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.