Malaysian car lacks refinement

Press, 10 February 1989, Page 29

Malaysian car lacks refinement

ROAD TEST: Peter Greenslade drives a Proton Saga

THE MALAYSIAN Government has embraced a “Look East" policy, which has resulted in the establishment of a company 70 per cent owned by the Malaysian Government and 30 per cent owned by the Mitsubishi Corporation and Mitsubishi Motors Corporation of Japan. The manufacturing plant is claimed to be the most technologically advanced in Asia, and it runs two production shifts with a current capacity of 80,000 cars. This plant was opened in March, 1985. The first cars rolled off its. production lines four months later, and in a matter of less than three years it had captured an 85 per cent Malaysian car-market share. This new Malaysian make is known as the Proton Saga,, derived from the name of the company, Perusahaan Otomobil Nasional Sdn Bhd. The Malaysian Government is the majority shareholder in this company through a trading agency known as Hico. But although Malaysian taxpayers have the most significant stake in their'automotive industry, one cannot escape the Japanese influence in it and its cars. Both Proton Sagas available in New Zealand — a 1.3-litre saloon and a 1.5-lltre Aeroback, which is the subject of this appraisal — are powered by Mitsubishi Cyclone engines, and have drive trains and suspension of the same origin. Moreover, they are imported in smallish numbers by Mitsubishi Motors and, according to marketing executives of the Porirua-based company, round off the range of cars, mainly of Japanese origin, that the company markets in New Zealand. The smaller-engined saloon retails for $19,000 and the Aeroback for $21,950, whereas the new Mitsubishi Mirage is a twodoor hatchback in the original Mirage tradition and retails for $20,660, being fitted with a 1.5litre Cyclone engine. The new Mitsubishi Lancer, which replaces the Mirage saloon, enters the market as a 1.3-litre GL at $20,260, but the flagship of the Lancer fleet is the 1.5-litre fuel-injected SEi. In automatic gearbox form it sells for $26,400, whereas the fivespeed manual SEi is cheaper at $25,200. The only; other Lancer is the 1.5-litre. manual GLX, which is competitively priced at $21,950, cheaper than anything else in its class except the Pontiac Le Mans, the latest offering from General Motors, at $19,995. The Proton Saga Aeroback sells for $21,950, the same price as the Lancer 1.5 GLX, but whether it is actually in the same class is something that only an individual doing the shopping rounds can determine. In my view, these comparatively new Malaysian cars are not dissimilar from Selangor pewter, with which many New Zealanders must be familiar because goblets, jugs and so on are standard items in the world’s duty-free shops these days and most New Zealand shops, with even the remotest associations with jewellery, crockery or crystal, also offer a range of Selangor pewter items. While not professing to be an expert on pewter, it is my subjective opinion that this Malaysian product is extremely good, if it so happens that the buyer of it is ignorant of pewter of almost any other origin. I came away from the Aeroback with a similar opinion. It is quite an attractive small car that appears to be extremely well put together, although my example appeared to be somewhat arthritic. It creaked and groaned in quite an unseemly manner on

the rougher suburban streets and off the beaten tracks in the wide open spaces for which New Zealand is renowned. In my experience, Mitsubishi’s Cyclone engines are generally smooth and tolerably quiet, while Mitsubishi gearboxes can be treated quite casually without airing complaints. Certainly the new Mirage has fair enough suspension to broadly suit my tastes and I’m sure those of many New Zealand motorists. On the Lancers the suspension gave a somewhat mushy ride, but at least it was of the featherbed variety, compared with the Aeroback, and

certainly was not comparable with the smooth but sporty ride of the Mirage. Although the Aeroback is an admirable small car and extremely well put together, it still has some rather rough edges that need to be smoothed from it. However, I’m sure that those people who have never had the opportunity to live with a small car less than four years old will find a Proton Saga quite satisfying, although, frankly, I can’t even begin to understand how the Porirua marketing people can regard it as a worth-while supplement to the Mitsubishi

Mirage and Lancers, considering its, price. It must be conceded, however, that in the Proton Saga Mitsubishi is providing an alternative to the Lancer, in particular. Moreover, from what I gathered, there is no intention to flood the market with these Malaysian cars. Imports will be limited. As a matter of fact, my regard for the Aeroback grew as I drove it on the test circuit. It, like so many other cars, is more athletic at open road cruising speeds. Certainly, it still tends to lurch in sweeping bends, even at a reasonable pace, leaving one with a somewhat insecure feelingat

anything faster. But the ride is smoother, the engine quieter and the gearbox more polished. ; I’d much prefer to drive the Aeroback at the legal lOOkm/h cruising speed on State highway " 1 for a few hours; Instead of using it all day on city and suburban streets. Provided one is happy to use the Aeroback within its fairly restricted limits, car and occupants should live in harmony. Although I was not very impressed with its behaviour on the more tortuous sections of the test route, I was surprised at the manner in which the car held on in third gear on inclines. Frankly, if I had not. known that it developed its maximum torque (rather puny by my book) at a relatively moderate engine speed, I’d have estimated that torque would have been much more robust. Mind you, the Aeroback has a kerb weight of only 945 kg, and I invariably drive cars on the regular test course one-up. That, at least, guarantees a social life which, on reflection, seems somewhat limited. As for the car, it is socially acceptable. The front windows are electrically operated and so are the exterior door mirrors. The driver’s seat is height adjustable and the range of fore and aft adjustment is reasonable. The front seats backs are also adjustable for rake. I considered the seats .comfortable, the backs being sufficiently concave to af-

ford support against lateral forces. Upholstery and trim is a matter of taste and I’m afraid I could not get excited about the Aeroback’s furnishings. Contrasting tones of dark and light bluestriped fabric upholstery, a blue vinyl fascia panel and matching trim featured in the test car. The only alternative is similar, but in beige. I thought that the furnishings were very similar to those that marked an advance on the allvinyl upholstery and trim that was fashionable in New Zealandassembled cars at least a decade or so ago. Nevertheless, according to a brochure that accompanied the test car, the Proton Sagas were awarded two gold medals and one silver medal in the coachwork competition held in conjunction with the 1988 Birmingham International Motor Show. That could turn out to be a telling selling point, for there is still quite a body of opinion in this country wedded to the idea that if the Poms say it’s right and are prepared to put their money where their mouths are, it must be right. . Whether that will work to the advantage of Mitsubishi Motors is something that only time will reveal, for the Proton Saga, saloon or Aeroback, is only another gambler at the New Zealand motoring casino where the wheels have been spinning for long enough already.