Proton Packs More Performance in the New Satria Neo CPS

PROTON today unveiled an improved and sportier Satria Neo hatchback fitted with a Campro CPS (Cam Profile Switching) engine, which promises enhanced performance and style. This new variant (2nd Generation Satria) is now powered by a Campro CPS DOHC 16V engine which packs more power and offers better responsiveness for drivers desiring performance.

The Satria Neo, introduced in 2006, has won many hearts both locally and internationally and has been given accolades such as the “coolest” car to be produced by PROTON.

“The Satria Neo is known as a performance-driven car. What we have done is to enhance the Neo by making it more powerful, responsive and attractive by giving it an improved engine and a sportier look," said PROTON Holdings Berhad Managing Director, Dato' Haji Syed Zainal Abidin Syed Mohamed Tahir during the launch held today at the Asian Pacific Auction Centre in Subang.

This new Satria Neo CPS will 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. All this technology translates to 120PS at 6,500 rpm, and 150Nm at 4500 rpm, giving the Satria Neo CPS, one of the most powerful engines in its segment. This power increase doesn’t come at the expense of the environment as this new engine meets the latest European emission regulations.

On the inside, the Satria Neo CPS features a Lotus Motorsport inspired minimalist Interior Design now enhanced with a sporty red and black leather upholstery and door inserts. The interior finishing is further enhanced by a new leather wrapped steering wheel and gear knob.

The 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.

The high performance nature of this vehicle continues on the outside with a newly designed front bumper that gives the Neo a lower and more aggressive stance. Inside those Gti inspired flared arches sit low profile continental tyres on new 16” rims specially designed for the Satria
Neo CPS.

Like its famous predecessor, the Satria Gti, the Satria Neo CPS proudly features that now familiar Lotus tuned ride and handling package that makes for an exciting yet safe drive for the driving enthusiast. All round disc brakes with ABS(Anti-lock Braking System) and EBD(Electronic Brake Distribution) ensure all that performance can be reined in safely when the need arises. Twin airbags and front seat belt pre-tensioners are also standard with a 3 way collapsible steering column providing greater occupant safety. Everything is packaged within a sturdy body with liberal use of high-tensile steel for increase body rigidity and structural
crashworthiness. The Satria Neo CPS meets all European Safety standards.

The Satria Neo CPS is yet another product that underscores PROTON’s commitment to continuously deliver the right car at the right time and at the right price. The car is suitable for customers who are trendy and yearn to be different as well as those who lead an active lifestyle.
“This philosophy requires PROTON to listen closely to what customers want and continuously make every effort to change and improve our current line-up. This effort is now manifested in the new Satria Neo CPS,” continued Dato’ Syed Zainal. [Read more!]

New Proton SATRIA NEO - Review and Photos

The Campro CPS engine is finally in the Proton Satria Neo, something that many have been eagerly waiting for. 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 PS at 6,500rpm and 150Nm of torque at 4,500rpm, figures which are up from the standard Campro’s 110hp and 148Nm.

The car’s front and rear track has also been updated. While the Proton Satria Neo had a front and rear track of 1,470mm for both, the Satria Neo CPS H-Line has a narrower front track at 1,467mm and a wider rear track 1,483mm.
We didn’t managed to get hold of a Proton engineer to ask this question but we did manage to ask a member of Proton’s Race Rally Research (R3) team who said the change was made because Proton found the standard Neo suffered from slight oversteer, so this change was made to induce a slight understeer to improve handling. Anyway either way as a result of the large wheel arches, the wheels looks kind of lost inside them at certain angles.

As for aesthetics, as you can see there’s a new bodykit and more prominent flared wheel arches that are inspired from the old Satria GTI’s design. The alloy wheels are of the same 16 inch size as the M-Line but feature a different design that looks like a carbon copy of Advanti Racing’s MEDUSA design but without the two-tone design - perhaps it’s licensed or “inspired”. On the interior, the dashboard is now of a darker shade with red lighting on the various air conditioning controls and auto gear position indicators, has a different door trim design, some new trim around the gear shifter area, and leather seats in a black and red combination similiar to the GEN2 CPS.

The following are the prices for the new Proton Satria Neo CPS, available in only two colours which are unique to the CPS - solid white and tranquility black.

CPS is only available for the high line model, so the lite and M-line models retain the regular Campro. Unfortunately this is the old original Campro engine, without the new IAFM systems in the Saga, Persona and GEN2. The CPS system has also been tweaked with this version of the Campro engine, so the high lift cam profile activation point has been revised. However I’m not sure what is the purpose of activating it later.

