Finally, after months of leaks, teasers and even an unveiling at the recent ASEAN Summit, Proton has finally revealed the new Saga in full. We now have all the details on the new engine and transmission, the AMA platform and the new features, with only the price and detailed variant breakdown still unknown.
It goes without saying that the new model is a Very Big Deal for the national carmaker as the latest iteration of its first nameplate, its best-seller and the traditional centre of its lineup. More than 2.1 million units have been produced, including over 1,139,000 units of the original (plus the Iswara and subsequent variants), 549,000 units of the second-generation Base Line Model (BLM) and 449,000 units of the 2016 Saga.
No pressure, then. Let’s get stuck in.
Heavily-revised AMA platform with HPF steel panels
It is well known by now that the new Saga retains the same basic platform and body structure as the outgoing model, meaning that you can trace its roots all the way back to 2008 with the BLM (itself related to the Savvy from 2005). But while it is disappointing that this isn’t an all-new car – despite what Proton claims, in addition to calling it a fourth-generation model – simply mentioning the carryover bits doesn’t do justice to the reengineering done under the skin.
The platform is a heavily-revised version that Proton calls the Advanced Modular Architecture (AMA). Despite the name, the new Saga retains its predecessor‘s 2,465 mm wheelbase, although officials have said that future models built on the platform will be able to be made longer or shorter.
Proton claims that AMA is “flexible, scalable and future-ready” and is designed to meet international safety, performance and efficiency standards. It adds that it owns the full intellectual property rights for the platform, reinforcing its “growing engineering capability.”
The company is open to collaboration across the Geely Group, it says, “potentially positioning Malaysia as a regional engineering hub for future model development.” Might we see Proton-based Geely models instead of the other way around? Only time will tell.
Oh, and of course, this new Saga is the first not to be built at its stomping ground of Shah Alam. That plant is now closed, so production the latest model has been moved to Tanjong Malim, where the preview event and brief test drive was held last week. The adjacent engine factory that used to build the GEP3 three-cylinder is also now running at full steam churning out the car’s new engine, which we’ll get to later.
The other big news is that while the structure is largely unchanged, it has been reinforced with hot-press-formed (HPF) steel B-pillars and floor cross member, along with an advanced-high-strength steel roof cross member and high-strength steel door bars. This is presumably to improve crash protection; even so, the Saga only manages to defend its four-star ASEAN NCAP rating, albeit on the newer, stricter 2021-2025 protocol. The Bezza managed five stars, but on the original, most lenient 2012-2016 protocol.
Six airbags and AEB, but only on top-spec Premium
Still on the topic of safety, the other major advantage of this rearchitecting is the ability to fit some much needed new technologies. Having previously been at the forefront in this area, Proton has lagged behind its main rival Perodua on its indigenously-designed models, which hitherto were not available with driver assists beyond stability control. The Saga was also only offered with two airbags across the range.
The MC3 refresh changes all this, and how. You now get up to six airbags and some advanced driver assistance systems – autonomous emergency braking, lane departure warning, front departure alert and automatic high beam can all be had for the first time.
Despite being tested on the 2021-2025 protocol, the Saga is claimed to be the first Malaysian car to pass ASEAN NCAP’s new AEB test for motorcycle detection, which will only be used officially starting with the forthcoming 2026-2030 protocol. Rear side radar sensors, on the other hand, add blind spot monitoring, rear cross traffic alert, rear collision warning and a door opening warning.
However, the Saga still misses out on Level 2 semi-autonomous driving features like adaptive cruise control and lane centring assist. We should also point out that all the items mentioned are exclusive to the top-spec Premium trim, with other variants stuck with just two airbags and no ADAS.
High-output BHE15PFI, timing chain, 14.04% lower fuel consumption
Right, no more beating around the bush – by far the biggest change is under the bonnet. Say goodbye to the long-serving 1.3 litre VVT engine from the CamPro family, and hello to the 1.5 litre BHE15 from the facelifted X50. It retains a four-cylinder layout and Intelligent Green Technology (i-GT) branding, but the turbo and direct injection have been ditched, making the BHE15PFI Proton’s first Geely-derived naturally-aspirated mill.
