FULL Review: Proton Satria GTI

FULL Review: Proton Satria GTI:


In this blog entry, I’m covering Proton Satria GTI. Production started late-1998 and soldiered on until 2004. Last 150 units of Satria GTI were known as Satria GTI R3 (in 2005). In Malaysia, the Satria is “THE CAR”, highly sought after by Enthusiasts as well as Thieves. The Good resale value reflects this. Here are the used values of Satria GTI as Compiled by yours truly (AS AT 1 SEPTEMBER 2008).

Year: 1998 1999 2000 2001 2002 2003 2004 /R3 04/05 (R3)
Price (RM) 28k 30k 32K 34K 37K 41K 46K /55k 58k

Satria GTI Owners wanted. I need AT LEAST 2 Satria GTI owner to write a review on their car. I will publish your review here and give credit/s to you.

As I have no car to test drive and brag about, I dished out 2 Articles from Australia, 3 Owner reviews (from Malaysia, Australia and UK) and various comments from Non-owners. Enjoy.

ARTICLE 1: Source: www.drive.com.au
Proton Satria GTi 1999-2004



RATING: Three Star out of 5

By David Morley, January 19, 2006

Need to know • The Satria GTi appealed to a breed of buyer likely to drive the car pretty hard most of the time. A close mechanical check is a must.
• Same goes for crash damage. It can be hard to spot, so make sure you have the car inspected by somebody who knows their stuff.
• Suspension can get rattly over time. It might not affect handling but it could drive you insane.
• Interiors were never terribly well put together.
• Check all electrical equipment for proper function.

Hot hatch a truly good thing
Malaysian brand Proton's history in Australia has been a chequered one. False starts, changes of distributor, overpriced product and the naive statement that the marque was the Asian equivalent of BMW, have all helped obscure the truth of the matter. Which is that Proton is a maker of cars that should compete on price and quality with the likes of Kia and Hyundai.

Its small hatchbacks and sedans provide a similar sort of ownership experience to the products of those South Korean brands, which is fine if that's what you're after in a car.

Proton's optimistic pricing policy is probably the main element that has stood in the way of its success over the years.
But along the way, it has thrown up a couple of gems that have deserved to be successes on their own merits.

The most recent of those was the Jumbuck utility, which sort of filled the gap left by the loveable little Subaru Brumby ute that disappeared from local showrooms many years ago.

But Proton's first truly good thing was launched here in 1999 in the form of the Satria GTi. While the meat-and-potatoes Satrias were a range of fairly uninspiring hatches, the GTi version was a much different proposition.

Based on the three-door hatchback body used by the entire Satria line-up, the GTi added all the elements necessary for it to emerge as a proper hot hatch.
While base-model versions of the Satria used a 1.3-litre engine with a 1.5-litre option for those who wanted more, the GTi ditched both those powerplants and went straight for a 1.8-litre unit with double overhead camshafts and four valves per cylinder.

With 103 kW of power (compared with just 55 kW in the base model), the GTi was quite a performer with strong pulling power from relatively low down and the ability to rev hard when required.

It wasn't the smoothest engine around but it certainly did the job.
A five-speed manual was the only gearbox offered on the GTi, and fair enough, because it used well-chosen ratios and a shift action that was positive enough but lacked a little accuracy when you rushed it.

Bigger alloy wheels with much stickier tyres were also fitted to the GTi which, combined with firmer suspension settings meant that it was a tidy and generally entertaining handler.

The ride quality could fall away over rough surfaces but it was hardly on its own in that regard.
As well as the alloy wheels with their chunky, spoked design, the GTi can be spotted by a body kit that includes a rather tacky set of wheel-arch flares and an over-the-top, twin, square-section exhaust system.

Inside, you get a sporty look and feel with excellent, body-hugging seats, a better than average steering wheel and some rather in-your-face, fake metallic trim that's a fair bet to be looking pretty second-hand these days.

Standard equipment was surprisingly good with air-conditioning, adjustable steering column, central locking, fog-lamps, an immobiliser and a six-stack CD player. Safety equipment wasn't a real high point, though, with just anti-lock brakes and a single (driver's) airbag fitted.

