Proton

Geely Boyue platform based. 1.8L turbo TGDI 181hp. 285Nm torque substantial. 7-speed DCT wet dual-clutch transmission. FWD standard front-wheel drive. AWD optional limited markets. 4519mm length. 2670mm wheelbase. 1545kg curb weight FWD. Five-seat SUV configuration. Premium interior quality upgrade. Nappa leather available. Power adjustable seats. Ventilated front seats. 8in touchscreen initially. GKUI intelligent infotainment. Voice command recognition. Hi Proton voice assistant. 360-degree camera system. Blind spot information. Lane departure warning. Forward collision warning. Autonomous emergency braking. Rear cross traffic alert. Adaptive cruise control optional. Panoramic sunroof. Power tailgate. LED headlights matrix. Premium audio system. N95 cabin filter. Malaysian market leader. ASEAN export model. Premium positioning local market. Geely technology showcase. Quality transformation vehicle.

Geely Coolray/Binyue platform. 1.5L turbo TGDI three-cylinder 177hp. 255Nm torque impressive. 7-speed DCT wet dual-clutch. FWD only front-wheel drive. 4330mm length compact. 2600mm wheelbase. 1360kg curb weight. Five-seat compact crossover. Sporty design language. LED projector headlights. 10.25in touchscreen infotainment. GKUI 19 system. Hi Proton voice control. Wireless phone charging flagship trim. 360-degree camera. Blind spot information system. Lane departure warning. Forward collision warning. Autonomous emergency braking. Rear cross traffic alert. Adaptive cruise control top trim. Six airbags standard. ESC stability control. Hill hold assist. Panoramic sunroof. Climate control automatic. Malaysian market success massive. Best-selling SUV Malaysia 2021. Competitive pricing strategy. Young buyer appeal. First SUV purchasers target. Geely quality implementation.

Mitsubishi Lancer Fiore base. 1.3L 4G13 engine 75hp. 1.5L 4G15 engine 90hp. 5-speed manual transmission. 3-speed automatic option. FWD layout. 4135mm length. 2380mm wheelbase. 955kg curb weight. Four-door sedan. Malaysia first national car. Proton founding model. National pride symbol. Automotive industry establishment. Dr. Mahathir vision. Heavy industries development. Technology transfer Mitsubishi. Malaysian workforce training. Local manufacturing capability. Export market attempts. ASEAN market presence. Long production lifecycle. Multiple facelifts updates. Iswara variant hatchback. Motorization Malaysia accelerated. Affordable mobility provided. Middle-class enablement. Malaysian automotive heritage cornerstone.

New platform development. 1.3L VVT naturally aspirated 95hp. 120Nm torque. 5-speed manual transmission. CVT automatic later models. FWD front-wheel drive. 4331mm length sedan. 2465mm wheelbase. 1065kg curb weight. Four-door sedan body. Five-seat configuration. Affordable sedan positioning. 7in touchscreen higher trims. Smartphone connectivity. Rear camera higher trims. ABS standard. EBD standard. ESC stability control later. Dual airbags standard. Six airbags higher trims. Hill hold assist. Affordable national car. Entry-level sedan market. First-time buyer focus. Fuel efficiency excellent. Low running costs. National automotive industry support. Budget sedan segment leader.

The workhorse that powered millions of early Proton Sagas and Putras, a licensed version of Mitsubishi's legendary Astron 80 series. This 1,295cc single overhead cam inline-four featured a cast-iron block with an aluminum cylinder head and a simple, robust 8-valve design. Its engineering priority was reliability and ease of maintenance in challenging conditions, with a carbureted fuel system (later transitioning to MPI) and a mechanically driven cooling fan. The crankshaft ran in five main bearings, while the valve train used solid lifters requiring periodic adjustment. With a modest 9.2:1 compression ratio, it produced between 75-82 hp, delivering its peak power at 6,000 RPM. The engine's defining characteristic was its torque curve, tuned for low-RPM responsiveness in city driving, with 80% of peak torque available from 2,500 RPM. Its simple design and parts commonality made it a cornerstone of Proton's after-sales network.