Whereas previous 99 PS and 111 PS versions of this engine were exclusive to plug-in hybrid applications such as the Geely Galaxy Starship 7/Starray EM-i (set to become the Proton eMas 7 PHEV), the high-output pure-petrol tune used in the Saga – codenamed BHE15-CFN – is very new, having only been added to the fourth-generation Emgrand (not to be confused with the new fifth-gen model) earlier this year.
This port-injected version replaced the Emgrand’s outgoing direct-injected BHE15-AFD, which should reduce instances of carbon buildup. Outputs are rated at 120 PS at 6,100 rpm and 150 Nm of torque between 4,000 and 5,000 rpm – healthy increases of 25 PS and 30 Nm over the outgoing Saga, and a similar margin over its arch nemesis, the Perodua Bezza 1.3 (95 PS and 121 Nm). In fact, the new car damn near matches the Honda City in power (121 PS) and beats it in torque (145 Nm).
Proton claims the new engine not only delivers more power than before, but also reduces the Saga’s fuel consumption by up to 14.04%, thanks to it running on an Atkinson cycle – usually reserved for hybrid vehicles. Further helping its cause is the fitment of dual variable valve timing (DVVT) and an electric water pump, while a dual-mass flywheel cuts vibration and noise – the latter by up to 25.24%.
Last but not least is news that will be music to the ears of those who frequent our comments. Yes, the Saga will finally come with a timing chain instead of a belt, reducing the maintenance needed. It’s also a toothed chain, cutting down on NVH versus a regular roller chain. Proton says the new engine has racked up a total of 9,000,000 km of global testing mileage and over 50,000 hours of dyno testing to ensure reliability.
Punch is back! CVT on Premium, 4AT on Standard and Executive
While the engine is all new, the transmission has been left untouched, at least on the Standard and Executive variants – an Aisin four-speed automatic. Even as is, the Saga is claimed to offer a 10.53% reduction in fuel consumption, with a combined figure of 5.1 litres per 100 km on the Malaysian Driving Cycle (MDC).
It’s the Premium that gets the new (and slightly bizarre) transmission option, marking the return of a CVT and a familiar name. Proton declined to identify the supplier, but the casing is stamped with the Punch Powertrain logo, making this the first Saga to be fitted with a stepless transmission from the Belgian firm since 2019. This tracks with the company opening a new plant in Tanjong Malim – as part of a “long-term collaboration” with the carmaker – back in August.
Proton confirmed to us that the CVT uses a clutch instead of a torque converter at low speeds. This means that the Saga almost certainly utilises the same VT3+ unit that had been used in the pre-2019 Saga, rather than the latest VT5. The transmission should at least benefit from the latest software from the Persona and Iriz, plus other improvements since then.
Much has been said about the relative unreliability and thirstiness of past Sagas with Punch transmissions, but for what it’s worth, it’s the CVT that achieves the aforementioned 14.04% efficiency improvement, bringing the fuel consumption figure down to 4.9 litres per 100 km. This enables the Saga Premium to come close to the Bezza 1.3’s 4.8 litres per 100 km, while offering significantly more power and torque. It should travel further on a tank, too, thanks to it having a larger 40 litre fuel tank versus the P2’s 36.
It’s rather unfortunate that the Saga will not be offered with a manual transmission – the first to be launched without one in the nameplate’s 40-year history – despite the engine being made available with a five-speeder in the Chinese-market Emgrand. Given the BHE15-CFN’s high outputs (approaching those of the also-NA ZC32S Suzuki Swift Sport, albeit less peaky), a row-your-own Saga could have been a surprising performer.
New front and rear fascias with LED head- and taillights
Beyond the mechanical changes, the heavy facelift has also attracted controversy. We’ve seen the massive full-width grille and upright automatic LED projector headlights – the latter being a first for the Saga, and a surprising “upgrade” over the reflector units on the X50, X70 and X90 – ever since they were leaked around the middle of the year. And in the flesh, no longer encumbered by any disguise, the combination still looks to be several sizes too large for the car’s petite body.
The whole ensemble is at least nicely tied together, with L-shaped LED daytime running lights (integrated into the headlights, a first for the brand’s indigenous models) linked by the Ethereal Bow chrome strip, sitting against a backdrop of Sulaman Songket-inspired pins.
