Perodua

DNGA platform Daihatsu New Global Architecture. 1.3L 1NR-VE Dual VVT-i 94hp. 121Nm torque. 1.5L 2NR-VE Dual VVT-i 102hp. 137Nm torque. 5-speed manual transmission. D-CVT continuously variable transmission. FWD front-wheel drive. 3895mm length compact. 2500mm wheelbase. 1035kg curb weight. Five-door hatchback. LED headlights projector. LED daytime running lights. 7in touchscreen infotainment. Apple CarPlay Android Auto later. ASA Advanced Safety Assist. Pre-collision warning. Pre-collision braking. Pedal misoperation control. Front departure alert. Lane departure warning top trim. ABS standard. EBD standard. ESC stability control. Six airbags available. ASEAN NCAP 5-star rating. ECO Idle engine start-stop 1.3L. Automatic climate control. Fuel efficiency excellent. Malaysian best-seller perennial. Affordable feature-rich package. Daihatsu technology benefit. Perodua manufacturing excellence.

Daihatsu Boon/Toyota Passo base. 1.0L 1KR-VE 64hp. 1.3L K3-VE 86hp. 5-speed manual. 4-speed automatic. FWD layout. 3785mm length compact. 2440mm wheelbase. 930kg curb weight lightweight. Five-door hatchback. Excellent maneuverability. Fuel efficiency outstanding. Low running costs. Affordable pricing. Air conditioning standard. Power windows. CD player. Dual airbags optional. Malaysian roads perfect fit. Urban mobility champion. First generation success massive. Market share leadership. Perodua breakthrough model. National favorite status earned. Toyota-Daihatsu reliability.

DNGA-B platform latest. 1.0L 1KR-VE2 Dual VVT-i 65hp. 89Nm torque. 5-speed manual transmission. D-CVT automatic option. FWD front-wheel drive. 3660mm length mini. 2435mm wheelbase. 850kg curb weight lightweight. Five-door hatchback. Modern design significant upgrade. LED projector headlights. 9in touchscreen infotainment. Apple CarPlay Android Auto. ASA Advanced Safety Assist 3.0. Pre-collision warning. Pre-collision braking. Lane departure warning higher trims. ABS standard. ESC stability control. Six airbags top trim. ASEAN NCAP 5-star impressive. Smart entry keyless. ECO Idle engine start-stop. Fuel efficiency best-in-class. Affordable pricing maintained. Entry-level excellence. First car perfect. Perodua accessibility mission. Quality without compromise.

DNGA platform. 1.0L turbo 1KR-VET three-cylinder 98hp. 140Nm torque substantial for size. D-CVT automatic only. FWD front-wheel drive. 4065mm length compact. 2525mm wheelbase. 1045kg curb weight. Five-seat compact crossover. LED headlights adaptive driving beam. 9in touchscreen infotainment. Apple CarPlay Android Auto wireless. Wireless phone charging top trim. 360-degree camera top trim. ASA Advanced Safety Assist 2.0. Pre-collision warning. Pre-collision braking. Lane departure warning. Lane keep control top trim. Blind spot monitor top trim. ABS standard. ESC stability control. Six airbags standard impressive. ASEAN NCAP 5-star safety. Electric parking brake. Auto brake hold. ECO Idle engine start-stop. Turbo performance unique segment. Compact city SUV. Youth market appeal. Perodua technology showcase. Daihatsu Rocky base. Toyota Raize sibling.

Daihatsu Terios platform. 1.5L 2NR-VE Dual VVT-i 102hp. 137Nm torque. 4-speed automatic only. FWD standard. 4WD option available. 4435mm length. 2685mm wheelbase. 1335kg curb weight. Seven-seat three-row SUV. LED projector headlights. 7in touchscreen infotainment. Apple CarPlay Android Auto. 360-degree camera top trim. ASA Advanced Safety Assist. Six airbags. ASEAN NCAP 5-star safety. Fold-flat third row. Automatic climate control. Three-zone air conditioning. Affordable family SUV. Large family transport. Seven-seater accessibility. Perodua SUV expansion.

