What??? gantung engine ? your card is less then 15 days on the road leh fren ,
ask them to replace the latest batch of preve for you lah . or else fucuk them gau gau,

we just follow Proton slogan mah "Committed to be better", so if they can replace new car for kiapreve, & i believe that kiapreve will be the world best promoted for Proton

210KM?

Bro, speed kill, think about your love one, don't just enjoy 1 minute fun & the rest of it is suffering lah.

Proton built this car is base on family thought, not spore car leh.

bro,

can share how you buy the insurance yourself? buy in insurance company office or agent? which one we entitle the 10% discount?

congrats bro , pls input ur info & leng shong ha...

i'm still waiting........

u are the KING!!!!!!!!

Eh???? i thought our car have good UV tint, it suppose to reduce up to 90% or more heat & UV into our car?

congrats bro, another bro got their car, dam jelly lah, i'm still waiting

and also alot off white smoke come out from your car exhaust pipe.

see, you how importance to them?

i think proton try to PREVE it to all off us out there start from their CAT team,
there is a good news for all the preve owner or maybe i have to say all proton car owner

Seem like more & more bro & sis here is getting their car liao, congrats to all of you, i'm still waiting, hope next week is my turn.

Hi All Prevoc bro & sis,

Just FYI in case you are kind to know our preve Campro CFE engine in more detail.


Proton Campro 1.6 CFE – The Development Programme.

The engineering team comprising Proton and Lotus engineers started the design work at Lotus’ UK Technical Centre outside Norwich, before migration of the project to the Proton technical center in Shah Alam, Malaysia.

This allowed for good continuity within the engineering team, as well as building strong interpersonal links. This method also allowed inexperienced engineers an unparalleled opportunity to be introduced onto a live project, being mentored by Lotus and Proton senior engineers. In total, around 30 Proton engineers spent time at the engineering centre at Lotus.

Web conferencing packages were used extensively to efficiently communicate between Lotus and Proton, as well as with vendor engineering teams in Asia and Europe. As well as utilizing Proton’s existing supply base, many new technology suppliers were used for the CFE engine. Lotus Engineering Malaysia worked closely with the Proton supplier quality assurance (SQA) team through the advanced product quality planning (APQP) process.

Lotus manufacturing engineers worked with Proton manufacturing engineers to define and plan out the changes needed to the existing manufacturing facility in terms of equipment and processes to accommodate the changes of the Campro CFE engine.

Engine dynamometer testing was carried out at both the Lotus UK and Proton Malaysian test facilities. Additionally engines and electrically driven rigs were run at vendor sites to validate key components.

The first prototype engines were available for test 7 months after kickoff, with the initial design verification (DV) phase engines built at Lotus using prototype suppliers. Later DV phase engines would be built offline at Proton using soft tooled parts from production suppliers, before final process validation engine built on a new final assembly line in the Shah Alam facility.

The engineering programme included application of a new torque based engine management system (EMS) as well as the base engine changes required for the higher performance of the force induction system’s application. The new system would allow for seamless integration with a new continuously variable transmission, as well as permitting the vehicle to be upgraded to the latest levels of electronic stability program (ESP).

Calibration of the EMS was carried out by Lotus and Proton engineers, working closely with the transmission supplier (Punch Powertrain) and also the EMS software and hardware supplier
(Continental SA).

In line with the product plan, the engine management calibration was proven at low temperature in Sweden, as well as high temperature/high altitude in Spain and Malaysia.



Proton Campro 1.6 CFE – Technical.



Although based on the existing engine family, retaining many of the key features like bore size, block height, cam positions etc, the vast majority of the components were replaced or modified in some way.

One fundamental change was a reduction in stroke from 88 mm to 86 mm. With the retained 76 mm bore, the swept volume reduced from 1,597 cc to 1,561 cc. This was brought about by the very compact height of the existing iron cylinder block which did not provide enough space to increase the required piston strength or lower the piston crown to achieve the desired compression ratio.

