The ahop ia at the same row as kakimotor sunway (the other end). But there's only 1 left in the display cabinet.

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Added on March 4, 2009, 11:43 pmSame size. Neo also the same.

This post has been edited by sphiroth: Mar 4 2009, 11:43 PM

dun poison me like tat la sphiroth. i know k&n is a good worthwhile upgrade. but i'm saving for the exhaust upgrade at same time also.. hehe... waiting for r3 to come out with it..

welcome to the new members.

The Proton logo and gen 2 letters at the boot can be removed easily? Feel like de-badging my car when it arrives.

quite ez wen new car....dun leave it too long..thn it will hold firmly...

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Added on March 5, 2009, 12:27 amyo bro..i can intro u to a direct zender seller...my fren kent aka kent20 in most forum

here his number 0122023765...try call him and ask him whether can get stock for u...mayb in cheaper price..just say i intro...

This post has been edited by eujinee: Mar 5 2009, 12:27 AM

So just need to use hand and pull out? No need any tools?

if ur hand can pull thn pull la..hahah...try use steel wire or blade to slowly take off the double sided tape..original using 3M double side...after tht...use clothe or polish to wipe off the leftovers...

There is a torque dip around 3.8K rpm, what happen?

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Added on March 5, 2009, 8:18 amAT can BOT but u need to have ATF cooler for ur AT transmission. To get optimum result of BOT u need to change ur torque converter as well. But getting a correct torque converter wil cost u some time and numerous of study as well as $.

Not only Turbo kit, u need to change ur fuel injectors, piggyback, compession ratio, fuel pump, fuel regulator, entire exhaust system and braking of course. With all the above parts changed, u still unable to run at high boost that's mainly ur engine internal part will lost the reliability. So changing internal part for campro will be like customisation.

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Added on March 5, 2009, 8:33 amu know what, last time i was so eagerly to buy the R3 camshaft and i even called up to R3 division several times and until today they never release the camshaft for Campro. They will only take urs and regrind.


This post has been edited by zenwarlord: Mar 5 2009, 08:33 AM

Ok... Thanks... Still wanna ask something, but don't know how to put in words... Maybe will ask my bro, mechanical engineer student... This semester, he messing with 4g engine....

Welcome2 new member.... Still waiting for neo cps member to join in...

feedzz, very scary to see your pic.. Can drive that fast while taking photo and video... 170kmj already fast for me, not event blink my eye while driving because afraid something might across the road (lembu/kambing)..

1 more weeks guys Hak3.....

Does he have a shop?

Because it switch to fast cam, so there a temporary lost of power ... maybe

referring to the Paultan graph there no dip point, it's only goes flat then up again.

For your case it start to drops at 3.2K rpm when it goes rich and it getting worst when at 3.8K to 3.9K rpm. Meanhile from 3.2K to 4.3K the torque is almost the same while in between it get worst. That could probably due to insufficient air or exhaust release too fast.

Secondly the torque die off after 5k rpm, that's pretty too early. I wonder that is the nature of CPS graph?

I also don't know why paultan graph is so smooth... maybe it was cause by the characteristic of the dyno machine. AFAIK, every machine will give slightly different result. And another suspect is the VIM switching at 4.8k rpm. Because the car is not moving, the air suck in is still the same regardless of the 'short or long' intake manifold.

So to conclude, if want turbo, buy turbo car.

As to the ride, should I change the springs first or add struts? If can't get R3, are there any other comparable springs?

I guess the paultan graph has been "smoothen" as some dyno machine software are doing so, which brand i dun want to mentioned here.
I really not sure how the VIM works, can u enlighten me? Maybe it could be something related to it as u mentioned.

My cruising speed had always been 160 since my old car but only reach 200 this time coz of the car cucuk2 me. Normally I max out at 180 burst and 170 steady.

Anyway driving fast in a proton car is actually scary coz I don't think could survive if accident

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Added on March 5, 2009, 10:39 amAnyway man, I took lots of tries before got that 200 pic. Not easy to snap @ that speed

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Added on March 5, 2009, 10:47 amCould it be that lack of torque makes it difficult to accelerate past 5k rpm @ 5th gear?

This post has been edited by feedzz: Mar 5 2009, 10:47 AM

Yes, the torque is going down after 5K rpm and that's the problem. My Gen2 campro torque start to down at 5.5K rpm.

sphiroth, what mod u have done? Forgot already.. hehe... Someone ask me as he saw ur dyno.... What i remember is extractor and k&n filter...

From paultan.org:

This is how the new Proton Campro CPS works. The CPS system integrated both cam profile switching (CPS) and a variable intake manifold (VIM). 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. This seems to be slightly different compared to the usual VIM system where intake manifold width is also varied to control air velocity, and velocity tries to be maximised, but the idea behind the CPS VIM seems to be not wanting the air to go in as fast as possible at low revs to promote air-fuel mixture? Whatever it is, it seems to work, as the VIM does not stand alone but works with all the other engine systems together over different RPMs.

The CPS system uses a switching tappet and a trilobe camshaft to switch between two different cam profiles. One cam profile provides low valve lift, while the other cam profile has a high valve lift. The low valve lift cam profile is used at engine speeds of under 3,800rpm to maintain idling smoothness and ensure lower emissions, while the high lift cam profile is used when the engine is spinning more than 3,800rpm to improve peak horsepower and torque.

Using this two performance-improving systems, Campro CPS engine basically runs in three modes at any one time:

Engine Speed CPS VIM
0 to 3,800rpm Low Lift Long Runner
3,800rpm to 4,800rpm High Lift Long Runner
Above 4,800rpm High Lift Short Runner

The result is 125 horsepower (93kW) at 6,500rpm and 150Nm of torque at 4,500rpm compared to the non-CPS Campro’s 110 horsepower (82kW) at 6,000rpm and 148Nm of torque at 4,000rpm. Engine displacement is 1,597cc, bore and stroke is 76mm x 88mm and the compression ratio is 10.0:1. To handle the higher power and torque output, the Campro CPS engine has an additional oil cooler.


Zenwarlord: is this what you're wondering about?

thanks for the info. As it mentioned the Short runner suppose for high lift, but from 3.8K ~ 4.8K it still use Long runner despite already in Hig lift, probably this is the root cause.

What u change to have +5 PS and +5 Torque , K&N Air Filter only ?


Maybe thats the reason why Satria Neo will tune differently.

Campro CPS engine in the GEN2 CPS and Waja CPS
Engine Speed CPS VIM
0 to 3,800rpm Low Lift Long Runner
3,800rpm to 4,800rpm High Lift Long Runner
Above 4,800rpm High Lift Short Runner

Campro CPS engine in the Satria Neo CPS
Engine Speed CPS VIM
0 to 4,400rpm Low Lift Long Runner
4,400rpm to 4,800rpm High Lift Long Runner
Above 4,800rpm High Lift Short Runner

This post has been edited by lgs: Mar 5 2009, 01:11 PM

i really dun understand when the high lift Short runner the torque die off slowly...