Proton Satria Neo 2007 Review

What we liked
>> Quiet ride; entertaining handling
>> Style and sporting tags
>> Standard rear parking sensors

Overall rating: 3.0/5.0
>> Engine, drivetrain and chassis: 3.0/5.0
>> Pricing, packaging and practicality: 3.0/5.0
>> Safety: 2.0/5.0
>> Behind the wheel: 3.5/5.0
>> X-factor: 3.5/5.0

OVERVIEW
Proton has its "first-ever model with history" in the Satria Neo; the replacement for the three-door hatch that served well enough -- at least in specced-up GTi guise -- for the Malaysian government-backed company's campaigns since its introduction locally in the '90s.

The first-generation, Mitsubishi Mirage-based Satria hatch hasn't been available from Australian dealerships in recent years: meanwhile Proton has brought to market the small Waja sedan, GEN 2 hatch and the Savvy light car to help its best sales performer, the Jumbuck utility.

Satria Neo is the third model generated by Proton's own design and manufacturing efforts, following the Savvy and using some parts from the GEN 2. According to Proton the model took 25 months to develop from clean-sheet to production. This compares to 36 months and double the production cost for the Waja.

Facilities at Proton City, situated at Tanjong Malim on the outskirts of KL, include a university designed to train engineers, real estate and production infrastructure for a potential million vehicles per annum. Proton's requirements are currently only a fraction of that, and it is expected an impending partnership deal will actualise the potential of the immense development in Tanjong.

Launched mid-06 in Malaysia, the Satria Neo was released this month to Proton's international markets including the UK, South Africa and Singapore.

Now with product depth, a tighter dealer network and realistic pricing, Proton is making a second coming Down Under and may well have its best chance with Satria Neo. It's a more logical segment contender than GEN 2, more liveable than Savvy and has individual standouts for light and small car buyers.

PRICE AND EQUIPMENT
In a rather radical approach, Proton Australia is selling the Satria Neo at drive-away pricing from the outset and says it will wear any discrepancies in costs to dealers for on-roads and the "expensive car wash" pre-delivery. Prices start at $18,990 for the manual GX; $20,990 for the GXR.

The four-speed automatic costs $1000 extra for either model. Both the five-speed manual and automatic transmissions come from Mitsubishi.

Satria Neo comes standard with ABS and EBD, front passenger airbags, air-con, steering wheel audio control and engine immobiliser with alarm. The GXR spec adds climate control, front fog lamps and upgraded cloth trim, engine cover, rear spoiler and 16-inch alloys with Continental 195-section ContiSport rubber. Proton Australia says 17-inch wheels will be available soon.

Rear-parking sensors and three years' roadside assist are also stand-out inclusions. Auto models get cruise control.

MECHANICAL
The Satria Neo uses Proton's own 'CamPro' 1.6-litre engine, with a revised engine management system the maker says is designed for low consumption and emissions. The twin-cam four meets Euro IV standards, is rated at 82kW/148Nm, and uses 7.2lt/100km.

The name CamPro is derived from Proton's yet-to-be implemented cam profile switching technology. The engine was also designed to benefit from a variable intake manifold.

Proton says the Satria Neo has "more Lotus DNA than any other model", detailing enhancements made to the lower front suspension stabiliser bars, among other parts, and improvements in torque delivery via the aforementioned revisions to the EMS.

Satria Neo boasts Lotus-tuned suspension and steering, utilising MacPherson strut front and multi-link rear suspension with stabiliser bars, and hydraulic power-assisted rack-and-pinion steering. Proton says the Satria's steering set-up was changed for the Neo model to achieve a more solid feel.

Importantly, Proton's figures show the new Satria exceeds even the predecessor's top-spec GTi model in some areas including cornering and rigidity.

The racecar-inspired fuel cap and rivet-look finish to the centre console and steering wheel cover is very boyracer, but Proton wants us to believe it takes its motorsport seriously and is aiming the new Satria at a young, sports-loving market.

The launch began at Eastern Creek raceway for the A1GP to meet with the Proton-sponsored Team Malaysia and its driver Alex Yoong, who finished sixth in the feature race. Proton "is keen to exploit the relationship with Lotus" and is using its involvement in the new series to promote awareness of the brand.

