Hubbry Logo
Proton CamPro engineProton CamPro engineMain
Open search
Proton CamPro engine
Community hub
Proton CamPro engine
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Proton CamPro engine
Proton CamPro engine
Proton CamPro engine
View on Wikipedia
from Wikipedia
Proton CamPro
Overview
ManufacturerPROTON Holdings
Production2004–2026
Layout
ConfigurationStraight-4
Displacement1.3 and 1.6
ValvetrainDOHC
Combustion
TurbochargerBorgWarner KP39 (On Campro CFE)
Fuel systemFuel Injection
Fuel typePetrol
Cooling systemWater-cooled

The Proton CamPro engine is the first flagship automotive engine developed together with Lotus by the Malaysian automobile manufacturer, Proton.

The name CamPro is short for Cam Profiling. This engine powers the Proton Gen-2, Proton Satria Neo, Proton Waja Campro, Proton Persona, Proton Saga, Proton Exora, Proton Preve, Proton Suprima S and Proton Iriz.

The CamPro engine was created to show Proton's ability to make its own engines that produce good power output and meet newer emission standards. The engine prototype was first unveiled on 6 October 2000 at the Lotus factory in UK before it debuted in the 2004 Proton Gen•2.[1]

All CamPro engines incorporate drive-by-wire technology (specifically electronic throttle control) for better response,[2] eliminating the need for friction-generating mechanical linkages and cables.

CamPro technical specifications

[edit]
1.3 L CamPro 1.6 L CamPro 1.3 L CamPro IAFM 1.6 L CamPro IAFM 1.3 L CamPro IAFM+ 1.6 L CamPro IAFM+ 1.6 L CamPro CPS 1.6 L CamPro CFE 1.3 L VVT 1.6 L VVT
Valve mechanism 16-Valve MPFI DOHC 16-Valve MPFI DOHC 16-Valve MPFI DOHC 16-Valve MPFI DOHC 16-Valve MPFI DOHC 16-Valve MPFI DOHC 16-Valve VVL/MPFI DOHC 16-Valve VVT Turbo Charged DOHC 16-Valve VVT DOHC 16-Valve VVT DOHC
Total displacement 1,332 cc 1,597 cc 1,332 cc 1,597 cc 1,332 cc 1,597 cc 1,597 cc 1,561 cc 1,332 cc 1,597 cc
Bore 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in) 76 mm (3.0 in)
Stroke 73.4 mm (2.9 in) 88 mm (3.5 in) 73.4 mm (2.9 in) 88 mm (3.5 in) 73.4 mm (2.9 in) 88 mm (3.5 in) 88 mm (3.5 in) 86 mm (3.4 in) 73.4 mm (2.9 in) 88 mm (3.5 in)
Max output (/rpm) 70 kW (95 PS; 94 hp) /6000 82 kW (111 PS; 110 hp) /6000 73 kW (99 PS; 98 hp) /6500 81 kW (110 PS; 109 hp) /6500 70 kW (95 PS; 94 hp) /5750 81 kW (110 PS; 109 hp) /5750 93 kW (126 PS; 125 hp) /6500 103 kW (140 PS; 138 hp) /5000 70 kW (95 PS; 94 hp) /5750 80 kW (109 PS; 107 hp) /5750
Max torque (/rpm) 120 N⋅m (89 lb⋅ft) /4000 148 N⋅m (109 lb⋅ft) /4000 113.2 N⋅m (83 lb⋅ft) /4000 148 N⋅m (109 lb⋅ft) /4000 120 N⋅m (89 lb⋅ft) /4000 150 N⋅m (111 lb⋅ft) /4000 150 N⋅m (111 lb⋅ft) /4500 205 N⋅m (151 lb⋅ft) /2000-4000 120 N⋅m (89 lb⋅ft) /4000 150 N⋅m (111 lb⋅ft) /4000
Fuel type Petrol

Variants

[edit]

Original CamPro engine

[edit]
The first CamPro engine used in older Gen-2 models.

The first CamPro engine made its debut in 2004 fitted to the newly released Gen•2 models. It was codenamed S4PH and was a DOHC 16-valve 1.6-litre engine that produced 110 bhp (82 kW) of power at 6,000 rpm and 148 N⋅m (109 ft⋅lbf) of torque at 4,000 rpm. The S4PH engine was ironically not equipped with Cam Profile Switching (CPS) even though its Campro designation was an abbreviation of Cam Profile Switching. It also lacked the Variable Inlet Manifold (VIM) technology of later CamPro engines. Proton also produced a 1.3-litre version of this original CamPro engine and codenamed it S4PE.

Even though the S4PH engine had contemporary maximum power and torque outputs, its performance was reportedly sluggish in real world driving. This performance deficiency was attributed to a pronounced torque dip in the crucial 2,500 to 3,500 rpm mid engine speed range where torque actually decreased before picking up back to the maximum torque level at 4,000 rpm.[3][4] This torque characteristic could also clearly be seen in manufacturer published engine performance curves.

The original Campro 1.3-litre variant produced 94 bhp (70 kW; 95 PS) of power at 6,000 rpm and 120 N⋅m (89 lb⋅ft) of torque at 4,000 rpm, again contemporary outputs for a 1.3-litre passenger car engine of the time. This engine also displayed a torque dip in the mid engine speed range, similar to the one in the larger variant.

The bore x stroke dimensions for both engines are as follows:-

  • S4PH (1.6L): 76 mm (3.0 in) x 88 mm (3.5 in), resulting the displacement of 1,598 cc.
  • S4PE (1.3L): 76 mm (3.0 in) x 73.4 mm (2.9 in), resulting the displacement of 1,332 cc.

Applications:

CamPro CPS and VIM engine

[edit]
The Campro CPS 1.6L engine inside the Proton Satria Neo CPS R3 engine bay.

The CamPro CPS engine uses a variable valve lift system (Cam Profile Switching system) and a variable length intake manifold (VIM; not to be confused with the stand-alone IAFM used in the 2008 Proton Saga) to boost maximum power and improve the CPS engine's torque curve over the original CamPro engine.

