Proton Saga FLX – CVT Transmission

Proton is really ramping up things on the CVT front, by the looks of it. Just recently the company announced that it will be introducing Continuous Variable Transmission in its upcoming range of vehicles.

Now, a check on the Prosboc, or the Proton Saga BLM Owner’s Club, page on Facebookreveals a very interesting post made yesterday – a Saga FLX, which is equipped with a CVT drivetrain, and comments there say it is a six-speed unit.

 

There’s no accompanying info on the car, so we can’t say if the Saga FLX runs with a 1.6 or 1.3 litre powertrain. In May, there was a pre-facelift Saga that was used as a test mule for the CVT transmission, and that one had a 1.3 mill.

In any case, the batch of photos on the post give a far better view of that which is new and brewing at Proton – and is a clear indication that the adoption of the tech is going to be big. 

article sources: paultan.org

Proton Saga FL 1.6 (A) Solid White

The new Proton Saga FL 1.6 Executive has been announced by Proton today, carrying a price tag of RM46,549 in Peninsular Malaysia, a small premium over the previously range-topping 1.3 liter Executive model’s RM43,298 price tag.

This should be good news for those who have been asking for a high spec 1.6 litre Campro IAFM engined Proton Saga, as previously the 1.6 litre engine was only available for the B-Line in the pre-FL Saga model. This new Proton Saga FL 1.6 Executive is only available with a 4-speed automatic transmission and in a solid white color only.

Other differentiators for the 1.6 litre variant externally are new alloy wheels and the decorative body sticker that you see running across the shoulder line of the car. On the interior, Proton has added dark chrome finishing on the air conditioning outlets, the center panel, the door inner handle, and the steering wheel ring. Safety wise, the Saga FL 1.6 Executive comes with dual airbags for the driver and front passenger.

“The 1.6L Saga should provide car buyers, especially those from the younger generation of purchasers and car owners with an even more attractive, affordable, cost-effective and powerful alternative,” said Proton’s managing director Datuk Seri Haji Syed Zainal Abidin.

Proton currently sells an average of 6,700 units of the Saga every month. Proton expects the new 1.6L Executive variant to contribute an average of 300 units a month.

They are targeting to sell a total of 83,000 units of the Saga (and a total of 173,000 Protons) during the 2011/2012 financial year.

Article sources: Paultan

Proton Persona Elegance now available in solid white colour

 

Proton Persona Elegance now available in solid white colour . The 1,600cc Persona is available in two transmission, both automatic and manual. Below is the price list for it:

Model	Transmission	Price
High Line	Automatic	RM59,049
Medium Line	Automatic	RM55,549
Medium Line	Manual	RM52,549

Proton R3 Satria Neo – short test drive impressions

We are back from a short test drive session of the Proton R3 Satria Neo, which happened at Proton’s testing ground in Shah Alam. Unlike the RM115k limited edition Lotus Racing Satria Neo (back when Proton and 1MRT were still on friendly terms), this version is much more accessible at RM79,797 but will still provide enthusiastic drivers with plenty of smiles.

To keep the price down, the R3 Neo doesn’t include the Lotus Racing Neo’s headline Ohlins suspension and AP Racing brakes, which were inspired by the real Lotus cars. The modded Campro CPS engine is the same. As we found out, the changes don’t detract from the fun factor and performance of the LR Neo, which makes it the better buy. There are even some improvements thrown in.

Continue reading the report after the jump.

This R3 Neo isn’t an afterthought or a development of the Lotus Racing Neo, although that limited edition came out first. On the contrary, development of this car started three months before the LR Neo was launched, which translates to early 2010, explains Tengku Djan, head of R3. After that, the idea of a Lotus Racing Neo came along, and R3 had to rush that car out within 6-7 weeks.

So we are actually looking at the final fruit of R3′s tweaking of the Satria Neo. In a nutshell, the R3 Neo is powered by the exact same engine as the LR Neo, which is the Campro CPS unit upgraded to make 145 hp at 7,000 rpm and 168 Nm of torque at 5,000 rpm. The stock engine makes 125 hp and 150 Nm. No Ohlins coilovers and mega AP brakes here; this car comes with R3 specified suspension and stoppers.

