Monday, December 7, 2009
Perodua Alza MPV goes on sale Tuesday
KUALA LUMPUR: The newly launched 1.5litre Perodua Alza MPV goes on sale Tuesday.
The prices range between RM56,000 to RM64,000 per unit for the standard model and between RM67,000 and RM70,000 for the advanced version.
Alza, which means “to rise” in Spanish, rose to the occasion when it was launched with the tagline “Versatile As You” at a ceremony that saw about 900 industry players, Perodua staff, local and foreign journalists and car enthusiasts.
It has already seen 3,500 bookings in ten days.
It was learnt that waiting periods for delivery to buyers of the Alza could be as short as ten days or within three months.
The 1.5-litre engine Alza comes in six variants - two standards and two premiums with either 4-speed automatic or 5-speed manual transmissions.
Two more advanced versions will go on sale from March next year with complete bodykit, GPS with reverse camera, tinted windows and leather seats.
The seven-seater comes standard with projector headlamps, LED taillights, centre-mounted meter panels and a second row seat with a 150mm sliding room on rails.
Its audio system accommodates CD, MP3 and WMA formats with a USB portand Bluetooth connectivity thrown in for the premium versions.
The premium versions also feature for the first time in Peroduavehicles switches for the audio system such as volume control andradio channel dial.
The meter panel’s multi-info display also shows average fuel consumption and maximum travelling range at the current fuel level.
Aimed at young families and single urban males and females, the Alza also debuted with a new colour, Classy Purple along with Ebony Black, Ivory White, Pearl White, Medallion Grey, and Glittering Silver.
Perodua managing director Datuk Hafiz Syed Abu Bakar said the best selling national car maker targeted to sell between 3,500 and 4,000 units of the new MPV monthly.
He added that the Alza was all about giving passengers the space they needed with the handling that feels like one is driving a car.
“It’s all about how you use space. All about being versatile and stylish and keeping it affordable to own and maintain.
“With the introduction of the Alza, Perodua aims to maintain its pole position in 2010 in terms of sales with a target of 176,000, the highest ever for Perodua,” he told reporters before the launch.
It was launched by Deputy Prime Minister Tan Sri Muhyiddin Yassin at the Kuala Lumpur Convention Centre Monday.
Regarded as the “most Malaysian” Perodua to date, Perodua chairman TanSri Asmat Kamaludin said the MPV was developed with nearly 90 percent locally made components.
It was developed over two years by Perodua with about RM300mil in investment.
The bestselling MyVi was developed with RM280mil in 2005 and RM240mil for the Viva launched in 2007.
“The Alza represents the maturity of Malaysian automotive vendors in producing high end parts.
The prices range between RM56,000 to RM64,000 per unit for the standard model and between RM67,000 and RM70,000 for the advanced version.
Alza, which means “to rise” in Spanish, rose to the occasion when it was launched with the tagline “Versatile As You” at a ceremony that saw about 900 industry players, Perodua staff, local and foreign journalists and car enthusiasts.
It has already seen 3,500 bookings in ten days.
It was learnt that waiting periods for delivery to buyers of the Alza could be as short as ten days or within three months.
The 1.5-litre engine Alza comes in six variants - two standards and two premiums with either 4-speed automatic or 5-speed manual transmissions.
Two more advanced versions will go on sale from March next year with complete bodykit, GPS with reverse camera, tinted windows and leather seats.
The seven-seater comes standard with projector headlamps, LED taillights, centre-mounted meter panels and a second row seat with a 150mm sliding room on rails.
Its audio system accommodates CD, MP3 and WMA formats with a USB portand Bluetooth connectivity thrown in for the premium versions.
The premium versions also feature for the first time in Peroduavehicles switches for the audio system such as volume control andradio channel dial.
The meter panel’s multi-info display also shows average fuel consumption and maximum travelling range at the current fuel level.
Aimed at young families and single urban males and females, the Alza also debuted with a new colour, Classy Purple along with Ebony Black, Ivory White, Pearl White, Medallion Grey, and Glittering Silver.
Perodua managing director Datuk Hafiz Syed Abu Bakar said the best selling national car maker targeted to sell between 3,500 and 4,000 units of the new MPV monthly.
He added that the Alza was all about giving passengers the space they needed with the handling that feels like one is driving a car.
“It’s all about how you use space. All about being versatile and stylish and keeping it affordable to own and maintain.
“With the introduction of the Alza, Perodua aims to maintain its pole position in 2010 in terms of sales with a target of 176,000, the highest ever for Perodua,” he told reporters before the launch.
It was launched by Deputy Prime Minister Tan Sri Muhyiddin Yassin at the Kuala Lumpur Convention Centre Monday.
Regarded as the “most Malaysian” Perodua to date, Perodua chairman TanSri Asmat Kamaludin said the MPV was developed with nearly 90 percent locally made components.
It was developed over two years by Perodua with about RM300mil in investment.
The bestselling MyVi was developed with RM280mil in 2005 and RM240mil for the Viva launched in 2007.
“The Alza represents the maturity of Malaysian automotive vendors in producing high end parts.
Perodua Alza Vs Proton Exora
Maybe they were all at Alza’s preview doing competitor analysis
Like other automotive enthusiasts, i went to Perodua showroom today. Witnessing the vehicle with my own eyes is a must. I’ve been waiting for the launch of this model since last year, and becomes eager when Exora hit the market 5/6 months back.
I personally think Alza sits in a different segment. A new segment created by Perodua between car & mpv. Alza is more or less the size of a sedan, but too small to be called mpv. ‘Compact MPV‘ is what the salesman said when i mentioned this to him. It suits the tagline ‘Car One Moment, MPV The Next‘. This is where Perodua positions Alza. Bravo!!
Alza uses the same engine as Avanza, and that alone gives a huge advantage on the car. I haven’t test drive Alza yet, but i think it will perform better relatively to Exora’s 1.6 campro. With Alza’s compact size, it definitely gives better power.
OK i’m not going to review Alza because we already have paultan & other professional critics. What i want to share is the scene at Proton showroom hundred meter away from the crowd where Alza was previewed. I went there to see basic 57k exora. But to my dissapointment, no one there, not event a single salesman…
Perodua Alza Advanced Version
The highest specification level of the Perodua Alza is actually a model called the Perodua Alza Advanced Version, which is basically based on the Alza 1.5 Automatic Premium and Manual Premium but with a few additional specifications. You can book this now but delivery will only start in March 2010.
You basically get a new bodykit which consists of front, rear and side skirts and a different rear spoiler. On the inside, you get leather seat covers for all the seats, but the leather treatment does not continue onto the door trim. Also provided is a 5 inch touchscreen LCD which has a Windows CE-based GPS navigation system with a SiRF Atlas IV chipset and 500MHz CPU. The LCD also displays a feed from a 150 degree lense reverse camera.
Finally, there is tinted film for all the glass in the Alza which Perodua claims is GPS and SmartTAG friendly. Perodua states the specifications as following: 95% IR rejection, 99% UV rejection, 70% light for the front windscreen and about over 50% light for the rest of the glass. This tint has a 5 year warranty against peeling, oxidisation, cracking, discoloration and fading. I assume that as an OEM option this tint is also JPJ-approved.
The Alza Advanced Version manual goes for RM66,490 for solid and RM66,990 for metallic, while the Alza Advanced Version automatic goes for RM69,490 for solid and RM69,990 for metallic. The S. Metallic option is missing because the Alza Advanced Version only comes in three colours – Ivory White, Ebony Black and Classy Purple, while the only special metallic colour is Pearl White.
I reckon you could probably get a good Garmin nuvi for under RM1,000 and add on a very good set of tint for about RM2,000 to RM3,000 or so maximum. If you don’t want the leather seat covers and bodykit you’re better off adding your own tint and GPS. Not sure about the cost of the reverse camera though.
Look after the jump for more pix of the Alza Advanced Version
Here it is – the new Perodua Alza! We’ve been following the development of this MPV ever since we first got news of its existence back in early 2008, where it was reported that Toyota and Daihatsu were going to build a new MPV and produce it in Indonesia. When the Daihatsu Luxio MPV came out we all got a shock – that more of a van so we waited patiently until Christmas last year when the Toyota Passo Sette was finally unveiled in Japan. Nearly a year later, the Perodua-badged model with a new front, rear and interior is here. Read the full details after the jump.
I am still putting the finishing touches on my Perodua Alza story. But still, I promised something at 5PM so for now you can enjoy the TV commercial that Perodua have produced for the Perodua Alza. Stay tuned!
New Alza, or fairly new Exora, which MPV to buy, which will dominate?
KUALA LUMPUR: Perodua launched its multi-purpose vehicle, ALZA, Monday, exactly seven months after Proton launched its MPV, EXORA.
For the two local car manufacturers' managing directors, Syed Zainal Abidin Syed Mohamed Tahir who heads Proton and Syed Abdull Hafiz Syed Abu Bakar who heads Perodua, the race line has been made "even" as far as the multi-purpose vehicle (MPV) market goes.
Proton says 30 per cent of its total estimated sales of 155,000 for the financial year ending March 31, 2010 will be accounted for by the EXORA.
Perodua is not any less confident.
The seven-seater ALZA, for which booking was opened 10 days ago, has already received 3,500 bookings up to 2pm today.
Syed Abdull Hafiz says production of the MPV is slated at 4,100 units a month, a number which he also hopes would be the monthly sales figure.
For the first 10 months of this year, Perodua had already sold 138,000 units of cars and expects to hit sales of 164,000 units compared with 167,000 units last year.
The ALZA meawhile which comes in six colours, offers two standard variants, automatic and manual transmission.
Prices range from RM56,000 to RM70,000 for the MPV depending on whether it is a standard, premium or advanced model.
The advanced version will be available in the market March next year.
Meanwhile, Proton to remind the market of its MPV, launched the EXORA Basic model last Saturday.
The basic model is expected to contribute five per cent to the total sales of EXORA by financial year ending March 30, 2010, says Syed Zainal Abidin.
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Published: Tuesday November 24, 2009 MYT 9:26:00 AM
Updated: Tuesday November 24, 2009 MYT 9:43:10 AM
New Alza, or fairly new Exora, which MPV to buy, which will dominate?
KUALA LUMPUR: Perodua launched its multi-purpose vehicle, ALZA, Monday, exactly seven months after Proton launched its MPV, EXORA.
For the two local car manufacturers' managing directors, Syed Zainal Abidin Syed Mohamed Tahir who heads Proton and Syed Abdull Hafiz Syed Abu Bakar who heads Perodua, the race line has been made "even" as far as the multi-purpose vehicle (MPV) market goes.
Proton says 30 per cent of its total estimated sales of 155,000 for the financial year ending March 31, 2010 will be accounted for by the EXORA.
Deputy Prime Minister Tan Sri Muhyiddin Yassin viewing the Perodua MPV Alza by accompanied by Perodua chairman Tan Sri Asmat Kamaludin(left), MD Datuk Syed Hafiz(right) and PMSB MD Osamu Oaki((2nd right) during the official launch of the MPV at the KL Convention Centre.
Perodua is not any less confident.
The seven-seater ALZA, for which booking was opened 10 days ago, has already received 3,500 bookings up to 2pm today.
Syed Abdull Hafiz says production of the MPV is slated at 4,100 units a month, a number which he also hopes would be the monthly sales figure.
For the first 10 months of this year, Perodua had already sold 138,000 units of cars and expects to hit sales of 164,000 units compared with 167,000 units last year.
The ALZA meawhile which comes in six colours, offers two standard variants, automatic and manual transmission.
Datuk Syed Zainal Abidin Syed Mohamed Tahir announcing the group’s second quarter results on Monday. Beside him is CFO Azhar Othman and behind them the Proton logo.
Prices range from RM56,000 to RM70,000 for the MPV depending on whether it is a standard, premium or advanced model.
The advanced version will be available in the market March next year.
Meanwhile, Proton to remind the market of its MPV, launched the EXORA Basic model last Saturday.
The basic model is expected to contribute five per cent to the total sales of EXORA by financial year ending March 30, 2010, says Syed Zainal Abidin.
In this April 15, 2009 file photo, Malaysian national automaker Proton Chairman Mohd Nadzmi, left, Malaysian Prime Minister Najib Razak, second from left, former Prime Minister Mahathir Mohamad, second from right, and Proton Managing Director Syed Zainal Abidi pose beside Proton's new model "Exora" during its unveiling in Kuala Lumpur.
The new variant seven-seater will be available at all Proton Edar and EON branches nationwide on Nov 21.
Available only with manual transmission, the EXORA Basic comes in three colours namely, genetic silver, tranquilty black and solid white.
The solid white colour model will be sold at an on-the-road price of RM57,548 in Peninsular Malaysia and RM60,148 in East Malaysia.
For the genetic silver and tranquility black metallic models, both are priced at RM57,998 in the Peninsula and RM60,598 in East Malaysia.
The EXORA, first launched on April 15, has made its debut in Indonesia and Singapore.
Proton reportedly plans to launch the MPV in Thailand by December.
Perodua so far has no export plans yet for the ALZA. - Bernama
Tuesday, December 1, 2009
Proton Exora
Proton Exora, that’s the name. As mentioned earlier, it consists of 5 alphabets, that are E, X, O, R, and A… But what does it means? Me not quite sure, but few resources told that the name came from the word Ixora, a flower which question the origin of the name under the competition.. with no flora & fauna related name. the winner for suggesting the name is Norsholihan Bt Abdul Eanich. Congratulation to her for a nice name suggested.
Also, the price of the Proton Exora is expected to be around RM6X,XXX to RM7X,XXX. To add, the new Proton Exora in Malaysia will come in 2 variant, the Medium Line (which is manual and automatic transmission) and High Line (automatic transmission). The new proton MPV is believe to be powered by Campro 1.6 CPS iafm. The differences between High Line & Medium Line are leather covered seats, DVD system, Accessories, Thule Box and Harness.