Proton is not the first manufacturer to suggest investment in motorsport benefits the common customer's car and can be forgiven for name-dropping its association with Lotus, considering the UK company's heritage -- and Proton's clever purchase in 1996 of all the name conjures. Appropriately, Satria Neo gets 'Lotus Handling' badging to mark the occasion.

Both models have a blue LED-illuminated dash and grey metallic trim and cabin detailing which gives a fashionable appearance to the interior.

There's no date set yet for the release of a new 'hero' model Satria GTi, but expect an array of Airfix bits when it comes

SAFETY
We're going to rate the Satria Neo harshly on safety, largely because Proton fails to include or even offer side airbags. Same goes for ESP. Proton's marketing bodies countered to questions on the launch with spin claiming the Lotus-loaned handling was inherently safer, but T-bones and dirt roads happen, and are nothing an allegedly top-notch suspension tune will resist.

As for official safety ratings: the ANCAP has yet to assess the Satria Neo but Proton says the new car "meets and exceeds current EuroNCAP and ADR Australian crash test standards".

Proton claims the new Satria has increased structural strength over its predecessor and class-leading chassis rigidity strength. Doors have been reinforced with double impact bars and the steering column is a collapsible type, to prevent injury in the event of an accident.

On the plus side, dual front airbags, seat belt pretensioners and ABS brakes are standard. That said, these features are an absolute minimum standard in this day and age.

   
COMPETITORS
Proton is sizing up both light and small segments with Satria Neo, but its three-door-only form and VW Polo-hunting ground 1.6-litre engine means it is best placed among the light cars. For the record, the Polo is Proton's call, not ours. As is the company's wont: aim high, especially if you have to swing low.

The drive-away pricing is a clever way of placing Satria Neo in a quality bracket within the small car market. It wants Satria Neo to be compared and perceived as worthy against VW Polo, Citroen C2 and Ford Fiesta, not class cheapies Hyundai Getz or Holden Barina.

Proton Australia didn't have segment comparison specs on hand, and admits Satria Neo is an unlikely leader size-wise. Its target group is those after sport, not simply transport: this sentiment reinforced by marketing director John Startari's comment that Proton was "not interested in making whitegoods on wheels". Anyone for grey?

Satria Neo has a 2440mm wheelbase with a 1470mm front and rear track, its overall length is 3905mm, width is 1710mm and height is 1420mm. This compares to VW's Polo length/width/height of 3916, 1650, 1467mm and its wheelbase of 2465mm.

With weighty, rewarding steering and a smooth ride, it's a shame the Satria Neo is so unwilling under the whip. Top torque isn't around 'til 4000rpm and it's a long, flat, slow rise getting there. That's fine for efficiency but conflicts with the image created by Satria Neo's pretend pitstop dry-break fuel cap and Lotus badge.

Sizing up hills, keeping the revs high and running up and down the manual 'box is necessary to make the most of the chassis' decent handling. Indeed, the engine has barely enough go to place the Lotus 'fine tune' under duress, but when pushed (and on the downhill bits) the Neo can be a lot of fun.

The five-speed manual uses a conventional ratio spread, behaves as it should and feels well-manufactured. It's also the pick of the two options: the four-speed auto is inclined to hunt in the hilly stuff.

Satria Neo is super quiet on the road and seating (height adjustable for driver) is more cushioned than some of those offered by its rivals. Rear passenger space is at a premium though, and the cabin lacks headroom.

Various interior functions don't easily come to hand, either: the boot release lever is positioned forward of the seat, the power window controls are placed too far back in the centre console and the door handles hang too low.

We liked approaching the Satria's new looks. The flared guards and central tailpipe give it a playful appearance and its styling is less confronting than some of its gangly 'tall boy' classmates.

The tiger-eye headlights are attractive and serve nicely as a mark of respect to Malaysia's icon.

While we'd like a bit more engine (where's the real CamPro?), and at least the option of side airbags, overall Proton can feel proud. Satria Neo is a good follow-up and if the company can wrangle another clever deal, things could get even better.

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