The compression ratio was set at 8.9:1, which although relatively low for a modern downsized engine, allows the same hardware to be used for all the target markets including those with 88 RON fuel and very hot climates without excessive retardation.

The cylinder block was based on the original Campro cast iron block. Extensive finite element analysis (FEA) showed no requirement to strengthen the casting to withstand the increased cylinder pressures. Small changes to the block were made to incorporate piston cooling jets into the oil gallery, and computational fluid dynamics (CFD) driven flow improvements into the water jacket to improve the engine cooling required for the performance increase.

A forged steel crankshaft replaced the original cast iron unit in the engine. FEA indicated that it would be possible to maintain the existing main bearing and rod bearing dimensions; however it was necessary to improve the bearing material to withstand the projected loadings.

A new piston design with a 19 mm floating piston pin to withstand the higher cylinder pressures was implemented. The cast piston incorporated an anodised top ring groove to prevent micro-welding damage with the expected high temperatures, and a scuff resistant coating applied to the piston skirts.

The changes to the piston and the increased gas pressure loading necessitated a change in connecting rod and connecting rod length. A new forged steel fracture cap design replaced the original powder metal design.

The aluminium 4 valve per cylinder DOHC Campro cylinder head was re-engineered to accept an intake cam phaser for the CFE application. This was achieved maintaining the existing cambelt location and now permits 40 crank degrees of intake cam phasing for improved performance, fuel economy and emissions. An improved cambelt material was implemented along with an auto-tensioner for improved serviceability.

During the cylinder head redesign, the spark plug was changed to a narrow thread, long reach design so that the spark plug boss would allow better cooling as well as a lower coolant back pressure in the cylinder head water jacket. In thesame way as the cylinder block, the water jacket design actions were led by extensive up-front CFD analysis.Through the reductions in coolant restriction developed through CFD, only a modest increase in water pump flow rate was required.

A new multiple layers steel (MLS) cylinder head gasket was developed to withstand the higher cylinder pressures.

To withstand the expected higher exhaust gas temperatures, sodium filled exhaust valves maintaining the original 5 mm stem diameter were selected.

An upgraded oil pump was also implemented to compensate for the higher demand of piston cooling jets, turbocharger bearing oil supply, and to maintain good oil pressure at low engine speed so that the intake variable valve timing (VVT) system could be operated. A water-cooled oil cooler is fitted as standard.

A Borg Warner turbocharger’s compressor and turbine were selected for maximum low speed performance. It uses a pressure regulated wastegate to control plenum pressure, and incorporated an electric integrated compressor bypass. Air from the compressor is ducted to an air to air chargecooler mounted in the front left hand side bumper aperture. An electrical pump which is actuated on key-off to provide coolant to the turbocharger bearing housing after engine shutdown. This pump also circulates coolant around the rest of the coolant circuit to prevent boiling, an important feature in the high ambient temperature of Malaysia and Proton’s export markets.

In line with the original Campro philosophy, the CFE engine uses a single close-coupled catalyst as sole exhaust gas after-treatment as a cost effective fast light off package. Variations in platinum group metals (PGM) loading and substrate density will cover Euro III to Euro V emissions markets.

The existing two-mode variable length plastic manifold was replaced with a compact fixed length plastic manifold for the CFE. The fuel rail was re-engineered to a return-less design to reduce fuel heating effects, and higher flow fuel injectors fitted to satisfy the increased performance level.

As well as improvements to produce and withstand the increased performance, several other changes were made to reduce the friction of the base engine. These changes included replacing the original engine’s direct acting hydraulic tappets with lower friction mechanical graded tappets that are machine selected on the engine assembly line.

Piston ring heights were reduced allowing lower tangential loads and the piston skirts now include a low friction coating.

A windage tray was also added to the oil pan that has been shown to reduce parasitic losses by up to 1.5 kW. A higher specification lower viscosity mineral oil was specified to allow extended service intervals along with reduced friction.

Hi All,

Just to share this : -


Proton Campro 1.6 CFE – Performance.