ARTICLE 2: Source. GOAUTO Australia
Model release dates: October 1999 - January 2005

Overview

PROTON'S Satria GTi is the ultimate expression of what a modern hot-hatch should be. Powered by a gutsy 1.8-litre engine, it goes hard, corners like a go-kart and has plenty of boy-racer appeal - thanks to a body kit comprising spoilers, skirts and wheel arch flares. Perhaps best of all, the Malaysian-built pocket rocket is affordable, costing about $5000 less than its only genuine rival - Peugeot's 206 GTi - although the latter is slightly better equipped.

The Car


YOU can just imagine the brief given to the Proton style counsel before tarting up the tired old Satria. "Give 'em hell, boys!" It would be cruel to call the GTi a parts-bin special because the plethora of aggro add-ons from head to toe actually does the job. Well, sort of. Wheel arch flares with screw heads exposed, deep front airdam, side skirts, high-mounted rear wing, twin rectangular exhaust tips... Subtle, she isn't.

The Car - Seat Plan

FIVE seatbelts are provided but Guinness (records, not beer) should be notified if three adults were to fit comfortably across the rear bench. Proton itself acknowledges that emphasis is placed on the driver's requirements first. Rear head room is limited for taller passengers, while leg room is at the mercy of the driver. Cut-pile floor carpet is provided, with carpet mats with a 'GTi' imprint. A stainless steel scuff plate garnish is another neat little touch. Storage facilities in the passenger compartment include seven pockets for assorted items.

FAKE carbon-fibre spreads throughout the cabin, from the dash to the doors and does a reasonable job transforming the ageing, uninspiring Satria interior, which is overwhelmingly black. Access to the rear seat is via the front doors and folding seatbacks, but no memory feature complicates the return to the seat's original position. The black and white Recaro sports seats are nowhere near top of the range, but they still provide good side and under-thigh support. The front seats have fore and aft and backrest angle adjustment, with the driver's seat also adjustable for height.

The Car - Dash


THE exterior spruce-up may have succeeded, but the GTi's interior is lagging a bit by comparison. Blue on white instrument dials and fake carbon-fibre look unconvincing, as is the speedo's rating to an optimistic 260km/h. Modernity also suffers a setback with the old mechanical-style odometer and trip meter. The leather-wrapped four-spoke steering wheel has a driver's airbag as standard; a passenger airbag is unavailable. Brushed aluminium gear knob and foot pedals add to the silver, motor sport-inspired theme created outside.


The Car - Controls


THE climate switchgear looks old and tired. Rotary dials are provided for air distribution and temperature selection, with horizontal levers for the blower and air circulation. The stereo is difficult to reach and even harder to use - the plethora of fiddly, almost incomprehensible buttons makes channel surfing a nightmare. A comfortable driving position is made easy with a tilt-adjustable steering column and seat height adjustment. The gearshift is nicely positioned within easy reach of the driver. Levers next to the driver seat allow the rear hatch and fuel filler flap to be opened while seated in the car. Front windows are operated from switches on the door armrest. External mirrors are powered. The rear side windows are fixed, making the cramped conditions for adults more stifling.

The Car - Wheels/tyres


THE Satria GTi's intent is obvious from the five-spoke 16-inch alloys and the liquorice strap 205/45 R16 83V Pirelli P7000 tyres which are painted on to them. They also do the job in terms of tough hot-hatch looks. Always an important part of the equation.
Did you know?
Proton acquired 80 per cent of British sports car manufacturer Lotus in 1996

The Car - Luggage

ALL Satrias have a 50/50 split-fold rear seat. A luggage compartment cover keeps valuables away from prying eyes. The luggage area can hold 285 litres with the rear seatback upright, however the suspension towers intrude heavily into the floor space. The rear compartment is fully lined with black trim. Under the floor is a full-size steel spare wheel.
Did you know?
Lotus technology was incorporated into the GTi, vastly improving not only the Satria's handling but giving it street cred as well

The Car - Stand out features


THE huge number of big-ticket items on the GTi will keep modifications down to a bare minimum. The hot hatch looks are achieved with the aggressive front and rear airdam, brake cooling slots, wheel arch flares, side skirts and rear wing. The Lotus connection is milked for all it's worth - and why not? "Handling by Lotus" badge brings instant credibility. Body coloured bumpers appear front and rear. The dual square outlet sports exhaust tips are a striking feature of the rear end. An intermittent rear washer/wiper is standard, as is a bee-sting aerial. Front and rear fog lights are also standard.