These are few info about the new Malaysia very own Proton MPV. Hopefully, the puzzle is almost done. Let us just wait for the final launch of the car.
Proton exora MPV
KUALA LUMPUR: Proton Holdings Bhd unveiled its first multipurpose vehicle (MPV), the Exora, to the public in a gala event here Wednesday night.
Launched by Prime Minister Datuk Seri Najib Tun Razak, the 1.6-litre Exora has already received orders of 2,500 units, even before its public unveiling.
The seven-seater — Proton’s most important model for the year — also marks the company’s entry into the MPV market, which is growing domestically and regionally.
In addition to an interior that is easily more spacious than other MPVs in its engine class, the Exora also comes with a separate air-conditioner blower with ceiling mounted vents for the second and third row passengers.
Large doors allows for easy entry and exit while the second and third row seats can be folded for a flat floor layout when carrying bulky items.
The vehicle is also not short on safety features with dual front airbags, pretensioner seatbelts and an anti-lock braking system with electronic brake-force distribution.
In the safety department, the MPV has the equivalent of a four-star crash safety rating in the European New Car Assessment Programme (Euro NCAP).
The vehicle also has a steering wheel with audio buttons, reverse sensors, an immobiliser and radio/ CD player that supports MP3 and WMA files and Bluetooth handsfree connectivity.
The Exora is a result of an investment of RM450mil and 18 months of intense in-house research and development, the company said.
It is powered by a 1.6-litre CamPro CPS engine with 125bhp and torque of 150Nm, and is available in a four-speed automatic version, in trim levels of Mid-Line and Hi-Line.
The Mid-Line Exora costs RM69,998 and the Hi-Line variant, RM75,998 for the metallic colours.
The Hi-Line variant gets additional features such as a rear DVD monitor, tinted glass, portable satellite navigation system, cruise control, fog lamps, rear spoiler, and leather seats and finishing.
Colour choices are Solid White, Genetic Silver, Tranquillity Black, Blue Haze, Pyrite Brown and Gaia Blue
Proton Exora
The Proton Exora will go on sale in Thailand at the Thai Motor Expo this month. I don’t have the exact variants but Proton’s Thai distributor Phranakorn Auto Sales revealed that it would be pricing the car between 699,000 Baht to 799,000 Baht. This undercuts the recently launched Honda Freed’s price tag of between 894,000 Baht and 1,074,500 Baht. We will also be getting the Freed soon. The Savvy is also expected to be phased out in Q3 2010 and replaced with the 1.3 liter Proton Saga. – Source, Source 2
In other Proton news, head honcho Datuk Syed Zainal Abidin Syed Mohamed Tahir revealed in a report in Business Times that talks with a strategic partner has been very intense now and the company will be announcing a strategic partner “very soon”, without revealing any quotable specific timelines. He added that the partner is an ideal one that would be good for the country and the automotive eco-system, which includes the parts ecosystem as well.
Interestingly profit surged from RM43.8 million (on revenue of RM1.8 billion) during the same quarter last financial year up to RM82.1 million (on revenue of RM2.1 billion) this quarter. Proton claims the improvement was achieved thanks to higher domestic sales and better profit margins. Alot of the improvement is thanks to the Exora.
Proton MPV
This photo has been circulating around the internet and many have been posting it up claiming that these are leaked promotional images of the new Proton MPV. It does look very good. But no, this is not the new Proton MPV. This is actually an unknown person’s Photoshop job of the Mazda 8, which Naza World started selling in Malaysia recently. If you look closely, the alloy wheels still have the Mazda logo on them.
But still, response to this design as a “Proton” in the many forums around the internet so far has been very good, and alot of people seem to believe it is Proton. Kudos to Mazda’s designers for designing a nice looking MPV, and congratulations to the creator for producing a Photoshop job that many believed.
Sunday, November 15, 2009
PROTON PERT
The Proton PERT (Petronas-EON Racing Team) is an identical copy of the Mitsubishi Lancer Evolution. The latest model resembles the Evolution VII and participated in the production class of the World Rally Championship. The PERT rally programme officially ended in 2006.
PROTON EXORA
The Proton Exora was launched on 15 April 2009. It is powered by the 1.6L Campro CPS I4 engine producing 125 horsepower and 150Nm of torque, resulting the top speed of 165 km/h (103 mph) and the average fuel consumption of 7.2 L/100 km (39 mpg-imp; 33 mpg-US).The Exora will feature a Body Control module which allows automatic activation and configuration of various vehicle functions such as door locking/unlocking, interior lamps, headlamps, brake lamps and wipers. The result has been announced on 17th February 2009. The name Proton Exora",was picked from the Name The Proton MPV competition grand prize winner Norsholihan Bt Abdul Eanich. Some says that it was taken from the name of a flower, (Ixora) but according to compettion terms and conditions the name should not based on any kind of flowers, animals etc.[3]
PROTON PERSONA
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The Proton Persona was launched on 15 August 2007. The 1.6 liter sedan is based on the Proton Gen-2 and features a sedan body instead of the Gen-2's hatchback body. It retains the same 82kW Campro engine. The Persona is rebadged as the Proton Gen-2 Persona in the UK market.
PROTON SAVVY
The Proton Savvy was launched on June 8, 2005. The 1,200 cc 5-door supermini car . The car is fitted with an engine and a gearbox sourced from Renault. In an official on-road test made by Proton in mid-2006, Proton Savvy recorded the fuel consumption rate of about 24 km/L at constant speed of 90km/h (or about RM0.08/km of fuel), making the car as the most fuel-efficient Malaysian car as verified by Malaysian Book of Records. Even with very good fuel efficiency the car maintenance were reportly to be very high even surpassing the Proton Waja. This because of the use of the European Renault engine.
The Proton Savvy R3 Zerokit was based on the Proton Savvy R3 prototype and could be added to a Savvy purchase for an additional RM3000. It featured a roof spoiler, front and rear lips and side skirting.
PROTON GEN 2
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The Proton Gen-2 is the first fully Malaysian-developed (including chassis and engine) Proton car and the replacement model for the Proton Wira; launched on February 8, 2004. Proton still continued to sell the Wira after the Gen.2 was launched, due primarily to the popularity of sedan/saloon vehicles in the target market. The Gen.2, a hatchback design, is considered by many to be the best-looking Proton. It has a minimalist and modern interior with design cues from the Lotus subsidiary. However, very low quality of materials and fit and finish of interior components seriously hurt the public's perception of the quality of the vehicle at launch. Later models used improved quality materials and assistance from the TUV of Germany to help maintain the quality improvements. The Gen.2 was the first Proton to receive the (inappropriately) named CamPro engine, which at launch was widely criticised for the lack of low- to mid-range torque (pulling puwer), due to a late decision to drop Camshaft Profiling from the engine feature-list in production models. Attempts to improve this torque deficit by adjusting ECU parameters have largely been unsuccessful. Published engine torque curves still show a pronounced dip in torque output in the crucial 2000-3000 RPM engine speed region, presumably due to the missing engine feature.
The version with Campro CPS engine was previewed during the 24th Thailand International Motor Expo 2007 in Bangkok.[1][2]
The Proton Gen-2 was also released in the form of two other variants:
* The Proton Gen-2 R3 MME Edition
* The Proton Gen-2 EVE Hybrid, a hybrid concept version of the Gen-2, revealed during the 2007 Geneva Auto Show. It retains the S45MPH Campro engine coupled together with a 30 kW, 144 V electric motor.
PROTON ARENA
_(front),_Kuala_Lumpur.jpg)
The Proton Arena (called Proton Jumbuck in the United Kingdom and Australia), a coupe utility vehicle. Based on the Wira platform, Proton engineers managed to develop a vehicle that would cater for those who have an active lifestyle and also those who need a small and economical utility vehicle as opposed to a commercial truck. 1200 units were sold in Australia in its first year. The Arena comes in 3 bodystyles.
PROTON WAJA
_(front),_Serdang.jpg)
The Proton Waja (Proton Impian in Europe) is the first Proton to be designed and styled in-house. However, the car's chassis and engine were sourced and adapted from Mitsubishi (except for the 1,800 cc variant, which was powered by a Renault engine). The word Waja translates into English as "steel" while Impian translates into "dreams" or "ambition". The name Impian was chosen as it was considered to be a more pleasant sounding word for the international market. In January 2006, the car was fitted with a CamPro engine which has been re-tuned to boost the horsepower to 86 kW (115 bhp) and 155 N-m of torque. This made it go full-circle, as the CamPro was originally developed for the Waja, but was deemed not ready for production when the Waja was launched, hence debuting in the Proton Gen-2. The facelifted 2007 Proton Waja was launched on 19 January 2007 with the new grille nearly identical to the Proton Savvy. Although Proton Waja was designed as a premium product of Proton, it was termed as one of the worst cars of Proton.
The Waja was also released as the Proton Chancellor in late 2005, a variant for the executive market with a 250mm wheelbase stretch and luxury fittings and accessories, including a space-robbing rear centre console that restricts seating to four persons. It is fitted with powertrain from the Proton Perdana V6. With a selling price of about twice that of a Waja, the Chancellor is a very rare sight on Malaysian roads.
PROTON JUARA
The Proton Juara was a microvan based on the Mitsubishi Town Box Wide. This model was the first batch being totally CKD models from Japan. The external appearance of the car, which was a modification of the original Town Box, was not popular with the Malaysian market and suffered poor sales. The Proton Juara was very economical in fuel consumption and was very versatile. It is also one of the best-equipped Mitsubishi-based models offered from Proton.
PROTON TIARA
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The Proton Tiara was a supermini class 5 door compact car based on the Citroën AX. It was built under license from PSA Peugeot Citroën by Proton from 1996 to 2000. The Tiara was powered by a 1.1L engine and featured a different grille, tail lights and bumpers than the Citroën AX. Its successor is the Proton Savvy.
PROTON PERDANA V6
_(first_generation,_second_facelift)_(front),_Serdang.jpg)
The Proton Perdana, based on the Mitsubishi Eterna, was first produced in 1995, and was intended for the higher-end market.
The Proton Perdana V6 was a facelifted version of the Perdana, featuring a more powerful V6 engine and new front and rear look. It was later facelifted to include the Alfa-Romeo-inspired grille that earned it the nickname Alfa-dana among enthusiasts.
PROTON PUTRA
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The Proton Putra (also sold in the United Kingdom and Australia as the Proton Coupe or Proton M21) is a 2-door sporty coupe based on the Mitsubishi Mirage. Considered by many as one of the better looking of the Mitsubishi-based models, the Putra was well-received and commands good second-hand value.
PROTON SATRIA NEO
The Proton Satria Neo is the replacement model of the previous Satria variants, using all-new design, chassis and powerplant. Launched on 16 June 2006, the Satria Neo is available in 1.6L and 1.3L variants, where both variants are powered by Campro engine
PROTON SATRIA
The Proton Satria (also called the Proton Compact in the UK) is a sporty 3-door hatchback based on the Mitsubishi Mirage / [[Mitsubishi Colt]]. Proton gained a lot of valuable engineering knowledge from its takeover of Lotus which ultimately led to a special Lotus badged version of the Satria being produced.
The Proton Satria GTi is a 3-door sports hatchback. This was Proton's entry in the sport performance hatchback market. The Satria GTi is popular in Malaysia and has a large following in Australia. It is powered by a 4-cylinder 1,800 cc DOHC engine and featured Lotus-tuned suspension.
The Proton Satria R3 is a limited edition road-legal race-spec Satria with only 150 units in production. It features a double seam-welded lightened chassis and a tweaked engine with more aggressive cam timing.
The Proton Satria SE is the last batch of Proton Satrias to roll out. Featuring Proton Arena sports rims and grille, and many extras in the interior similar to the Proton Wira SE, this would be the last of the Satrias before the long-awaited SRM (Satria Replacement Model) rolls out.
PROTON WIRA
This car was, and still is, very popular in Malaysia. The word Wira translates into English as "Hero" but instead of using this as the name in English-speaking countries, Proton chose to use the word Persona. The wira has variant models such as 1.3GLi A/M, 1.5GLi A/M, 1.6XLi A/M, 1.8XLi A/M and 2.0D M. Only the 1.8XLi Auto is marketed in the English-speaking country at first known as Persona. Persona is a hatch back model. However, from about 2001 onwards, the car has been sold as the Wira in the United Kingdom,
PROTON SAGA
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The Proton Saga was the first Proton model, . It rolled off the Shah Alam assembly line for the first time in September 1985. The 100,000th Proton Saga was produced in January 1989.
Wheels Out the Exora, now launched
It’s time for the Proton Exora review. Our new Prime Minister Datuk Seri Najib Razak was launched Malaysia’s first MPV, the Proton Exora, would be priced at RM69,998 for the medium-line and RM75,998 for the high-line models respectively OTR with insurance.
The Proton Exora uses two variants-a 1.6 liter automatic high-line and a 1.6 liter automatic medium-line. As for the Proton Exora specification hood are equipped with 1.6 CamPro CPS engine with 4-speed automatic transmission. Proton Exora color is available in six colour which are pyrite brown, gaia blue, genetic silver, tranquillity black, blue haze and solid white.
This family car will be one of buyers choice since offered with the 4 and 5 speed of automatic transmission. The Proton Exora price will be around RM75,998 for Exora Hi-Line 1.6 Automatic metallic, and RM69,998 for the Exora M-Line 1.6 Automatic Metallic. So, if you are surely interested, you can buy proton exora now at local distributor available:
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The Proton Exora uses two variants-a 1.6 liter automatic high-line and a 1.6 liter automatic medium-line. As for the Proton Exora specification hood are equipped with 1.6 CamPro CPS engine with 4-speed automatic transmission. Proton Exora color is available in six colour which are pyrite brown, gaia blue, genetic silver, tranquillity black, blue haze and solid white.