VIM switches between a long intake manifold at low RPMs and a short intake manifold at higher RPMs. According to Proton, a longer intake manifold is used at low RPMs to achieve slower air flow; this promotes better mixing with fuel. The short intake manifold allows more air in faster. This is beneficial at high RPMs. The CPS system uses a switching tappet and a trilobe camshaft to switch between two different cam profiles, one with low valve lift and another with high valve lift.

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Aston Martin V12 Vantage for Geneva

Aston Martin will premiere the V12 Vantage coupe at the Geneva motor show next month. Based on the hugely successful V8 Vantage, the car follows on the V12 Vantage concept unveiled at the opening of the Aston Martin Design Studio in Dec 2007.

It will be powered by a normally-aspirated 6.0l V12, which features a number of enhancements over the standard 6.0l V12 found in the DB9. These include a ‘by-pass’ engine air intake port that opens up at 5,500rpm, a revised induction system and re-profiled air inlet ports that further improve airflow into the combustion chamber to improve performance.

The block offers 510bhp and 570Nm of torque, and performance figures include a 305kmh top speed and 0-100kmh time of 4.2secs. The car will be available with a six-speed manual transmission, with the gearbox utilising a transaxle configuration to aid weight distribution, which is 51:49, in case you'd like to know.
Externally, the care features body revisions to enhance the vehicle’s dynamics, with knowledge gleaned from the N24 race car programme. Among these, a revised front splitter, bonnet louvres and new side sills derived from the N24 race car; this channels air towards the rear of the car rather than under it, reducing rear-end lift.

Elsewhere, there's a more pronounced boot ‘flip’ and a new rear carbon fibre diffuser works in tandem with a redesigned rear underfloor tochannel air through the new high-capacity oil cooler and also maintain an area of low pressure under the rear of the car, helping to increase down force and aiding grip.

Inside, the instrument cluster has been revised, with clearer dials, and there's plenty of lightweight material on call - the door pulls are made from carbon fibre, and there's heavy use of Alcantara throughout the cabin to help save valuable weight.

If you want to whop off a massive 17kg, then the specially-made - and optional, of course - carbon fibre and Kevlar composite seats are it.

Kit-wise, the rear suspension has been modified, with a more compact dual-rate spring design, in order to accommodate a wider wheel and tyre combination, improving grip and traction. The ride height is lowered by 15mm, while the spring rates have been stiffened by 45% and the anti-roll bars are 15% (front) and 75% (rear) stiffer than the standard car.

Among the parts inventory are diamond-turned forged 19-inch, 10-spoke alloy wheels, with Pirelli P Zero Corsa tyres specifically designed for the car, as well as Carbon Ceramic Matrix (CCM) brakes, featuring 398mm front and 360mm discs and six-piston front and four-piston rear callipers, as standard fitment.

The car also features a revised Dynamic Stability Control (DSC) system offering three modes of operation - switched on, a ‘track mode’ which raises the manner and threshold at which the system intervenes, and switched off completely.

The V12 Vantage will be built at AM’s global headquarters in Gaydon in the UK alongside the DBS, DB9 and V8 Vantage model lines. Production will be limited to between just 300-500 examples per year, and deliveries of the car are expected to commence during the third quarter this year, with prices to be confirmed in Geneva. [Read more!]

Nissan announces new GT-R SpecV in Japan

Nissan GT-R Spec V

Nissan has announced a new limited-production GT-R SpecV model, which goes on sale at seven specially selected Nissan dealers throughout Japan on Feb 2. The GT-R SpecV is targeted specifically at enthusiast drivers who desire race car-level performance in a street-legal vehicle - the new SpecV model includes unique body, interior and performance equipment and modifications.

These include new exterior features include a carbon fibre rear spoiler, a carbon fibre grille, and carbon fibre brake ducts. The SpecV is available exclusively in an Ultimate Black Opal (RP) body colour.

Inside, the SpecV's unique two-seat interior (non-SpecV GT-R models also include a two-place rear seat) offers special Recaro carbon fibre bucket seats, while carbon fibre insets embellish the rear center storage box, instrument panel and other trim areas.

Performance is enhanced with a new high gear boost control device, which momentarily increases boost of the engine's twin turbochargers for greater torque in the intermediate-to-high speed ranges. Other modifications include a titanium-coated exhaust system and carbon-ceramic brakes.

The GT-R SpecV is also equipped with lightweight, racing-style forged aluminium wheels that were developed for this model and have been sold by Nissan Motorsports International (NISMO) since Sept last year.

