Hatchback Reviews

That rude, obnoxious man, for example, will always remain so, even if he is really quite polite and reasonable, and was just having a bad day when you first met him. And so it is with most things, even cars.My first impression of the new Gen 2 Proton was that I thought the doors were going to fall off.Awkward, clunky, not easy to open. Not a good start.But try to put that aside. Take a step back and look at the design.From the outside, it looks good, not "astonishing" like the publicity promises, but it is sporty and stylish, and I love the Energy Orange paint job. A few people commented that it looked like an Alfa. Even the badging, they said, has similarities. Now check out the inside ... but you have to open those doors again.The interior is not as impressive. Too much plastic and there's not enough room for your legs.Even my short limbs were bruised after too many close encounters with the steering wheel height lever.And, yes, I know you can lift the wheel up and lower the seat, but that didn't help much, either.There are not enough compartments, just two narrow ones in the doors plus the centre console.And there is no glove box. None. Just a little ledge.The stereo controls on the dash are a bit space-age-ish but the sound from the Blauplunkt system is music to your ears and the wheel-mounted buttons are in the perfect spot. Airconditioning and fan speed dials are large and easy to use but look out of place on a central column under the dash.Even the sporty double veranda over the speedo looks odd, like Mickey Mouse ears.The handbrake resembles an upside-down stirrup and the one cup holder won't fit a water bottle.How does the rear section hold up? It's roomy and comfortable enough to keep teens quiet on a long drive (what more could you ask?) but the back doors are just as stiff as the front ones.Now for the hatch. The boot is huge but there's another door. And unless I've missed something, there is only one lever by the driver's seat to release the hatch, which is heavy to open and close.Why go further? Because beauty is in the eye of the beholder and I may just be a weakling when it comes to opening doors.The Proton Gen 2 is a great size for city driving but it also handles highways beautifully. At higher speeds, it holds the road, hugs corners and the 1.6-litre engine has enough power when you drop back a gear, to overtake with confidence.The trip computer is a nice extra, calculating fuel consumption and telling you how far you can travel before you have to fill up again.If only I could handle the doors.LOVE IT LEAVE ITProton Gen 2 LOVE ITPlenty of room in the back for growing teens.Huge boot.LEAVE ITThe doors (although that wouldn't be very safe).Clunky gears.No glove box ... not even a tiny one.Almost useless cup holder.Clock is almost impossible to read while driving.

So good, actually, that we have rushed it into our review program more than two weeks ahead of its official on-sale date in Victoria.The price is still to be confirmed, but from a likely $15,990 it's already looking one of the unexpected stars of the year.Say what? Well, the new Swift is far and away better than any car we've driven with a Suzuki badge.It makes the boxy baby Wagon R+ look like just what it was: a joke.And it also makes the Liana look as stale as last year's laptop.The Swift is curvy and good-looking, well built and enjoyable to drive. Whisper it, but there is even a hint of Volkswagen Golf about the look and feel of the cabin.It's not perfect. The pedals are cramped and it has lacklustre tyres, but that's about it for real complaints.The Swift is more than good enough to attack the pace-setting Toyota Echo and Hyundai Getz in the compact class, and a slightly higher price is offset by a five-door hatchback body.Suzuki has already been stunned by the success of the Swift, which has sold at nearly double the company's predicted rate in Japan for the first few months of the car's life.It proves Suzuki was serious when it said it was concentrating on Europe, not Japan, when developing the car.It really needs to break the mould as a maker of tinny and tiny baby cars.It also sets a high standard for the next Japanese newcomer, the Daihatsu Sirion, which has been a massive under-achiever here."We learned many lessons while developing the new Swift; lessons that we'll remember and use with all future Suzuki vehicles," Swift project leader Eiji Mochizuki says."The challenges were huge. But the rewards have been just as great. We spent months in Europe, working day and night."The result is a car that is significantly larger inside than any previous Suzuki. It has a 1.5-litre engine that benefits from variable-valve timing and a chassis that is genuinely well sorted for all roads.The body shape is one of the trendiest around. It has a smart curve up over the nose and all four corners are wrapped tightly around the wheels.We're still not sure of the model line-up, specification and prices, but there will be two Swifts for Australia – the basic car and the S, also called the Z-Series in Queensland. The basic