This family car will be one of buyers choice since offered with the 4 and 5 speed of automatic transmission. The Proton Exora price will be around RM75,998 for Exora Hi-Line 1.6 Automatic metallic, and RM69,998 for the Exora M-Line 1.6 Automatic Metallic. So, if you are surely interested, you can buy proton exora now at local distributor available:
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Protons in the War on Cancer: Latest research on proton therapy highlights medical physics meeting next week in Anaheim
WASHINGTON, D.C., July 20, 2009 -- Proton therapy -- which uses beams of the subatomic particles to treat cancer -- is a hot topic at this year's American Association of Physicists in Medicine (AAPM) meeting, which takes place from July 26 - 30 in Anaheim, CA. Ways to make the technology more effective, cheaper, and smaller will be discussed, and news of research on proton computed tomography (proton CT) -- which uses protons to image the body's interior -- will be unveiled to a wide audience for the first time.
The reason proton beams are better for some types of cancer than other therapeutic forms of radiation, such as X-rays, is that well-aimed energetic protons deposit more of their energy inside cancerous tissue and less in neighboring healthy tissue. This happens because protons, unlike X-rays, surrender much of their energy near the place where they come to rest, which can be deliberately aimed to fall within a tumor.
Included below are highlights of a few of the presentations related to proton therapy. Registration information for journalists can be found at the end of the release.
PROTON FACILITIES ARE EXPANDING
X-rays continue to be the main method of treating tumors with beams of energy. But proton facilities are becoming more common. Worldwide, says Alfred R. Smith of the M.D. Anderson Cancer Center in Houston, there are more than 25 medical institutions with proton machines, and 25 more are in the planning or construction stages. More than 55,000 people have been treated with protons so far.
Smith will provide an overview of the current status of proton therapy. He will also discuss the use of beams of carbon ions, parcels consisting of 16 protons and neutrons bound together, which might be even more effective in killing cancer cells than individual protons -- though the apparatus needed is more elaborate and expensive than for protons. The talk "Proton Physics and Technology" is at 8:05 a.m. on Monday, July 27 in Ballroom B). More Information »
LASER DRIVEN PROTONS
In general, machines that accelerate protons for cancer therapy are larger and much more costly than X-ray machines. For some cases, such as treatment for children, in which the collateral damage caused by X-rays would be unacceptable, the higher cost of protons is justifiable. Still, researchers have tried to invent new, more economical means of producing proton beams, either by streamlining the traditional method of accelerating protons using high voltage or by using laser light.
Dale Litzenberg, a scientist who studies radiation oncology at the University of Michigan, will report on his group’s efforts to accelerate protons by bombarding a thin foil with light from a 300-terawatt laser. The electric fields within the short laser pulses cause a “coulomb explosion” in the foil, liberating protons and other particles. Litzenberg will describe efforts to sculpt the laser pulse to generate protons useful for cancer therapy. The goal is to obtain a tenfold reduction in the cost of delivering therapeutic protons. The poster "Experimental Implementation of the Directed Coulomb Explosion Regime of Laser-Proton Acceleration" is at 4:00 p.m. on Monday, July 27 in Exhibit Hall - Area 2. More Information »
In a separate talk on a related subject, Charlie Ma from Fox Chase Cancer Center in Philadelphia will discuss "Laser-Driven Targetry: The Road to Clinical Applications" at 2:10 p.m. on Monday, July 27 in Ballroom D. More Information »
COMPACT MACHINES
George Caporaso and his colleagues at Lawrence Livermore National Laboratory are attempting to bring down the cost of proton therapy by bringing down the size of the apparatus. They hope to produce a proton source for treatment that could fit in a single X-ray machine-sized vault. The talk "Dielectric Wall Accelerators for Proton Therapy" is at 1:50 p.m. on Monday, July 27 in Ballroom D. More Information »
PROTON COMPUTED TOMOGRAPHY
Protons can also be used for tomographic imaging -- visualizing the inside of the body by piecing together cross-sectional images. Reinhard W. Schulte of the Loma Linda University Medical Center in Loma Linda, California will describe proton computed tomography, or pCT for short, a process in which a beam of protons is passed through the body. By comparing the energy of each proton going in to its energy coming out, Schulte can reconstruct an accurate map of the body's interior that includes tumors.
The technology is similar to current CT scanners that use X-rays. However, while X-ray CT measures the attenuation of multiple photons, pCT detects energy loss from single protons, so a lower dose of energy could achieve the desired effect. Computer studies suggest that pCT scanning would require from 2 times to 10 times less dose to produce an image of similar resolution. Sub-millimeter resolution can be attained for head-sized objects, and millimeter resolution can be attained in other parts of the body. The pCT enterprise is still at an early stage of development and involves not only building the machines and detectors but also developing advanced computer algorithms for extracting images from the measured data. Some first experimental pCT images as well as simulated images will be shown at the meeting. The talk "A Status Update On the Development of Proton CT at Loma Linda University Medical Center" is at 2:06 p.m. on Thursday, July 30 in Ballroom C). More Information »
ANTIPROTON THERAPY
Benjamin Fahimian of John DeMarco’s lab at the University of California, Los Angeles will talk about the possible use of anti-protons -- the antimatter counterparts of protons -- in cancer therapy. Why go to the trouble of producing beams of antiprotons, created in high-energy collisions of protons with a special target? Because, says co-author Michael Holzscheiter, the antiprotons might deposit as much as four times more dose per particle than protons. The team will be reporting on the development of a new treatment planning system for antiproton therapy and the study of collateral energy deposited around the antiproton trajectory. So far only cell cultures have been targeted, and the advantages of antiprotons have yet to be verified with actual tumors.
The talk, "Antiproton Radiotherapy: Development of Physically and Biologically Optimized Monte Carlo Treatment Planning Systems for Intensity and Energy Modulated Delivery" is at 11:00 a.m. on Wednesday, July 29 in Ballroom B. More Information »
**********************************************************
PRESS REGISTRATION
Journalists are welcome to attend the conference free of charge. AAPM will grant complimentary registration to any full-time or freelance journalist working on assignment. The Press guidelines are posted at:
http://www.aapm.org/meetings/09AM/VirtualPressRoom/.
If you are a reporter and would like to attend, please fill out the press registration form:
http://www.aapm.org/meetings/09AM/VirtualPressRoom/documents/pressregform.pdf.
Questions about the meeting or requests for interviews, images, or background information should be directed to Jason Bardi (jbardi@aip.org, 858-775-4080).
RELATED LINKS
* Main Meeting Web site: http://www.aapm.org/meetings/09AM/
* Search Meeting Abstracts: http://www.aapm.org/meetings/09AM/prsearch.asp?mid=42
* Meeting program: http://www.aapm.org/meetings/09AM/MeetingProgram.asp
* AAPM home page: http://www.aapm.org/
* Background article about how medical physics has revolutionized medicine:
http://www.newswise.com/articles/view/538208/
ABOUT MEDICAL PHYSICISTS
If you ever had a mammogram, ultrasound, X-ray, MRI, PET scan, or known someone treated for cancer, chances are reasonable that a medical physicist was working behind the scenes to make sure the imaging procedure was as effective as possible. Medical physicists help to develop new imaging techniques, improve existing ones, and assure the safety of radiation used in medical procedures in radiology, radiation oncology and nuclear medicine. They collaborate with radiation oncologists to design cancer treatment plans. They provide routine quality assurance and quality control on radiation equipment and procedures to ensure that cancer patients receive the prescribed dose of radiation to the correct location. They also contribute to the development of physics intensive therapeutic techniques, such as the stereotactic radiosurgery and prostate seed implants for cancer to name a few. The annual AAPM meeting is a great resource, providing guidance to physicists to implement the latest and greatest technology in a community hospital close to you.
ABOUT AAPM
The American Association of Physicists in Medicine (AAPM) is a scientific, educational, and professional organization of more than 6,000 medical physicists. Headquarters are located at the American Center for Physics in College Park, MD. Publications include a scientific journal ("Medical Physics"), technical reports, and symposium proceedings.
The reason proton beams are better for some types of cancer than other therapeutic forms of radiation, such as X-rays, is that well-aimed energetic protons deposit more of their energy inside cancerous tissue and less in neighboring healthy tissue. This happens because protons, unlike X-rays, surrender much of their energy near the place where they come to rest, which can be deliberately aimed to fall within a tumor.
Included below are highlights of a few of the presentations related to proton therapy. Registration information for journalists can be found at the end of the release.
PROTON FACILITIES ARE EXPANDING
X-rays continue to be the main method of treating tumors with beams of energy. But proton facilities are becoming more common. Worldwide, says Alfred R. Smith of the M.D. Anderson Cancer Center in Houston, there are more than 25 medical institutions with proton machines, and 25 more are in the planning or construction stages. More than 55,000 people have been treated with protons so far.
Smith will provide an overview of the current status of proton therapy. He will also discuss the use of beams of carbon ions, parcels consisting of 16 protons and neutrons bound together, which might be even more effective in killing cancer cells than individual protons -- though the apparatus needed is more elaborate and expensive than for protons. The talk "Proton Physics and Technology" is at 8:05 a.m. on Monday, July 27 in Ballroom B). More Information »
LASER DRIVEN PROTONS
In general, machines that accelerate protons for cancer therapy are larger and much more costly than X-ray machines. For some cases, such as treatment for children, in which the collateral damage caused by X-rays would be unacceptable, the higher cost of protons is justifiable. Still, researchers have tried to invent new, more economical means of producing proton beams, either by streamlining the traditional method of accelerating protons using high voltage or by using laser light.
Dale Litzenberg, a scientist who studies radiation oncology at the University of Michigan, will report on his group’s efforts to accelerate protons by bombarding a thin foil with light from a 300-terawatt laser. The electric fields within the short laser pulses cause a “coulomb explosion” in the foil, liberating protons and other particles. Litzenberg will describe efforts to sculpt the laser pulse to generate protons useful for cancer therapy. The goal is to obtain a tenfold reduction in the cost of delivering therapeutic protons. The poster "Experimental Implementation of the Directed Coulomb Explosion Regime of Laser-Proton Acceleration" is at 4:00 p.m. on Monday, July 27 in Exhibit Hall - Area 2. More Information »
In a separate talk on a related subject, Charlie Ma from Fox Chase Cancer Center in Philadelphia will discuss "Laser-Driven Targetry: The Road to Clinical Applications" at 2:10 p.m. on Monday, July 27 in Ballroom D. More Information »
COMPACT MACHINES
George Caporaso and his colleagues at Lawrence Livermore National Laboratory are attempting to bring down the cost of proton therapy by bringing down the size of the apparatus. They hope to produce a proton source for treatment that could fit in a single X-ray machine-sized vault. The talk "Dielectric Wall Accelerators for Proton Therapy" is at 1:50 p.m. on Monday, July 27 in Ballroom D. More Information »
PROTON COMPUTED TOMOGRAPHY
Protons can also be used for tomographic imaging -- visualizing the inside of the body by piecing together cross-sectional images. Reinhard W. Schulte of the Loma Linda University Medical Center in Loma Linda, California will describe proton computed tomography, or pCT for short, a process in which a beam of protons is passed through the body. By comparing the energy of each proton going in to its energy coming out, Schulte can reconstruct an accurate map of the body's interior that includes tumors.
The technology is similar to current CT scanners that use X-rays. However, while X-ray CT measures the attenuation of multiple photons, pCT detects energy loss from single protons, so a lower dose of energy could achieve the desired effect. Computer studies suggest that pCT scanning would require from 2 times to 10 times less dose to produce an image of similar resolution. Sub-millimeter resolution can be attained for head-sized objects, and millimeter resolution can be attained in other parts of the body. The pCT enterprise is still at an early stage of development and involves not only building the machines and detectors but also developing advanced computer algorithms for extracting images from the measured data. Some first experimental pCT images as well as simulated images will be shown at the meeting. The talk "A Status Update On the Development of Proton CT at Loma Linda University Medical Center" is at 2:06 p.m. on Thursday, July 30 in Ballroom C). More Information »
ANTIPROTON THERAPY
Benjamin Fahimian of John DeMarco’s lab at the University of California, Los Angeles will talk about the possible use of anti-protons -- the antimatter counterparts of protons -- in cancer therapy. Why go to the trouble of producing beams of antiprotons, created in high-energy collisions of protons with a special target? Because, says co-author Michael Holzscheiter, the antiprotons might deposit as much as four times more dose per particle than protons. The team will be reporting on the development of a new treatment planning system for antiproton therapy and the study of collateral energy deposited around the antiproton trajectory. So far only cell cultures have been targeted, and the advantages of antiprotons have yet to be verified with actual tumors.
The talk, "Antiproton Radiotherapy: Development of Physically and Biologically Optimized Monte Carlo Treatment Planning Systems for Intensity and Energy Modulated Delivery" is at 11:00 a.m. on Wednesday, July 29 in Ballroom B. More Information »
**********************************************************
PRESS REGISTRATION
Journalists are welcome to attend the conference free of charge. AAPM will grant complimentary registration to any full-time or freelance journalist working on assignment. The Press guidelines are posted at:
http://www.aapm.org/meetings/09AM/VirtualPressRoom/.
If you are a reporter and would like to attend, please fill out the press registration form:
http://www.aapm.org/meetings/09AM/VirtualPressRoom/documents/pressregform.pdf.
Questions about the meeting or requests for interviews, images, or background information should be directed to Jason Bardi (jbardi@aip.org, 858-775-4080).
