We’ve been informed that Proton has changed suppliers for the four-speed automatic transmission used in the Proton Saga MC2 from Hyundai to Aisin. This running change wasn’t formally announced by the carmaker and sees no change in terms of equipment or pricing.
No reason was given for the change, but as we understand, it’s simply a change of suppliers for a given part, and not one made due to any reliability or performance concerns. As such, the Saga with the new Aisin 4AT should behave very similarly to the older one sourced from Hyundai, which was introduced when the Saga was facelifted back in 2019 and carried over with the MC2 update last year.
The changeover was carried out in May 2023, so new units of the Proton Saga delivered from now on should come with the Aisin gearbox.
The Saga MC2 comes in four variants priced between RM34,800 and RM44,800, all powered by a 1.3 litre naturally-aspirated four-cylinder petrol engine with 95 PS and 120 Nm of torque.
While some may assume this is the same 4AT used by older Perodua models (Aisin is owned by Toyota, hence the connection to P2 and Daihatsu), it’s actually not. Perodua’s 4AT was produced by Akashi Kikai (as is the current D-CVT), which is a different transmission manufacturer.
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What happened to the “buttery smooth CVT”?
The one used by Toyota and Perodua?
Different lah. Proton one so much problem.
The problems had been addressed in the 2019 facelifts. That’s 4 years ago already.
Several neighbours of mine have Iriz with CVT and never had any problems at all.
And if you search the internet for “Toyota CVT transmission problems”, you’ll find “overheating”, “coolant loss”, “odd sounds”, “control module issue”, “slipping”. Without proper and regular maintenance, Toyota’s Aisin CVT isn’t troublefree too.
https://paultan.org/2021/09/01/2022-proton-iriz-and-persona-now-with-much-improved-cvt-performance-fuel-economy-features-project-lead/
Yes, they did the hardware part in 2019 & followed up with the software part for the 2022 model year.
Considering that they started using the CVT in the Saga FLX in 2011, it took them almost a decade to iron out the issues. Either Punch Powertrain was not that cooperative or Proton didn’t push them hard enough.
If it was improved, then Saga spend all the time and effort to change to using 4AT.
Saga changed to 4AT, because it’s a low cost car. It’s owners prefer low or no maintenance cost over comfort and better acceleration.
Low cost & better acceleration? Does that mean Saga CVT has slower acceleration than 4AT? Myvi CVT is faster than 4AT.
Kah kah kah Tau Takpe…Finally Proton surrendered kowtow to much better quality Toyota spareparts.
In fact much cheaper if just buy DCVT from Perodua next door factory. Jangan malu malu lah Proton kah kah kah.
Put in persona next mc please, black leather seat with adjustable rear headrest. The main problem with the punch cvt was the expensive change fluid/filter cost and start hesitating to move forward after 150k km of mileages.
https://paultan.org/2021/09/01/2022-proton-iriz-persona-why-punch-cvt-is-retained/
Persona & Iriz sales are not as many as Saga sales which is why Proton didn’t bother to waste the time, effort & money.
It seems the Punch CVT TCU software adapts to different drive modes to compensate for the wear & tear of the multi-plate clutch coupling. Apparently, when the CVT is more often used in a certain drive mode, the TCU may not properly adapt to the other drive modes, more so if the multi-plate clutch have seen a considerable amount of wear after covering high mileages like the given example of 150k km. It’s not surprising that the TCU software was written with some priority given to prevent the premature wear of the multi-plate clutch.
Proton sets a servive intervall for the fluid/filter change for a good reason. Those who think they could ignore this given intervall shouldn’t whine about resulting problems.
Yes, since the design does take into account the multi-plate clutch wear & tear, it would be expected that solid particles would eventually be present in the transmission fluid after some time, making the periodic replacement of the fluid & the filter vital in maintaining the longest possible service life of the CVT.
The problem with the punch cvt was proper fluid change must done in sc with the cost of near rm600 with the expensive filter. Though proton stated 60k km interval, should do like 40k km to prevent the cvt failing after high mileage. Conventional 4at easier to do fluid change outside sc with cost of rm100+, atf change 20-30k km interval to prevent the expensive gearbox repairing cost.
Pretty sure it will have a change in gearbox mounting, service intervals, different ATF, and so on… Atleast we know Aisin make reliable ‘boxes.. Thats a plus…
2008-2023,
Upgraded to kawan Bezza
use Toyota’s 4AT
When a product matures and has gone through a facelift in 2019 the name of the game is to reduce cost and maximize profit for Proton. The cost saving should be significantly better while no change to reliability and performance. That is what Proton says no impact to reli and performance. It’s all about profit margin.
This is how business works? And who knows what was going on behind the curtain? Maybe Hyundai increased the price for their gearbox?
Currently the best proton on sale is the saga MT
Try la 5AT pulak alang2 nak tukar supplier.
Hebat wow
Why change something not broken to get “behave similar to older one”?
Hyundai 4AT has proven to be a reliable unit and gave the Saga a new lease of life compared to the old CVT.
Because Aisin obviously offers better conditions for Proton? Or do you think they change their supplier (which is a lot of work) because they like Aisin so much?
Toyota parts are easier to source than the Koreans..
And Aisin is proven, even Peugeot and VW also surrender and seek Aisin for their gearbox.
How are Toyota parts easier to source for Proton?
Proton is a manufacturer, not somebody who looks for a gearbox at the scrap dealer?
BTW: In Europe, Toyota surrendered to Peugeot and uses Peugeot diesel engines in their lineup there. (which does makes sense for them, as getting a diesel engine EURO6 ready is very expensive and Toyota doesn’t have the knowledge for that, as Asia and US is petrol-only in passenger cars).
When crusing along at 80km/h up a small uphill slope
the engine will suddenly scream YYYAAALLLAAAHHHH wwwwoooowww
I wonder if the gear ratio would be have any differences
Hopefully new Aisin AT gives same performance with previous Hyundai AT.
I think would have been worth a mention that the Saga Lite variant has now been discontinued.