The engine's Variable-length Intake Manifold (VIM) switches between a long intake manifold at low engine speeds and a short intake manifold at higher engine speeds. Proton cars use a longer intake manifold to achieve slower air flow; as it was found that promotes better mixing with fuel. The short intake manifold allows more air in faster. This is beneficial at high RPMs.

The Cam Profile Switching (CPS) system uses a tri-lobe 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 low to mid engine speeds to maintain idling quality and reduce emissions, while the high lift cam profile is used when the engine is spinning at mid to high engine speeds improve peak horsepower and torque. Unlike the other similar variable valve timing systems such as the Honda VTEC, the Toyota VVT-i and the Mitsubishi MIVEC which use rocker arm locking pins to change the valve timing, the CPS system uses direct-acting tappets with locking pins to change the valve timing and lift profile.

VIM switches from the long to short runner at 4,800 rpm, while the CPS system switches over at 3,800 rpm (4,400 rpm in the Proton Satria Neo CPS[5]). The result is 125 bhp (93 kW; 127 PS) at 6,500 rpm and 150 N⋅m (110 ft⋅lbf) of torque at 4,500 rpm compared to the non-CPS CamPro's 110 bhp (82 kW; 112 PS) at 6,000 rpm and 148 N⋅m (109 ft⋅lbf) of torque at 4,000 rpm. Proton claims that there is better response and torque at low engine speeds of between 2000 - 2500 rpm.

The new CPS engine first made its debut in the face-lifted Proton Gen•2 launched in Thailand in 2008,[6] and made its first Malaysian debut in the Proton Waja CamPro 1.6 Premium (CPS). Applications:

CamPro IAFM engine

[edit]
A Campro 1.3L IAFM mounted in a second generation Proton Saga.

The CamPro IAFM (Intake Air-Fuel Module) is essentially an original CamPro engine equipped with a variable-length intake manifold, developed under a joint fast track programme that began in April 2005 by EPMB, Bosch and Proton. However, the IAFM differs from the VIM (Variable Inlet Manifold) for the CamPro CPS engine as follows:[citation needed]

  1. The IAFM is a stand-alone module that can be fitted with an original CamPro engine whereas the VIM needs to work in conjunction with the CPS system in a CamPro CPS engine.
  2. The IAFM is operated by the engine vacuum, while the VIM uses an ECU-controlled solenoid.

The Intake Air-Fuel Module for Proton's CamPro engine debuted in the second-generation Proton Saga, which was launched on 18 January 2008. It was first made known to the public in October 2006, when it was still in its advanced tooling stages.[citation needed]

With the IAFM, the 1.3L engine used in the Proton Saga now produces 98 bhp (73 kW) @ 6,500rpm.[8] The maximum torque is slightly reduced to 113.2 N⋅m (83.5 ft⋅lbf); however, the engine has broader torque range and the noticeable torque dip in the original CamPro engine has been eliminated.[8] The official brochure is only published with the familiar 94 bhp (70 kW; 95 PS) at 6,000 rpm power and 120 N⋅m (89 lb⋅ft) at 4,000 rpm torque for consistency with other 1.3-litre Proton models.[citation needed]

Meanwhile, the output of the 1.6-litre version of the IAFM engine which debuted in the 2008 Proton Gen-2 M-Line produces 110 bhp (82 kW) @ 6,500 rpm of power and 148 N⋅m (109 ft⋅lbf) of torque, and the torque dip around 2,500-3,500 rpm has been eliminated. While the IAFM works great when it was new, the quality of parts are not durable over long term. When the solenoid breaks, the flap can no longer be functional to direct air in the manifold and causes it to produce the infamous 'tak, tak, tak' sound, similar to the noise of tappets while also making it a major vacuum leak to the engine.[citation needed]

CamPro IAFM+ engine

[edit]

The second-generation Campro IAFM engine, known as IAFM+ engine, debuted in the 2011 Proton Saga FLX.[9] The new IAFM+ engine is tweaked to be paired with the new CVT gearbox by Punch Powertrain that requires the maximum operating engine speed to be reduced from the previous 6,500 rpm in the first-generation IAFM engine to only 6,000 rpm.[10] As a result, the 1.3L IAFM+ engine produces 94 bhp (70 kW) @ 5,750 rpm of horsepower and 120 N⋅m (89 ft⋅lbf) of torque, while the 1.6L IAFM+ engine produces 108 bhp (81 kW) @ 5,750 rpm of horsepower and 150 N⋅m (110 ft⋅lbf) of torque.[11][12] The combination of the new Campro IAFM+ engine with the CVT gearbox results 4% and 10% reduction on fuel consumption for urban and highway driving respectively.[9]

Applications:

Hybrid CamPro engine

[edit]

In March 2007, Proton and Lotus have announced their concept model of a Proton Gen-2 powered by a hybrid powerplant that uses the CamPro engine. The concept model was revealed during the 2007 Geneva Motor Show from 8 ~ 18 March 2007.[13]

The hybrid power-plant system, which is known as EVE system (Efficient, Viable, Environmental) will be using the same S4PH engine as the one that powers the present gasoline version of the Gen•2, combined with a 30 kW, 144V electric motor. The main purpose of the hybrid powerplant system is to provide a hybrid system that can be retrofitted to existing models, retaining the same power-plant and also eliminating the need to develop a completely different platform, like the Honda Civic Hybrid. Unlike the IMA (Integrated Motor Assist) technology in the Civic Hybrid that uses a bulky Ni-MH battery pack, the EVE Hybrid system will use a Li-ion battery pack inside the engine bay.

The EVE Hybrid System will have 3 key technologies:

  1. "Micro-hybrid" start-stop system - An integrated starter-alternator system is installed to switch off the engine automatically when the engine stops, for example at a traffic light. The engine will automatically restart when the gas pedal is depressed.
  2. Full parallel hybrid technology - Combines the existing S4PH engine with a 30 kW, 144V electric motor, resulting in higher power (141 bhp combined), higher torque (233 N-m combined), lower emission (up to 22% carbon dioxide reduction) and better fuel economy (up to 4.6 L/100 km). The system also includes regenerative braking system.
  3. Continuously Variable Transmission (CVT) - The CVT system provides an infinite number of gear ratios for better efficiency.