The Car - Sound system


WHILE many GTi owners will rip the standard Blaupunkt single-slot CD stereo out for a hardcore, heavy-bass system, others will do it out of sheer frustration. The stereo has a myriad of fiddly, not easily recognised buttons. The stereo's position also makes it difficult to reach for some drivers. Six speakers are provided throughout the cabin.

The Car - Security

THE desirable wheels, body kit and Recaro seats make this car a magnet for thieves. An engine immobiliser and alarm is provided to deter the hordes of thieves who target hot hatches. The immobiliser is linked to the remote keypad rather than a key transponder - so you must start the car within about 30 seconds of unlocking it. Remote central locking is standard.
Did you know?
The Old Bill has taken a liking to the GTi, using it as a pursuit and rapid-response car at Humberside Police in the UK

We like: Looks, performance, handling
We don’t: Harsh ride, silly stereo controls

Our Opinion

By GAUTAM SHARMA 17/04/2000

HOT-HATCH enthusiasts in Australia have not been as well catered for as their counterparts in Europe.

Apart from the Alfa Romeo Alfasud of the 1970s, there have been few affordable, performance-oriented hatchbacks on offer here.

The Suzuki Swift GTi was the most popular weapon of choice among hot-hatch enthusiasts during the '80s and early 90s, offering brisk performance for not a lot of money.

It appealed to enthusiastic young drivers across the country and even spawned a one-make race series that endowed it with additional "street cred".

Other contenders such as the Ford Laser TX3 Turbo, Nissan Pulsar SSS and the accomplished, if expensive, Peugeot 205GTi also made an impact, but not in the way the original Volkswagen Golf GTi did in Europe.

The local hot-hatch segment received a tremendous boost in 1999 with the launch of two modern-day pocket rockets - the Peugeot 206 GTi and Proton Satria GTi.

Both cars offer brisk performance, pin-sharp handling, aggressive styling and high levels of practicality.


Built around previous generation Mitsubishi Colt underpinnings, the swift Satria has been effectively updated by a number of mechanical and cosmetic enhancements.

At its heart lies a 1.8-litre, 16-valve engine that has been "warmed over" to deliver useful outputs of 103kW at 6000rpm and 164Nm at a lofty 5500rpm.

As indicated by these figures, the engine is a bit of a top-end screamer, delivering its best when given a solid caning - which is probably what most of them will receive anyway.

Working the engine hard results in a hard-edged - although not particularly sonorous - drone being emitted by the twin chromed-tipped tailpipes.

Keeping the engine on the boil is facilitated by the snappy five-speed transmission, which makes it a pleasure to row up and down through the gears as you attack your favourite twisting stretch of tarmac. The relative positioning of the brake and accelerator pedals makes heel-and-toe down changes a snap.

The Satria GTi cannot quite match the current Toyota Celica or Honda Integra Type R in a straight line, but it is capable of keeping a Peugeot 206 GTi honest.

Its powerplant does not feature variable-valve timing like the Celica and Integra but is still capable of spinning to 7000rpm and beyond (the redline starts at 7600rpm).

British sports car-maker Lotus - which is owned predominantly by Proton - had a hand in fettling the Satria's suspension and its contribution is discernible.

The GTi's chassis feels alive in a way that the Peugeot 206GTi does not and its steering faithfully relays what is happening at the front wheels to the fingertips of the driver.
While the Peugeot's driver feels somewhat removed from the action, the Satria feels like the proverbial extension of the body.