RELATED LINKS
* Main Meeting Web site: http://www.aapm.org/meetings/09AM/
* Search Meeting Abstracts: http://www.aapm.org/meetings/09AM/prsearch.asp?mid=42
* Meeting program: http://www.aapm.org/meetings/09AM/MeetingProgram.asp
* AAPM home page: http://www.aapm.org/
* Background article about how medical physics has revolutionized medicine:
http://www.newswise.com/articles/view/538208/
ABOUT MEDICAL PHYSICISTS
If you ever had a mammogram, ultrasound, X-ray, MRI, PET scan, or known someone treated for cancer, chances are reasonable that a medical physicist was working behind the scenes to make sure the imaging procedure was as effective as possible. Medical physicists help to develop new imaging techniques, improve existing ones, and assure the safety of radiation used in medical procedures in radiology, radiation oncology and nuclear medicine. They collaborate with radiation oncologists to design cancer treatment plans. They provide routine quality assurance and quality control on radiation equipment and procedures to ensure that cancer patients receive the prescribed dose of radiation to the correct location. They also contribute to the development of physics intensive therapeutic techniques, such as the stereotactic radiosurgery and prostate seed implants for cancer to name a few. The annual AAPM meeting is a great resource, providing guidance to physicists to implement the latest and greatest technology in a community hospital close to you.
ABOUT AAPM
The American Association of Physicists in Medicine (AAPM) is a scientific, educational, and professional organization of more than 6,000 medical physicists. Headquarters are located at the American Center for Physics in College Park, MD. Publications include a scientific journal ("Medical Physics"), technical reports, and symposium proceedings.
OncoLink Proton Education Modules
Over the last five to ten years the number of proton therapy centers in the United States has increased greatly with numerous new centers proposed. This will make proton therapy available to a greater number of patients and it will be crucial for medical practitioners to develop a good understanding of the advantages and limitations of proton therapy. This will help them identify patients, who would be good candidates for proton therapy as many patients may still need to travel a great distance for treatment. Additionally, those practitioners, who are developing proton facilities or, who are planning to develop proton facilities will need to become familiar with the types of facilities and equipment that are available as well as differences in patient treatment related to the use of proton therapy compared with photon based therapy.
The purpose of these education modules is to provide practitioners with the basic information needed to understand the physics of proton therapy and how these properties affect simulation, treatment planning, daily setup, and quality and assurance when using protons as compared to photons. The basic types of proton delivery systems, positioning systems and immobilization devices are also described. Safety and planning are also discusses as well as some of the early results from specific disease sites where protons have been used.
Module 1: An Introduction to Proton Therapy
* An introduction to proton therapy
* How is proton therapy similar to photon therapy?
* How are protons different from photons?
* What is driving the current growth of proton therapy in the USA?
* When and when not to use protons
Module 2: The Physics of Proton Therapy
* Energy loss of charged particles in matter, the Bragg peak, distal fall off and range uncertainties
* Multiple scattering and lateral dose fall off
Module 3: Equipment for proton therapy delivery
* Accelerators: cyclotrons and synchrotrons
* Beam transport, degraders, range modulation and current modulation
* Gantries and inclined beam systems
* Nozzles
* Passive scatter, apertures, and compensators
* Spot scanning systems
* Dose determination
Module 4: Radiobiology and Radiation Safety
* Radiobiology: Linear Energy Transfer (LET) and Relative Biological Effect (RBE)
* Whole body dose, neutron dose, and induced radioactivity in patients
* Radiation shielding and personnel safety
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers and Benign Diseases of the Central Nervous System
* Benign disease
o Arteriovenous malformations (AVM)
o Accoustic neuromas (AN)
o Meningiomas
* Uveal melanoma
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Connective Tissues and Bone
* Osteosarcoma
* Chondrogenic tumors
* Soft tissue sarcomas
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Gastrointestinal System
* Cancers of the esophagus
* Cancers of the pancreas
* Cancers of the liver and biliary system
Module 5: Clinical Outcomes by Disease Site - The use of proton therapy in the treatment of cancers of the head and neck
* Adenoid cyst carcinoma
* Oropharynx
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Lung
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Prostate
* Tumor control with proton therapy
* Proton therapy in retreatment
Module 5: Clinical Outcomes by Disease Site - Tumor Control and Retreatment with Proton Therapy
Module 6: Simulation, Positioning, Verification and Immobilization
* Simulation
* Positioning: robotic treatment couches and chairs
* Verification systems: orthogonal X-rays, markers, and cone beam CT
* Field verification and in-situ PET imaging
* Immobilization
Module 7: Treatment Volumes and Treatment Planning in Proton Therapy
* Treatment volume, lateral and distal margins
* Treatment planning software
* Evaluating proton therapy plans
* Volume naming
* Match and patch fields
* Scattered beams, spot scanning beams and Intensity Modulated Proton Therapy (IMPT)
* 4D conformality and organ motion
Module 8: Pediatric Proton Therapy
* Sarcomas
o Orbital rhabdomyosarcoma
o Parameningeal rhabdomyosarcoma
* Central nervous system tumors
o Crainiopharyngioma
o Gliomas
o Neuroblastoma
o Medulloblastoma
o Retinoblastoma
* Secondary malignancies
* Quality of life and sociological impact
* Anesthetization and immobilization
* Neuro-psychiatric and cognitive testing in follow-up
* Endocrine testing
The purpose of these education modules is to provide practitioners with the basic information needed to understand the physics of proton therapy and how these properties affect simulation, treatment planning, daily setup, and quality and assurance when using protons as compared to photons. The basic types of proton delivery systems, positioning systems and immobilization devices are also described. Safety and planning are also discusses as well as some of the early results from specific disease sites where protons have been used.
Module 1: An Introduction to Proton Therapy
* An introduction to proton therapy
* How is proton therapy similar to photon therapy?
* How are protons different from photons?
* What is driving the current growth of proton therapy in the USA?
* When and when not to use protons
Module 2: The Physics of Proton Therapy
* Energy loss of charged particles in matter, the Bragg peak, distal fall off and range uncertainties
* Multiple scattering and lateral dose fall off
Module 3: Equipment for proton therapy delivery
* Accelerators: cyclotrons and synchrotrons
* Beam transport, degraders, range modulation and current modulation
* Gantries and inclined beam systems
* Nozzles
* Passive scatter, apertures, and compensators
* Spot scanning systems
* Dose determination
Module 4: Radiobiology and Radiation Safety
* Radiobiology: Linear Energy Transfer (LET) and Relative Biological Effect (RBE)
* Whole body dose, neutron dose, and induced radioactivity in patients
* Radiation shielding and personnel safety
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers and Benign Diseases of the Central Nervous System
* Benign disease
o Arteriovenous malformations (AVM)
o Accoustic neuromas (AN)
o Meningiomas
* Uveal melanoma
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Connective Tissues and Bone
* Osteosarcoma
* Chondrogenic tumors
* Soft tissue sarcomas
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Gastrointestinal System
* Cancers of the esophagus
* Cancers of the pancreas
* Cancers of the liver and biliary system
Module 5: Clinical Outcomes by Disease Site - The use of proton therapy in the treatment of cancers of the head and neck
* Adenoid cyst carcinoma
* Oropharynx
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Lung
Module 5: Clinical Outcomes by Disease Site - The Use of Proton Therapy in the Treatment of Cancers of the Prostate
* Tumor control with proton therapy
* Proton therapy in retreatment
Module 5: Clinical Outcomes by Disease Site - Tumor Control and Retreatment with Proton Therapy
Module 6: Simulation, Positioning, Verification and Immobilization
* Simulation
* Positioning: robotic treatment couches and chairs
* Verification systems: orthogonal X-rays, markers, and cone beam CT
* Field verification and in-situ PET imaging
* Immobilization
Module 7: Treatment Volumes and Treatment Planning in Proton Therapy
* Treatment volume, lateral and distal margins
* Treatment planning software
* Evaluating proton therapy plans
* Volume naming
* Match and patch fields
* Scattered beams, spot scanning beams and Intensity Modulated Proton Therapy (IMPT)
* 4D conformality and organ motion
Module 8: Pediatric Proton Therapy
* Sarcomas
o Orbital rhabdomyosarcoma
o Parameningeal rhabdomyosarcoma
* Central nervous system tumors
o Crainiopharyngioma
o Gliomas
o Neuroblastoma
o Medulloblastoma
o Retinoblastoma
* Secondary malignancies
* Quality of life and sociological impact
* Anesthetization and immobilization
* Neuro-psychiatric and cognitive testing in follow-up
* Endocrine testing
Tuesday, November 10, 2009
Proton Satria Neo
This review could possibly be one of those bridge-burning exercises that guys in my position fear most. The last thing I want to do is piss on somebody at Proton’s battery and earn a slot right at the top of their bad books. But, I’ve got a job to do. If there’s one guy out there that’s seriously interested in what the Satria Neo’s like to drive, it’s my duty to tell him.
But in all fairness I’ve decided to separate this story into good things and bad things about the car. Just a little worried that the bulk of this text will be comprised of the latter topic.
So the good things then… The Satria looks the part. With chunky wheel arches and an aggressive stance as far as wheel placement is concerned, this Proton demands a bit of attention. Even our lady receptionist and techno-guru art department layout guy were caught in the parking lot sussing out this car. That say’s a lot considering the calibre of cars that roll through our doors. I’ve seen a couple of these things cruising the streets and in all honesty it does look pretty good.
It also handles pretty well. I never really got a chance to give it a good go, but it’s nice and comfy over the bumps and change directions with a flick of the wheel. After reading some rival magazines reviews of this car, I found myself wondering if their handling impressions were mostly due to the little Lotus Tuned Suspension badge mounted on the tailgate. But it does handle good, even if most just say so because of that badge.
Now the bad things… Where to start? Probably one of the funniest and most annoying characteristics of the Satria is its seating position. You’ve probably all heard the jokes about cars designed by little yellow men in Malaysia or China or Japan, but this car brings those jokes to reality. Now I’m a relatively short guy, but even I felt the hairs on the top of my head tickling the headliner. The real funny part about it is that there is a height adjustment, it just only gets higher! Like they designed it to adjust from midget to a dwarf or something. I know a motoring journo who stands about seven feet tall and would literally have to drive with a tilted head in this car. Literally.
Then there’s the noise it makes at about 5000rpm. Sounds like the airbox comes loose and rubs on the underside of the bonnet sending a vibration through the whole chassis. Reminds me of getting a tattoo over your spine. Could be a problem that only this test unit suffers from, but I doubt it.
There is a time and place for the Proton Satria Neo. The time is not now, and the place is the land of leprechauns. If you’re on a budget, stand four feet off the ground and couldn’t care less about build quality or Malaysian badges, then consider this Proton. But if you’re even slightly normal, steer clear.
-Jesse Adams
make: Proton Satria Neo
engine: 4-cyl/DOHC 16V
capacity: 1597cc
power: 82kW @ 6000rpm
torque: 148Nm @ 4000rpm
specific power: 51kW per litre
specific torque: 92Nm per litre
power to weight: 69kW per tonne
torque to weight: 125Nm per tonne
drive/transmission: FWD/5-speed
0-100km/h (c): 11.5 seconds
0-100km/h (g): 11.6 seconds
quarter mile (g): 17 secs @ 130km/h
80-120km/h (4th) (g): 13.4 seconds
120-160km/h (4th) (g): 14.3 seconds
maximum speed (c): 190km/h
price: R142 995
CIA rating: 4/10
fuel use overall (c) 6.0 litres per 100km
fuel capacity 45 litres
range: 750km
CO2 Emissions 157g/km
c = claimed
g = gauteng
But in all fairness I’ve decided to separate this story into good things and bad things about the car. Just a little worried that the bulk of this text will be comprised of the latter topic.
So the good things then… The Satria looks the part. With chunky wheel arches and an aggressive stance as far as wheel placement is concerned, this Proton demands a bit of attention. Even our lady receptionist and techno-guru art department layout guy were caught in the parking lot sussing out this car. That say’s a lot considering the calibre of cars that roll through our doors. I’ve seen a couple of these things cruising the streets and in all honesty it does look pretty good.
It also handles pretty well. I never really got a chance to give it a good go, but it’s nice and comfy over the bumps and change directions with a flick of the wheel. After reading some rival magazines reviews of this car, I found myself wondering if their handling impressions were mostly due to the little Lotus Tuned Suspension badge mounted on the tailgate. But it does handle good, even if most just say so because of that badge.
Now the bad things… Where to start? Probably one of the funniest and most annoying characteristics of the Satria is its seating position. You’ve probably all heard the jokes about cars designed by little yellow men in Malaysia or China or Japan, but this car brings those jokes to reality. Now I’m a relatively short guy, but even I felt the hairs on the top of my head tickling the headliner. The real funny part about it is that there is a height adjustment, it just only gets higher! Like they designed it to adjust from midget to a dwarf or something. I know a motoring journo who stands about seven feet tall and would literally have to drive with a tilted head in this car. Literally.
Then there’s the noise it makes at about 5000rpm. Sounds like the airbox comes loose and rubs on the underside of the bonnet sending a vibration through the whole chassis. Reminds me of getting a tattoo over your spine. Could be a problem that only this test unit suffers from, but I doubt it.
There is a time and place for the Proton Satria Neo. The time is not now, and the place is the land of leprechauns. If you’re on a budget, stand four feet off the ground and couldn’t care less about build quality or Malaysian badges, then consider this Proton. But if you’re even slightly normal, steer clear.