The combined power and torque for the power-plant system are as follows:

  • Max power (gasoline engine only): 110 bhp (82 kW; 112 PS) @ 6,000 rpm
  • Max torque (gasoline engine only): 148 N⋅m (109 lb⋅ft) @ 4,000 rpm
  • Max power (combined): 141 bhp (105 kW; 143 PS) @ 5,500 rpm
  • Max torque (combined): 233 N⋅m (172 lb⋅ft) @ 1,500rpm (limited to 180 N⋅m (133 lb⋅ft) continuous)

Proton will start commercialising their upcoming hybrid vehicles equipped with the EVE Hybrid System in the future.

CamPro CFE & VVT engine

[edit]

The CamPro CFE engine is the light-pressure intercooled turbocharged version of the 1.6-litre CamPro engine, with the maximum boost pressure of 0.75 bar (75 kPa; 10.9 psi). The CFE is the acronym of "Charged Fuel Efficiency".[14]

The idea of the production was first revealed by Proton Managing Director Datuk Syed Zainal Abidin on 13 December 2008, due to the new market trend of having small displacement engine but forced-aspirated to produce the power output equivalent to a larger motor, a similar concept as the Volkswagen TSI twincharger technology and the Ford EcoBoost engine.[15] The finalised engine was debuted during the KLIMS 2010.[16]

The engine is capable of producing 138 bhp (103 kW; 140 PS) at 5,000 rpm of power and 205 N⋅m (151 lb⋅ft) at 2,000-4,000 rpm of torque.[14] To accommodate the increase of engine power, several changes to the technical specification have been done.[16] While the engine bore remains at 76 mm (3.0 in), the stroke is shortened to 86 mm (3.4 in) compared with 88 mm (3.5 in) as in other 1.6L Campro engine variants, resulting the engine displacement of 1561 cc. A variable valve timing mechanism is also added for the intake valves, but it alters the cam phasing and valve opening timing continuously rather than altering the valve lift at a preset engine speed as in the CPS mechanism.[17] In 2016, a public recall affecting more than 90,000 CamPro CFE equipped vehicles took place for the oil cooler hose.[18] Together with the recall, service intervals for oil cooler hose replacement were lowered to every 40,000 kilometres. The intervals was increased to every 80,000 kilometres following the availability of a higher quality oil cooler hose in 2018 replacing an all rubber component from before with a part rubber, part metal component.[19]

Applications:

A Campro 1.3L VVT mounted in a third generation Proton Saga.

VVT engine

[edit]

The VVT (Variable Valve Timing) engine was unveiled in September 2014 with its first application in the Proton Iriz. The VVT engine has a new block, new pistons and new valves, and incorporates variable valve timing (VVT).[20] However, some technology in the new VVT family is shared with the old CamPro, but due to the various changes and modifications made to the CamPro family over the past decade, Proton has decided not to use the 'CamPro' nameplate after its 2014 revision.[21] However, older models like the Exora, Prevé and Suprima S will continue to use the old 'CamPro' name until it is eventually retired in favour of the upcoming GDi engines.[22]

The latest application of the VVT engine in the 2016 Proton Persona, 2017 Proton Iriz and Proton Saga features Proton's ECO Drive Assist program. The system assesses the driver's throttle input, and a green indicator on the instrument cluster will light up when the car is being driven in an economical manner.[23]

The engine is capable to produce 94 bhp (70 kW; 95 PS) at 5,750 rpm of power and 120 N⋅m (89 lb⋅ft) at 4,000 rpm of torque for the 1.3 variant compared to the 1.6 variant which delivers 107 bhp (80 kW; 108 PS) at 5,750 rpm of power and 150 N⋅m (111 lb⋅ft) at 4,000 rpm of torque. While the engine bore for the 1.3 variant is 76 mm (3.0 in), the stroke is 73.4 mm (2.9 in) compared with the 1.6 variant which is 88 mm (3.5 in).

The VVT engines are like the CFE engines with the VVT for the intake valves.[24]

Applications:

Future plans

[edit]
See also: Volvo Engine Architecture

Currently, Proton is planning to develop a new engine known as the code name "GDi/TGDi engine" with option of displacement between 1.0/1.2L three cylinders,1.3/1.5 naturally aspirated and turbocharged and progressively 2.0 L, 2.3 L all in the variant of either natural aspirated or in force induction type. The existing CamPro engines which are limited to 1.3-litre and 1.6-litre engine options only will be EOL (End of Life) soon after. The 1.3 and 1.5 turbo slated to churns out 140 hp/210 nm & 180 hp/250 nm respectively.

