Enter the Clutch Players. We selected three sedans from a group that’s by no means exhaustive and whose outward missions are decidedly pedestrian–but whose packaging, styling, and sport-oriented option list offer the passionate commuter a reason to look forward to the slog home. While none of our trio will scare off a BMW M5 , you could just about buy all three of these for the cost of one.
The new player in this high-stakes game, the Mazda 6, comes from the company that claims to put a little sports car in everything it builds. You’ve seen the other two before–how could you miss them? Over 148,000 Nissan Altimas and 145,000 Volkswagen Jettas were sold last year.
For this tourney, we requested the manufacturers’ highest output V-6 engines and driver’s footwells with no fewer than three pedals each. It’s a simple formula, really: A front-drive sedan with a minimum 200-horsepower V-6, plus a manual transmission and sporty tires. This way, you still get all the utility of a four-door commuter sedan, only in a more edgy, performance-minded package. The manny tranny aspect is important, too: As sequentially controlled automatics are becoming more prevalent, and as marketing types try to convince us these automobiles are all "race inspired," we commend manufacturers who still specify, develop, and certify honest-to-clutch stick-shift transmissions for those of us who feel performance driving is most satisfying when both hands and feet come into play.
2003 Mazda 6s
Replacing both the Millenia and 626 sedans in Mazda’s ’03 lineup, the 6 is a clean-sheet design inside and out. The base 2.3-liter/160-horsepower four-cylinder model ($18,500) is called the 6i, while the 220-horsepower V-6, dubbed 6s, comes in at $21,100. Both Mazda engines are new to the U.S. market, although the V-6 is adapted from Ford’s 3.0-liter Duratec. Mazda’s variable-length induction runners, variable intake-valve heads, roller-finger cam followers with hydraulic tappets, and magnesium valve covers make its version of this V-6 more flexible, more powerful, and quicker revving. Better still, the Mazda V-6 is tuned to run on regular-grade gasoline and even has a reedy, snarling texture that relates well to the aggressive sport-package look of the car.
Equipped as ours was, with optional Bose 200-watt audio, Sport/Comfort/Leather/ Moonroof packages, plus side airbags and head curtain, the Mazda 6s price came to only $25,885. Settling into the driver’s seat, you’ll immediately notice the Mazda’s sporty intentions. The perforated-leather seats (including matching leather-wrapped steering wheel and shift kno b) are of a quality not often found in this mid-priced class. The seats are heated up front, well-contoured, and supportive, and the matching 60/40-split fold-down rears offer as much legroom as do the outwardly larger Altima’s and much more than the compact Jetta’s.
The 3.0-liter/220-horsepower… read full captionStylistically, the Mazda 6s goes a half step beyond what’s expected of a typical midsize sedan. The interior’s alumi-tone finish and faux carbon fiber may seem somew hat forced, but perhaps because of the thoughtful ergonomics, it’s less objectionable than similar treatments in other cars costing more. And, while many manufacturers have felt it necessary to reinvent the operation of simple tasks, such as adjusting the climate controls or radio, Mazda wisely left our ingrained thought processes intact and simply styled (not redesigned) the functionality of the interior. Let’s hear it for knobs where you’d expect to find knobs. The soft textures and surface coverings are unusually goo d and would be at home in any aspirational European sedan. Overall, the cabin of the Mazda 6s is highly functional, tasteful, and slightly more high-end than the other two in this test.
The Mazda draws plenty of attention from fellow commuters, too. We like this car’s Porsche-look 17-inch wheels and Michelin all-season tires, expressively chiseled hoodline, and slim-profile multi-element head- and taillamps. The Mazda casts a sporty profile with its strong, angular beltline, low skirting, and new interpretation of its trademark chevron grille. Most of us agree, however, we’d like to see the car’s chrome "milk mustache" in body color. Dual exhaust tips give the appropriate impression that there’s more than a hard-working four-cylinder engine at play here. Even the ubiq uitous rear-deck spoiler is well-integrated and appears more than an aftermarket afterthought.
The Mazda’s shifter is quick and accurate, although the linkage could stand to be a bit firmer. The moderate-effort clutch engagement is easily predictable, and, combined with the five-speed transmission, the driveline is flexible enough to cruise comfortably around town or to hustle through your favorite canyon pass. Pedal spacing plus a tilt/ telescope steering wheel are ideal (as in all three sedans). There are also plenty of places to stow cell-phones, maps, snacks, and drinks.
We all agree the 6 has the most well-balanced, confidence-inspiring chassis–especially for navigating the canyons–of our group. It neither understeers nor oversteers when pushed to the limit, and its tires never scream "mercy!" While it may lack the brutish punch of the Altima, it more than makes up for it with quick reflexes and sure-footedness. Everything works together in harmony: the supportive seats, good driving position, broad gear ratios, quick steering, and unfailing brakes.