Nissan GT-R Spec V

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2009 Mazda RX-8 Overview

2009 Mazda RX-8
The 2009 Mazda RX-8 is weird. Its body style? Weird. Its engine? Weirder. Its styling? Yep, that's pretty strange too. Since its introduction five years ago, the RX-8 has served as an automotive asterisk.

The 2009 Mazda RX-8 is a four-seat coupe with a pair of rear-hinged "suicide" doors that ease access to the backseats. There are four trim levels: Sport, Touring, Grand Touring and R3. The base Sport features 18-inch wheels and performance tires, a rear lip spoiler (manual transmission models only), air-conditioning, cruise control, a leather-wrapped steering wheel and shifter, full power accessories and a six-speaker stereo with CD player and auxiliary audio jack. The Touring trim adds a limited-slip rear differential, xenon headlights, foglights, an auto-dimming rearview mirror and an in-dash six-CD changer.

The rear-wheel-drive Mazda RX-8 is powered by a 1.3-liter rotary engine. The engine's output depends on the transmission selected. Models with the six-speed automatic (with paddle shifters) receive 212 hp and a redline of 7,500 rpm. The six-speed manual version has 232 hp and an atmospheric redline of 9,000 rpm. All RX-8 engines produce a rather meager 152 pound-feet of torque.

Although generally quick by most measures, acceleration is hardly impressive for a sports car. In our tests, a manual-equipped RX-8 went from zero to 60 mph in 7 seconds. Fuel economy is unimpressive at 16 mpg city/22 mpg highway and 18 mpg combined.

Although the 2009 Mazda RX-8 has the look of a race-tuned sports car, its demeanor on the road is considerably more docile. There's plenty of grip in the corners and solid feedback through the steering wheel, but a compliant ride means that it won't beat you up on the daily commute. The rotary engine requires high engine speeds to make serious power, but the delivery is virtually vibration-free and noise levels are subdued. If you like a smooth engine (in feel, sound and delivery), there's none smoother. Overall, the RX-8 is one of the best examples of a car that's both fun to drive and very livable on a day-to-day basis -- just be prepared to pay at the pump.
2009 Mazda RX-8 [Read more!]

2009 Honda Accord Coupe

The Accord has been fully redesigned for the 2008 model year. This model is bigger than previous Accord models and boasts better engine performance without any loss of fuel efficiency. It's available as a midsize coupe or sedan and a variety of trim levels to suit almost any buyer's needs. Entry-level LX models have the basic necessities while top-line EX-L models feature items like leather upholstery and an optional navigation system. All models come with a fully array of safety equipment, including side curtain airbags and stability control.

As has been the case with the past few generations of the Accord, the newest eighth-generation model comes with either a four-cylinder or V6 engine. The base 2.4-liter four-cylinder engine makes 177 horsepower; an upgraded version of this engine makes 190 hp. For more power, a 268-hp, 3.5-liter V6 is available. The four-cylinder engine has a five-speed manual transmission as standard and a five-speed automatic as optional. The V6 typically comes with a five-speed automatic, though V6-equipped coupes are available with a six-speed manual.

In reviews, we've found the latest Honda Accord continues to excel as a family sedan or midsize coupe. The interior is very roomy and high in quality, though some might take issue with the car's multitude of buttons on the dash. As a response to some Accords of the past, the latest model is a bit sportier to drive. We wouldn't call the Accord a sport sedan exactly, but this newfound agility is a desirable addition to the usual Accord strengths of safety, reliability and comfort.

[Read more!]

New NSX Gets Nekkid?

Honda NSX

British mag Auto Express has come to the fore with what appears to be the first peek beneath the upcoming successor to the legendary NA2 NSX. AE's cutaway appears to be very similar to an allegedly genuine rendering that they published months ago, so this may very well be the real deal.

There's not much to see other than a very Corvette-like intake plumbing arrangement for the NSX's 600hp naturally-aspirated V10 and an interior that appears to be just as cramped as that of an S2000. Like all good supercars, the front suspension is a bona-fide double-wishbone type and we don't see any driveshafts leading into those front hubs, so it's probably safe to say that those rumours of an AWD NSX are just that: rumours.

Source : Autoexpress.co.uk

Honda NSX

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2010 Honda Insight Becomes Clearer at Paris Show

2010 Honda Insight

The new Honda Insight has broken cover at the Paris auto show.The new hybrid vehicle revives the Insight nameplate formerly applied to the two-seat hybrid vehicle that inaugurated the gas-electric class in the United States in the late 1990s. It also bears a distinct resemblance to that other hybrid you might have heard of, and that's a battle set to take place in U.S. showrooms early next year.