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Proton CamPro engine

View on Grokipedia
from Grokipedia
The Proton CamPro is a family of inline-four petrol engines developed and manufactured in-house by the Malaysian automaker , marking the company's first major foray into independent powertrain engineering to replace reliance on imported units from suppliers like and . Introduced in 2004 with the Proton Gen-2 , the engine lineup features displacements of 1.3 liters (S4PH) and 1.6 liters (S4PE), producing outputs ranging from approximately 94 horsepower and 120 Nm of in base naturally aspirated forms to 138 horsepower and 205 Nm in turbocharged variants, while incorporating technologies like Cam Profile Switching (CPS) for improved low-end and (VVT) for enhanced efficiency and emissions compliance. Development of the CamPro began in the late , with a unveiled in 2000 at facility in the UK—reflecting Proton's collaboration with the British engineering firm for tuning and validation—before full production commenced at Proton's plant at a development cost exceeding RM450 million (approximately $120 million USD at the time). Early versions addressed criticisms of low mid-range torque through the 2008 introduction of CPS on models like the updated Gen-2 and Waja, which dynamically adjusts profiles to deliver up to 139 Nm from 3,000 rpm onward, boosting power to 125 horsepower at 6,500 rpm. Over its two-decade evolution, the CamPro family expanded with variants such as the Intake Air Flow Meter (IAFM)-equipped edition for better fuel mapping in 2008, the (CFE) turbocharged unit launched in 2011 for the Exora MPV—employing a low-pressure , , and port to achieve downsized performance equivalent to a 2.0-liter —and later VVT iterations for models like the and , which prioritize smoother power delivery and Euro 4 emissions standards. These engines powered a wide array of Proton vehicles, including the Satria Neo, Prevé, Suprima S, and Iriz, contributing to the brand's shift toward more competitive, locally engineered platforms amid Malaysia's national automotive policy goals. By 2021, on further naturally aspirated CamPro updates had concluded, with Proton pivoting to turbocharged successors like the 1.5T unit for newer models, though legacy CamPro variants such as the CFE continued in production for select lines like the Exora until late 2023. Naturally aspirated CamPro engines were fully phased out in September 2025 with the end of third-generation production, which transitioned to a new 1.5L four-cylinder .

Development and Overview

History and Launch

The development of the Proton CamPro engine family represented a pivotal collaboration between Malaysian automaker and Lotus Engineering, aimed at creating an indigenous to reduce reliance on imported engines. This partnership leveraged Lotus's expertise in engine design and , following Proton's acquisition of a majority stake in the British firm in 1996. The project culminated in the unveiling of the CamPro prototype on 6 October 2000 at the Lotus factory in , , where it was presented by then-Prime Minister Dato' Seri Dr. as a of Malaysia's advancing automotive capabilities. The CamPro engine entered production in 2004, debuting in the Proton Gen-2 compact hatchback with initial variants in 1.3-liter and 1.6-liter displacements, both featuring a double overhead camshaft (DOHC) 16-valve configuration. This marked Proton's first fully in-house developed flagship engine, emphasizing , emissions compliance, and performance tailored to local driving conditions, thereby advancing Malaysia's goal of automotive self-sufficiency. The Gen-2's launch in the third quarter of that year positioned the CamPro as the core of Proton's future vehicle lineup. Key milestones followed rapidly, with the engine expanding to other models to consolidate its role across Proton's portfolio. In 2007, the CamPro was introduced in the sedan, replacing earlier Mitsubishi-sourced units and enhancing the model's competitiveness. By 2008, it powered the second-generation , further solidifying the engine family's ubiquity and contributing to Proton's market share growth in .

Design Philosophy

The Proton CamPro engine embodies a design philosophy centered on in-house innovation and cost-effective engineering to elevate Malaysian automotive capabilities, developed in collaboration with Lotus Engineering to achieve competitive performance, fuel economy, and emissions compliance without relying on imported powertrains. This approach prioritized creating a versatile engine family capable of meeting Euro 3 emission standards while delivering power outputs comparable to contemporary international petrol engines, all at reduced development and production costs through localized manufacturing. A key principle was modularity, enabling scalability across 1.3-liter and 1.6-liter displacements by standardizing core components like the block and valvetrain, allowing easy adaptation for different vehicle segments from compact cars to MPVs. This scalable architecture facilitated future variants and upgrades, such as turbocharging or hybrid integration, while minimizing redesign efforts and supporting Proton's goal of vehicle design independence. The engine integrates advanced technologies, including a double overhead (DOHC) setup with 16 valves, to optimize airflow, combustion , and power delivery across operating ranges. Innovations like cam profile switching in subsequent iterations allow dynamic adjustment of valve lift between high-lift for peak power and low-lift for everyday , directly contributing to improved fuel economy and reduced emissions without compromising drivability. As a water-cooled inline-four , the CamPro employs an aluminum paired with a robust block to achieve lightweight construction that enhances overall vehicle efficiency and handling. This supports the philosophy's emphasis on balancing weight reduction for better fuel consumption with the durability needed for tropical climates and varied driving conditions. The debuted in 2004 powering the Proton Gen-2 .

Technical Specifications

Core Architecture

The Proton CamPro engine employs a double overhead (DOHC) layout with 16 valves, utilizing a timing belt to drive the camshafts for precise and synchronization with the . This configuration enables efficient airflow into and out of the combustion chambers, supporting the engine's inline-four cylinder arrangement. The engine's cylinder block is constructed from for durability and strength, while the cylinder head is made of aluminum to reduce weight and improve heat dissipation. These material choices contribute to the engine's robust structural integrity under operational stresses. Bore and stroke dimensions measure 76 mm × 73.4 mm for the 1.3-liter displacement and 76 mm × 88 mm for the 1.6-liter version, providing a shared bore size that facilitates modular adaptations across capacities. Fuel delivery is handled by a multi-point , which injects fuel directly into each intake port for optimized efficiency and emissions control. The engine maintains a of 10.0:1 in its base configurations, balancing performance with reliability. Cooling is achieved through a liquid-cooled , where a belt-driven circulates via passages in the block and head to regulate thermal loads, preventing overheating during extended operation. The incorporates an oil that delivers pressurized oil through galleries, with an integrated oil cooler to manage and temperature, ensuring consistent protection for moving components. This core architecture supports a modular platform, enabling extensions into specialized variants without fundamental redesign.

Performance Characteristics

The Proton CamPro engine delivers baseline outputs tailored for compact and mid-size , with the 1.3-liter variant (S4PE) producing 94 horsepower (70 kW) at 6,000 rpm and peak of 120 Nm at 4,000 rpm. The 1.6-liter version (S4PH) offers 110 horsepower (82 kW) at 6,000 rpm and 148 Nm of at 4,000 rpm, providing a balanced curve suitable for urban and driving in models like the and Waja. These figures reflect the engine's DOHC 16-valve design, which optimizes power delivery without in base configurations. Fuel efficiency for the CamPro engines averages 6-8 L/100 km in combined cycle testing, varying by application and transmission, with figures as low as 5.8 L/100 km at constant 90 km/h speeds. The engines comply with Euro 4 emissions standards, achieving reduced and outputs through efficient combustion and port fuel injection. is typically at 6,500 rpm, allowing rev-limited operation for reliability in daily use. Dyno-tested metrics indicate (BSFC) rates around 240-260 g/kWh at peak efficiency points, supporting the engine's reputation for moderate economy in unmodified form, though real-world results depend on driving conditions.