The performance heart of the Proton GTI and Satria GTi, representing the brand's first serious foray into sport compact tuning. This 1,834cc double overhead cam inline-four featured Mitsubishi's MIVEC-inspired architecture with 16 valves and a aluminum alloy head. The block used a durable cast-iron construction with a deep-skirt design for rigidity, while the cylinder head featured cross-flow cooling and sodium-filled exhaust valves in performance variants. The fuel injection system employed a Mitsubishi ECU with a hot-wire air flow meter and multi-point injection. With 10.5:1 compression, it produced a robust 140 hp at 6,500 RPM and 123 lb-ft of torque at 5,500 RPM. The engine was renowned for its free-revving nature, with a redline of 7,000 RPM and a dual-stage intake manifold that enhanced mid-range torque. It formed the basis for numerous Malaysian touring car championships and established Proton's motorsport credibility.

Proton's first fully in-house designed engine, showcasing national engineering prowess with its innovative Cam Profile Switching system. This 1,596cc DOHC 16-valve inline-four featured a reinforced aluminum block with cast-iron liners and a DOHC head with 36° of continuous variable valve timing on the intake cam. The CPS system used hydraulically actuated pins to switch between two different intake cam profiles—a low-lift profile for fuel efficiency and a high-lift profile for power. The transition occurred at 3,800 RPM, creating a noticeable surge in power delivery. The fuel system used sequential multi-point injection and a 'long branch' variable-length intake manifold. With 11.0:1 compression, it produced 125 hp at 6,500 RPM and 109 lb-ft at 4,500 RPM. The engine management system was a collaborative Siemens ECU, programmed to manage the complex cam switching and VVT overlap, marking a significant step in Proton's technological independence.

The efficiency-focused evolution of the CamPro family, featuring Intelligent Air Fuel Module technology for enhanced low-end torque. This 1,332cc DOHC inline-four was designed to address the traditional torque dip of early CamPro engines. The iAFM system used a two-stage intake manifold with a butterfly valve that switched from long, high-velocity runners below 3,400 RPM to short, high-flow runners above that threshold. The cylinder head featured a 'split-port' design that created a tumble effect in the combustion chamber for improved air-fuel mixing. The block used a lightweight aluminum construction with high-silicon content for reduced friction. With 10.5:1 compression and an ETCS-i (Electronic Throttle Control System-intelligent), it produced 95 hp at 6,000 RPM and 90 lb-ft of torque at 4,000 RPM. The focus was on driveability in stop-start traffic, with 90% of peak torque available from 2,000 to 5,000 RPM.

Proton's first forced-induction engine, combining turbocharging with variable valve timing for a broad power band. This 1,562cc DOHC inline-four featured a low-inertia Mitsubishi TD04 turbocharger with an integrated manifold design, reducing lag to under 1,500 RPM. The valvetrain employed continuous VVT on both intake and exhaust camshafts, a first for Proton. The block used a reinforced closed-deck design with high-tensile cast-iron liners to withstand peak pressures of 18 bar. The direct-ignition system used individual coil-on-plug design, while the fuel system employed multi-point injection with a returnless design. With 9.5:1 compression and 12.0 psi of boost, it produced 138 hp at 5,000 RPM and 150 lb-ft of torque from 2,000-4,000 RPM. The intercooling system used a front-mounted air-to-air heat exchanger, and the oiling system featured a liquid-cooled oil cooler for sustained performance in high ambient temperatures.

The premium powerplant from Geely's Volvo-sourced technology, representing Proton's new global era under its strategic partnership. This 1,969cc twin-turbocharged inline-three featured a compact, lightweight aluminum block with an integrated exhaust manifold and a single, twin-scroll turbocharger. The valvetrain employed DOHC with continuous variable valve timing on the intake cam. The fuel system used direct injection operating at 200 bar pressure for precise mixture control. The block used an open-deck design with cast-iron liners, optimized for weight savings and production cost. With 10.5:1 compression and 15.0 psi of boost, it produced 177 hp at 5,500 RPM and 190 lb-ft of torque from 1,500-4,000 RPM. The engine featured a balancing shaft to mitigate inherent three-cylinder vibrations and a variable displacement oil pump to reduce parasitic losses. It marked a significant leap in refinement and technology for the Proton brand.