The tiny three-cylinder that launched the Perodua Kancil and established the brand's focus on ultra-economical transportation. This 989cc SOHC inline-three featured a cast-iron block with aluminum head and carbureted fuel system derived from the Daihatsu Mira. The valve train used timing belt-driven single overhead camshaft with rocker arms, while the crankshaft was a cast unit running in four main bearings. The intake system used a single downdraft carburetor feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold with single pipe. With 9.5:1 compression and a 6,500 RPM redline, it produced 42 hp at 5,600 RPM and 50 lb-ft at 3,600 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's extreme simplicity, light weight, and willingness to rev made it ideal for Malaysia's congested urban areas and challenging road conditions.

The electronic fuel-injected evolution that brought modern reliability to the Kancil and Kelisa. This 989cc SOHC inline-three featured the same basic architecture as the carbureted version but with multi-point fuel injection. The valve train used timing belt-driven single overhead camshaft with rocker arms, while the crankshaft was a cast unit running in four main bearings. The intake system used electronic fuel injection with aluminum manifold, while the exhaust featured a cast-iron manifold. With 9.5:1 compression and a 6,500 RPM redline, it produced 55 hp at 6,000 RPM and 59 lb-ft at 3,600 RPM. The cooling system used a compact radiator with electric fan, while the oiling system employed a gear-type pump. This engine's improved driveability, better fuel economy, and reduced emissions represented a significant step forward for Malaysian automotive standards.

The modern twin-cam three-cylinder that powers the Perodua Axia and represents current entry-level technology. This 996cc DOHC inline-three features an all-aluminum block with aluminum head and four valves per cylinder. The valve train uses timing chain-driven dual overhead camshafts with DVVT (Dynamic Variable Valve Timing), while the crankshaft is a forged unit running in four main bearings with a balancer shaft. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features an integrated manifold. With 11.5:1 compression and a 6,000 RPM redline, it produces 67 hp at 6,000 RPM and 66 lb-ft at 4,400 RPM. The cooling system uses a compact front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's combination of modern technology, light weight, and excellent fuel economy (25 km/L) makes it ideal for ASEAN urban mobility needs.

The sophisticated twin-cam four that powers the Perodua Myvi and Kelisa 1.3L models. This 1,298cc DOHC inline-four features an all-aluminum block with aluminum head and four valves per cylinder. The valve train uses timing belt-driven dual overhead camshafts with DVVT, while the crankshaft is a forged unit running in five main bearings. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features a tubular header. With 11.0:1 compression and a 6,000 RPM redline, it produces 86 hp at 6,000 RPM and 90 lb-ft at 4,400 RPM. The cooling system uses a front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's balance of performance, efficiency, and refinement made it the perfect powerplant for Perodua's best-selling Myvi model.

The turbocharged four that powers the limited-production Perodua Myvi GT and represents the brand's performance aspirations. This 1,298cc DOHC inline-four features the same basic architecture as the K3-VE but with the addition of a turbocharger. The valve train uses timing belt-driven dual overhead camshafts with DVVT, while the crankshaft is a forged unit running in five main bearings. The intake system uses a TD04 turbocharger with air-to-air intercooler, while the exhaust features a cast-iron manifold feeding the turbo. With 8.5:1 compression and a 6,500 RPM redline, it produces 140 hp at 6,400 RPM and 133 lb-ft at 3,200 RPM. The cooling system uses an upgraded radiator with oil cooler for the turbocharger, while the oiling system employs a high-flow variable-displacement vane pump. This engine's combination of turbocharged power and light weight created Malaysia's most affordable performance hatchback.

The modern twin-cam four that powers the current Perodua Myvi and Bezza models with Dual VVT-i technology. This 1,329cc DOHC inline-four features an all-aluminum block with aluminum head and four valves per cylinder. The valve train uses timing chain-driven dual overhead camshafts with Dual VVT-i on both intake and exhaust, while the crankshaft is a forged unit running in five main bearings. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features an integrated manifold. With 11.5:1 compression and a 6,000 RPM redline, it produces 94 hp at 6,000 RPM and 89 lb-ft at 4,200 RPM. The cooling system uses a compact front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's focus on efficiency and reliability makes it ideal for Malaysian driving conditions where fuel economy and low maintenance costs are paramount.