Engine Variants

Original CamPro Engines

The original CamPro engines consisted of two initial non-enhanced production variants: the S4PH 1.6-liter and the S4PE 1.3-liter, both featuring a basic double overhead (DOHC) 16-valve design without or other advanced technologies. These engines were developed in-house by Proton in collaboration with Lotus Engineering and marked the company's first fully indigenous family. The S4PH 1.6-liter engine, producing 110 horsepower at 6,000 rpm and 148 Nm of torque at 4,000 rpm, debuted in February 2004 with the launch of the Proton Gen-2 hatchback, Proton's first model built on a fully Malaysian-designed platform. In 2006, this engine was introduced in the updated sedan, replacing the previous Mitsubishi-sourced unit and refreshing the model's lineup. The smaller S4PE 1.3-liter variant, delivering 94 horsepower at 6,000 rpm and 120 Nm of torque at 4,000 rpm, joined the range in August 2005 as an entry-level option for the Proton Gen-2, broadening accessibility in the compact segment. It later powered early models of the second-generation subcompact sedan, launched in January 2008, which became a in the market. Both engines offered competitive fuel economy for their era, achieving approximately 7 L/100 km in cycles, supported by multi-point and a lightweight aluminum block. The original CamPro lineup received positive initial reception in for demonstrating Proton's growing engineering independence, boosting national pride and helping the company maintain its domestic market leadership through the mid-2000s. Exports of Gen-2 and Waja models equipped with these engines expanded Proton's presence to over 20 countries, including the , , and Southeast Asian markets, though volumes were modest compared to local sales.

CamPro CPS and VIM

The CamPro CPS (Cam Profile Switching) and VIM (Variable Intake Manifold) represent the first significant evolution of the original CamPro engine, integrating advanced valvetrain and intake technologies to address limitations in low- to mid-range torque delivery while enhancing overall performance. Introduced in 2008 on the facelifted Proton Gen-2, these features work in tandem to optimize valve timing and air intake across different engine speeds, providing a more responsive powerband without relying on turbocharging or variable valve timing. The CPS system employs a trilobe design with dual cam profiles—one for low-speed operation and another for high-speed —allowing the to switch between them via a solenoid-actuated switching . At speeds below 3,800 rpm, the low-lift profile prioritizes smooth idling, reduced emissions, and efficient fuel mixing for everyday driving. Above this threshold, the system shifts to the high-lift profile, increasing valve duration and lift to boost airflow and power output, resulting in peak figures of 125 PS (93 kW) at 6,500 rpm and 150 Nm of torque at 4,500 rpm for the 1.6-liter variant. This mechanism, similar in concept to Honda's but simpler in execution, helps mitigate the original CamPro's torque dip around 3,000 rpm, delivering noticeably improved drivability in urban and highway conditions. Complementing the CPS, the VIM technology features adjustable intake runners that alter the manifold's effective length to tune air resonance for specific RPM ranges. At lower speeds (below 4,800 rpm), longer runners promote better and in the mid-range (2,000–4,000 rpm) by leveraging wave tuning for enhanced cylinder filling. An ECU-controlled then switches to shorter runners at higher speeds, reducing intake path length to minimize restrictions and support the CPS's high-lift mode for maximum power. This setup contributes to a smoother , with Proton reporting up to 13% overall power gains and improved low-end response compared to the base CamPro's 110 PS at 6,000 rpm and 148 Nm at 4,000 rpm. These enhancements were applied to several Proton models, including the 2008 Gen-2 facelift, 2008 Waja, 2009 Satria Neo, and 2009 Exora, all equipped with the 1.6-liter S4PH engine variant (1,597 cc displacement, 76 mm bore x 88 mm stroke, 10:1 ). To manage the increased thermal loads, CPS and VIM engines include an integrated oil cooler. The combination yields a more versatile suitable for compact sedans and MPVs, prioritizing balanced performance over peak figures alone.

CamPro IAFM and IAFM+

The CamPro IAFM ( Air-Fuel Module), introduced in , integrates an airflow sensor to enable precise (ECU) mapping, allowing for optimized air-fuel mixture and refined fuel delivery across operating conditions. This module employs a with dual-stage runners—long for low-speed and short for high-speed power—to enhance without altering the base engine architecture. In the 1.3-liter configuration, as fitted to the second-generation , the IAFM delivers 98 horsepower at 6,500 rpm and 113 Nm of at 4,000 rpm, prioritizing balanced and over the standard CamPro's outputs. It was also used in models like the Gen-2 and early Prevé. Building on prior mechanical valvetrain advancements like CPS and VIM, the IAFM focuses on sensor-driven airflow management to further improve combustion efficiency. It builds upon earlier CamPro technologies such as CPS and VIM by emphasizing sensor-based airflow metering for targeted fuel economy gains. The enhanced CamPro IAFM+, debuted in 2012 for the , refines the original module with specific tuning for continuously variable transmissions (CVT), yielding a 4% improvement in urban fuel consumption and 10% on highways when paired with the optimized gearbox. Deployed in vehicles including the and Suprima S, this variant enhances response for smoother acceleration and lowers emissions through better air-fuel precision, meeting stricter environmental standards. Key differences include a revised 32-bit ECU and updated sensors in the air-fuel system, which target superior part-load efficiency during typical driving scenarios like city commuting, with outputs of 108 horsepower at 5,750 rpm and 150 Nm at 4,000 rpm for the 1.6-liter version.