-Jesse Adams
make: Proton Satria Neo
engine: 4-cyl/DOHC 16V
capacity: 1597cc
power: 82kW @ 6000rpm
torque: 148Nm @ 4000rpm
specific power: 51kW per litre
specific torque: 92Nm per litre
power to weight: 69kW per tonne
torque to weight: 125Nm per tonne
drive/transmission: FWD/5-speed
0-100km/h (c): 11.5 seconds
0-100km/h (g): 11.6 seconds
quarter mile (g): 17 secs @ 130km/h
80-120km/h (4th) (g): 13.4 seconds
120-160km/h (4th) (g): 14.3 seconds
maximum speed (c): 190km/h
price: R142 995
CIA rating: 4/10
fuel use overall (c) 6.0 litres per 100km
fuel capacity 45 litres
range: 750km
CO2 Emissions 157g/km
c = claimed
g = gauteng
Proton Satria Neo 1.6 Sport Road Test
PROTON is warming up the hot hatch market with the Satria Neo.
This is the most westernised and least quirky design we have seen to date from this Malaysian manufacturer which makes the most of performance know-how from sister company Lotus engineering.
The Satria Neo is streets ahead of the old cheap and cheerful models we used to expect from Proton. Stepping up a gear in terms of image has created new challenges for this enterprising company because keeping up with the big boys in sporty hatches can be a tough learning curve and the customer can be very discerning.
Proton wanted to develop a car that boasted high-speed stability, great manoeuvrability and superior control.
So does the product tick all the boxes? In terms of high-speed stability,the answer is yes in normal road limitations. And the Satria Neo handles beautifully too with steering that is up there with the market leaders.
Where is does fall short is in low-range power. The 1.6 CamPro 16v petrol engine developed in collaboration with Lotus just does not have enough low-down oomph to really cut the mustard with the hot hatch fans. Its 0-62mph acceleration figure of 11.5 seconds does not exactly match the Lotus badge on the rear hatch.
But where the Satria Neo scores is in long range cruising. It is remarkably comfortable and the ride is is sophisticated even over rough surfaces. The Lotus input in this department is very noticable and in some ways makes this car more advanced than some more expensive competitors.
The European styling also helps this car tremendously and inside the Lotus influence shouts its presence with a leather interior on the Sport model which includes a two-tone steering wheel that looks as if it would not be out of place on something costing six figures.
What this car actually costs in its Sport version with leather interior and performance stripes is £10,995 ( £9,995 for the GSX ) which is not bad when you look at the opposition.
Proton is gaining a reputation for high standards of customer satisfaction and its dealer network is much improved. Its major stumbling block has been the company's image problem because it has never been able to completely shake of its perception as a bargain basement manufacturer. But things are getting better in terms of residual values and the Satria Neo is one of the models that is driving this company to new horizons.
This is the most westernised and least quirky design we have seen to date from this Malaysian manufacturer which makes the most of performance know-how from sister company Lotus engineering.
The Satria Neo is streets ahead of the old cheap and cheerful models we used to expect from Proton. Stepping up a gear in terms of image has created new challenges for this enterprising company because keeping up with the big boys in sporty hatches can be a tough learning curve and the customer can be very discerning.
Proton wanted to develop a car that boasted high-speed stability, great manoeuvrability and superior control.
So does the product tick all the boxes? In terms of high-speed stability,the answer is yes in normal road limitations. And the Satria Neo handles beautifully too with steering that is up there with the market leaders.
Where is does fall short is in low-range power. The 1.6 CamPro 16v petrol engine developed in collaboration with Lotus just does not have enough low-down oomph to really cut the mustard with the hot hatch fans. Its 0-62mph acceleration figure of 11.5 seconds does not exactly match the Lotus badge on the rear hatch.
But where the Satria Neo scores is in long range cruising. It is remarkably comfortable and the ride is is sophisticated even over rough surfaces. The Lotus input in this department is very noticable and in some ways makes this car more advanced than some more expensive competitors.
The European styling also helps this car tremendously and inside the Lotus influence shouts its presence with a leather interior on the Sport model which includes a two-tone steering wheel that looks as if it would not be out of place on something costing six figures.
What this car actually costs in its Sport version with leather interior and performance stripes is £10,995 ( £9,995 for the GSX ) which is not bad when you look at the opposition.
Proton is gaining a reputation for high standards of customer satisfaction and its dealer network is much improved. Its major stumbling block has been the company's image problem because it has never been able to completely shake of its perception as a bargain basement manufacturer. But things are getting better in terms of residual values and the Satria Neo is one of the models that is driving this company to new horizons.
Proton Satria Neo CPS Reviewed
Since its launched in 1995, Proton's Satria has come along way starting from the first generation 14 years ago with the looks that almost identical to the bigger Wira which originally was a design of an Mitsubishi Mirage.
In Februari this year, Proton unveiled a new version of Satria's second (Neo) generation which has sportier looks and performance that translated to a name called the Satria Neo CPS. The new version fitted with a Campro CPS (Cam Profile Switching) which packs more power and offers better responsive for drivers' desiring performance. The CPS is essentially a Campro engine with a few updates and a variable valve lift system called CPS as well as a variable intake manifold (VIM) system. These additions help push up power to 125 bhp at 6,500rpm and 150Nm of torque at 4,500rpm, figures which are up from the standard Campro’s 110hp and 148Nm. The Satria has a top speed of 190 kmh.
Unfortunately, the CPS is actually very dissapointing indeed. The numbers are hardly remarkable but at least match rivals like the Suzuki Swift Sport on paper. Nevertheless, that on paper promise doesn't materialise when you get behind the wheel. Acceleration is very flat below the point where CPS kicks in. While the 0 to 100 kmh takes 10.5 second looks promising, you need to rev the engine to the limiter to achieve it. In other words, the early generation of VTEC Honda Civic is just better than the "modern" Satria CPS. Proton's five speeder is neither swift nor has the require short ratios.
More difficult to change is the overall build quality of the car and the flawed interior. While Proton has improved the way it builds cars by leaps and bounds over the past few years, there still roughed edges and and the panel fit isn't as good as it should be and the doors are shockingly poor as they lack hinge-stops to hold them open.
It also doesn't get any better on the inside as the Satria has almost all what it takes to be a poorly designed interior. Low rent materials, poor ergonomics and the worst problem of all that you have to get used to to this "sporty" car, a seat that that is mounted too high (high mounted seat simply doesn't sporty at all) . Nevertheless, the satria at least has a built-in dash mounted Blaupunkt CD Radio player can also handle MP3 music, which is perfect for entertaining the driver and passengers played through a 4 speaker stereo system.
Finally, here comes the best parts of the car, Lotus fettled suspension and steering. The helm is direct and accurate while the suspension soaks up bumps while keeping the body flat when cornering .
Put aside for all the critics above, this new Satria Neo CPS run the latest engine in the Proton line-up, the 1.6 litre Campro CPS. This engine utilizes two ingenious technologies, CPS (Cam Profile Switching) and VIM (Variable Intake Manifold technology), to give higher power outputs and rapid response, whilst maintaining a fuel efficient delivery. These two technologies give the best of both worlds by combining the characteristics of two different engines in one compact package. The usual reduction in torque caused by high-lift cams is offset by the long intake runner, whilst the short runner works by helping the engine generate more power at higher speeds. This power increase doesn’t come at the expense of the environment as this new engine meets the latest European emission regulations.
In Februari this year, Proton unveiled a new version of Satria's second (Neo) generation which has sportier looks and performance that translated to a name called the Satria Neo CPS. The new version fitted with a Campro CPS (Cam Profile Switching) which packs more power and offers better responsive for drivers' desiring performance. The CPS is essentially a Campro engine with a few updates and a variable valve lift system called CPS as well as a variable intake manifold (VIM) system. These additions help push up power to 125 bhp at 6,500rpm and 150Nm of torque at 4,500rpm, figures which are up from the standard Campro’s 110hp and 148Nm. The Satria has a top speed of 190 kmh.
Unfortunately, the CPS is actually very dissapointing indeed. The numbers are hardly remarkable but at least match rivals like the Suzuki Swift Sport on paper. Nevertheless, that on paper promise doesn't materialise when you get behind the wheel. Acceleration is very flat below the point where CPS kicks in. While the 0 to 100 kmh takes 10.5 second looks promising, you need to rev the engine to the limiter to achieve it. In other words, the early generation of VTEC Honda Civic is just better than the "modern" Satria CPS. Proton's five speeder is neither swift nor has the require short ratios.
More difficult to change is the overall build quality of the car and the flawed interior. While Proton has improved the way it builds cars by leaps and bounds over the past few years, there still roughed edges and and the panel fit isn't as good as it should be and the doors are shockingly poor as they lack hinge-stops to hold them open.
It also doesn't get any better on the inside as the Satria has almost all what it takes to be a poorly designed interior. Low rent materials, poor ergonomics and the worst problem of all that you have to get used to to this "sporty" car, a seat that that is mounted too high (high mounted seat simply doesn't sporty at all) . Nevertheless, the satria at least has a built-in dash mounted Blaupunkt CD Radio player can also handle MP3 music, which is perfect for entertaining the driver and passengers played through a 4 speaker stereo system.
Finally, here comes the best parts of the car, Lotus fettled suspension and steering. The helm is direct and accurate while the suspension soaks up bumps while keeping the body flat when cornering .
Put aside for all the critics above, this new Satria Neo CPS run the latest engine in the Proton line-up, the 1.6 litre Campro CPS. This engine utilizes two ingenious technologies, CPS (Cam Profile Switching) and VIM (Variable Intake Manifold technology), to give higher power outputs and rapid response, whilst maintaining a fuel efficient delivery. These two technologies give the best of both worlds by combining the characteristics of two different engines in one compact package. The usual reduction in torque caused by high-lift cams is offset by the long intake runner, whilst the short runner works by helping the engine generate more power at higher speeds. This power increase doesn’t come at the expense of the environment as this new engine meets the latest European emission regulations.
Proton Satria Neo Tested
Proton has used the help of Lotus to design and develop the looks and handling of its new Satria. The most popular model from Proton, the Satria was more commonly known for its GTI version.
First impressions of the new version are that it isn't a bad looking car. It certainly has a sporty emphasis; a low roofline and sweeping bonnet give it quite a squat, purposeful stance. GSX models get 16-inch alloys under their flared wheel arches, and at the rear a large central exhaust completes the look.
Sadly, inside the car, it all gets rather disappointing. The dash is a mass of hard, grey plastic, against which the majority of controls look stuck on. Indicator stalks and illogically-placed electric window and mirror switches could be straight from a 1980's Japanese car parts bin.
We can't help but feel that despite Proton saying that this is a totally 'new' car, it probably isn't, as much of it feels stuck in the past. The overall build quality is very poor for a modern car; most of the dash and interior trim creak and rattle. The doors don't even make a solid 'clunk' when they shut; it's more of a tinny 'bang', proving how thin they are. The boot is inaccessible from outside the car too, so whilst laden with luggage you'll need to open the driver door and reach down by the seat to find the boot-release lever.
In the Satria's favour, there's a fair bit of standard equipment; the base SX version gets air-con, MP3 compatible CD player and reversing sensors and the GSX adds16-inch alloy wheels, front fog lamps and Bluetooth phone connectivity. However, the radio struggles to pick up a signal from the main BBC stations most of the time, even when you're in the centre of town.
Driving the car isn't the most enjoyable experience by any means, but the 1.6 engine we tested is powerful enough and thanks to its stiff suspension it handles well, and the steering is sharp and responsive too. It is possibly more suited to rural country roads, as driving both town and motorway routes can be tiresome due to the poor ride and excessive cabin noise. The loud, harsh sounding engine emits a constant drone when travelling at speed too, and sitting in traffic doesn't do much for the fuel economy. The driving position leaves a little to be desired too and although there is some seat-height adjustment, there isn't nearly enough. Anyone over 5'8 will find the steering wheel between their knees and 6-footers will suffer with the lack of headroom.
Despite a decent starting price of £7995, the 1.3 engines are not the best option as they have a poorer fuel economy than the 1.6 and also higher CO2 levels, so it's unlikely that this will be the model of choice for most buyers. Instead the 1.6 GSX costs just under £10k, putting it well and truly into the price bracket of the competition, with which it just doesn't come close.
First impressions of the new version are that it isn't a bad looking car. It certainly has a sporty emphasis; a low roofline and sweeping bonnet give it quite a squat, purposeful stance. GSX models get 16-inch alloys under their flared wheel arches, and at the rear a large central exhaust completes the look.
Sadly, inside the car, it all gets rather disappointing. The dash is a mass of hard, grey plastic, against which the majority of controls look stuck on. Indicator stalks and illogically-placed electric window and mirror switches could be straight from a 1980's Japanese car parts bin.
We can't help but feel that despite Proton saying that this is a totally 'new' car, it probably isn't, as much of it feels stuck in the past. The overall build quality is very poor for a modern car; most of the dash and interior trim creak and rattle. The doors don't even make a solid 'clunk' when they shut; it's more of a tinny 'bang', proving how thin they are. The boot is inaccessible from outside the car too, so whilst laden with luggage you'll need to open the driver door and reach down by the seat to find the boot-release lever.
In the Satria's favour, there's a fair bit of standard equipment; the base SX version gets air-con, MP3 compatible CD player and reversing sensors and the GSX adds16-inch alloy wheels, front fog lamps and Bluetooth phone connectivity. However, the radio struggles to pick up a signal from the main BBC stations most of the time, even when you're in the centre of town.
Driving the car isn't the most enjoyable experience by any means, but the 1.6 engine we tested is powerful enough and thanks to its stiff suspension it handles well, and the steering is sharp and responsive too. It is possibly more suited to rural country roads, as driving both town and motorway routes can be tiresome due to the poor ride and excessive cabin noise. The loud, harsh sounding engine emits a constant drone when travelling at speed too, and sitting in traffic doesn't do much for the fuel economy. The driving position leaves a little to be desired too and although there is some seat-height adjustment, there isn't nearly enough. Anyone over 5'8 will find the steering wheel between their knees and 6-footers will suffer with the lack of headroom.