But not many hot-hatch buyers have a sublime ride quality as one of their primary selection criteria and Satria GTi sales are not likely to suffer as a result. In fact, buyers are more likely to be swayed by the GTi's go-kart-like handling.

Driving it fast is easy: just pick your line around a corner, bury the throttle on the way out and the Satria will take care of the rest. Forget about understeer and body roll - they have no place in this Proton.

There is no doubt the Satria GTi has the performance and dynamics to satisfy most hot-hatch enthusiasts and the manufacturer has ensured its appearance reflects its capabilities.

In view of the tastes of its target market, Proton has not held back in terms of the number of cosmetic add-ons that adorn the car.

Fortunately, the look-at-me body kit makes a positive statement without overstepping the bounds of good taste. The aggressive front spoiler is well complemented by side skirts and a prominent rear wing.

Even the bolt-on wheel arch flares do not look out of place, endowing the GTi with a squat, muscular stance. The rectangular tailpipe extensions are also an interesting touch.
The Audi-style six-spoke alloy wheels are wrapped in sticky 205/45R16 Michelin Pilots that perform an admirable job of keeping the Satria glued to the road.

Inside, hip-hugging Recaro seats, an aluminium gearknob and white-faced instruments set a distinctly sporting tone. Overall, the cabin is comfortable and reasonably well finished and there is enough rear-seat room for two adults - provided they are not too tall.

Also irritating is the fact the engine is automatically immobilised if you do not start the car within about 30 seconds of unlocking it. For example, if you unlock the car and then spend a minute loading the boot, you will have to re-mobilise it by again pressing the unlock button on the key fob.

These are relatively minor gripes about what is, on the whole, a very competent and rewarding car. It offers a useful blend of gutsy performance, eye-catching looks and practicality. Back this up with a nimble, well-balanced chassis and you have a car that rates high on the fun factor scale.

Perhaps the biggest challenge facing it is to overcome the lack of brand identity of the Proton marque.

Mechanicals

THE transversely mounted engine uses multi-point fuel-injection and operates on a compression ratio of 10.5:1. The under square bore to stroke ratio helps the engine respond well across a wide operating range, particularly the mid-range. Cold air intakes in the front bumper feed dense air to the intake system to further aid top-end performance.

Mechanical - Engine


THE Satria GTi is powered by a 1834cc, double overhead cam, 16-valve four-cylinder engine. An old Mitsubishi design, the engine musters 103kW at 6000rpm and 164Nm at 5500rpm, enough for Proton to claim a 0-100k/h time of 7.8 seconds. However, a number of independent tests put that time just under 10 seconds.
Mechanical - Suspension

HERE'S where the GTi story gets really interesting. No compromises have been made here - it's a hard-edged, involving Lotus-tuned design featuring a multi-link rear end and MacPherson struts up front (pictured). Proton says the UK engineers analysed every component of the chassis, and the result was a heavy bias toward handling rather than ride comfort.
Did you know?
Engineers focussed on providing better initial roll control and balance than the standard Satria package. Body roll is kept under wraps by heavy stabiliser bars front and rear

Mechanical - Transmission


A FIVE-speed manual gearbox - complete with a brushed aluminium gearstick - is the only transmission offered with the Satria GTi. The hot-hatch theme is maintained with closely spaced ratios and a positive, short-throw gearstick. The gearbox features synchromesh on all five forward gears and reverse, and the clutch action was designed to be positive and light.

Mechanical - Brakes

A SUITABLY large set of brakes is provided for such a performance-oriented car. The GTi has 355mm discs front (ventilated) and rear. A four-channel anti-lock braking system improves matters further.

Mechanical - Steering


THE GTi uses power-assisted rack and pinion steering. Enhancements to the system means the steering is sharp and responsive, but the strong bias toward holding its line through corners - like it's on rails - means the car also tends to follow road imperfections. On a race circuit bitumen irregularities aren't a factor, but on Australian roads... Turns lock to lock equal 3.3 and the turning circle is 10.2 metres.