model is from $15,990, the up-scale vehicle from $17,990. Four-speed automatic puts $2000 on to the showroom sticker.Suzuki Australia won't even preview the Swift to the Australian press for another two weeks, but is prepared for a showroom rush and admits prices will be in line with Queensland, where the Swift hit the road on January 1.Equipment in the basic car will run from twin airbags and anti-skid brakes to power steering, electric windows, central locking and airconditioning. The more expensive car also gets head-protection airbags, alloy wheels and front foglamps.ON THE ROADWe were won over in the first few minutes with the Swift. And that was despite carrying some nasty emotional baggage from previous Suzuki cars, including being laughed at by other drivers while in the Wagon R+.The car looks good, the quality is impressive and the Swift is quiet and enjoyable to drive.Our test car, a Z-Series in Queensland, which should be identical to the Swift S, was still tight in the engine and the gearbox had a slightly baulky shift, but those would likely smooth out over time. We also found foot-space tight on the driver's side, particularly for resting the left leg. The boot is only just big enough for the job, and the tyres gripped well below the limit of the chassis.But that was it. Nothing big and a few problems that would clear up with more kilometres.We enjoyed our kilometres in seats that are extremely comfortable and supportive, particularly for the class. And the car is truly nice to drive. The suspension is commendably cushy, noise levels are low and handling is safe and predictable, though the tyres do slip a bit on damp roads at relatively low speeds.The cabin is well designed, the equipment is good for the price and even the back seat is reasonable for adults.The engine is keen, though lacking a bit in torque, and the fuel economy of 7.3 litres/100km is good. The gear ratios help move it along and there is none of the breathless feel that comes in some 1.5-litre motors.Lined up against its rivals, the Swift is more costly than the three-door price leaders in the compact class, but compensates with its equipment and quality.We also prefer the feel of the car, and that's everything from the seat fabrics to the steering, over rivals such as the Hyundai Getz and the ageing Echo. We've tried to give the Swift a leg-up by comparing it with five-door price rivals, instead of lining it up against three-door price players. It could even face up well against baby-car pacesetters Mazda2 and Honda Jazz.It has everything needed for success in Australia. Now it's back to Suzuki for the official price, so we can do final comparisons. 

The controversial "I like big butts" campaign, which launched the Megane in Australia has ensured the ample derriere of this sports car is well known. The round botty of the Megane is at once retro and ultra-modern.Of course, protruding bottoms are a matter of personal taste and for some people, fat-bottomed girls make the world go around.This one certainly pushed all my buttons even as I was pushing her's. Renault uses a credit-card sized card and an old-fashioned "start" button in place of a key. It takes a little getting used to but is yet another point of difference that sets this little pocket rocket apart from other cars her size.The keycard also operates the remote central locking and boot mechanism. Automatic windscreen wipers and light-sensing headlights help you to concentrate on the driving. But she's not just all show and speed.The Megane has a five-star safety rating from the Euro/NCAP safety program. The list of safety and security appointments is longer than all the other features and includes six airbags and emergency assist braking. The Megane even tucks you in by reassuringly locking all the doors once you've pulled away from the kerb.This is a car for drivers who love to drive, with its six-speed gearbox (manual only) and the fastest response time of any of the cars I have tested. All the extras are there, too. The rally-style seats immediately put you in the mood and the orange seat belts and stitching along with alloy-drilled foot pedals are constant reminders that this is no ordinary commuter vehicle.Renault is keen to point out that its experience in building and racing Formula 1 cars is why the Renault sports range, including the turbo Megane, is so racy.The boot space is healthy enough to accommodate a family load of shopping but you'd expect that, wouldn't you? Nifty and convenient storage is all part of the package.Other drivers certainly got a good view of the distinctive rear ... they were left well and truly behind at the green light. Well, a girl's gotta strut her stuff a little. As I cruised by, I thought I could hear drivers and pedestrians chant: "I see you, baby, shakin' that ass". Hey, if you've got it, flaunt it.LOVE IT LEAVE ITRenault Megane Turbo 225LOVE ITORANGE seat belts and stitching. Fastest take-off on the block – seriously fast. Start button – it's quirky.LEAVE ITREAR vision a little restricted. Long-legged passengers can be cramped.