Because the grille is so big – which may have something to do with the new engine’s increased cooling needs – the air intake array has had to be slimmed down, resulting in a slightly small-mouthed look. The bonnet has also been mildly re-profiled for “an expression of power,” Proton says.
Along the side, the Saga continues to display the same general proportions, doors, rear fenders and distinctive tall and rounded glasshouse. There are a couple of changes here, however – the mirrors, while maintaining its shape and built-in indicators, gain new “aerodynamic” caps lifted from, of all places, the Lotus Evora 400. The leading edge protrudes further forwards, giving it added shape.
Meanwhile, the pull-type door handles feature a chrome strip for added class; models fitted with keyless entry still only get an unlock button on the driver’s door. Proton has added contrasting black details this time around, including the door mirrors and, oddly enough, the new shark-fin antenna.
The rear end sees another wholesale revamp, gaining clear-lensed full-width LED taillights (still with a slower-reacting bulb third brake light) that provide a visual link to the S70. The full effect can only be seen on the Premium, however – the other two variants make do with a simple black plastic bar, making for a rather disjointed look (again, similar to the S70 Executive).
The top-spec model is also still the only recipient of a boot lid release button that provides easy access to the 420 litre load bay; on the other variants, you’ll need to either pull the internal release lever or press a button on the key fob. The “aero” boot lid itself has a taller trailing edge, negating the need for a lip spoiler. Lower down, the rear bumper design has been simplified, with a larger diffuser-like rear valance and the ditching of the old car’s ostentatious fake corner vents.
Staying at the back, the Saga badge is also all new, written in a more angular font that harks back to the original 1985 model’s typeface. Also making its debut on a Proton is the i-GT badge that was missing on the X50; expect this to be fitted to future models powered by the new engine.
Measuring 4,390 mm long and 1,690 mm wide, the new Saga is actually five millimetres shorter than before. Proton did not give a height figure, but it has confirmed that the car rides higher than before to protect the new engine, as it sits lower down in relation to the rest of the vehicle.
Non-Premium variants are very clearly the lesser versions from the rear
Overall, the new Saga isn’t exactly pretty – to this writer’s eyes, this sedan has never looked as handsome or as well proportioned as when the BLM first came out. But it does look far more modern now, and given that we’ll likely see plenty on our roads, we’ll probably get used to it quickly.
Colour options include the returning Ruby Red, Armour Silver and Snow White, plus two new ones – Marine Blue from the X90 and Space Grey from the pre-facelift X70. As for the wheels, the Standard model receive the same 14-inch silver alloys wheels as before, while the Executive and Premium gain new 15-inch “Arrow” eight-spoke rollers; the Premium adds a two-tone finish.
Screens galore, plus wireless Apple CarPlay and Android Auto
Inside, the changes are arguably even more pronounced. The dashboard is entirely new and features a more modern horizontal design, emphasised by a full-width strip with a beach-inspired wavy pattern and pill-shaped air-con vents said to be reminiscent of congkak boards. This being a Proton, you still get fake stitching on hard plastic, which feels even more incongruous now that the trend has died out.
The highlight is, of course, the freestanding widescreen display panel that houses a seven-inch digital instrument display (yet another Saga first, as well as being a first in the A-segment, Proton claims) and a nine-inch infotainment touchscreen. The tall aspect ratio of these screens does result in thick black bezels, but hey, it’s better than nothing, right?
The driver’s display has two modes – a “traditional” layout with a large (yet strangely unmarked) rev counter and speedometer with digital readouts, as well as a “digital” option with a central speedometer and vehicular data such as fuel consumption on the left side. To control this screen, you now get a three-spoke flat-bottomed steering wheel from the X50, albeit with blank buttons on the left spoke where the SUV’s Level 2 ADAS controls would normally be.
The infotainment system, on the other hand, runs on a simplified version of the X50’s Atlas OS, still with a media player, Bluetooth connectivity and a “Hi Proton” voice control system. Despite being marketed to a wider audience, the Saga loses out on its sibling’s new Bahasa Malaysia option for the menus and voice control, making do with just English.
