05/04/2026

theSunday Special XIV ON SUNDAY APR 5, 2026

The dashboard is minimalist yet manages to look well above its price point.

The infotainment touchscreen could use a little more sensitivity and at the bare minimum, physical buttons for the volume.

the price to pay… so be it. The steering is overly light, particularly noticeable at lower speeds. It does make for easy manoeuvring but numbs any commu nication and feedback when getting a little spirited. Predecessors such as the Saga FLX and Saga VVT delivered handling well beyond their price points but that characteristic is glaringly absent here. Those dual-tone 15-inch rims are wrapped in Atlas AS380 tyres, offering a nice mid-range spectrum of performance that leans more to comfort, which this Saga has plenty of. It might not put a smile on your face when cornering but it will when you hit a large pothole. DOES THE END JUSTIFY THE MEANS? A car is more than just the sum of its parts. You cannot refer to a checklist, throw it all together and expect things to be peachy. It will function as intended but you will not be having any fun doing so, like an appliance. Furthermore, we could not help but feel the Saga was rushed out the door a little too quickly. Every individual feature works but as an entirety, the package lacks the cohe siveness that can only be cured with time on the road. A few months of finetuning and calibra tion would have done wonders for the Saga, perhaps even reawakened its sleeping soul. Maybe that’s in store with facelift? Still, as Proton has entered the big boys league under Geely, stricter timelines have to be met given the integration of Geely tech and its supply chain network as well as growing its exports. A lot of the parchment it is written on may be courtesy of Geely and while the sum of those sheets will convey the message, it won’t make for an interesting read. Still, over 100,000 bookings in two months is impossible to argue with, so what do we know? SPECIFICATIONS Engine: 1.5-litre, 4-cylinder, DOHC 16V, DVVT Power: 120PS Torque: 150Nm Transmission: CVT PRICE (AS TESTED): RM 49,990 We like: Feature-packed beyond its price point and segment, Adas. We don’t like: No physical infotainment buttons, ride and handling muted.

accomplished on paper yet it possessed an inkling of character. Maybe being a little rough around the edges was the basis for that hint of charm. The new Saga unfortunately appears to have lost a little of its soul. Perhaps that is the price to pay for proficiency as the Saga is now objectively the most competent iteration of this icon ever built and we dive under its not-so-new skin to explain why. IS IT REALLY ALL-NEW? Proton was not shy in throwing around the term “all-new” when it came to the Saga and we will be taking a deep dive into the fluff behind that in a separate article soon. Still, the simple truth is that the Saga is not a full-model change. The easiest way to tell is by its side pro file as the entire rear quarter panel is car ried over from its predecessor, limiting any design revisions carried out. It would seem unfair to nitpick on this but even this new Saga can trace its roots back to the Saga BLM that was derived from the Savvy. However, Proton has thoroughly reengineered the Advanced Modular Architecture (AMA) platform to modernise it for global standards and serve as the foundation for future compact models that will be rebadged under Geely as well. LOOKS ARE NOT THAT DECEIVING Despite the design limitations, the new Saga does adopt a much more grown up, premium appearance that is befitting of its refined era. That large front grille did not sit well initially but it does grow on you, aided tremendously by the full LED treatment for the headlights, DRLs and indicators. At the rear, the boot lid features a subtle integrated lip spoiler but the centre of attention, quite literally, is the full-width LED taillights that lends a premium look but is reserved exclusively for the Premium variant. STEP INTO THE OFFICE Keyless entry is available but you will still need to press a rubber button on the door handle, slightly archaic but limitations are tight. Once inside, you will be impressed by how the cabin has matured. It is still very much a sea of plastic but made to look good. Wireless Android Auto and Apple CarPlay is a game changer but the glaring lack of physical buttons for the infotain ment’s touchscreen is a glaring omission on Proton’s part, especially as China has man dated them in the near future. The flat-bottomed steering has controls

That flat-bottomed steering wheel is nice to touch but sadly does not communicate much feedback from the front wheels.

refine. It requires a deep prod of the throt tle to get moving from standstill and also quite a bit of time before things build up and the car moves forward. Now, over time, drivers will likely adjust for this and modulate accordingly but the lag should not be this significant. Additionally, the box itself is not the smoothest and while the CVT drone is much more muted, it can still creep into the cabin at highway speeds. Speaking of highway speeds, the gearing has been adjusted but the tachometre still reads a bit too high for our liking while cruising. Why Proton decided an entry-level model needed two different transmissions is beyond us but something tells us the four speed automatic in the Standard and Executive would be a little smoother. Proton states the CVT is a little more fuel efficient but do the pros and cons tally? We managed a respectable 14.5km/l during our time with the Saga with a 60:40 split between city roads and highways. DOES IT DRIVE WELL? One thing synonymous with Protons are its famed ride and handling. Sadly, that appears to be the price to pay for all the fea tures and active safety. Yes, you get basic Adas such as AEB, LKA, BLIS and RCTA but some of the Saga’s soul seems to have been traded for it. There is no ACC, not even basic cruise control. Still, safety does always take prece dence so if that is

but if the passenger wishes to adjust the vol ume, it takes four touches to access the slider. Yes, the volume is adjusted on screen via a slider, a little tricky if the road is bumpy. Another Proton trademark from yester year that has now dropped the ball is the air-conditioning. It could be a lack of con figuration but it simply takes too long from start up to cool the cabin. Often times it would blow warm air out the vents for half a minute before it started to get cold. That aside, the seats are comfortable for its segment but the fronts are way too ele vated, giving the impression of sitting on rather than in the driver’s seat. Rear legroom is generous and the same can be said for boot space, of which the lat ter can be accessed via a release button on the lid – but only on the Premium. You can drop the rear seats to load longer items in the boot, but not featuring a 60:40 split turns the Saga into a two-seater anytime that is done. WHAT KEEPS IT GOING? One of the primary upgrades is with the new 1.5-litre, inline-four engine. It makes an adequate 120PS and 150Nm of torque. Now comes the confusing bit, what attaches the engine to the front wheels. The Premium Punch CVT. In the past, the court of public opinion was not kind to this trans mission. Things have improved in the latest Saga but it is far from perfect. The calibration feels like it was rushed through and not allocated sufficient time to