Smart is the latest to join the fray with its five door, four seater forfour, a "small car" in the true sense.There's a distinctive Smart DNA about its flanks and it has a "funky doo da" interior just like other Smart models sold here – fortwo and roadster.Too much hard plastic though.The funkster formula has lots of appeal and is a welcome change from generically styled stuff that rules the roost.Boring obviously sells but the forfour might have enough "woohoo" value to change some people's thinking.It deserves a look.A progeny of the marriage between Daimler/Chrysler and Mitsubishi, forfour shares its platform, indeed its "philosophy" with the new Mitsubishi Colt. They are different cars with individual body styles and engines but if you drive the two back to back, there is an uncanny similarity between the two.You can also expect a lot of forfour in the new A-Class Benz.Forfour looks fantastic and has a passenger cell featuring that special metal called Tridion. It's light and supposed to be super strong but I wouldn't like to test it. Some body panels are plastic.The 1.3-litre manual was in a superb burnt orange duco with contrast black highlights that looks a million bucks.It is priced up compared with other offerings in the segment selling for $23,990 plus on roads. Only one spec', the high range Pulse, is available in this and the 1.5-litre model.Some necessities were missing from the test vehicle – rear power windows, electrically adjustable mirrors and other stuff you'd expect for the price.On the other side of the coin is ESP (Electronic Stability Program) that selectively brakes each wheel for stability.It delivers strong performance and incredible fuel economy though using premium unleaded. The 1.3 will whizz along sipping less than 6.0-litres/100km.It's a four cylinder petrol model with 70kW/125Nm output.As forfour weighs in at just under 1000kg, it has perky performance and is quite acceptable around town and on the highway though it's raucous at higher revs.The five speed manual transmission is standard fare with a short throw between gears and slick action.A six speed auto is available. Handling has a sportiness to it but can be caught out on bumpy corners. On the straightaway and despite the short wheelbase, it smooths out bumps OK.The interior is impressively spacious even down to a sliding rear seat. It's attractive and functional and the sound system impresses in such a car.Forfour is all about "stylin" but is well built and an honest performer with a weighty price for the market.

It's just the ticket ... or not ... after all, that's the whole point.So much oomph in Renault's Clio Sport 182 Cup but so few places to use it. Legally, anyway.There's a whole lot of engine (two-litre, 16-valve) packed into a tiny terrier and it's soooo easy to speed. But set the cruise control to the right mode and all your worries are gone.The car just won't go over what ever speed you punch in – except in the case of an emergency.(Can they adapt this gizmo to children?)The features don't stop there, though ... a "five-speed gear box, ventilated discs up front with ABS, electronic brake distribution and traction control with ESP" (everyone needs a bit of that) top the list.Translation: Road grip is great, corners are not scary or hairy and if you're travelling up Willunga Hill in fifth gear, you'll still be accelerating.Now here's one to really grab you (pardon the pun) ... an anti-hijacking precaution. The doors lock automatically when you accelerate away from the kerb.The Clio Sport may be small but it's big on image and impact. Start with the lowered suspension, twin exhausts, leather seats, drilled alloy pedals and unique "charcoal" finish alloy wheels. Some think they look dirty. I say "gritty" and they add to that "bad boy" image ... even if it's just a little bad boy.The Clio is perfect for young yuppies with no puppies. Two-door cars, like this one, are not child (or friend) friendly and the lack of windows in the back gives the young guys a perfect opportunity to complain.Things are pretty squeezy in the back seat and the stiffer sports suspension makes for a harder ride; 14-year-olds don't like bumping their heads on the roof. But with just two people, you're in hot-hatch heaven.All the effort seems to have been put into the front compartment. It looks great for starters – all black and chrome with leather, and Alcantara trim, a groovy dash and idiot-proof stereo and climate controls.And these are seats you sit in, not on. And the all-important question? Drink holders?Those in the front are a bit awkward, tucked in below the centre dash, but the rear side-panel mounted holders, big enough for bottles of water, make up for them.LOVE IT LEAVE ITRenault Clio Sport 182 Cup LOVE ITGreat size. Easy to park. Wheel-mounted radio controls save searching for small dash buttons. The oh-so-cool wipers with an action mimicking a dance step Michael Jackson would envy.LEAVE ITIndicator and wiper controls are hard to see. No windows in the back. 