Better news is the fact that wireless Apple CarPlay and Android Auto will be made available from launch, making the new Saga the first A-segment car to offer this feature. We’ve been told that the Standard will instead come with a conventional radio/Bluetooth player.
Below the screens and the air vents sit redesigned air-con control knobs that flank a new two-row button array, although the lower row is all blank. As before, you still get no directional control for the air con, which is a strange omission in 2025. Another quirk as part of the redesign is the relocation of the USB port for media connectivity to the bottom of the dashboard near the driver’s knee (on the other side of the teh tarik hook), although that’s now less of a concern with wireless Apple CarPlay and Android Auto.
The front seats of the Premium (left) versus the Executive
Elsewhere, the door cards are also new, repeating the dash’s wave motif but retaining the old Saga’s door handles. As an aside, the driver’s side auto down function (no auto up) is exclusive to the Premium version as before, as are auto-folding door mirrors. Eagle-eyed readers will notice that the new indicator and wiper stalks (the latter with a trip computer button at the end) are similar to the ones in the eMas 5.
The centre console has also been updated, still with a manual handbrake but with a new gearlever and stitched boot. The cupholders are also now arranged diagonally, meaning they can fit larger cups and bottles despite being squeezed into the same narrow space. The back of the console continues to feature another small cupholder and dual USB-A ports for rear passengers.
While the seats are carried over, the driver’s height adjuster has been changed. The Saga previously used a rotary knob that was not only harder to operate, but it also only raised the seat base. This had the unwanted side effect of pitching the seat base at an angle the more it was raised and reducing back support for those who needed to sit higher. Now, there’s a more conventional ratcheting lever that lifts the whole seat.
The rear seats of the Premium (left) versus the Executive
Unfortunately, as with many of the other improvements, this mechanism is reserved for the Premium, with the other variants retaining the knob adjuster. Also limited to the Premium are new height-adjustable rear headrests that improve comfort and safety; the middle passenger still does not get any headrests to speak of. Nor is there a rear centre armrest (just like the Bezza), and the whole bench still folds down as a single piece.
Additionally, the Premium gains full faux leather upholstery (previously part-fabric) with a two-tone black and dark grey colour scheme. Proton touts wider seats (+1 cm at the front, +6 cm at the rear) with longer bases (+4 cm front, +1 cm rear) over the Saga’s “direct competitor”, which we take to mean the Bezza.
As before, the front passengers sit high up relative to the car, as a cross member prevents the seats from being mounted any lower. Thankfully, the new interior architecture does enable the steering wheel to be positioned slightly higher up, so it’s no longer at the knees.
Brief first impressions – quicker than Bezza, big car feel
Jonathan James Tan
As expected from a Proton preview drive, seat time was so brief, we left wondering if we even drove the car at all. But naturally, there were a lot of media to go through, only so many cars (all of them Premium and therefore CVT) and only so much time, so here’s the best we can muster given the limited experience.
We started with a drag race against – what else – the Perodua Bezza (thankfully, the 1.3). The Saga has a 25 PS and 29 Nm advantage, so you know the outcome. At no point was the Bezza’s nose ahead of the Saga’s – not even at the beginning – and at the 100 km/h lift-off point, the former’s nose was about a foot or so behind the latter’s tail.
You’d expect a CVT to take some time to get the vehicle up to speed and give you an earful in the process. Oh, an earful indeed, but the acceleration is very linear, the rubber-band effect low and bereft of the shift shocks that would certainly have been felt in the Bezza. Would 4AT against 4AT be a fairer comparison? Akashi Kikai versus Aisin – that’s an idea for another day.
A short handling circuit with mostly wide-radius curves followed. Now, there has never been much wrong with how the Saga handled, and we’re pleased to report that the slightly-higher ride height has not negatively impacted things here. We’re told there’s a bigger anti-roll bar, stiffer bushes and refined damper characteristics, which must go some way towards counteracting the vertical increase.
Of course, the Saga rolls more than yaws, but the direct, well-weighted steering (now electric power steering) is confidence-inspiring – you can make it flow from corner to corner in a manner that absolutely no one expects from a budget A-segment car. No one would ask for this kind of plantedness through corners either – the Saga handles like a bigger car. Punch the throttle after a corner and there’s no kick-down to wait for – the car just complies by gathering speed progressively and smoothly.