The S4PH powerplant has been given a host of upgrades to reach this state. Reprofiled camshafts that increase valve lift and overlap helps breathing, aided by a K&N filter in a carbon air box. Lightweight adjustable camshaft pulleys reduce inertia and enable fine tuning of valve timing.

To match all these is an R3 ECU calibrated with revised fuel maps and a focus on performance. There’s also a 4-2-1 R3 exhaust system similar in design to that found in the LR Neo, except that it’s in full stainless steel and without silicone coating. Mated to the engine is a close ratio five-speed manual gearbox – there’s no auto option. 0-100 km/h is done in 9.2 seconds, top speed is 205 km/h.

For the suspension, R3 ordered a few settings from the OE manufacturer before finally deciding on this set. The springs are shorter and their rates firmer than the standard Neo CPS. As for what they were looking to achieve for the handling, drift master Tengku Djan said that R3 wanted to “bring back a bit of the old GTI feel”, referring to the old body Satria GTI and Satria R3. Ride height is 10 mm lower than the Neo CPS.

Brakes wise, the R3 Neo uses performance pads that have an operating temperature of up to 400 degrees C and increased fade resistance over the standard car. The calipers are stock.

The Satria Neo is already one of the most sporty three-door hatchback designs around, and the R3 Neo takes it a step further. Only available in “Fire Red” with a black roof and bronze accents, it looks fantastic in the sunlight. Not sure about you, but I never really liked the LR’s green and yellow theme – this looks much better in my opinion. Also nice are those six-spoke 16-inch R3 alloys in gunmetal.

Unlike the LR edition, the R3 Neo uses the standard Neo CPS bodywork, with additions such as a front splitter (reduces undercarriage turbulence and increases downforce, according to R3) and a new design spoiler, which is more subtle than the standard car’s and improves aerodynamics. There are R3 logos on the sides of the wing. The rear bumper is stock, although the trademark central exhaust tip is different.

I stepped in the car expecting the typical Neo reception of zero headroom (I’m not that tall at 175 cm, but we’re required to wear helmets when driving at Proton’s oval) and looking through the top quarter of the windscreen, but was pleasantly surprised to find that there was room to spare.

I was then told that the seats are new – the rails are in the same place, but the seat base goes deeper now to free up some much needed headroom. You’ll also notice that the seat backs are more shapely compared to the old chairs – there’s added thigh, hip and shoulder support here.

The steering wheel is wrapped in “Trivel Fibre”, which is an Alcantara type material, and has a red centre marker, just like in Renault Sport cars. The panels around the audio buttons have the carbon fibre look. There are lots of panels in red to match the exterior and like in the LR Neo, the gear knob is a chromed ball. The aluminium pedals are identical as well.

We weren’t given much time behind the wheel, but enough for a good impression. Flex your right foot and the louder exhaust note is immediately noticeable. The R3 Neo pulls away cleanly and smoothly, without being bogged down by any holes and trenches in the torque delivery. But it’s not particularly strong below 4,000 rpm, which is the point the high lift cam profile comes into play.

As expected, from here, the engine gains a second wind as it charges towards redline, which is 7,500 rpm in the R3 Neo (cut off at 7,800), although the unchanged meter panel will show that you’re already swimming deep in the red sea. Once in the zone, the tacho needle gains urgency that’s previously unseen, and there’s no slowing down because the Variable Intake Manifold (VIM) changes to the short runner at 5,500 rpm.

The R3 Neo, like the standard car, is meant to be revved all out for enjoyment, and with the short ratio gearbox, it’s extremely effortless to get there – it’s time for the next gear before you know it. The sound is more towards boomy than VTEC screamy, but it’s fun nevertheless.

We also tried out the R3 Neo over a section of crests and dips to check out the primary ride, which it passed with admirable composure. Rolling over thin metal strips saw the Neo cushion away the impact instead of reacting with a bounce or shimmy. We’ll never know how it feels like on a poorly surfaced B-road with these examples, but I’m betting it’ll cope well.