Despite a decent starting price of £7995, the 1.3 engines are not the best option as they have a poorer fuel economy than the 1.6 and also higher CO2 levels, so it's unlikely that this will be the model of choice for most buyers. Instead the 1.6 GSX costs just under £10k, putting it well and truly into the price bracket of the competition, with which it just doesn't come close.
Find out more about the 2009 Proton Satria Neo
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In the world of automobiles, there are some manufacturers which are a little more obscure to North American drivers. This is usually because they concentrate their sales outside of the continent, or produce automobiles which have a very limited market. Proton is a Malaysian company which opened its doors in 1985, and at first largely restricted itself to producing vehicles based on technology provided by Mitsubishi.
Over time, Proton became the dominant automobile brand in their home country, and eventually acquired famed the famed British marque Lotus. This infusion of engineering know-how helped them to expand their markets and their lineup to include more Euro-friendly vehicles.
One of the cars that Proton has become most known for is the Satria. The Satria first hit the road in the mid-1990’s, and over time it grew from its roots as a re-badged edition of the Mitsubishi Mirage into a vehicle that sported an in-house platform and original Proton styling. This revised edition of the vehicle was labeled the Satria Neo, and it has been available since 2006. The newer Satria Neo is very much a youth-oriented automobile, a hatchback designed to get a new generation of drivers excited about the brand.
The 2009 Proton Satria Neo is an attractive vehicle which bears styling reminiscent of both the Mazda 3 and the Subaru Impreza, yet does not appear derivative of either of these cars. The Satria Neo is classified as a ‘super mini’, a city car which is smaller than a subcompact and which is designed to fit in well in urban areas where parking is at a premium and where streets are frequently narrow and crowded.
The base Satria Neo is powered by a 1.3 liter, 4-cylinder engine that develops 94 horsepower, but drivers can choose to upgrade to a 110 horsepower 1.6 liter motor that also generates a healthier amount of torque. Both units are well suited to carting around the Satria Neo’s 2,500 lbs of weight. The hatchback comes with a 5-speed manual transmission, but a 4-speed automatic is available as an option.
The 2009 Proton Satria Neo has attained excellent market penetration in foreign markets, particularly England where its combination of peppy performance and pint-sized dimensions appeal to a wide range of drivers. The Neo’s use of a Lotus-designed suspension system ensures that the vehicle responds well to steering inputs, rough road surfaces and twisty country two-lanes. Inside, the car does see some drawbacks as a result of its ultra-tiny platform. Taller drivers will have an issue with head room, but rear leg room has been improved over older models of the car.
Those expecting the Satria Neo to offer them the same level of space as a four-door sedan will be disappointed, but those looking for a practical city runabout will be pleasantly surprised. The Proton’s small size also means that the level of included safety equipment also becomes important. Unfortunately, airbags and anti-lock brakes are not available on entry-level models, making it necessary to spend more in order to get a feeling of safety when slipping behind of the wheel of this tiny car.
In the world of automobiles, there are some manufacturers which are a little more obscure to North American drivers. This is usually because they concentrate their sales outside of the continent, or produce automobiles which have a very limited market. Proton is a Malaysian company which opened its doors in 1985, and at first largely restricted itself to producing vehicles based on technology provided by Mitsubishi.
Over time, Proton became the dominant automobile brand in their home country, and eventually acquired famed the famed British marque Lotus. This infusion of engineering know-how helped them to expand their markets and their lineup to include more Euro-friendly vehicles.
One of the cars that Proton has become most known for is the Satria. The Satria first hit the road in the mid-1990’s, and over time it grew from its roots as a re-badged edition of the Mitsubishi Mirage into a vehicle that sported an in-house platform and original Proton styling. This revised edition of the vehicle was labeled the Satria Neo, and it has been available since 2006. The newer Satria Neo is very much a youth-oriented automobile, a hatchback designed to get a new generation of drivers excited about the brand.
The 2009 Proton Satria Neo is an attractive vehicle which bears styling reminiscent of both the Mazda 3 and the Subaru Impreza, yet does not appear derivative of either of these cars. The Satria Neo is classified as a ‘super mini’, a city car which is smaller than a subcompact and which is designed to fit in well in urban areas where parking is at a premium and where streets are frequently narrow and crowded.
The base Satria Neo is powered by a 1.3 liter, 4-cylinder engine that develops 94 horsepower, but drivers can choose to upgrade to a 110 horsepower 1.6 liter motor that also generates a healthier amount of torque. Both units are well suited to carting around the Satria Neo’s 2,500 lbs of weight. The hatchback comes with a 5-speed manual transmission, but a 4-speed automatic is available as an option.
The 2009 Proton Satria Neo has attained excellent market penetration in foreign markets, particularly England where its combination of peppy performance and pint-sized dimensions appeal to a wide range of drivers. The Neo’s use of a Lotus-designed suspension system ensures that the vehicle responds well to steering inputs, rough road surfaces and twisty country two-lanes. Inside, the car does see some drawbacks as a result of its ultra-tiny platform. Taller drivers will have an issue with head room, but rear leg room has been improved over older models of the car.
Those expecting the Satria Neo to offer them the same level of space as a four-door sedan will be disappointed, but those looking for a practical city runabout will be pleasantly surprised. The Proton’s small size also means that the level of included safety equipment also becomes important. Unfortunately, airbags and anti-lock brakes are not available on entry-level models, making it necessary to spend more in order to get a feeling of safety when slipping behind of the wheel of this tiny car.
Proton Satria Neo
The front end has the Gen2 look but in a more refined manner with those ‘tiger eye’ headlight units slightly restyled.
1.3-litre and 1.6-litre engines are available from launch date. Torque curves (right graph) show the 'unique' character of the CAMPRO engines
(CLICK ON IMAGE FOR LARGER VIEW)
The Satria Replacement Model – aka as ‘SRM’ - is a model which the public has known about for at least 2 years and numerous spy shots have been taken of it (strangely Proton’s Head of Legal has never made good the threat to sue anyone showing pictures of its prototypes) and it was to have been launched in the final quarter of 2005. That was what the former CEO had said but 2005 ended with no SRM to be seen in the showrooms. Apparently, the launch date was postponed because a review had been made around the middle of 2005 and changes were needed in certain areas because they had been too ‘personalised’. It was also very clear that build quality was a serious issue with customers and it had to make sure the new Satria would arrive in showrooms without parts getting loose or breaking. So extra effort was put in to ensure higher quality and this required a bit more time. The Savvy had turned one corner in terms of build quality and it was very important that the next model prove that this could be maintained.
Today, the SRM finally gets launched as the Satria Neo, eleven and a half years after the first generation made its debut. Actually, the first Satria was not originally a Proton project; it had been developed as an initiative by USPD, then a joint-venture between Proton and DRB (today, USPD is part of Proton and called Proton Edar). The initiative impressed the PM (then) so much and won USPD the right to become a second Proton channel (besides EON) which would sell ‘sporty’ models like the Aerobacks, Putra, Satria and the short-lived Tiara. In fact, USPD was so ambitious that it even made the Satria and Tiara itself at the DRB plant in Pekan, Pahang, rather than at Proton’s factory.
Though 3-door hatchbacks generally don’t sell in large numbers in Malaysia (people prefer 4-door sedans), the Satria was popular because of its affordable pricetag and it appealed to many younger buyers who saw it as a sporty car. Its popularity grew further with the addition of the iconic Satria GTI, a hot hatch which had Lotus-tuned suspension and chassis dynamics and more importantly, a powerful 1.8-litre engine. Although only about 8,000 units were built (5,300 sold in Malaysia), that variant of the Satria was among the few respected Proton models that impressed enthusiasts in the UK and Australian markets, enhancing the brand image.
The first impression many would get on seeing the Satria Neo is that it has a clean design, the sort one might find from a European carmaker. The spy photos had shown a shape which appeared chunky but the production car has nice curves and pleasing proportions. Panel interfaces are smoother and tighter than what is seen in the Gen2, giving the impression of a high quality product.
Engines are tuned to run on minimum RON95 petrol so cheaper RON92 fuel can't be used
Suspension layout is similar to Gen2 and Waja but not identical as certain elements have been altered
(CLICK ON IMAGE FOR LARGER VIEW)
The front end has the Gen2 look but in a more refined manner with those ‘tiger eye’ headlight units slightly restyled. A poly ellipsoid system for the headlights casts illumination much further and wider, with a broad patch up to 45 metres ahead of the car. On the 1.6 version, circular foglamps are fitted at the lower extremities of the bumper.
A comparison of dimensions between the new Satria Neo and the old one (which was based on the Mitsubishi Colt) is interesting. The new bodyshell is 40 mm shorter, 30 mm wider and 35 mm taller but the wheelbase is exactly the same at 2440 mm. The tracks are also wider than before.
COMPARISON OF DIMENSIONS
(Old 1.3/1.6 Satria in brackets)
Length: 3905 mm (3950 mm)
Width: 1710 mm (1680 mm)
Height: 1420 mm (1385 mm)
Wheelbase: (2440 mm (2440 mm)
Front track: 1470 mm (1450 mm)
Rear track: 1470 mm (1460 mm)
The previous Satria was a product of the mid-1990s and it’s not surprising that its aerodynamic drag coefficient (Cd) was 0.41 (0.395 for the Satria GTI). Its successor boasts an impressively low 0.35 with almost zero front lift, thanks to the front airdam reaching quite low down to reduce the air getting under the front end. In fact, the airdam extends so far down that owners are warned not to use a jack from the front of the car otherwise damage may occur.
All versions have rear disc brakes as standard, rare in this class.
Interior layout is cleaner compared to Gen2 and neutral grey theme is nice.
Two DOHC 16-valve engines – 1332 cc and 1597 cc - are available from today and both are from the CAMPRO family. While the 1.6-litre unit is already well known as it is installed in the Gen2 and the Waja, the 1.3-litre unit (which is also available in the Gen2 now) may not be so familiar to many. Unlike the long-stroke 1.6-litre unit, the 1.3-litre is a short-stroke version which shares the same bore dimension of 76 mm. The output is 70 kW/94 bhp with 120 Nm at 4000 rpm while the 1.6 engine produces 82 kW/110 bhp and 148 Nm of torque, also at 4000 rpm, modest figures but high in terms of specific output per litre.
For now, there is no ‘hotter’ CAMPRO (many had expected it with this new Satria) although a GTI version is planned and presumably, it will have a more powerful engine. However, the engines for the Satria Neo are said to be tweaked a bit to overcome that known issue of torque inadequacy at the low end that is inherent in the design. The lighter weight (compared to the Gen2, not the previous Satria which was under 1000 kgs) should help improve performance and for the 1.3, the final drive ratio is lower (4.33:1 instead of 4.05) which should give better acceleration from standstill albeit with some reduction in the potential top speed.
While there’s not a lot to shout about current CAMPRO ‘engine technology’ (contrary to the claims made by the former CEO), Proton does highlight that the engines can meet emission control regulations up to EURO-4 (necessary to sell in Europe). The engine is designed for a service life of 250,000 kms with no overhaul needed for 10 years. It has already been run 1.2 million kms (25 times around the world) as part of the long-term durability testing program. Unfortunately, both engines need RON95 minimum so cheaper RON92 petrol is not an option and you need to use RON97.
As for transmissions, 4-speed automatic and 5-speed manual transmissions are available and it is likely that both will see equal demand. There is no mention about the transmissions being adaptive but they are known to be supplied by Mitsubishi Motors. Proton had no plans to make its own transmissions as such a venture would be very costly so buying them from its partner makes more sense, plus the fact that the Mitsubishi transmissions are already proven units.
1.3-litre and 1.6-litre engines are available from launch date. Torque curves (right graph) show the 'unique' character of the CAMPRO engines
(CLICK ON IMAGE FOR LARGER VIEW)
The Satria Replacement Model – aka as ‘SRM’ - is a model which the public has known about for at least 2 years and numerous spy shots have been taken of it (strangely Proton’s Head of Legal has never made good the threat to sue anyone showing pictures of its prototypes) and it was to have been launched in the final quarter of 2005. That was what the former CEO had said but 2005 ended with no SRM to be seen in the showrooms. Apparently, the launch date was postponed because a review had been made around the middle of 2005 and changes were needed in certain areas because they had been too ‘personalised’. It was also very clear that build quality was a serious issue with customers and it had to make sure the new Satria would arrive in showrooms without parts getting loose or breaking. So extra effort was put in to ensure higher quality and this required a bit more time. The Savvy had turned one corner in terms of build quality and it was very important that the next model prove that this could be maintained.
Today, the SRM finally gets launched as the Satria Neo, eleven and a half years after the first generation made its debut. Actually, the first Satria was not originally a Proton project; it had been developed as an initiative by USPD, then a joint-venture between Proton and DRB (today, USPD is part of Proton and called Proton Edar). The initiative impressed the PM (then) so much and won USPD the right to become a second Proton channel (besides EON) which would sell ‘sporty’ models like the Aerobacks, Putra, Satria and the short-lived Tiara. In fact, USPD was so ambitious that it even made the Satria and Tiara itself at the DRB plant in Pekan, Pahang, rather than at Proton’s factory.
Though 3-door hatchbacks generally don’t sell in large numbers in Malaysia (people prefer 4-door sedans), the Satria was popular because of its affordable pricetag and it appealed to many younger buyers who saw it as a sporty car. Its popularity grew further with the addition of the iconic Satria GTI, a hot hatch which had Lotus-tuned suspension and chassis dynamics and more importantly, a powerful 1.8-litre engine. Although only about 8,000 units were built (5,300 sold in Malaysia), that variant of the Satria was among the few respected Proton models that impressed enthusiasts in the UK and Australian markets, enhancing the brand image.