We had a suspicion the Mazda 6 would be up to the task at the test track–and it was. The V-6 Mazda ran a 6.67-second 0-60 time with only a mild case o f front-wheel hop. We just barely noticed the variable-valve timing and negligible torque steer kicking in somewhere in the upper-rev range when the qu arter mile flew past in 15.13 seconds at over 94 mph. Standing on the brake pedal at 60 mph produced an impressively short 121-foot stop that grew only slightly after the fourth or fifth attempt. In the 600-foot slalom, a 63.9-mph pass puts it at the top of this test, as well as near the top of the sedan segment. While it may have taken Mazda too long to get here, the new 6 surely has the athleticism to compete in the big leagues.
2003 Nissan Altima 3.5 SE
Nissan’s Altima was replaced in ’02 with the substantially larger car you see here, and the company was rewarded handsomely with a huge jump in sales. For ’03, Nissan has grouped several option choices and made a new one particularly irresistible: 245 horses–if you order the 3.5-liter V-6. There was a time w hen 245 horsepower would’ve been an admirable V-8 output, and, by now, you’re probably aware Nissan’s VQ engine architecture is shared by many Nissan/Infiniti products, including the 287-horsepower 350Z. The Altima’s standard engine is a 175-horsepower four, and either one is available with a manual or automatic transmission.
Our five-speed manual Altima 3.5 SE was equipped with the $3899 Leather Sport package, which features Bose audio, moonroof, leather seating (heated in front), rear-deck spoiler, and Xenon headlamps. Additionally, the $799 ABS/Airbag package ups the supplemental restraint count to six and includes, obviously, antilock brakes. Ordering a V-6 automatically nets 17-inch Bridgestone all-season tires on six-spoke alloys. The grand total came to a test-topping $27,877, but that large pricetag does get you a large car for the money: Five more horsepower than last year, big seats (although not that supportive or well-finished), a giant trunk, (again, not well trimmed), and a 20-gallon fuel tank (to offset its poorest-of-the-test highway mileage). Of these three, the Altima is the most sizeable car in nearly every dimension but weight.
Don’t you suppose foil-adorned… read full captionThe Altima’s exterior styling is less daring than the Mazda’s, but equally contemporary. Slab-sided and unadorned by comparison, the clean lines are more mature than, but not quite as enticing as, the Mazda’s. Our biggest gripe with the exterior? Foil-adorned taillamps are so last-millennium, aren’t they? Upon closing the feather-light door, you’ll notice a rather hollow-sounding thud inside the Altima. Place your fingertips on just about any interior surface or switch, and you’ll discover an equally unsubstantial, hard-plastic feeling throughout. We’ve seen better leather on much less-expensive vehicles, and the shift boot detached from its surround on the first day of testing (as it had on our ’02 long-term-tester). Also, the driver’s door seal came loose, and the lackluster paint job isn’t consistent from fender to bumper, showing orange peel in several places. We now know where the weight and cost were trimmed out, but surface quality is not its selling point: Style, size, and swiftness are.
Carving through cherry pickers in traffic is child’s play in the Altima. With this much power just a toe-tap away, there are few, if any, commuters who are prepared for this car’s fast-break. It merges onto freeways with ease, quickly and invisibly finding a place in line. However, in the Altima, responses to driver input are over-boosted and lack feedback. The brake pedal offers no sense of how much grip the tires have left. Moreover, the steering gets especially light when weight is transferred either side-to-side or rearward. The long-throw shifter is certainly the worst feeling of these three, and we can’t think of one that’s possibly more vague, lumpy, or poorly executed–even in bargain-basement models.
When we arrived at the test track, we already knew the ’03 Altima’s 245 horsepower would be tough to match, but there really wasn’t much of a contest. At 5.95 seconds to 60 mph, the Altima is the quickest front-drive production car we’ve ever tested. If that weren’t enough, its quarter-mile time (14.46 seconds at 98.6 mph) is also a record-setter and nearly tied a 350Z’s 14.02-second run. A few words of caution: When the Altima is at or near full throttle, the torque-steer effect is so severe you must be prepared to predict and compensate for its strong tendency to surge to the right. Conversely, stepping out of the throttle at speed produces an almost equally strong turn to the left. Once you’ve reached 60 mph in less than six seconds, you’ll be happy to find brakes that are capable of stopping in just 125 feet. Slaloming at an admirable 63.1 mph, the Altima feels far better than some other front-drive sedans, but not the other two in this test. While the big car will do what it’s asked, it’s not something that comes naturally to a car in which the driver feels slightly disconnected.
2003 Volkswagen Jetta GLI
Volkswagen introduced an all-new Jetta in ’99, and a steady flow of upgrades and variants has followed. There are 26 unique players on the ’03 Jetta team, when you factor in sedan or wagon, with your choice of five engines, an automatic or manual transmission, and GL, GLS, GLI, and GLX trim levels. Prices start at $17, 100 and top out at $27,515. Optional equipment becomes standard on various models this year, and what was once a non-U.S.-spec four-valve/cylinder V-6 (ours has been a two-valver) arrived on our shores in mid-2002, bringing 200 horsepower with it. Previously, one had to order the top-of-the-line Jetta GLX to get a smooth, torquey VR6 motor with its unusually tidy 15-degree bank angle and just 174 horsepower with a five-speed. The new GLI designation mates the European 2 00-horse engine (featuring a slick-shifting six-speed manual transmission) to a less-expensive, though not stripped-down, model.