Safety

A DRIVER'S airbag is provided as standard equipment, however a passenger airbag is unavailable at any price. Side intrusion bars are designed to provide occupant protection in a side impact. Pillar to pillar bracing is claimed to help provide a good occupant protection cage. The centre-rear seatbelt is a lap belt only, a design which does not provide good occupant restraint. The GTi has a good stopping arsenal with four-wheel discs and anti-lock brakes.

Specifications:

WARRANTY (In Australia):

* Three years/unlimited kilometres
* Service intervals: 10,000km

ENGINE:

* 1.834-litre, double overhead camshaft, 16-valve, in-line four-cylinder, fuel-injected
* Power: 103kW at 6500rpm
* Torque: 164Nm at 5500rpm
* Bore/stroke: 81.0mm/89.0mm
* Compression ratio: 10.5:1

TRANSMISSION:

• Five-speed manual. Ratios (Source Auto International Magazine)
1st: 3.080
2nd: 1.947
3rd: 1.285
4th: 0.939
5th: 0.780
Rev: 3.080
Final: 4.320

SUSPENSION:

* Front: Independent MacPherson struts with coil springs, Anti-roll bar
* Rear: Independent multi-link strut type with coil springs, Anti-roll bar

BRAKES:

The GTi has 355mm discs front (ventilated) and rear. A four-channel anti-lock braking system improves matters further.



STEERING:

* Power-assisted rack and pinion
* Turns lock to lock: 3.3
* Turning circle: 9.8 metres

DIMENSIONS:

* Length: 3950mm
* Width: 1710mm
* Height: 1365mm
* Wheelbase: 2440mm
* Track, front: 1450mm
* Track, rear: 1460mm
* Kerb weight: 1030kg

FUEL TANK capacity: 50L

Fuel consumption:
A) City 9.5km/l Highway 10.7km/l (unofficially Quoted by a Malaysian forummer)
B) City 7.8, Highway 6.0L/100 km (Australian Government official figure)
Anyone can challenge this?

Performance:
Top speed: 195km/h (Anyone can challenge this figure?)
0-100km/h: 9 seconds (Anyone can challenge this figure?)
¼ mile: (NA) – Anyone can contribute?
50-80km/h: 6.1 secs

[NOTE: 1st batch 1998-99 uses MMC ECU. It’s higher revving and more powerful. Max speed 212km/h, 0-100km/h: 7.8 seconds. Redline at 7500rpm. From 2000 to 2001 it uses SIEMENS ECU hence above quoted figures. WORSE, by 2002, Proton uses Locally made BOSCH EMS ECU the Satria were made even slower – at 9.7 seconds and redlined at 6500rpm instead of 7500rpm].

STANDARD EQUIPMENT:

* Blaupunkt six-speaker CD stereo
* Remote keyless entry
* Air-conditioning
* Alarm
* Power windows
* Sports suspension
* Body kit
* Alloy wheels
* Recaro seats
* Driver airbag
* Anti-lock brakes
* Leather steering wheel
* Split/fold rear seat
* Tilt adjustable steering wheel
* Cupholders


Without further ado, let’s proceed to OWNER’S REVIEW:

Owner’s review/opinions:




Source: www.dooyoo.co.uk

Advantages: none
Disadvantages: proton earns more

Well there is a 2 kinds of satria gti: 2 different ECUs MMC system and Bosch EMS system . With the MMC system you maybe able to get to 100km/h in 7.8 seconds but for the Bosch EMS nah...... the most you could get is 9 seconds .

Proton changed the system to earn more cause only they have the parts. Since 2002 all wiras , satrias and GTIs has been using Bosch EMS system . I own a satria gti myself and i changed the whole wiring , manifold , computer box , trottlebody etc ++ back to the MMC system . The bosch EMS system with a trottle sensor sucks . After change back to the MMC system i could go from 0-100km/h in 6.7 seconds

END OF OWNER'S REVIEW. Thanks for having the patience to read it.

References:
1) GOAUTO Australia. www.goauto.com.au
2) AUTO International (Malaysian) Magazine: BUYER’S GUIDE 2003.
3) www.dooyoo.co.uk
4) http://www.drive.com.au/Editorial/ArticleDetail.aspx?ArticleID=10896