CamPro CFE

The CamPro CFE (Charged ) is a turbocharged variant of the Proton CamPro family, introduced in to deliver enhanced performance while maintaining reasonable fuel economy. This 1.6-litre inline-four , designated as the S4PH-based unit, employs a low-pressure and to boost output to 138 horsepower at 5,000 rpm and 205 Nm of available from 2,000 to 4,000 rpm. Built on the foundation of the CamPro IAFM+ for optimized air-fuel metering, the CFE incorporates port fuel injection and a Borg Warner designed for low-end torque delivery with minimal lag. This setup allows the engine to produce power levels comparable to a naturally aspirated 2.0-litre unit, providing strong mid-range acceleration suitable for compact sedans and MPVs. The CFE powered several Proton models, including the Prevé Turbo sedan launched in 2012, the Suprima S from 2013, and the Exora CFE MPV variant starting the same year. These applications highlighted its versatility in delivering spirited performance in everyday vehicles without excessive fuel thirst. Production of the CFE concluded in 2023 alongside the phase-out of the Exora lineup, marking the end of this turbocharged CamPro iteration. Fuel efficiency for the CFE typically ranges from 7 to 9 litres per 100 km under mixed driving conditions, with official claims around 7.8 to 8.2 /100 km depending on transmission and load. Initial service intervals for the turbocharged components were adjusted to every 40,000 km to account for the added stress of , though routine maintenance like oil changes remained at shorter 10,000 km intervals.

CamPro VVT and Hybrid

The CamPro VVT engines, introduced in 2014 with the , mark a significant advancement in the CamPro lineup through the adoption of continuous (VVT) on the side, superseding the earlier two-stage cam profile switching system for more precise control over valve operation across engine speeds. This evolution includes a completely redesigned , along with new pistons and valves optimized for the VVT mechanism, enabling smoother power delivery and reduced emissions while maintaining compatibility with Proton's lightweight platforms. The VVT design prioritizes balanced performance in compact vehicles, contributing to Proton's efforts to meet evolving efficiency standards without relying on . Available in 1.3-liter and 1.6-liter displacements, the VVT engines deliver refined outputs suited for urban driving: the 1.3-liter variant produces 94 horsepower at 5,750 rpm and 120 Nm of torque below 4,000 rpm, while the 1.6-liter achieves 107 horsepower at 5,750 rpm and 150 Nm at 3,750 rpm. These powertrains pair with either a five-speed manual gearbox or a Punch-sourced continuously variable transmission (CVT), emphasizing drivability in models like the Saga and Persona sedans. The integration of Proton's ECO Drive Assist system, which monitors and advises on efficient driving habits via the instrument cluster, further enhances usability by promoting optimal throttle and speed management. Applications span the third-generation Saga (from 2016), the updated Persona (from 2016), and the Iriz (from 2014), where the VVT setup provides responsive acceleration without compromising everyday refinement. Fuel efficiency sees a notable uplift with the VVT technology, achieving 10-15% better consumption over prior non-VVT CamPro iterations through optimized valve timing and ECU refinements that reduce pumping losses. In later facelifted variants, such as the 2022 Iriz and , additional tuning yields up to 12% improvement in normal driving mode and an extra 10% in eco mode when paired with the CVT. Development of the CamPro VVT family concluded in 2021, aligning with Proton's transition to Geely-derived turbocharged engines for subsequent homegrown models, though the VVT units remain in production for existing lines. The CamPro engine also underpinned hybrid exploration through the EVE (Efficient, Viable, Environmental) system, a parallel hybrid prototype co-developed with Lotus Engineering and revealed in on the Gen•2 platform. This setup modifies the 1.6-liter CamPro with a belt-integrated 30 kW (40 hp) electric and 144-volt , yielding a combined 141 horsepower and 233 Nm of available from 1,500 rpm for stronger low-end response. Key features include to recharge the battery, an idle start-stop function, and a CVT for seamless power blending, resulting in fuel economy of 4.6 L/100 km and CO2 emissions of 134 g/km—improvements of approximately 23% over the base CamPro. While the VVT engine platform was engineered with hybrid compatibility in mind, the EVE did not advance to production, serving instead as a proof-of-concept for Proton's ambitions.

Known Issues and Recalls

Component Failures and Recalls

Early non-CPS CamPro engines, such as those in the Proton Gen-2 (2004-2008), experienced crankshaft and connecting rod failures due to design differences from the predecessor Mitsubishi 4G92P engine, including weaker conrod construction that led to fatigue under load. These issues often manifested as knocking noises, loss of power, and complete engine seizure, particularly in vehicles driven aggressively or with delayed maintenance. Additionally, camshaft breakage has been reported in various CamPro variants, typically resulting from engine overheating caused by poor cooling system upkeep, such as infrequent coolant flushes or radiator issues. This can warp the cylinder head and snap the camshaft, affecting valve timing and leading to misfires or stalling. While not a manufacturing defect, these failures highlight the importance of regular maintenance for longevity. One notable component failure in the CamPro CFE variants involved the oil cooler hose, which degraded prematurely due to exposure to acidic lubricants and high temperatures, leading to leaks and potential . This issue typically manifested around 40,000 km of mileage, affecting the performance and reliability of turbocharged models. In response, Proton initiated a nationwide recall in February 2016 for 94,577 affected vehicles in , primarily Exora (59,663 units), Prevé (28,642 units), and Suprima S (6,290 units) equipped with the CFE turbocharged CamPro . The recall addressed the faulty rubber hoses by replacing them with more durable metal units at no cost to owners of vehicles under or regularly serviced at authorized centers, with the entire program estimated to cost Proton over RM2 million. To mitigate ongoing risks, Proton revised the service intervals for oil cooler hose inspections and replacements to every 40,000 km following , prioritizing vehicles approaching or exceeding that mileage. By introducing an improved, higher-quality hose material, the company later extended this interval to 80,000 km in , reducing the frequency of maintenance while enhancing component longevity. Proton's warranty and fix programs for these issues included complimentary inspections and replacements during period, with ongoing support through authorized service networks to ensure affected owners received prompt resolutions without additional charges where applicable.