Our GLI tester (technically a late-’02 example) is further complemented by a long list of standard features, including six airbags, leather steering-wheel/shift knob/ handbrake, GLI-specific "bandchen-fabric," heated sport seats (the best in the test–leather is an $800 option), ABS plus ESP stability control, 17-inch Michelin all-season tires, and premium in-dash-CD eight-speaker sound system. Including the $550 destination charge, the low-ball price comes in at just $23,500 with the best overall warranty package.
Extrapolating this feeling to include spirited passes through the mountains would be correct. "Trim, taut, and athletic" is how one editor described his turn behind the wheel. And while it didn’t set any overall records at the test track, the VW proved to be the quickest, most nimble, and best-stopping Jetta we’ve tested.
What the Jetta gains in packaging and price, it gives up in size. Its wheelbase is almost a foot shorter than the Altima’s, and, as a result, rear-seat legroom and trunk volume are somewhat compromised. It’s still acceptable for four full-size adults, plus the standard split-fold rear seats reduce fears of a too-small trunk in a tight situation. Yet the tidy dimensions translate to a clean European look on the outside. With its monochromatic body paint, wingless trunklid, and the only hint of chrome found on the front and rear badging, the Jetta says more with less. VW drivers aren’t about gewgaws or trendy lighting. They’re more concerned with the German engineering, driving experience, safety, value, and not being mainstream.
The Jetta’s interior is clean, attractive, comfortable, and cool. Its solid, substantial feel is attributable to class-leading build-quality demonstrated by perfect paint, tight gaps, and nary a squeak or rattle. All the buttons, wheels, and knobs are damped and complement that oh-so-German black-rubber dash pad and the fold-flat ventilation outlets. Indigo-blue and red instrumentation , with logically located switchgear, is now a common VW trait, but it still looks as good as it works. The trunk is impeccably finished, with a full-size spare and brushed-stainless-steel gas strut to boot. There’s a reason VW/Audi are often benchmarked for interior design–they’re that good.
It’s on the highway that the Jetta’s smaller overall dimensions pay dividends. You can make U-turns where the others need a three-point turn, parking is a snap, and the lightest car of this test returns the best fuel economy. Every editor who had the opportunity to drive the Jetta, commented that, within the first block, he felt at home, as if it were his personal car. It just feels right. Of particular note, we discovered VW has addressed one of its lingering foibles: a rubbery shifter. The new six-speed has a marvelous immediacy and directness the company’ s five-speed lacks. It’s far better than anything we’ve recently experienced from VW.
The Hail Mary
When you’re down by three with the game on the line, it’s time to make a tough call: Who’s the Clutch Player?
We’ve got one contender with commanding size and incredible speed, but he doesn’t fill us with confidence. The new guy from Mazda is good on his feet, quick, and does almost everything well. And the last one, the European kid, is smart, maneuverable, and comes from a long line of above-average players. Who gets the pass for the last shot?
The general consensus here is that, although the Nissan Altima is obviously the fastest, largest, and most expensive, it isn’t particularly fun or predictable. It feels as if the car has been overinflated beyond its natural size and capabilities.
The Volkswagen Jetta is the most communicative and sophisticated of the three, partly because of its diminutive size. It responds to commands, it tells you what it’s about to do, does it, and doesn’t complain. It seems to fit everybody’s driving style in and out of traffic. Problem is, another car does all this–and more.
The ’03 Mazda 6s coalesces the Jetta’s driving predictability and enjoyment, nearly all the size benefits of the Altima, and tops it off with polished performance and a new look that’s unique and attractive. It’s priced competitively and has enough of the right moves to become Mazda’s most-valuable player.
In this full-court showdown, the wide-open Mazda 6 wins the game.
Natural Athlete
It’s amazing how much car $23, 000 buys today. All three clutch players in our test represent the value end of the sport-sedan segment. The Altima is drop-dead gorgeous, roomy and powerful, but suffers from a harsh ride, notchy shifter, and plasticky interior bits. The all-new Mazda 6s sports a lively engine, more precise shifter, and impeccable road manners, but fails to excite despite overdone exterior details.
The Jetta GLI, though the least expressive of our trio in the sheetmetal department (and least expensive), gets high marks for the way it drives. It feels like a four-wheeled extension of the driver’s will, so precise in its responses to input, so balanced and poised regardless of what the road throws at it, that driver and machine form this biomechanical bond. Inside, the Jetta is no style statement, but switchgear is arrayed intelligently, while shifter, steering wheel, and pedals move with synchronicity, and the seats support with absolute comfort. Compared to the Altima and Mazda 6, the Jetta feels trimmer and offers far less room and comfort for rear-seat passengers. But crank that 200-horse VR6, grab first gear, and the GLI becomes a virtual two-seat sports car on a dream drive. If thrown the keys to all three of these clutch players, the Jetta GLI is the one I’d be making time in.–Ron Sessions