Malaysias Proton S16

Low price, handling, steering, engine, performance, economy, passenger space, big boot,
pleasant cabin, ride comfort
STICKING ones neck out takes a degree of confidence, but here goes.
What do the following light sedans Holden Barina, Honda City and Kia Rio have in common?
Before we answer, lets also throw in the Hyundai Elantra and Holden Epica, as well as a bunch of non-sedans like the
Hyundai Getz, Citroen C3 (including Pluriel), Ford Escape and Chrysler Sebring Convertible.
Okay, so what do they all share? Are you ready? Are you sitting down for this? Well, for one reason or another, we would
rather live with the humble Proton S16 than with any of those.
There. We said it. The truth is out there and in more ways than one too.
Malaysias Proton S16, you see, is one of Australia's least expensive new cars available right now.
The base price includes just one airbag (for the driver), no ABS anti-lock brakes and no stability control availability.
Now, as no ABS is a deal breaker for us, ticking the Safety Pack box to get it along with a passenger bag is absolutely
essential.
But you do get zero miles, a three-year general warranty with 24-hour roadside assist, four doors, five speeds, a 1.6-litre
engine and seven years anti-corrosion warranty.

Try finding all that in an eight-year-old Mitsubishi Lancer with 120,000km for about the same price. For many people not ab
or wanting to gamble with second-hand cars, the new-versus-used argument ends right there.
Happily, the Proton is not automotive purgatory by any stretch of the imagination, despite the pricing or the looks.
The latter is downright dumpy after the adventurous Savvy and Gen.2. We suspect the handiwork of a Teletubby. Frankly, a
hatchback is preferable in this class but Proton is seeking people and there are many of you out there who would rather
sedan. They look classier, apparently.
Actually, the Malaysians ought to call the S16 a hat back since it is literally shaped like one.
Get closer though and youll discover that the tall design combined with doors that swing open almost 90 degrees make
entry and exit geriatrics play. And they shut with a surprising thud as well. Nice.

Indeed, we get the distinct feeling that engineers have been employing their synaptic neurons as far as figuring out how folk
use their cars because the Proton feels airy and roomy despite being Barina-sized.

Fundamentally, there is nothing wrong with the driving environment if you are under about 170cm tall. Beyond that you will
find the sporty three-spoke steering wheel is set too low, the drivers seat is too high, and the top of the instrument binnacle
is obscured.
There is adjustability for the wheel but it is insufficient, while the seat cushion tilts only, altering the base angle but nothing
else. Biggies may need to look elsewhere.
If you do fit, theres plenty to like in the S16.
The instrumentation pack is reminiscent of the Stack items found in the Lotus Elise, and is quite smartly presented, set
directly ahead of the driver.

But while we like the digital fuel and temperature gauges, the 24-hour clock and odometer info that is set in an LED window
within the tachometer (yes! and its redlined to 6200rpm), the speedometer markings are too cluttered and the crucial
50km/h markings too difficult to read.

The dash itself has a pleasing symmetry to it, is finished in hard but not nasty materials, and feels solidly constructed
although the unremitting sea of grey may not be everybodys cup of tea. At least it doesnt pong like in some other cheapies
So here we are in Australias cheapest car, and were impressed to find a neat centre console complete with a simple but
effective cupholder arm.

The air-conditioning is especially effective against our summer sun. You get a generous glovebox (unlike in some previous
Protons), as well as plenty of storage slots (doors, dash, lower console) and a handy recess where the front passenger airba
would normally live (and hopefully no heads will end up).
Comfort isnt compromised by price other, with rather nice cloth inserts on small but supportive front seats, which also
feature a slide handle that feels good enough to grace a Mercedes-Benz (ironically the same item in the Suzuki Alto is
singularly its nastiest). They also recline so far back you feel youre in a dentists chair.
Sitting upright again, three amply sized rear-view mirrors and deep side windows aid vision, while a rear window demister,
remote release for the fuel cap and boot lid, intermittent wipers, power steering, remote central locking, front power
windows, and a mysterious button prominently positioned to kill the standard alarm are further surprise-and-delight
features wouldnt have found in a $16,000 Toyota Echo back in 2001.