The rugged cable-shifted manual transmission derived from Mitsubishi's F5M series that became the backbone of Proton's early models. This transmission featured single-cone synchronizers on all forward gears with a simple but effective shift linkage that proved remarkably durable in Malaysian conditions. The aluminum case was designed for easy serviceability, with clutch replacements being straightforward for even basic workshops. Gear ratios were optimized for the 1.3L and 1.5L carbureted engines, with a short fifth gear (0.82:1) that provided adequate highway cruising rather than true overdrive. The clutch used a mechanical cable actuation system that required periodic adjustment but was simple and cheap to repair. This transmission was known for surviving harsh conditions and inconsistent maintenance, with many units exceeding 300,000 kilometers without major repairs. The shift quality was light and precise when new, though the cables could stretch over time leading to imprecise shifts. The F5M41 set the standard for reliability that would define Proton's reputation for decades.

The electronically controlled four-speed automatic licensed from Mitsubishi that brought modern automatic convenience to Proton models. This transmission used a Simpson planetary gearset with four multiple-disc clutches and two one-way clutches in a compact transverse package. The electronic control system featured basic adaptive programming that adjusted shift patterns based on throttle input, while the torque converter used a lockup clutch that operated in third and fourth gears. Gear ratios (2.84:1, 1.54:1, 1.00:1, 0.69:1) were well-suited to the 1.6L and 1.8L engines, providing both reasonable acceleration and fuel economy. The transmission fluid was cooled through a heat exchanger in the radiator, and service intervals were recommended every 40,000 kilometers. While not as smooth or refined as contemporary Japanese automatics, the F4A2 proved reliable when maintained properly and was significantly more advanced than the three-speed automatics it replaced. Many of these transmissions are still in service today, particularly in taxi and fleet applications.

The modern cable-shifted manual transmission developed during Proton's collaboration with Lotus Engineering. 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 (0.75:1) 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 C55 represented Proton's first in-house transmission design and demonstrated the company's growing engineering capabilities.

The belt-and-pulley continuously variable transmission sourced from Punch Powertrain that provides both fuel economy and smooth acceleration. This CVT uses a high-strength steel push belt and variable-diameter pulleys controlled by electronic hydraulic pressure. The transmission features a '7-speed' sequential mode that creates artificial stepped ratios to address customer preference for traditional shift sensations. The torque converter uses a multi-plate lockup clutch that can engage from low speeds, significantly improving efficiency. The transmission control system includes 'Sport' and 'Eco' modes that alter the ratio mapping for different driving conditions. The CVT fluid is designed for extended service intervals, though most technicians recommend changes every 80,000 kilometers for optimal longevity. Early versions experienced some reliability issues, particularly with the belt and pulley wear, but later revisions have proven more durable. This CVT represents Proton's commitment to modern transmission technology while maintaining the brand's focus on fuel efficiency.

The Japanese-sourced four-speed automatic that brought improved refinement and reliability to Proton's larger models. Based on the Aisin Warner 03-72LE, this transmission used a Lepelletier planetary gearset with five multiple-disc clutches in a compact transverse package. The electronic control system featured more sophisticated adaptive programming than earlier Proton automatics, with the transmission control module learning driving habits and adjusting shift patterns accordingly. The torque converter incorporated a computer-controlled lockup clutch that operated in third and fourth gears, improving fuel efficiency. Gear ratios (2.86:1, 1.56:1, 1.00:1, 0.70:1) were optimized for the 1.6L CamPro CFE turbo engine, providing both strong acceleration and relaxed highway cruising. The transmission fluid was cooled through a dedicated heat exchanger, and service intervals were extended to 60,000 kilometers. This transmission proved significantly more reliable than earlier automatic offerings, helping improve Proton's reputation for quality and durability.