Improvements and Future Developments

Technological Enhancements

Following the initial launch of the CamPro engine family, Proton implemented several iterative technological enhancements to improve , , and reliability across variants. These updates focused on refining and integration with transmissions, addressing early delivery characteristics while enhancing overall drivability. For instance, in later VVT-equipped models such as the Iriz and , extensive ECU fine-tuning was applied to optimize fuel mapping and power delivery, resulting in up to 12% better fuel economy in normal driving modes and an additional 10% in eco mode. These , combined with tweaks, contributed to smoother operation by reducing response lag and improving low-end consistency. To further boost efficiency, Proton paired the CamPro IAFM+ engine with a (CVT) sourced from Punch Powertrain, enabling seamless ratio adjustments that minimized engine load variations. This integration yielded measurable fuel consumption reductions of up to 4% in urban conditions and 10% on highways, making it particularly effective for mixed driving scenarios. The CVT's design also supported better highway cruising efficiency by maintaining optimal engine RPM, enhancing the IAFM+ system's variable intake manifold benefits without requiring major hardware changes. In pursuit of advanced efficiency, Proton developed the (Efficient, Viable, Environmental) as a , integrating a 1.6-liter CamPro engine with a 30 kW in a full parallel hybrid configuration, paired with a CVT. Unveiled in 2007 in collaboration with Lotus, this concept incorporated a micro-hybrid start-stop function via a Valeo unit, achieving a 28% improvement in fuel economy to 5.6 liters per 100 km and a 22% reduction in CO2 emissions to 134 g/km compared to the standard Gen-2 model. The hybrid architecture allowed the to assist during low-speed , providing 233 Nm of at 1,500 rpm and enabling 0-100 km/h in 9.0 seconds, while prioritizing for . The system did not enter production. Subsequent enhancements in VVT variants, such as those introduced in the platform like the Iriz, included a redesigned , updated pistons, and valves to support more effectively. This new architecture marked the start of a refined CamPro series, delivering 10% greater over earlier non-VVT versions through improved thermal management and reduced internal . These changes collectively elevated the family's envelope, with later models from 2014 onward demonstrating enhanced durability in real-world applications.

Phase-Out and Successors

The production of the CamPro CFE turbocharged engine concluded in October 2023, marking the retirement of this variant alongside the MPV by the end of that year. efforts for the CamPro VVT variant were halted in 2021, as Proton shifted focus toward more advanced powertrains to meet evolving performance and environmental standards. By November 2025, the entire CamPro engine family had been fully phased out across Proton's lineup, with production of VVT-equipped models ending as follows: the Iriz on September 9, 2025; the third-generation on September 26, 2025; and the alongside the closure of the assembly plant on October 7, 2025. This phase-out was driven by stringent emissions regulations and demands for improved that the aging architecture could no longer adequately address. Proton's successors to the CamPro emphasize modern, Geely-sourced technologies, starting with the introduction of a 1.5-liter three-cylinder turbocharged multi-point injection (MPI) in 2020 for models like the X50 and S50 crossovers. This was complemented by the turbocharged (TGDi) variant of the same displacement, offering higher output and efficiency for premium trims. Broader plans include a GDi and TGDi family spanning 1.0 to 2.3 liters, though implementation has prioritized the 1.5-liter units for initial deployment in Malaysian-market vehicles. In 2024, Proton announced a new 1.5-liter naturally aspirated four-cylinder engine for the upcoming MC3 sedan, set for launch in 2025, derived from Geely's architecture but localized for cost and compliance. Additionally, the motorsport division revealed intentions to replace the long-serving CamPro-based R3 engine with a new four-cylinder turbocharged unit, aiming to enhance competitiveness in endurance series like the Sepang 1000km. Despite the phase-out, the CamPro's legacy endures in Malaysia's automotive sector, where it powered exported models to markets like the and , symbolizing national engineering self-sufficiency.