Unfortunately, we cannot definitively evaluate refinement at speed nor ride comfort at this point, as no avenues were provided that day for high speed nor uneven surfaces.
Some seating position notes – while I have no complaints about comfort, with the seat at its lowest and the steering wheel at its highest (no telescopic adjustment, same as before), the top of the steering wheel still blocks a little bit of the instrument panel screen for 175 cm-tall me.
Executive versus Premium spec comparison
Only the Executive and Premium variants were on display during the preview event. These are the replacements for the outgoing Premium and Premium S, with the Executive gaining lots of new features like the LED headlights, keyless entry, push-button start, digital instrument display and wireless Apple CarPlay and Android Auto. Overall, Proton says the Saga has gained approximately RM12,000 worth of kit.
The variant breakdown is as follows:
2026 Proton Saga 1.5 Executive
Gets as standard:
Mechanicals
- 1.5 litre DOHC i-GT PFI engine
- 1,499 cc naturally-aspirated dual-VVT four-cylinder petrol
- 120 PS at 6,100 rpm, 150 Nm of torque at 4,000-5,000 rpm
- Aisin four-speed automatic transmission
- Front-wheel drive
- MacPherson strut suspension (front), torsion beam (rear)
- Electric power steering
- Ventilated disc brakes (front), drum (rear)
- 5.1 litres per 100 km combined fuel consumption (MDC)
Exterior
- LED auto headlights
- Chrome Ethereal Bow bar
- LED taillights
- Chrome door handle strips
- 15-inch silver alloy wheels with 185/55 R15 Atlas AS380 tyres
Interior
- Keyless entry
- Push-button start
- Black interior
- Grey headliner
- Manual air conditioning
- Manual seats
- Driver’s side seat base height adjuster
- Fabric upholstery
- Urethane multi-function steering wheel with tilt adjustment
- 7-inch digital instrument display
- 9-inch infotainment touchscreen
- Wireless Apple CarPlay and Android Auto
- “Hi Proton” voice control
- One front USB ports (USB-A)
- Two rear USB ports (USB-A)
- 4 speakers
- 420 litres boot space
Safety
- Two airbags
- ABS with EBD and brake assist
- Traction control and stability control
- Hill start assist
- Rear seat reminder
- Reverse camera
- Front and rear parking sensors
2026 Proton Saga 1.5 Premium
Adds on:
Mechanicals
- Punch Powertrain continuously variable transmission (CVT)
- 4.9 litres per 100 km combined fuel consumption (MDC)
Exterior
- Full-width LED taillights
- 15-inch two-tone alloy wheels
- External boot release button
Interior
- Black and dark grey interior
- Driver’s side full-seat height adjuster
- Discrete height-adjustable rear headrests
- Faux leather upholstery and steering wheel wrap
- Driver’s side auto-down window
Safety
- Six airbags (front, side, curtain)
- Autonomous emergency braking with motorcycle detection
- Lane departure warning
- Blind spot monitoring
- Rear cross traffic alert
- Rear collision warning
- Door opening warning
- Automatic high beam
There’s still a lot more information left to be revealed, including the Standard variant’s equipment list and, of course, the all-important pricing. Expect those to be provided during the launch, happening sometime this month. Before that, the car will be on display at the paultan.org Auto Car Expo (ACE) this weekend, November 8 and 9 at the Setia City Convention Centre (SCCC).
Are you excited for the new Saga? Let us know in the comments.
GALLERY: 2026 Proton Saga 1.5 Executive 
GALLERY: 2026 Proton Saga 1.5 Premium 
GALLERY: 2026 Proton Saga MC3 presentation slides 
GALLERY: 2026 Proton Saga 1.5 Premium in Ruby Red official photos 
GALLERY: 2026 Proton Saga 1.5 Premium in Marine Blue official photos 
The post 2026 Proton Saga MC3 Premium, Executive full details: 120 PS/150 Nm 1.5L, timing chain, 4AT or Punch CVT appeared first on Paul Tan's Automotive News.