The larger twin-cam four that powers the Perodua Myvi 1.5L and Aruz models with enhanced performance. This 1,496cc DOHC inline-four features an all-aluminum block with aluminum head and four valves per cylinder. The valve train uses timing chain-driven dual overhead camshafts with Dual VVT-i, while the crankshaft is a forged unit running in five main bearings. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features an integrated manifold. With 11.5:1 compression and a 6,000 RPM redline, it produces 102 hp at 6,000 RPM and 97 lb-ft at 4,200 RPM. The cooling system uses a larger front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's increased displacement provides better performance for larger Perodua models while maintaining excellent fuel economy.

The durable twin-cam four that powers the Perodua Alza MPV with focus on reliability and torque. This 1,495cc DOHC inline-four features an all-aluminum block with aluminum head and four valves per cylinder. The valve train uses timing chain-driven dual overhead camshafts with VVT-i on the intake cam only, while the crankshaft is a forged unit running in five main bearings. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features a cast-iron manifold. With 10.0:1 compression and a 6,000 RPM redline, it produces 104 hp at 6,000 RPM and 101 lb-ft at 4,400 RPM. The cooling system uses a front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's robust construction and focus on low-RPM torque make it well-suited to the Alza's people-moving duties.

The Atkinson-cycle hybrid engine that powers the Perodua Ativa Hybrid and represents the brand's electrification strategy. This 1,490cc DOHC inline-four features the Atkinson cycle with high compression ratio and cooled EGR. The valve train uses timing chain-driven dual overhead camshafts with VVT-iE on the intake and VVT-i on the exhaust, while the crankshaft is a forged unit running in five main bearings. The intake system uses the Atkinson cycle with late intake valve closing, while the hybrid system employs a 59 kW electric motor. With 13.5:1 compression and optimized for thermal efficiency, it produces 91 hp while the combined system produces 114 hp. This engine's focus on maximum efficiency rather than peak power makes it ideal for Perodua's first foray into hybrid technology.

The economical diesel engine that powers the Perodua Kembara commercial variants for rural markets. This 1,498cc SOHC inline-four features a cast-iron block with aluminum head and indirect injection. The valve train uses timing belt-driven single overhead camshaft with rocker arms, while the crankshaft is a forged unit running in five main bearings. The intake system uses natural aspiration with mechanical injection pump, while the exhaust features a cast-iron manifold. With 22.0:1 compression and a 4,500 RPM redline, it produces 55 hp at 4,500 RPM and 85 lb-ft at 2,500 RPM. The cooling system uses a heavy-duty radiator with viscous fan, while the oiling system employs a gear-type pump. This engine's simple mechanical design and ability to run on lower-quality diesel make it suitable for commercial applications in developing areas.

The efficient three-cylinder that powers the Perodua Viva and represents the evolution of Perodua's small car technology. This 996cc DOHC inline-three features an all-aluminum block with aluminum head and four valves per cylinder. The valve train uses timing chain-driven dual overhead camshafts with VVT-i, while the crankshaft is a forged unit running in four main bearings with a balancer shaft. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features an integrated manifold. With 11.0:1 compression and a 6,000 RPM redline, it produces 64 hp at 6,000 RPM and 66 lb-ft at 3,600 RPM. The cooling system uses a compact front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's improved refinement and efficiency over earlier three-cylinders made the Viva one of Malaysia's most popular small cars.

The upcoming all-electric powertrain currently under development for Perodua's first electric vehicle. While details remain limited, this system is expected to feature a permanent magnet synchronous motor producing approximately 80 hp, powered by a 30-40 kWh lithium-ion battery pack. The motor will likely use conventional winding technology optimized for cost, while the power electronics will employ silicon IGBT technology. The battery management system will feature basic thermal management suitable for tropical climates, while the charging system will support DC fast charging up to 50 kW. With target range of 250-300 km (NEDC), this powertrain will provide adequate electric mobility for Malaysian urban and suburban use. The system will prioritize affordability and reliability over cutting-edge performance, maintaining Perodua's brand positioning in the electric era.

