Campro engine

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The Campro engine in the Proton Gen-2 engine bay
The Campro engine in the Proton Gen-2 engine bay

The Campro engine is the first automotive engine ever developed by the Malaysian automotive corporation, Proton. The name Campro is short for Cam Profile. This engine powers the Proton Gen-2, the Proton Satria Neo, the Proton Waja Campro as well as Proton's future models. The Campro engine is aimed to show Proton's ability to make their own engines that produces good power output and meets newer emission standards.

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[edit] Basic DOHC engine

The basic Campro engine coded as S4PH is a basic DOHC 16-valve 1.6 L engine that produces 110 bhp (82 kW) @ 6,500 rpm of horsepower and 148 N-m of torque. This is the engine that powers the Proton Gen-2. The S4PH engine can be fitted with Cam Profile Switching (CPS) and Variable Inlet Manifold (VIM) technology. Besides this 1.6 L engine, Proton has produced the 1.3 L version of the Campro engine.

Even though the S4PH engine seems to be quite powerful at higher revs, its performance is reportedly sluggish at lower revs and this is proven by driving the Gen-2 uphills where drivers who drive the manual transmission version have to shift a lot between 2nd gear and 3rd gear. This is due to its torque dip between 3,000 ~ 3,500 rpm where the torque decreases slightly before picking up back to the maximum torque at 4,000 rpm.

Before the engine is ready to be installed in the Gen-2 cars, Proton installed the engine in the Waja specialized for on-road tests.

Currently the Campro engines installed in the Gen-2 has none of the promised cam profile switching (CPS) and variable inlet manifold technologies. No date nor any information has been known as to when Proton will equip its models with the promised full-spec engine.

Another engine option for the basic DOHC engine is a 1.3L engine coded as S4PE. While the power output of S4PH engine can't be considered as impressive, the S4PE engine produces 94 bhp (70 kW) @ 6,000 rpm and the torque of 120 N-m @ 4,000 rpm, much more powerful than most 1.3L rivals, even with variable valve timing technology.

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

  • S4PH (1.6L): 76 x 88 mm, resulting the displacement of 1597 cc.
  • S4PE (1.3L): 76 x 73.4 mm, resulting the displacement of 1332 cc.

[edit] Campro CPS and VIM engine

In addition to the basic DOHC engine, Proton developed its own variable valve timing technology that works similar with other variable valve technologies such as Honda VTEC and Toyota VVTi, named as CPS (Cam Profile Switching) technology. The usage of CPS tehnology will raise the maximum power up to about 127 bhp and will improve the low-end torque to its maximum value which will maintain until about 5,000 rpm. The technology is said to be applied to newer Gen-2s and future models starting from the end of 2005, but currently the CPS technology is still under testing.

The Campro's Variable Intake Manifold technology is currently being developed by Robert Bosch GmbH, and is expected to make it's debut in the second half of 2007.[1]

[edit] Campro GDI engine

Recently, Proton is developing their own gasoline direct injection version of Campro engines which will be used in the future. Currently, the Campro GDI engine is still under research and development, therefore very little information available for the Campro GDI engine.

[edit] Supercharged Campro engine

Recently, Proton has announced to collaborate with Kleemann, the company that supplies superchargers for Mercedes-Benz compressor models for the coming Proton Satria replacement model. Little is known about the engine, but the engine is rumored as a 1.8L engine equipped with a supercharger supplied by Kleemann. Mercedes-Benz usually sources its superchargers from Eaton Corporation.

[edit] Hybrid Campro engine

Recently, 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 will be revealed during the 2007 Geneva Motor Show from 8 ~ 18 March 2007 [1][2].

The hybrid powerplant 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 together 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 powerplant and also eliminates the need to develop a completely different platform, like the Honda Civic Hybrid.

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 the 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 28%). 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 powerplant system are as follows:-

  • Max power (gasoline engine only): 110 bhp (82 kW) @ 6,000 rpm
  • Max torque (gasoline engine only): 148 N-m @ 4,000 rpm
  • Max power (combined): 141 bhp (105 kW) @ 5,500 rpm
  • Max torque (combined): 233 N-m @ 1,500 rpm (limited to 180 N-m continuous)

[edit] References

  1. ^ Lotus Bringing Plug-N-Play Hybrid Drivetrain System To Geneva Winding Road, 5 March 2007
  2. ^ Proton and Lotus Engineering develop Proton Gen-2 EVE Hybrid Concept paultan.org

[edit] See also

[edit] External links


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