In the 1980s car makers reckoned badge engineering was the key to success, and in some cases survival.  Model sharing was rife, with Toyotas badged as Holdens, Hondas as Rovers, and Mazdas as Fords.Ford and Mazda formed an alliance, with Ford acquiring a financial stake in the Japanese company, and many of Mazda's models were badge engineered and appeared in Ford showrooms.  Among them was the Telstar, Ford's remake of the Mazda 626, which was on sale at the same time in Mazda showrooms.MODEL WATCHMazda introduced the new front-wheel-drive 626 in 1983 to some high praise, winning many friends and a number of awards.  While the Mazda was imported, Ford built a slightly different version locally, and it too won its share of friends among car buyers.It was a good-looking car, nicely equipped, and came in four-door sedan and five-door hatch versions in both ranges, with the Mazda also offered as a coupe.  Power was from a single overhead camshaft four-cylinder, which had a carburettor and put out 70kW and 158Nm. Buyers could choose between a five-speed manual gearbox or three-speed auto.The base 626 had manual steering and there were a few complaints about the steering effort needed, particularly when parking. Other models, however, had power steering as well as aircon, cruise, power windows and mirrors, and central locking.It was much the same story over at Ford dealers, where you had to put up with manual steering on the base-model GL, when the Ghia not only got power steering, but also power mirrors and windows and radio/cassette sound.A 1985 update brought better ride and handling, improved brakes, and a new dash, with power steering an option on the base models. Another update in 1986 brought with it engines able to run on unleaded fuel.IN THE SHOPAs with any car of the age of the Telstar/Mazda 626, it's important to approach them with your eyes wide open.  If they've been in regular use since the mid-1980s they will have accumulated well in excess of 200,000km, some will have done more than 300,000km, and that generally means trouble is never far away.The best policy is to search for a well kept car with low mileage.  Look for oil leaks around the engine, particularly from the rocker cover, and perished radiator hoses, which can lead to problems if they fail on the job.Make sure all accessories work, as power windows and the like can be expensive to fix.  Checking for evidence of a crash is even more important with older cars, as the likelihood they have been in a crash is high.Have someone drive the car down the road, back and forth and watch to see if it tracks straight and true.  Inspect all panels for imperfections, colour mismatches and varying gaps. Open and close all doors, hatches and bonnet and observe for smooth operation.  Finally look for rust, particularly around the rear and side windows.CRUNCH TIMEWell before the advent of airbags, occupants in the Telstar/626 had to rely on much more rudimentary protection systems in a crash.  Of primary importance are the seat belts, and these should be checked for function and any sign that the belt webbing has deteriorated. It's a good idea to replace the belts to be sure you've got the best protection possible in a crash.FORD TELSTAR/MAZDA 626 1983-1987* Verifiable service record* Evidence of crash repairs* Rust around rear and side windows* Economical to run* Reassuring ride and handling* Comfortable ride* Low odo reading* Overall quite reliableRating12/20 Cheap reliable transport for young drivers if you can find a low mileage example.

Styling is on the money, with the cute-as-a-button Euro-flavoured hatch attracting blanket praise.This Astra has improved in some areas and stalled in others.Exterior styling, albeit a subjective area, is a winner and the interior is fresher.However, there are some areas that need addressing, not the least being the old 1.8-litre Ecotec four-cylinder engine which is retained for the incoming Astra.Once the revs rise it has a tendency to stick on its engine speed even if the driver eases off the throttle.It's not a particularly safe characteristic and can catch people out.It tends to happen when the revs rise beyond 4000rpm and while many people will be pottering around below that the trait of this powerplant is that it needs a dig in the ribs to stir it into action.This is not the only flaw with the AH Astra.As in the previous TS model, the cruise control function is located at the tip of the indicator stalk but can be a bit fiddly to activate.It is not hard to inadvertently trigger the indicators.Particularly when the cruise proves cumbersome or, as this driver found on a few occasions, did not want to work and would only come on once the engine was switched off and turned on again.Aside from the aforementioned niggles this Astra has a lot of street cred and is as agile and competent as its predecessor.The chassis feels tight and confident, which is duplicated in its predictable and solid handling manners.Comfort levels vary from model to model.The seats in the CDXi are more comfortable and supportive than the base CD and there is a more upmarket sound system.Which also begs a word of warning.Never leave the car unlocked with the in-dash stacker full of CDs.You can operate the sound system and remove the discs without putting a key in the ignition.Fuel economy in a mixed bag of a test with a variety of different roads was about 8.4litres/100km, which is reasonable but below 8litres/100km, depending on conditions, is quite realistically achieved.Despite some of its flaws the new Astra is a welcome addition and further dates the TS version which has served Holden so admirably in image and sales since 1998.And if you rarely, if at all, use cruise control and you like to keep engine revs below 4000rpm then the Astra is a fine catch.