The compressed natural gas bi-fuel system offered on certain Perodua models for the taxi and fleet markets. This system uses the standard 1.3L or 1.5L gasoline engine with additional CNG fuel system comprising high-pressure fuel tanks, pressure regulator, and dedicated fuel injectors. The system can switch seamlessly between gasoline and CNG operation, with the CNG system providing significantly lower fuel costs at the expense of some power output. The engine management system is specifically calibrated for both fuels, with different ignition timing and fuel mapping for optimal operation on each fuel. This system demonstrates Perodua's focus on practical, cost-effective solutions for specific market segments where operating costs are more important than peak performance.

The lightweight and remarkably durable cable-shifted manual transmission used in Perodua's early city cars. This transmission featured single-cone synchronizers on all forward gears with simple but effective shift linkage that required minimal maintenance. The compact aluminum case was designed for easy removal and installation, making clutch replacements straightforward for even basic workshops. Gear ratios were exceptionally short to compensate for the low power output of the 660cc and 850cc engines, with a final drive ratio typically around 4.50:1 for adequate hill-climbing ability. The clutch used a mechanical cable actuation system that needed periodic adjustment but was simple and cheap to repair. Despite its basic design, this transmission was known for surviving harsh conditions and poor maintenance, with many units exceeding 200,000 kilometers without major repairs. The shift quality was light and precise, if somewhat notchy when cold, perfectly suited to stop-start city driving.

The simple three-speed automatic transmission that brought automatic convenience to budget-conscious Malaysian buyers. This torque converter automatic used a straightforward Simpson planetary gearset with two bands and three multiple-disc clutches, controlled by a basic hydraulic governor system without electronic controls. The gear ratios were widely spaced (approximately 2.81:1, 1.49:1, 1.00:1) to make the most of the small engines' limited power bands, while the torque converter used a relatively high stall speed to improve off-the-line response. The transmission fluid was cooled through a simple heat exchanger in the radiator, and service intervals were recommended every 40,000 kilometers. While lacking the smoothness and efficiency of modern automatics, this transmission was valued for its mechanical simplicity and low repair costs. Many are still in service today, a testament to their durability when properly maintained with regular fluid changes.

The electronically controlled four-speed automatic that represented a significant step forward in refinement for Perodua models. Based on the Toyota U340/441 series, this transmission featured adaptive electronic control that learned driving patterns and adjusted shift timing accordingly. The gear ratios were carefully selected to balance performance and economy (typically 2.85:1, 1.60:1, 1.00:1, 0.70:1), with a lockup torque converter that engaged in third and fourth gears to reduce slippage losses. The hydraulic control system used solenoid valves for precise pressure control, while the transmission control module communicated with the engine ECU for coordinated torque reduction during shifts. This transmission was notably smoother than its predecessors and provided good fuel economy for its class. Regular fluid changes every 60,000 kilometers were essential to prevent valve body issues, but properly maintained units regularly exceeded 300,000 kilometers without major repairs, making it one of Perodua's most reliable automatic transmissions.

The modern cable-shifted manual transmission used with Perodua's DVVT and Dual VVT-i engines. This transmission featured improved synchronizers with carbon lining for smoother shifts and reduced effort, particularly in the often-problematic reverse gear. The shift mechanism used PTFE-lined cables that reduced friction and provided more precise gate selection than earlier rod-linkage designs. Gear ratios were optimized for both fuel economy and driveability, with a taller fifth gear (typically 0.77:1) that significantly reduced engine RPM at highway speeds. The aluminum case was designed with improved ribbing to reduce noise transmission to the cabin, while the clutch system used hydraulic actuation that eliminated the need for periodic adjustment. This transmission proved particularly durable in Grab and taxi applications, where stop-start driving typically wears out synchronizers quickly. The C514 represents the evolution of the economy car manual transmission—refined enough for comfortable daily driving while maintaining the simplicity and low running costs that define the Perodua brand.

The belt-and-pulley continuously variable transmission that provides both excellent fuel economy and improved driveability through artificial shift points. Based on the Toyota K313 CVT, this transmission uses a high-strength steel push belt and variable-diameter pulleys controlled by electronic hydraulic pressure. The innovation in Perodua's application is the '7-speed' sequential mode that creates artificial stepped ratios, addressing the common customer preference for traditional shift sensations. The transmission control system includes a 'Sport' mode that holds ratios longer for better acceleration response, and an 'Eco' mode that prioritizes fuel economy by keeping engine RPM as low as possible. The torque converter uses a multi-plate lockup clutch that can engage from very low speeds, significantly improving efficiency. The transmission fluid is designed for 'lifetime' fill, though most technicians recommend changes every 80,000-100,000 kilometers for optimal longevity. This CVT has proven remarkably reliable in Malaysian conditions, with proper maintenance preventing the belt slippage issues that plagued earlier CVT designs.