The first impression many would get on seeing the Satria Neo is that it has a clean design, the sort one might find from a European carmaker. The spy photos had shown a shape which appeared chunky but the production car has nice curves and pleasing proportions. Panel interfaces are smoother and tighter than what is seen in the Gen2, giving the impression of a high quality product.
Engines are tuned to run on minimum RON95 petrol so cheaper RON92 fuel can't be used
Suspension layout is similar to Gen2 and Waja but not identical as certain elements have been altered
(CLICK ON IMAGE FOR LARGER VIEW)
The front end has the Gen2 look but in a more refined manner with those ‘tiger eye’ headlight units slightly restyled. A poly ellipsoid system for the headlights casts illumination much further and wider, with a broad patch up to 45 metres ahead of the car. On the 1.6 version, circular foglamps are fitted at the lower extremities of the bumper.
A comparison of dimensions between the new Satria Neo and the old one (which was based on the Mitsubishi Colt) is interesting. The new bodyshell is 40 mm shorter, 30 mm wider and 35 mm taller but the wheelbase is exactly the same at 2440 mm. The tracks are also wider than before.
COMPARISON OF DIMENSIONS
(Old 1.3/1.6 Satria in brackets)
Length: 3905 mm (3950 mm)
Width: 1710 mm (1680 mm)
Height: 1420 mm (1385 mm)
Wheelbase: (2440 mm (2440 mm)
Front track: 1470 mm (1450 mm)
Rear track: 1470 mm (1460 mm)
The previous Satria was a product of the mid-1990s and it’s not surprising that its aerodynamic drag coefficient (Cd) was 0.41 (0.395 for the Satria GTI). Its successor boasts an impressively low 0.35 with almost zero front lift, thanks to the front airdam reaching quite low down to reduce the air getting under the front end. In fact, the airdam extends so far down that owners are warned not to use a jack from the front of the car otherwise damage may occur.
All versions have rear disc brakes as standard, rare in this class.
Interior layout is cleaner compared to Gen2 and neutral grey theme is nice.
Two DOHC 16-valve engines – 1332 cc and 1597 cc - are available from today and both are from the CAMPRO family. While the 1.6-litre unit is already well known as it is installed in the Gen2 and the Waja, the 1.3-litre unit (which is also available in the Gen2 now) may not be so familiar to many. Unlike the long-stroke 1.6-litre unit, the 1.3-litre is a short-stroke version which shares the same bore dimension of 76 mm. The output is 70 kW/94 bhp with 120 Nm at 4000 rpm while the 1.6 engine produces 82 kW/110 bhp and 148 Nm of torque, also at 4000 rpm, modest figures but high in terms of specific output per litre.
For now, there is no ‘hotter’ CAMPRO (many had expected it with this new Satria) although a GTI version is planned and presumably, it will have a more powerful engine. However, the engines for the Satria Neo are said to be tweaked a bit to overcome that known issue of torque inadequacy at the low end that is inherent in the design. The lighter weight (compared to the Gen2, not the previous Satria which was under 1000 kgs) should help improve performance and for the 1.3, the final drive ratio is lower (4.33:1 instead of 4.05) which should give better acceleration from standstill albeit with some reduction in the potential top speed.
While there’s not a lot to shout about current CAMPRO ‘engine technology’ (contrary to the claims made by the former CEO), Proton does highlight that the engines can meet emission control regulations up to EURO-4 (necessary to sell in Europe). The engine is designed for a service life of 250,000 kms with no overhaul needed for 10 years. It has already been run 1.2 million kms (25 times around the world) as part of the long-term durability testing program. Unfortunately, both engines need RON95 minimum so cheaper RON92 petrol is not an option and you need to use RON97.
As for transmissions, 4-speed automatic and 5-speed manual transmissions are available and it is likely that both will see equal demand. There is no mention about the transmissions being adaptive but they are known to be supplied by Mitsubishi Motors. Proton had no plans to make its own transmissions as such a venture would be very costly so buying them from its partner makes more sense, plus the fact that the Mitsubishi transmissions are already proven units.
Proton Satria Neo
The Satria Neo is disappointing. It's too similar to the old model and already feels dated. It doesn't even offer good value for money
Proton Satria Neo
Auto Express Car Reviews
*
*
* For : Decent equipment, reasonable economy
* Against : Cabin and handling far from sporty, poor quality and refinement, disappointing handling
Driving
The Satria Neo comes with a choice of 1.3-litre and 1.6-litre CamPro engines, developed in collaboration with Lotus. They're taken from the Gen2 hatch, as is the five-speed gearbox, but a shorter final drive ratio gives better low and medium-speed acceleration. We tested the 1.6, which never feels particularly quick, and has to be worked hard to get meaningful performance. It also sounds coarse when revved hard. The boomy exhaust helps to provide a sporty edge, but on the motorway its drone can become irritating. The stiff, heavy gearbox is poor too. And the Lotus badge on the tailgate may promise great things in terms of handling, but the Proton doesn't deliver. Vague steering and an uncommunicative chassis means it's neither a rewarding nor an enjoyable car to drive. At least the ride is fairly refined, while the suspension is stable at higher speeds.
Marketplace
Even though it hasn't been on sale since 2004, the Satria is probably the best-known model Proton has ever made - its image was certainly helped by the GTI variant. However, it hardly set pulses racing, and the latest version is no different. It was penned at the Lotus design centre in Norfolk, but there's not much to get excited about. At least the low stance, flared wheelarches and wide track create a sporty look, but apart from the projector-style lights, there's nothing memorable about the Proton. The budget supermini is up against rivals like the Suzuki Swift, Hyundai Getz, Mitsubishi Colt and the Kia Rio.
Owning
The low roof gives it a sleek appearance, but this also means headroom in the rear is severely limited. Legroom is equally tight, which is disappointing considering the Proton's length. The low roof is also an issue up front, too, where the top of the windscreen is almost in line with your head. The Satria feels cramped compared to its rivals, and the driver's seat doesn't adjust low enough. Combined with offset pedals, the result is an uncomfortable driving position. Build quality seems fairly solid, but this can't compensate for the lacklustre plastics on the dash or the flimsy, low-rent air vents. Blue-lit dials are an attempt to make things feel more upmarket, yet the heater controls are paced too low down. It's a shame the cabin is so dated and cheap. And though it is well equipped, safety standards are poor with only two airbags, and residuals are unimpressive. Economy is better though, and it's cheap to maintain - despite short 9,000-mile service intervals.
Read more: http://www.autoexpress.co.uk/carreviews/newreviews/207641/proton_satria_neo.html#ixzz0WSbuYINP
Proton Satria Neo
Auto Express Car Reviews
*
*
* For : Decent equipment, reasonable economy
* Against : Cabin and handling far from sporty, poor quality and refinement, disappointing handling
Driving
The Satria Neo comes with a choice of 1.3-litre and 1.6-litre CamPro engines, developed in collaboration with Lotus. They're taken from the Gen2 hatch, as is the five-speed gearbox, but a shorter final drive ratio gives better low and medium-speed acceleration. We tested the 1.6, which never feels particularly quick, and has to be worked hard to get meaningful performance. It also sounds coarse when revved hard. The boomy exhaust helps to provide a sporty edge, but on the motorway its drone can become irritating. The stiff, heavy gearbox is poor too. And the Lotus badge on the tailgate may promise great things in terms of handling, but the Proton doesn't deliver. Vague steering and an uncommunicative chassis means it's neither a rewarding nor an enjoyable car to drive. At least the ride is fairly refined, while the suspension is stable at higher speeds.
Marketplace
Even though it hasn't been on sale since 2004, the Satria is probably the best-known model Proton has ever made - its image was certainly helped by the GTI variant. However, it hardly set pulses racing, and the latest version is no different. It was penned at the Lotus design centre in Norfolk, but there's not much to get excited about. At least the low stance, flared wheelarches and wide track create a sporty look, but apart from the projector-style lights, there's nothing memorable about the Proton. The budget supermini is up against rivals like the Suzuki Swift, Hyundai Getz, Mitsubishi Colt and the Kia Rio.
Owning
The low roof gives it a sleek appearance, but this also means headroom in the rear is severely limited. Legroom is equally tight, which is disappointing considering the Proton's length. The low roof is also an issue up front, too, where the top of the windscreen is almost in line with your head. The Satria feels cramped compared to its rivals, and the driver's seat doesn't adjust low enough. Combined with offset pedals, the result is an uncomfortable driving position. Build quality seems fairly solid, but this can't compensate for the lacklustre plastics on the dash or the flimsy, low-rent air vents. Blue-lit dials are an attempt to make things feel more upmarket, yet the heater controls are paced too low down. It's a shame the cabin is so dated and cheap. And though it is well equipped, safety standards are poor with only two airbags, and residuals are unimpressive. Economy is better though, and it's cheap to maintain - despite short 9,000-mile service intervals.
Read more: http://www.autoexpress.co.uk/carreviews/newreviews/207641/proton_satria_neo.html#ixzz0WSbuYINP
Proton Satria Neo 1.6 GSX
Well, I must say this came as quite a surprise. I have not been greatly impressed by what Proton has offered in recent years, and I wasn't looking forward to the arrival of the Satria Neo with much enthusiasm. But it has turned out to be a remarkable little car.
Proton Satria Neo 02 - 1.6 GSX.
Its looks are generic small hatchback. You can idle away a few minutes by looking round it and seeing what else it reminds you of (a bit of SEAT Ibiza, a hint of Toyota, a smattering of Rover), but it still looks pretty good. It also looks quite sporty - almost as if this were the competition version of a more humble model - and that impression is quickly confirmed once you start driving.
The reason for this is displayed on a small badge on the tailgate. "Handling by Lotus," it says. Now, past experience suggests that this is not necessarily as good as it sounds. Proton owns Lotus, and has frequently called upon the small but legendary UK company to work its sorcery on the suspension of previous models.
The results have not often been exciting. I've wondered in the past how long a Lotus-tweaked Proton has actually gone through the development process, and suspected that in some cases the answer can be counted in hours. That's definitely not the case here.
Proton Satria Neo 03 - 1.6 GSX Handling By Lotus Badge.
For something costing around £10,000, the Satria Neo is a wonderful car to drive, with lots of grip, excellent turn-in, and splendid balance between the front and rear through corners. There were times when I found myself laughing out loud at the sheer fun of it all.
Proton Satria Neo 02 - 1.6 GSX.
Its looks are generic small hatchback. You can idle away a few minutes by looking round it and seeing what else it reminds you of (a bit of SEAT Ibiza, a hint of Toyota, a smattering of Rover), but it still looks pretty good. It also looks quite sporty - almost as if this were the competition version of a more humble model - and that impression is quickly confirmed once you start driving.
The reason for this is displayed on a small badge on the tailgate. "Handling by Lotus," it says. Now, past experience suggests that this is not necessarily as good as it sounds. Proton owns Lotus, and has frequently called upon the small but legendary UK company to work its sorcery on the suspension of previous models.
The results have not often been exciting. I've wondered in the past how long a Lotus-tweaked Proton has actually gone through the development process, and suspected that in some cases the answer can be counted in hours. That's definitely not the case here.
Proton Satria Neo 03 - 1.6 GSX Handling By Lotus Badge.
For something costing around £10,000, the Satria Neo is a wonderful car to drive, with lots of grip, excellent turn-in, and splendid balance between the front and rear through corners. There were times when I found myself laughing out loud at the sheer fun of it all.
New Malaysian Proton MPV Released??? 75
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By leapthru
New Proton MPV 2009
Despite the Proton Malaysia schedule to officially launch its first MPV car in Malaysia on early April 2009, a local media press there has revealed this much awaited Malaysian FIRST MPV car.
From the photos, we could notice that this MPV car looks similar like the Nissan Grand Livina. It was also said that the centre console inside this MPV looks alike to those available in Perodua Myvi (Malaysia 2nd largest car manufacturer). At this stage, Proton has said that its MPV car will be equiped with a local developed 1,800cc CAMPRO engine.
Official name for this MPV car will only made available once it is launched in early April 2009. A contest was organized by Proton for the publics to name this Malaysian first MPV car.
Without further a do, here is some photos of this Proton MPV to share with all the car fans here. According to unofficial source, it was said that the car would be selling at around RM80k to RM90k upon launching. Maybe we can consider to book this MPV once it launches in April 2009. :)
By leapthru
New Proton MPV 2009
Despite the Proton Malaysia schedule to officially launch its first MPV car in Malaysia on early April 2009, a local media press there has revealed this much awaited Malaysian FIRST MPV car.
From the photos, we could notice that this MPV car looks similar like the Nissan Grand Livina. It was also said that the centre console inside this MPV looks alike to those available in Perodua Myvi (Malaysia 2nd largest car manufacturer). At this stage, Proton has said that its MPV car will be equiped with a local developed 1,800cc CAMPRO engine.
Official name for this MPV car will only made available once it is launched in early April 2009. A contest was organized by Proton for the publics to name this Malaysian first MPV car.
Without further a do, here is some photos of this Proton MPV to share with all the car fans here. According to unofficial source, it was said that the car would be selling at around RM80k to RM90k upon launching. Maybe we can consider to book this MPV once it launches in April 2009. :)
Malaysia: Second-Generation Proton Saga Launches
KUALA LUMPUR, Malaysia — The second-generation Proton Saga has just launched, a new version of the very first model from the Malaysian automaker. However, where the original was a clone of the 1983 Mitsubishi Lancer — because Mitsubishi Motors was Proton's technical partner back then — the new model is an in-house design developed in collaboration with Korea's LG CNS and Lotus Engineering, a Proton subsidiary.