Doing the slaloms at 70 km/h revealed a slightly different character from our limited Lotus Racing Neo experience (never got to drive it on public roads). While the green car gave hints that it likes to dance around the cones, rear end edging out a little, the R3 Neo felt less active at the back. More like a normal road car, in other words, albeit a grippy one that corners very flat. Turn in is sharp, and steering feel is good. Can’t wait to drive it on the road.

We did some braking tests as well, and while this car doesn’t have the stupendous stopping power of the LR Neo’s AP Racing brakes, it’s more than good enough, and there wasn’t any fade although I wasn’t the first to do the test. The LR edition is probably the most over braked car in the world, so we’re just reverting to the real world – no big loss.

The R3 Satria Neo serves up good looks and good vibes for the enthusiast driver. It’s quite good value too – 80k for 145 hp can’t be found elsewhere (correct us if we’re wrong, new cars only) – and has new features that the wider market appreciates such as a push start button and a 2-DIN touch screen ICE system with GPS.

It’s not perfect though – just as I was getting tempted, the Neo’s long and heavy free swinging door slammed on my hips upon exit, not for the first time.


Article sources : Paultan

Lotus Evora Enduro GT Concept in Lotus-Renault colours

 

 

 

 

 

 

Besides the stripped out Elise Club Racer, Lotus also unveiled the Evora Enduro GT concept car in Geneva. The Evora Enduro is, as its name suggests, designed for endurance racing, and is based on the Evora GT4 Endurance race car. It was shown in black and gold with splashes of red, just like the Lotus-Renault F1 car, which was also present at the Lotus stand.

Developed by Lotus Motorsport under the watch of Lead Designer Nicola Scimeca, the Enduro will be the base point from which the GT2/GTE homologated cars for FIA and ACO endurance racing will be built. This year, Lotus Motorsport plans to compete in the Nürburgring ADAC 24 Hours (23-26 June), Spa 24 Hours (28-31 July) and the Silverstone 24 Hours in October. 24 hour races in Dubai and Daytona are on the list for 2012.

Lotus did not reveal any specs, but the Evora Cup GT4 car is powered by a Toyota 4.0-litre normally aspirated V6 with 360 PS and 445 Nm paired to a six-speed sequential gearbox driving the rear wheels. Unladen weight is 1,190 kg.

The Evora Enduro can be bought by private individuals and adapted for racing. Gallery after the jump.

Article sources: paultan.org

PROTON’s Year On Year Profit Before Tax Drops To RM134 Million As At Q3 2010/11

SUBANG JAYA, 25 February 2011 - PROTON Holdings Berhad registered a lower profit before taxation of RM134 million in the first nine months of its 2010/11 financial year, down from RM248 million posted in the corresponding period last year. 

The decline in profit was largely attributed to higher costs including branding costs coupled with higher R&D expenditure. Additionally, the results also included restructuring expenses incurred as part of Lotus’s business transformation plan. 

At the Group level, higher marketing and selling costs, in addition to lower domestic sales volume experienced as competitors aggressively lowered prices during the seasonal and traditionally slower year-end demand, were primary contributors to the loss of RM52 million in Q3 2010/11 compared to the profit of RM81 million recorded in the immediate preceding quarter. 

Cumulative revenue as at 31 December 2010 rose to RM6.36 billion against RM5.97 billion recorded the corresponding period last year, while revenue for the individual period (Q3) dipped slightly to RM1.83 billion from RM2.01 billion the corresponding period last year. 

With regard to Lotus, part of the board-approved Lotus’ business transformation plan entails a major branding exercise at various international motor shows and a restructuring exercise which includes investment on new product development, management reorganization and rationalization of its dealer network. 

However, PROTON Group Chairman Dato’ Sri Mohd. Nadzmi Mohd. Salleh said the company is confident that its current strategy built on the principle of offering the right car, at the right price for the right market segment, will enable it to continue to capitalize on growing domestic sales. 

PROTON’s performance in the final quarter of the 2010/11 financial year is expected to put the company back on its growth trajectory and this is supported by higher sales in January 2011 due to the delivery and introduction of the Inspira and Saga FL. 