The cost-optimized yet refined four-speed automatic developed for Perodua's entry-level models. While many manufacturers moved to CVTs for economy cars, Perodua retained this conventional automatic for its proven reliability and lower repair costs. This transmission uses an updated version of the U340 design with reduced internal friction and improved hydraulic efficiency. The gear ratios are specifically tuned for the 1.0L and 1.3L engines, with a relatively short first gear (3.97:1) for good acceleration from standstill and a tall overdrive fourth gear (0.70:1) for quiet highway cruising. The torque converter features an early-lockup design that engages at lower speeds than previous generations, improving fuel economy. The transmission control module includes grade logic that detects uphill and downhill driving, preventing 'hunting' between third and fourth gears on inclines. While not as fuel-efficient as a CVT in city driving, this transmission has earned a reputation for trouble-free operation in Malaysia's challenging traffic conditions and tropical climate.

The cost-effective automated manual transmission that brings automatic convenience to Perodua's most affordable models. This system uses the standard C514 manual gearbox with electro-hydraulic actuators that control both clutch operation and gear selection. The transmission offers both fully automatic mode and manual sequential mode, with shift times of approximately 500-700 milliseconds—slower than traditional automatics but adequate for budget-conscious buyers. The system includes creep function for easy parking and hill-start assist to prevent rollback on inclines. The hydraulic pump maintains system pressure up to 40 bar, with an accumulator storing energy for multiple shifts. While the shift quality is noticeably less smooth than traditional automatics, particularly during the characteristic pause between gears, the 5-speed AMT provides significantly better fuel economy than conventional automatics and is much cheaper to manufacture and repair. This transmission has proven popular in ride-hailing applications where operating costs are paramount.

The compact two-speed reduction gearbox developed for Perodua's upcoming electric vehicles, representing the brand's first foray into EV transmission technology. This innovative design uses two distinct gear ratios rather than the single-speed units common in most EVs—a shorter ratio for acceleration and urban driving, and a taller ratio for highway efficiency. The gear change is accomplished via a dog clutch system that provides seamless ratio changes without torque interruption. The aluminum housing contains both the reduction gears and the differential in a compact package designed for transverse front-wheel-drive applications. The gear teeth undergo specialized polishing to minimize whine, while the lubrication system ensures proper oil flow to both gear sets regardless of which ratio is selected. This transmission is expected to debut in Perodua's first mass-market EV, providing both strong urban performance and extended highway range—key considerations for Malaysian consumers who often drive long distances on North-South Highway.

Founded in 1993 as Perusahaan Otomobil Kedua (Second Automobile Company) with Daihatsu partnership foundation establishing Rawang plant, Perodua launched the 1994 Kancil first model pursuing affordable transportation mission before achieving market leadership in 2006. The 2005 Myvi breakthrough gained national favorite status as consistent best-seller, followed by 2014 Axia entry model as Malaysia's most affordable car, 2019 Aruz SUV expansion, and 2021 Ativa crossover bringing turbocharged technology through DNGA platform adoption with continuous quality improvements and enhanced safety ratings via ASA safety systems. Deep Malaysian market understanding addresses consumer needs as accessible mobility provider sustaining market share leadership through annual sales records reaching million units cumulative production, making Perodua a Malaysian automotive pillar demonstrating manufacturing excellence through Daihatsu-Toyota technology access. Perodua proves that national car projects succeed when they focus on affordability and local needs rather than prestige—by partnering with Daihatsu for technology and focusing on practical, affordable vehicles suited to Malaysian conditions, Perodua achieved sustained market leadership that Proton's more ambitious approach struggled to match. The company validates that sometimes the best strategy involves humble excellence in affordable segments rather than chasing luxury positioning, and that understanding local market needs deeply—from pricing to features to dealer networks—matters more than pursuing export ambitions or technological showcase vehicles, demonstrating that national automotive success can be measured in market share and units sold rather than international prestige or engineering innovation.