The new Saga follows on the heels of a slightly larger sedan, the Persona, which Proton launched seven months ago to positive sales response. Before that, a misguided marketing strategy under the company's former CEO saw three hatchback models released despite a strong preference among Malaysia's buyers for sedans. The result was a fall from grace — and from the No. 1 sales slot — for Proton.
Almost similar in size to a Kia Rio sedan, the new Saga is a no-frills entry-level model with a 1.3-liter four-cylinder DOHC 16-valve Campro engine developed by Proton. Earlier versions of the Campro engine were severely criticized for poor low-end torque, but this latest version for the Saga has a fix in the form of a variable-length intake manifold. Power output is 93 horsepower, with 83.5 pound-feet of torque.
There are no plans for the brand to come to the U.S. anytime soon. Instead, Proton's focus is on markets closer to home: Southeast Asia, China, India and Australia.
What this means to you: Proton has some way to go before being a threat to anyone again — but this new Saga, along with the Persona, shows the company is headed in the right direction. — Chips Yap, Correspondent
The new Saga follows on the heels of a slightly larger sedan, the Persona, which Proton launched seven months ago to positive sales response. Before that, a misguided marketing strategy under the company's former CEO saw three hatchback models released despite a strong preference among Malaysia's buyers for sedans. The result was a fall from grace — and from the No. 1 sales slot — for Proton.
Almost similar in size to a Kia Rio sedan, the new Saga is a no-frills entry-level model with a 1.3-liter four-cylinder DOHC 16-valve Campro engine developed by Proton. Earlier versions of the Campro engine were severely criticized for poor low-end torque, but this latest version for the Saga has a fix in the form of a variable-length intake manifold. Power output is 93 horsepower, with 83.5 pound-feet of torque.
There are no plans for the brand to come to the U.S. anytime soon. Instead, Proton's focus is on markets closer to home: Southeast Asia, China, India and Australia.
What this means to you: Proton has some way to go before being a threat to anyone again — but this new Saga, along with the Persona, shows the company is headed in the right direction. — Chips Yap, Correspondent
Proton Saga fuel economy
I just want to share my experience with my new Proton Saga (auto). Just reached my first 1000KM, going to send to service.
I read some reviews about the bad fuel economy of the car. This is my experience.
First few hundred KM, I drove just around PJ. A lot of stop go traffic, very little highway. I found that the fuel economy after 3 tanks full average about 7.5KM/Liter or about 250KM per every full tank I pump in (about 35L every time I pump).
That's really bad compared to my old car, Nissan Sunny. My old Nissan sunny which I traded in for this car could get 11KM/L in city driving conditions. For every 35L I put in, I could get at least 400KM in city driving.
Two days ago, I drove the Proton Saga to Ipoh and back from PJ on the North-South Highway. Average speed between 110KM/H-140KM/H. I found the car very stable, even in very heavy rain. Tyres and suspension were good. No vibration at high speed and even in the heavy rain.
The fuel economy for highway driving was 11KM/L. So, that was a much better improvement than the city driving consumption.
I think the reason why this car uses so much fuel in city driving is because of the auto transmission and the soft gas pedal. The RPM shoots up to 4 when you depress it half the way.
I've changed my driving style, previously, I tend to drive slow. Now I tend to drive faster. I find that the fuel economy is much better when you drive faster, when the auto transmission changes to the higher gears. Previously, I drove just under 50KM/H in city driving. Now I try to get the auto transmission to change to the highest gear as soon as possible by accelerating steadily by keeping the RPM at 2.5-3.
I just want to share my experience with my new Proton Saga (auto). Just reached my first 1000KM, going to send to service.
I read some reviews about the bad fuel economy of the car. This is my experience.
First few hundred KM, I drove just around PJ. A lot of stop go traffic, very little highway. I found that the fuel economy after 3 tanks full average about 7.5KM/Liter or about 250KM per every full tank I pump in (about 35L every time I pump).
That's really bad compared to my old car, Nissan Sunny. My old Nissan sunny which I traded in for this car could get 11KM/L in city driving conditions. For every 35L I put in, I could get at least 400KM in city driving.
Two days ago, I drove the Proton Saga to Ipoh and back from PJ on the North-South Highway. Average speed between 110KM/H-140KM/H. I found the car very stable, even in very heavy rain. Tyres and suspension were good. No vibration at high speed and even in the heavy rain.
The fuel economy for highway driving was 11KM/L. So, that was a much better improvement than the city driving consumption.
I think the reason why this car uses so much fuel in city driving is because of the auto transmission and the soft gas pedal. The RPM shoots up to 4 when you depress it half the way.
I've changed my driving style, previously, I tend to drive slow. Now I tend to drive faster. I find that the fuel economy is much better when you drive faster, when the auto transmission changes to the higher gears. Previously, I drove just under 50KM/H in city driving. Now I try to get the auto transmission to change to the highest gear as soon as possible by accelerating steadily by keeping the RPM at 2.5-3.
Proton Pump Inhibitor drugs (PPIs)
Proton Pump Inhibitor drugs (PPIs) have been used since the 1980s to reduce gastric acid secretion and to treat ulcers and reflux. They are now among the most widely prescribed drugs world wide and Prilosec and others can be obtained over- the- counter. Any time drugs are used long term, we should be re-evaluating their safety. The good news for PPIs, is that they are safe for chronic use.
PPIs do their work on the parietal cells of the stomach. They bind at the "proton pump" and prevent secretion of acid into the stomach. The effect is prolonged (24-48 hours) and the drug is cleared by the liver with very little effect on the kidneys.
The side effects are few so these medications (Prilosec, Aciphex, Prevacid, Protonics) are often prescribed to hospitalized patients and for patients with GERD, gastritis and ulcers. Patients take these medications for years and there have been numerous studies that looked at potential long-term effects of PPI use.
The studies have shown that PPIs are highly effective drugs and they have revolutionized the management of acid-related disorders during the last 2 decades. When was the last time you heard of someone getting surgery for "ulcers"? That was a common treatment just 30 years ago.
Studies that looked at PPIs and their effect on Vit B12 absorption, iron loss, colon cancer, gastric cancer and calcium deficiency found no definite link. There may be an association in hospitalized patients who are on PPIs and the incidence of Clostridium difficile infection. No association was seen in non-hospitalized patients.
As with all medications, PPIs should be used for appropriate indications only as long as needed. If you or a friend have been taking PPIs for a long time, you may wish to talk with your doctor about a "drug holiday" to see if it is still needed. I review chronic medications with my patients at least every year with the goal of eliminating any that are not absolutely needed.
PPIs do their work on the parietal cells of the stomach. They bind at the "proton pump" and prevent secretion of acid into the stomach. The effect is prolonged (24-48 hours) and the drug is cleared by the liver with very little effect on the kidneys.
The side effects are few so these medications (Prilosec, Aciphex, Prevacid, Protonics) are often prescribed to hospitalized patients and for patients with GERD, gastritis and ulcers. Patients take these medications for years and there have been numerous studies that looked at potential long-term effects of PPI use.
The studies have shown that PPIs are highly effective drugs and they have revolutionized the management of acid-related disorders during the last 2 decades. When was the last time you heard of someone getting surgery for "ulcers"? That was a common treatment just 30 years ago.
Studies that looked at PPIs and their effect on Vit B12 absorption, iron loss, colon cancer, gastric cancer and calcium deficiency found no definite link. There may be an association in hospitalized patients who are on PPIs and the incidence of Clostridium difficile infection. No association was seen in non-hospitalized patients.
As with all medications, PPIs should be used for appropriate indications only as long as needed. If you or a friend have been taking PPIs for a long time, you may wish to talk with your doctor about a "drug holiday" to see if it is still needed. I review chronic medications with my patients at least every year with the goal of eliminating any that are not absolutely needed.
Sunday, October 25, 2009
LPG model set to drive Proton UK sales
It’s tapping rising demand for dual-fuel cars in Britain
NORFOLK (England): Proton Cars UK Ltd (Proton UK) is banking on its liquefied petroleum gas (LPG)-powered cars to help drive sales in Britain, according to its managing director Brian Collier.
He spoke of an emerging niche market for the Proton Gen-2 1.6 litre ecoLogic which runs on either LPG or petrol in the wake of rising fuel prices.
Collier said there had been an increasing demand for the dual-fuel model which costs the same as the petrol version but requires half the price to run and is kinder to the environment.
Proton Cars UK MD Brian Collier showing the LPG conversion fitting neatly into the original design after briefing for Malaysian journalists at the Park Farm Country Hotel & Leisure at Hethersett, Norwich.
“Next year is going to be all about LPG cars and repeat customers,” he told Malaysian journalists at a briefing at the Park Farm Country Hotel & Leisure in Hethersett, Norwich, on Wednesday.
The briefing was organised by Proton Holdings Bhd in conjunction with the royal visit to the Lotus plant headquarters by the Yang di-Pertuan Agong Tuanku Mizan Zainal Abidin and Raja Permaisuri Agong Tuanku Nur Zahirah today.
A subsidiary of Proton Holdings which acquired Lotus in 1996, Proton UK has sold about 150,000 vehicles in Britain since 1989.
Last year, about 1,500 units were sold through the company’s 80 dealers across Britain but Proton UK has revised its target to 1,000 this year due to the global economic slowdown.
Collier said they sold 150 LPG vehicles last year and expected to hit 200 this year, adding that the Humberside police force has a fleet of 100 such units.
He said these vehicles were sought after by corporate clients including companies with small fleets and taxi operators that now accounted for about half their total sales.
“Britons are very cost-conscious, especially during the economic downturn,” he said, citing petrol price of around £1.10 a litre against 50 to 55 pence for a litre of LPG.
Proton UK, he added, was the only manufacturer in Britain which did not charge extra for the LPG conversion, which usually costs about £2,000.
Collier also singled out the Savvy as Britain’s best-selling Proton car among its models including the Satria, Gen-2 ecoLogic and Gen-2 Persona.
He said Britons loved small economic cars such as the Savvy for fuel economy and its low emission which the annual car tax was based upon.
The Savvy naturally fits into this A and B segments which dominate the British market, he said, adding about 400 Savvy were sold this year alone.
Savvy is priced just under £8,000 but with a £2,000 discount under Britain’s car scrappage scheme, it costs just below £6,000, according to Collier. In fact, some brand new cars are selling for £5,000 or less, an indication of the tough market, with car manufacturers across Europe badly hit, he said.
British vehicle sales had plunged from 2.4 million units two years ago to about 1.7 million this year while Spain was down by nearly 40%.
Collier sees a difficult year ahead, especially with the proposed value-added tax increase and Britain’s plan to double the road tax for new cars next year.
“We need to look at different ways to sell cars, particularly in Britain where almost 50 manufacturers in totally open market conditions are struggling for a market share,” he said.
NORFOLK (England): Proton Cars UK Ltd (Proton UK) is banking on its liquefied petroleum gas (LPG)-powered cars to help drive sales in Britain, according to its managing director Brian Collier.
He spoke of an emerging niche market for the Proton Gen-2 1.6 litre ecoLogic which runs on either LPG or petrol in the wake of rising fuel prices.
Collier said there had been an increasing demand for the dual-fuel model which costs the same as the petrol version but requires half the price to run and is kinder to the environment.
Proton Cars UK MD Brian Collier showing the LPG conversion fitting neatly into the original design after briefing for Malaysian journalists at the Park Farm Country Hotel & Leisure at Hethersett, Norwich.
“Next year is going to be all about LPG cars and repeat customers,” he told Malaysian journalists at a briefing at the Park Farm Country Hotel & Leisure in Hethersett, Norwich, on Wednesday.
The briefing was organised by Proton Holdings Bhd in conjunction with the royal visit to the Lotus plant headquarters by the Yang di-Pertuan Agong Tuanku Mizan Zainal Abidin and Raja Permaisuri Agong Tuanku Nur Zahirah today.
A subsidiary of Proton Holdings which acquired Lotus in 1996, Proton UK has sold about 150,000 vehicles in Britain since 1989.
Last year, about 1,500 units were sold through the company’s 80 dealers across Britain but Proton UK has revised its target to 1,000 this year due to the global economic slowdown.
Collier said they sold 150 LPG vehicles last year and expected to hit 200 this year, adding that the Humberside police force has a fleet of 100 such units.
He said these vehicles were sought after by corporate clients including companies with small fleets and taxi operators that now accounted for about half their total sales.
“Britons are very cost-conscious, especially during the economic downturn,” he said, citing petrol price of around £1.10 a litre against 50 to 55 pence for a litre of LPG.
Proton UK, he added, was the only manufacturer in Britain which did not charge extra for the LPG conversion, which usually costs about £2,000.
Collier also singled out the Savvy as Britain’s best-selling Proton car among its models including the Satria, Gen-2 ecoLogic and Gen-2 Persona.
He said Britons loved small economic cars such as the Savvy for fuel economy and its low emission which the annual car tax was based upon.
The Savvy naturally fits into this A and B segments which dominate the British market, he said, adding about 400 Savvy were sold this year alone.
Savvy is priced just under £8,000 but with a £2,000 discount under Britain’s car scrappage scheme, it costs just below £6,000, according to Collier. In fact, some brand new cars are selling for £5,000 or less, an indication of the tough market, with car manufacturers across Europe badly hit, he said.
British vehicle sales had plunged from 2.4 million units two years ago to about 1.7 million this year while Spain was down by nearly 40%.
Collier sees a difficult year ahead, especially with the proposed value-added tax increase and Britain’s plan to double the road tax for new cars next year.
“We need to look at different ways to sell cars, particularly in Britain where almost 50 manufacturers in totally open market conditions are struggling for a market share,” he said.
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