Not the car itself, but the colour.In the mid-1960s, Renault performance tuner Gordini turned out some pretty sharp and fast editions of the Renault 8.To distinguish the cars, a special colour was available – an eye-jarring bright blue that would have been a shocker to a conservative 1960s kind of world.Well, it's back. Not in a Gordini, but in its spiritual successor, the Renault Clio 182 Sport.Cute in a toy shop sort of way, the Clio three-door wears the Sport badge thanks to a bigger two-litre engine and substantial changes to the suspension and brakes compared with the already pleasant entry-level Clio.This engine gives the Clio a torquey heart making it a very easy car to punt around the suburbs and city.So strong is the powerplant that gear skipping is expected and third-gear corners considered as excessively revving the engine.The five-speed manual box is short, sharp and precise, while the steering is direct and boasts excellent road feel and the brakes are strong and show little fade.It's what the Renault 8 Gordini was in the 1960s – a production car body with more oomph.Expect this to have a firm ride on the road and you'd be pleasantly surprised. The seats are comfortable and the suspension compliant, though the handling is extremely surefooted.The interior is also vast, with good rear-seat accommodation and a high ceiling. But what enhances this airy and light interior is the huge glass area.Don't be modest when touring in the Clio because the side glass drops right down to your elbows. The driving visibility is probably the best of any car – it's just a little daunting that the occupants are equally as visible.On the track that torquey engine and crisp gear change combine with remarkable roadholding to make this a fun machine.It's actually hard to provoke understeer despite this being a front-wheel drive. The back also hangs on so the progress through a corner is predictable with the Michelins refusing to release their grip on the asphalt.At a shade more than 1000kg, the $32,000 Clio Sport is a featherweight fighter.The feature list is pretty good, with climatic airconditioning, four airbags, ABS, electric windows and mirrors, cruise control – though awkward to use – and a CD player.The upholstery is alcantara which, like the rest of the interior, is black. The seatbelts are a pale grey. Do these colours match? No!The exterior gets aggressive with a lowered body, twin big-bore exhaust tips and fat 16-inch alloy wheels. This is really a fun car for the enthusiast that is as good on the track as it is toddling to work.

That responsibility now goes to the Golf, the biggest-selling VW by a country mile.The small hatch is so popular that other carmakers have attacked it from all sides.Euro rivals include the Holden Astra, Ford Focus and Peugeot 307, and Japan has chipped in with the Mazda3 and the cheaper Toyota Corolla.So VW has returned fire with the fifth-generation Golf.The Golf V five-door has regained leadership of the small-car class in Europe and VW is hoping it will sell strongly here.Diesel power has been brought back to the Golf range after eight years on the bench.VW is introducing two diesel engines for the Golf, hoping buyers will be prepared to pay a bit extra for the improved mileage given the current cost of petrol.The 1.9-litre turbo diesel model is available from $29,990 and generates 77kW of power and 250Nm of torque.There is also the new hi-tech 2.0-litre turbo diesel model available from $32,490.This engine has 103kW of power and 320Nm of torque and 2.0-litre TDi.Both diesels are available with a six-speed manual or six-speed direct-shift tiptronic automatic gearbox (DSG).Though the diesel models will constitute only about 7 per cent of the predicted 7500 Golf sales next year, VW is hoping that figure may increase in future.If you don't like diesel, the Golf is available with a regular 75kW 1.6-litre engine with a five-speed manual from $25,490.This is the most popular model and accounts for more than half Golf sales.If you have extra cash, a 110kW 2.0-litre FSi (fuel-stratified injection) is available from $32,990 with a six-speed manual or optional six-speed automatic.Though VW is not prepared to talk about it, the Golf's "kissing cousin" relationship with the prestige Audi A3 makes it a very attractive proposition in terms of price. They share both petrol engines, the 2.0-litre turbo diesel and its optional DSG automatic, a large percentage of the base mechanicals, suspension and the hydro-electric power steering.With six airbags, new body-shell engineering and a revised chassis-welding procedure that produces what VW claims is an 80 per cent body stiffness, the Golf has topped the tough Euro NCAP testing program.The 12-star total – five for passenger safety, four for child