Moving to the back seat though, you wont find overhead grab-handles (an omission passengers may live to rue read on),
but there are door armrests, storage slots and even a bottle holder, while the front console ends with another drinks
receptacle.

Theres ample room for feet beneath the front seats increasing the appeal of an already quite comfy rear bench but ther
are no real headrests, the backrest does not fold for boot access, the rear windows only have winders (and only go half-way
down), and cmon Proton the rear centre position comes with a lap belt only.
Not a particularly wide car to begin with anyway, consider the S16 a four-seater-only proposition.
Meanwhile, that boot is quite a large, rectangular shape with 413 litres, a high loading lip, and of course no cabin access.
This annoyed us no end. Why be denied such versatility? Lets hope the us-spec models get a split-fold rear seat.
Now heres the thing soon the engine in our test car will become the provenance of more expensive S16 models while the
basic car will get a 1.3-litre engine that by some accounts is actually a sweet little unit with ample performance.
So in the up-spec S16s you will find the same 1.6-litre CamPro twin-cam four-cylinder petrol engine as in our test car,
delivering a healthy 82kW of power at 6500rpm and 148Nm of torque at 4000rpm. The bad news is it requires premiumunleaded petrol (95 RON plus) to achieve those outputs.

The good news is that acceleration is brisk, with enough poke to squeal the front tyres. Loudly. No traction control
intervention means that this happens quite a lot too. And we only had hot dry roads during our time in the Proton so expect
quite a spin cycle in the wet.

Helped out by its lightweight construction, the 1070kg S16s performance is strong, thanks to plenty of torque down low. Th
is one of those cars where you can potter around in top gear without stalling the engine.
Yet, as its power-rev max reveals, it is a willing revver, pulling hard all the way to the 6200rpm redline, although above abo
4000rpm the engine noise is quite intrusive, if not unpleasant.
Fuel consumption is another S16 highlight, probably because you dont have to rev it all day long.

We are disappointed with the gearshift action though, which comes across as a little rubbery and notchy. But we did get use

to it, and its a good sight better than the Barinas.

High winds do throw the car about a little at freeway speeds. From about 85km/h theres plenty of blustering coming from
the exterior mirrors too, adding to the din inside.
While were whinging, around town the turning circle is too big for a city car.
Yet here is why we would choose the S16 over the Rio and co: Dynamically it can hold its head up higher even than the
Protons styling.
Armed with that chunky little steering wheel, the helm is always alert, with handling and roadholding qualities defined by
their respective responsiveness and control. The S16 will tackle a turn with the sort of poise that a City driver would never
dare dream of.

This is the sort of car that eggs you on to go that little bit faster and harder. Do so, and you are met with flat cornering that
eventually turns into progressive and controllable understeer. And there is enough stopping power in the disc/drum brake
set-up to quell the fun when the need arises. Too bad our car didnt have ABS.
An absorbent ride is another Proton plus, with the S16 able to take cobbled back streets, big speed humps and road
imperfections in its stride.
They were heard more than felt, adding to the road and engine racket that is part and parcel of this particular runabout. It
isnt unpleasant though.
Such dynamic sophistication is simply unexpected at this price point, and is the welcome upshot of having Lotus look after
the cars dynamics. Tidy work, Proton. FYI, our test car wore Goodyear Ducaro 175/70 R13s, and came with a full-sized
spare.
So what do we make of the S16?
Dont buy one without ABS brakes and go for as many airbags as possible otherwise you might literally be sticking your
neck out. Dont carry more than two people in the back, dont expect hatchback practicality because it isnt there and dont
be over 170cm tall if youre doing the driving.
Get past these sticking points and the Proton S16 is neither nasty nor in a sad state.
It drives a whole lot better than the Care Bear styling suggests and you wont get toxic shock from the nicely presented
interior, but as the base model stands, wed rather have the far-better equipped Alto.
So Proton ought to forget about making low-price headlines and just pitch the S16 with more safety spec for around
$14,000, because it is better than some of the competition at that price point.
Indeed, the S16 is greater than the sum of its asking price, but we seem to have more confidence in its baby than Proton
has.

From
http://www.goauto.com.au/mellor/mellor.nsf/story2/20B02AAC65839E32CA2576D5007B31C8