The main focus for the CFE engine was as a downsized engine to power a large MPV, instead of a potential 2.0–2.2 litre NA engine. It was specified to deliver better full load performance and part load fuel economy than a 2.0 litre NA.

The resulting torque curve, shown as Figure 3, peaks at 205 Nm from 2,000-4,000 rpm to stay within the limits of the CVT transmission, this is achieved with a boost pressure of between 0.6 and 0.8 bar.

Sufficient boost is achieved by 1500 rpm to exceed the torque of a 2.0 litre NA engine and to produce more than the peak torque of the Campro 1.6 CPS engine currently used in the Exora. The engine achieved a part load BSFC over 4% better than the state of the art 2.0-litre NA engine benchmarked at the start of the project.

==========


Graph showing torque of new Campro CFE engine against benchmark engine and base Campro CPS.

go a head, sharing is caring mah

have u all notice that on the 3rd pic on the surrounding OWV, is that some grinding down modification is done?

Oh..... sorry for old man eyes can't see properly lah

Hi All,

found this on other thread, just to sharing Preve CVT gear usages : -


Assalamualaikum & salam sejahtera everyone...
anyone nak tanya detail pasal apa function D, S, Tip Mode pasni leh tanya saya directly...
sbb i am one of the team involve in CVT punye system calibration in RnD...

As mentioned by Maharaja_Grafik, kita boleh shift down/up gear in D, S or Tip Mode (gear knob in +/- slot)...
Okey saya cite sket ya pasal function2 yg kite equip dalam Preve, sbb ramai users tak clear masa salesman explain...

In Preve we have P, R, N, D, +/-, S and Paddle Shifter.
D : we tuned shift pattern D ni for comfort and fuel consumption. base shift pattern is Exora Bold CFE, tp untuk sedan yang lebih ringan dari Exora, we had been requested to aim for lower FC compared to Exora Bold.

+/- : to allow driver to drive the automatic car as a manual car, we introduced +/- mode (same as Inspira) but with 7 spread gear ratio (Inspira ada 6 shj). driver have to push the lever aside and shift up or down by gear knob or paddle shifter on steering.

S : we tuned shift pattern in S for sportier and aggressive driving (overtaking, hill climbing). basic shift pattern is L gear in Exora Bold CFE, but L gear in Exora Bold will rev up the engine about 500 rpm to bring the engine to higher torque region. for S gear in preve, we tuned up the revolution from 500 to 800 rpm, so there will be more engine torque and power to be delivered to tires for overtake and hill climbing. you may drive the car from static to higher speed in S let say from KL to JB all the way, but you will burn more fuel. so the optimized way to use S during overtaking, just pull the lever from D to S when you demand for torque and power.

Paddle Shifter : Paddle Shifter can be operated in +/- (pushing lever aside in +/- Tip Mode). but as one of new invention from RnD Proton, we make a software that allow driver to shift down/up the gear in D and S. This function called Quick Tip Mode, internally at RnD. we may drive in D (comfort & best FC) or S (aggressive & sporty) then tip down the gear for overtaking. within 10 seconds after first paddle shift down/up, you are allowed to change the gears, after 10 secs the software will revert back to D or S. for a safety and diagnostic function, if you pulled the paddle shifter down/up continuously, the software will diagnose the paddle shifter has a short circuit or abused by driver then disable this Quick Tip Mode until you stop the car and restart the engine.

I hope my knowledge sharing helps all users to feel, enjoy the driving experience in Preve. I may say we are still young to develop all this new features but if we don't start now, when we should step on the stone to shine in the same blue sky...
If you have any questions, just let me know...i will try to answer as best as i can based on the knowledge i have...

[quote=izputra,May 31 2012, 09:54 AM]
People who didnot book silver, offered to take silver. I booked silver, offered to take blue lagoon instead since they got stock. What's wrong with the Proton's car allocation system?..crap

Ha ha ha, Fren, u are not along, me too, i book silver, their offer white or black? if u reject the offer, they told u might need to wait for another few week to get silver color. we are same same lah.