occupant safety and three for pedestrian safety – is claimed by VW to be the highest so far recorded by any car in any class.ON THE ROADTHE Golf has always been a bit of a Corolla – doing the job capably, but not an outstanding drive.The latest model, however, is much more fun to drive and more comfortable to boot. VW went out of its way to make this an agile machine and it shows.The new all-round independent suspension is a treat and combined with the stiffer body produces a very compliant ride. The car corners well and is steady over bumps.The steering is crisp and communicative.The test car was the 1.9-litre diesel model with the Comfortline trim pack.We didn't know what to expect when we slid into it, but were worried that driving such a small oil-burner would be a real chore. We quickly realised the concern was baseless.The engine, combined with the six-speed manual, offers more than enough go.You have to push it along and work the gears, but the off-the-line urge was impressive.The engine is noisy and can sound a bit truck-like at low speed or when being worked hard, but is quiet at highway speeds.It works best on undulating roads where the torque allows you to speed up or slow down without changing gears often.Fuel consumption was impressive – 5 to 7 litres/100km on a run that included some highway and plenty of twisty turns.The Golf's interior is sensible and everything is in the right place. It is not going to win any style awards, but everything is easy to use.The plastics are good for the price range and the cupholders and storage areas are practical.The steering wheel can be adjusted up-down and forward-back.Boot space is respectable, but not huge. There is a space-saver tyre rather than the full-size spare that should be standard.The test car had satellite navigation ($2990), heated leather seats ($3290) and a sunroof ($1890).There is no doubt the 2.0-litre turbo-diesel is a better engine, but the 1.9-litre is $2500 cheaper, which matters in this market.The new Golf has moved forward from the old boxy shape to a more chic, rounded style. Not a wild shape, but smart enough to please.THE BOTTOM LINEA COMPETENT and stylish small car that mixes driving enjoyment with practicality.

The Malaysian hatchback, five-doors in a compact package, has some perky style, a peaky 1.6-litre engine and well-behaved chassis.Prices start at $17,990, top of the tree is the H-Line version with auto and a $22,990 tag.There are some good parts and some ordinary parts to the Proton Gen 2. The style is neat and clean; there's a cool, straightforward stance to the front end and a little rise in the profile to that high rump. Inside, it has a fresh and simple, uncluttered approach to dashboard style and layout. The stereo (with tiny controls) is integrated into the dash, the airconditioning controls sit below.There is a deal of plastic here. Some is acceptable, some bits such as those inside door handles are tacky and feel a tad fragile.While on doors, this M-Line version of the Gen 2 Proton had sticking doors all round. All shut with a decent sound but all were reluctant to open clean.The design, inside and out, is good but loses something in the execution. Taller drivers will find the cute sports steering wheel set too low and the seat too high; some of the materials and some of the fit and finish could do with extra polish.The Gen 2 Proton arrives in three trim levels, all with a fair amount of gear.An entry level L-Line, from $17,990, is packed with airconditioning, power windows and mirrors, driver and passenger side SRS airbags, remote keyless entry, CD player and trip computer.The M-Line Proton at $19,500 adds ABS brakes, alloy wheels plus cruise control on the auto. The H-Line from $20,990 adds side SRS airbags, climate-control airconditioning, electronic reversing sensor, front and rear fog lights, rear spoiler and mobile phone holder.Out and about the 1.6 litres and its 82kW is adequate. There is enough power for most drivers, although it can struggle down low in the rev range and others in this class have more refinement.There is little argument with the five-speed manual gearbox, the ride or the handling of the front-drive Gen 2.Perhaps the steering could be sharper but the Proton is quite willing to be pushed along without too much front-wheel fight or understeer. It follows through with suppleness and a decent amount of grip.This Gen 2 shows some promise as a handsome and handy hatchback.The road manners are good, the style is cute. There remains room for improvement in build quality (check it against a Honda Jazz or Mitsubishi Colt) and in some of the cabin's ergonomics, particularly the driver's seat-steering wheel relationship.But if the Gen 2 is evidence of future Proton products, the brand is steadily moving on.