PROTON sold a total of 157,274 vehicles in 2010, with 15,805 units sold in January 2011 amidst the backdrop of a vibrant domestic car market that had grown 13% in 2010. The Malaysian Automotive Association (MAA) reported that the total industry volume (TIV) reached 605,156 units in calendar year 2010 with registration of passenger vehicles alone accounted for 543,584 units, an increase of 11.8%. The MAA is projecting TIV to increase by a further 2% while industry experts are saying growth in car sales may be as high as 4% in the calendar year 2011. 

“As for Lotus, higher expenditure is expected as the company is undergoing a restructuring exercise, but we are confident that the restructuring plan is making good progress. This is further supported by future plans which includes more efficient spending, continuous manufacturing efficiency and a consolidated marketing strategy, which is mainly to instill greater public awareness of new models,” said Dato’ Seri Mohd Nadzmi. 

“The Group will continue to improve operational efficiency through continuous vendor and dealer network rationalisation as well as various cost-cutting initiatives whilst at the same time investing in the development of new models, variants and technologies. On top of that, we continue to monitor our export performance closely and remain flexible in our strategic approach to suit the demands of our international clients. Holistically, PROTON remains committed to efforts which can further enhance PROTON’s overall competitiveness and we are satisfied with our progress in that area thus far and hope to share this with our key stakeholders in the near future,” he added. 

On the international front, the popularity of Proton core models continue to grow, with Proton establishing itself as one of the top ten brands in Thailand. PROTON’s market share in Thailand is currently in eighth position for overall passenger car sale and tenth position for overall vehicle sales in Thailand for 2010. 

The Proton Exora was also recognized as one of the top ten cars of 2010 in Thailand and as the “People’s Multi-Purpose Vehicle (MPV)” by a prestigious English newspaper in Bangkok. Launched there in December 2009, shipment of the Exora to Thailand has reached 3,125 units with almost 2,700 cars already registered as at Feb 2011. In Japan, PROTON and Japanese Manufacturer Carrosser Co. Ltd. (CUSCO) recently entered partnership to sell the Satria Neo rally cars in the Japanese domestic market. 

PROTON Group Managing Director Dato’ Haji Syed Zainal Abidin Syed Mohamed Tahir said, “PROTON also remains committed to the development of its green technology in line with the Government’s initiative to make Malaysia a regional hub for hybrid, electric and environmentally-friendly vehicles. As part of this plan, the award-winning Proton Exora Extended Range Electric Vehicle (E-REV) and Saga Electric Vehicle (EV) are in the final stages of testing before being made commercially available.” 

“The Malaysian economy’s projected growth of between 5% and 6% will result in positive consumer sentiment, increasing domestic demand and further growth in the TIV. And together with efforts being undertaken by PROTON, we are poised to capitalize on a more vibrant economic landscape with the introduction of new models and enhanced variants in 2011,” he added.


Article sources: proton.com
Category: News & Event

Lotus L3 GT concept car at 2010 Guangzhou Auto Show

Guangzhou Auto Show this year at Lotus (Lotus) shows the area saw a modified version of the Lotus L3 GT modified car, this car modified race is Malaysia L3 GT depot Proton (Po München) Persona sedanvehicle close to the Lotus L3 GT logo. But Zheliang L3 GT racing should only be modified to emphasize the company's sports and L3 modified for display purposes, the future should have little chance of production. car-based unit of the alterations to, and in the body of the

Zheliang the Proton Persona-based L3 GT modified car body paint in white, then add the front and rear wheel arch Kuan, and put on the front and rear aerodynamic body kit, side skirts, plus black on the hood vents and hood latches, put racing fuel tank cap, black carbon fiber large tail, Juan 18-inch BBS wheels, 235/45/18 tires single-oriented performance, before and after the red Brembo brake system, and four exhaust tail pipes. Built-in part, L3 GT replaced by some modified cars made of three carbon fiber steering wheel, black bucket racing seats, aluminum shift knob, the trim and orange, so that the same look and room full of racing car style.