References

  1. https://www.proton.com/en/corporate/milestones
  2. https://www.carlist.my/news/orion-to-campro--a-brief-history-of-proton-s-engines-60684/60684/
  3. https://paultan.org/2016/02/01/protons-new-engine-line-up-why-so-many-variants/
  4. https://paultan.org/2008/03/03/2008-proton-gen2-facelift-with-cps-launched/
  5. https://paultan.org/2010/05/20/proton-refreshes-the-gen2-m-line-gets-campro-cps/
  6. https://paultan.org/2021/09/01/proton-campro-vvt-engine-rd-has-ended-1-5t-is-the-future-for-next-homegrown-malaysian-models/
  7. https://paultan.org/2023/10/13/proton-cfe-engine-production-ends-in-house-turbo-campro-to-be-retired-with-exora-by-end-2023/
  8. https://paultan.org/2025/11/10/2026-proton-saga-mc3-now-open-for-booking-standard-exec-premium-variants-rm40k-to-rm50k-est/
  9. https://soyacincau.com/2025/11/19/proton-saga-mc3-10000-bookings-deliveries-right-after-launch/
  10. https://soyacincau.com/2016/05/10/proton-10-top-technological-milestones/
  11. https://paultan.org/2016/02/03/protons-gditgdi-engines-will-not-replace-campro/
  12. https://paultan.org/2007/01/19/2007-proton-waja-facelift-launched/
  13. https://www.wapcar.my/news/20-years-later-is-the-proton-waja-a-dream-or-a-nightmare-3620
  14. https://paultan.org/2008/01/18/proton-saga-test-drive-report/
  15. https://paultan.org/2009/10/03/rulers-check-out-the-proton-campro-turbo-engine/
  16. https://www.zerotohundred.com/forums/threads/campro-engine-informative.113915/
  17. https://lotusproactive.wordpress.com/2012/01/13/proton-campro-1-6-cfe/
  18. https://www.torquecars.com/proton/campro-tuning.php
  19. https://www.scribd.com/document/863491804/Proton-Guts-magazine-2004-2
  20. https://www.researchgate.net/publication/333220391_Investigating_the_Effects_of_Variable_Valve_Timing_on_Spark_Ignition_Engine_Performance
  21. https://www.alibaba.com/product-detail/Sale-Motor-Parts-1-6L-CamPro_11000017984117.html
  22. https://paultan.org/2016/01/29/proton-new-gdi-and-tgdi-engines-why-timing-chain/
  23. https://autocatalogarchive.com/wp-content/uploads/2023/10/Proton-S16-2011-AU.pdf
  24. https://autocatalogarchive.com/wp-content/uploads/2022/01/Proton-Gen-2-2004-MY.pdf
  25. https://paultan.org/2008/02/06/proton-waja-campro-16-premium-cps-details/
  26. https://www.proton.com/assets/pdf/Saga%20MC2/SAGA_Owners_Manual_Sept2022_compressed.pdf
  27. https://www.scribd.com/document/522717212/Campro-tech-manual-CPS
  28. https://kereta.info/campro-engine-specification-proton-engine-technology-on-saga-waja-satria-persona-gen2/
  29. https://www.scribd.com/doc/81281484/Campro-Engine-Specification
  30. https://www.matec-conferences.org/articles/matecconf/pdf/2017/04/matecconf_aigev2017_01074.pdf
  31. https://paultan.org/2006/01/14/2006-proton-waja-campro/
  32. https://paultan.org/2005/08/03/proton-gen2-13-in-showrooms/
  33. https://www.autoevolution.com/cars/proton-saga-2016.html
  34. https://www.ultimatespecs.com/car-specs/Proton/29071/Proton-Gen-2-16.html
  35. https://www.goauto.com.au/future-models/proton/gen-2/first-drive-gen-2-is-best-proton-yet/2004-03-25/17201.html
  36. https://www.drive.com.au/reviews/used-car-review-proton-gen2-200406-20070204-1403y/
  37. https://paultan.org/2008/08/10/proton-waja-cps-test-drive-review/
  38. https://ff2autosupplies.com.my/showproducts/productid/5859815/proton-exora-waja-campro-cps-new-enjine/
  39. https://paultan.org/2007/11/14/campro-variable-intake-module-production-ready/
  40. https://encyclopedia.pub/entry/31684
  41. https://paultan.org/2012/05/15/driven-proton-preve-turbo-cvt-and-iafm-manual-tested/
  42. https://www.scribd.com/document/610585524/TRAINING-IAFM-ENGINE-WC
  43. https://paultan.org/2012/04/05/proton-preve-our-first-impressions-of-the-iafm-and-cfe/
  44. https://autobuzz.my/2023/10/13/protons-1-6l-campro-cfe-engine-ends-production-campro-vvt-left-as-brands-final-homegrown-mill/
  45. https://www.scribd.com/document/368220630/Proton-Preve-Service-Menu
  46. https://paultan.org/2014/09/08/proton-compact-car-feature-new-93-hp-1-3-105-hp-1-6-vvt-engines-new-platform-can-support-hybrid-electric-powertrains/
  47. https://paultan.org/2016/08/25/gallery-proton-persona-spec-by-spec-comparison/
  48. https://www.carlist.my/news/new-vs-old-proton-persona--what-s-better-what-will-we-miss-61326/61326/
  49. https://paultan.org/2021/08/30/2022-proton-iriz-persona-facelift-up-to-12-better-fuel-economy-in-normal-mode-plus-another-10-in-eco/
  50. https://paultan.org/2007/03/07/proton-and-lotus-engineering-develop-proton-gen2-eve-hybrid-concept/
  51. https://www.zerotohundred.com/forums/threads/why-campro-engines-fail-on-crank-campro-1-6-vs-4g92p.305993/
  52. https://www.reddit.com/r/kereta/comments/1g6v1h0/campro_resilience/
  53. https://paultan.org/2016/02/16/proton-recalls-suprima-s-preve-exora-cfe-powered-variants-equipped-with-faulty-oil-cooler-hoses/
  54. https://international.astroawani.com/business-news/cfe-cooler-hose-fix-proton-recall-94577-cars-94636
  55. https://paultan.org/2016/01/29/proton-cfe-oil-cooler-hose-issue-cto-speaks-up/
  56. https://paultan.org/2022/04/11/proton-exora-oil-cooler-hose-advisory/
  57. https://www.carsifu.my/news/use-of-aftermarket-oil-cooler-hoses-may-lead-to-engine-damage-proton-tells-exora-owners
  58. https://paultan.org/2011/07/04/confirmed-proton-to-pair-cvt-with-its-campro-engines/
  59. https://newatlas.com/proton-unveils-prototype-hybrid-car-developed-in-collaboration-with-lotus/7130/
  60. https://paultan.org/2014/08/25/proton-compact-car-pcc-new-vvt-engines-three-variants/
  61. https://www.mycarsearch.com.my/latestnews/nid/150138/
  62. https://paultan.org/2025/09/11/proton-iriz-production-ends-after-11-years-last-body-produced-on-sept-9-no-more-proton-hatch-since-1994/
  63. https://paultan.org/2025/10/07/proton-production-in-shah-alam-plant-ends-after-40-years-1400-employees-relocated-to-tg-malim/
  64. https://soyacincau.com/2020/09/30/proton-x50-3-cylinder-1-5-litre-engine-details-specs/
  65. https://www.auto-data.net/en/proton-x50-1.5t-gdi-177hp-dct-44404
  66. https://paultan.org/2016/01/18/proton-gdi-and-tgdi-engines-announced-4-engines-1-0l-1-2l-3-cyl-1-3l-1-5l-4-cyl-coming-end-2017/
  67. https://paultan.org/2025/08/05/2025-proton-saga-mc3-to-get-new-1-5l-4-cylinder-engine-choice-of-at-and-cvt-no-manual-leaked-doc/
  68. https://www.nst.com.my/sports/motor-sports/2024/11/1138957/time-retire-campro-racing-engine-says-proton-r3-boss
  69. https://www.marklines.com/en/news/296212
Add your contribution
Related Hubs
User Avatar
No comments yet.