The cost-effective automated manual transmission that brings automatic convenience to Proton's most affordable models. This system uses the standard C55 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 500-800 milliseconds. 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 6-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, though it has been criticized for its jerky shift quality in city driving.

The advanced dual-clutch transmission that represented Proton's first foray into premium transmission technology. Sourced from Getrag, this 6DCT250 transmission used two dry clutches—one handling odd gears (1,3,5) and the other even gears (2,4,6) and reverse. Shift times were under 200 milliseconds, significantly faster than conventional automatics, while the dry clutch design provided better efficiency than wet-clutch DCTs. The transmission control unit processed data from multiple sensors to pre-select the optimal next gear based on driving conditions. The system included multiple drive modes including Normal, Sport, and manual control via steering wheel paddles. However, the transmission proved problematic in Malaysian conditions, particularly with clutch overheating in stop-start traffic and reliability issues with the mechatronic unit. While technologically advanced, the DCT's temperamental nature in hot climate conditions led to its discontinuation in later Proton models, demonstrating the challenges of implementing sophisticated transmission technology in price-sensitive markets.

The simple three-speed and later four-speed automatic transmissions sourced from Hyundai that served Proton's early automatic models. These transmissions used conventional hydraulic controls without electronic management, making them simple and cheap to repair. The gear ratios were widely spaced to compensate for the low power output of early Proton engines, with the four-speed version adding an overdrive gear for improved highway fuel economy. The torque converter used a basic lockup clutch that operated only in fourth gear, and the transmission fluid was cooled through a simple heat exchanger. While not particularly refined or efficient, these transmissions were valued for their mechanical simplicity and low repair costs. Many are still in service today, particularly in older taxis and rural vehicles where modern electronics would be problematic. These transmissions represented Proton's pragmatic approach to automatic transmissions in their early years—prioritizing cost and serviceability over refinement.

The modern continuously variable transmission with integrated torque converter used in Proton's Geely-era models. Based on the Jatco CVT7 but extensively refined for Proton applications, this transmission features a wider ratio spread (6.26:1) and reduced internal friction for improved efficiency. The torque converter uses a multi-plate lockup clutch that can operate from low speeds, virtually eliminating the rubber-band effect common to early CVTs. The transmission control system includes multiple drive modes (Eco, Normal, Sport) that significantly alter ratio mapping and shift logic. The artificial '7-speed' stepped ratio mode provides more familiar shift sensations for drivers accustomed to conventional automatics. The transmission fluid is cooled through a dedicated heat exchanger, and the chain-type push belt is designed for improved durability over traditional steel belts. This CVT represents a significant step forward in refinement and reliability for Proton, providing smooth, efficient power delivery that competes with transmissions in more expensive vehicles while maintaining Proton's traditional focus on value and durability.

Founded in 1983 as Perusahaan Otomobil Nasional (National Automobile Company) through Dr. Mahathir Mohamad's vision for a national car project and heavy industries development strategy, Proton began with Mitsubishi technical partnership and technology transfer agreements to develop Malaysian workforce capabilities. Establishing the Shah Alam plant initially and Tanjung Malim facility later, the historic 1985 Saga launch represented a national pride moment that accelerated Malaysian motorization. Early export ambitions included UK market entry attempts before the 2000 Lotus acquisition brought a British sports car brand into the portfolio, though quality challenges marked periods of struggle. DRB-HICOM ownership from 2012 preceded the transformative 2017 Geely partnership that delivered significant technology upgrades and demonstrated quality improvements supporting ongoing market share recovery while maintaining Malaysian automotive pride and significant national industry employment, with future electrification planned. Proton demonstrates how government industrial policy can bootstrap domestic automotive capability—from complete reliance on foreign technology transfer to developing indigenous engineering capacity—proving that national car projects can succeed when paired with patient long-term commitment, appropriate partnerships, and eventual openness to international collaboration that brings modern technology while preserving national identity and employment, offering a model for developing nations seeking automotive industry development.