Honda says the Insight's shape bears the hallmarks of its larger, fuel-cell-powered FCX Clarity, but it's hard not to see some echoes of the Toyota Prius in its greenhouse--though the front end is quite Civic-like in its appearance. The new Insight seats five, Honda says, and the rear seats fold for improved cargo access.

The important innovation in the new Insight is a much less complex, much more affordable hybrid drivetrain, the company says. It will allow the Insight to be sold for a price significantly lower than today's hybrids, Honda says. The automaker expects to sell 200,000 of the vehicles each year worldwide, with 100,000 heading to the United States from its Suzuka, Japan, factory. Combined with a production version of the CR-Z coupe hybrid concept, the new family of hybrids could swell to 500,000 sales annually.

The new 2010 Honda Insight goes on sale in the U.S. in the spring of 2009. More details to come--stay tuned.

2010 Honda Insight

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Honda FC Sport - Fuel-cell goes funky with Honda's latest green sports car

Honda FC Sport

This concept car was one of the nice surprises at this year’s Los Angeles Show; the Honda FC Sport is a hydrogen-powered three-seat sports car concept that took everyone by surprise on press day.

Using the fuel-cell technology first seen in the Honda FCX Clarity, the Honda FC moves the fuel cell stack, battery pack and electric motor to the mid-engine position for ultimate dynamic behaviour. Peer through the rear window and you can see the two fuel storage tanks that sit on top of all the mechanicals, just like you do on a Ferrari F430. The car boasts a central driving position, with a passenger seat positioned on either side to make it a three seater.

The Honda FC Sport was designed at Honda’s Advanced Design Studio in Pasadena, California, with the original idea being to create the basis for an ultimate Honda sports car that would use existing fuel cell technology. Looks like they succeeded in spectacular fashion in our eyes, lets just hope we see it produced one day.

Honda is fast-establishing itself as a key player in future technologies, with cars that appeal to us as much as those wanting to save the planet - just look at the OSM and CR-Z from recent motor shows.

Source : evo.co.uk

Honda FC Sport

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2008 Honda Civic MUGEN Si - Test Drive

2008 Honda Civic MUGEN Si

The 2008 Honda Civic Si is already a pretty cool little sedan, and lots of fun to drive. So when Honda teamed up with Mugen to produce 1000 special 2008 Honda Civic Si Mugen sedans, the internet was abuzzin'. I got a chance to spend a week with a Mugen tuner car, and I lived to tell the tale.

In Japanese, "Mugen" means "without limit," and it's the name of the tuner company co-founded by Sochiro Honda's son Hirotoshi in 1973. Mugen specializes in souping up Honda cars for the track and street, and they've been very successful in their home market. Mugen parts are available in the US, but this is the first time that a co-branded Mugen vehicle has been brought out by Honda.

The Mugen Si shares most of its mechanical underpinnings with the standard Si. The Mugen elements focus on suspension, exhaust, body modifications and some cosmetics. Inside, there's not much to distinguish the Mugen from a stock Si. There are a few badges, a Mugen shift knob and drilled aluminum pedals to elevate the atmosphere, and of course there's that bisected rear view, with the big wing out back.

The Si interior is a very good one, luckily, and it didn't need much tweaking to work as a tuner car anyway. First off, the seats are firm and supportive, with excellent side bolstering to keep you in place when cornering. The dash is very high-tech looking, with a digital speedometer tucked at the top of the instrument panel and a big rotary analog tachometer taking center stage. Keep that tachometer in mind -- it becomes very important when we start to talk about actually driving the Mugen.

The Mugen is powered by the same 2.0 liter inline four-cylinder engine that propels the stock Si. The 16-valve double-overhead cam unit produces 197 hp and 139 lb-ft of torque -- not all that impressive until you look further into the figures. Horsepower doesn't peak until 7800 rpm; torque until 6100 rpm. That means that in order to get the most out of the Mugen, you have to really rev it up and use that big tach to make sure that you're running in the powerband. The engine isn't shy about letting you know when it's happy. There's a spike in power as you approach the peak. It almost feels like a turbocharger kicks in, the spike is so strong. If you shift the six-speed manual gearbox later than you would on most cars, you get great rushes of acceleration from the Mugen. A freer flowing exhaust system rewards you with incredible music from the engine, and a happy feeling follows.

2008 Honda Civic MUGEN Si

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