than the second-thriftiest car here. At high rpm, its tone is insistent but unoffensive. Which is a relief, because if you're in a hurry you'll be spending all your time up there. "No-guts motor. Gotta wind this baby endlessly," reads one note in the logbook. "Needs more torque," noted another editor. The meek engine and an austere-looking cabin made the Civic feel less substantial than the other cars, despite a similar amount of interior space. "Tiny-feeling," wrote one editor. And to others, the car seemed almost too well thoughtout and refined. "Does this car have a soul? It's damn near viceless, yet I can barely remember driving it. It amazes me that a car so good can be devoid of character." HIGHS: Leading fuel economy, nicely balanced ride and handling, progressive exterior. LOWS: Modest power, plain interior; drives so naturally you sometimes forget who the pilot is. VERDICT: A relentlessly efficient, thoughtfully designed small sedan that does nearly everything just right. Musing over the presence of soul in a $16,000 sedan may seem a tad preposterous. But it's what may have prevented a first-place finish for this Civic. 1996 Honda Civic LX 106-hp inline-4, 5-speed manual, 2414 lb Base/as-tested price: $13,980/$15,430 C/D TEST RESULTS 60 mph: 9.4 sec 1/4 mile: 17.1 sec @ 79 mph 100 mph: 36.2 sec Braking, 70-0 mph: 203 ft Roadholding, 300-ft-dia skidpad: 0.77 g C/D observed fuel economy: 28 mpg 1st Place: Mazda Protegé ES When we first looked at the new Protegé ES in 1994, it seemed akin to a show poodle: a bit pricey and maybe over-sophisticated for its class, and somewhat indifferent and unengaging when asked to play. Since then, Mazda has reduced prices on its small sedan by $700 on the low-end DX to more than $1500 on the top-line ES. As for the Protegé's insouciance, perhaps it (or we) were just having a bad day—our 1996 test car outperformed the 1995 in almost every measure. "Wow, I'm impressed," bubbled the first comment in the logbook. "Feels really well buttoned down. This car is a ball to drive." By unanimous opinion, this was the most athletic car in the bunch. "The quick steering and on-demand oversteer are perfect partners out here," wrote another. "Great road feel through the wheel. Even in the rain, the steering is so sensitive, correcting for hydroplaning is a cinch—easier than in the Honda." The 122-hp, DOHC l.8-liter four-cylinder couldn't keep the Mazda on pace with the Saturn, the Pontiac, or the Ford from 0 to 60 mph (8.8 seconds), but it was fun getting there nonetheless. "The engine revs very willingly, with even a trace of BMW overtone as it approaches the redline," wrote one editor. That redline is 7000 rpm, the highest in the group, and the DOHC four pulls to it with gusto. The brakes arrested the Protege from 70 mph in 185 feet, the shortest distance among these cars. Cornering is 0.80 g, again the best performance. This "sports car of the group," as one driver described it, can pull family duty at a moment's notice. The firm front seats have separate front and rear height adjustments, and got an A for comfort. The Mazda has the third-shortest length, at 174.8 inches. But its front-seat room, at 52 cubic feet, equals the best dimensions among these cars. Its rear room, at 41 cubic feet, is second only to the Stratus's 44 cubic feet. The rear seats provide good support for two passengers and are firm enough for three to be comfortable. The only two cars offering lockable split-folding rear seatbacks were the Mazda and the Honda. Given the suspension's dexterity, it's no surprise the Protegé ES rides on the firm side. The shifter's lumpy, imprecise movement can't match the Nissan's or the Honda's. The Mazda is more interesting to look at than the Nissan, but its conservative clothes break no new ground. (We ignored the alloy wheels and sunroof in the pictures; they would push the car over $16K.) HIGHS: Rev-happy engine, playful suspension, surprisingly useful interior room. LOWS: Conservative duds, bargain-basement shifter. VERDICT: A practical small sedan with the heart of a sports coupe. This test showed that finding a perfect mix of utility, style, refinement, and fun in a four-door for $16,000 is about as likely as stumbling across that proverbial dusty 427 Cobra in a barn. For Sale. Cheap. The Civic LX comes close, though. The Protegé ES comes even closer. 1996 Mazda Protegé 122-hp inline-4, 5-speed manual, 2610 lb Base/as-tested price: $15,145/$15,225 C/D TEST RESULTS 60 mph: 8.8 sec 1/4 mile: 16.8 sec @ 82 mph 100 mph: 29.1 sec Braking, 70-0 mph: 203 ft Roadholding, 300-ft-dia skidpad: 0.70 g C/D observed fuel economy: 14 mpg