Imagine the thrill of a national icon reinventing itself after decades—welcome to the 2026 Proton Saga MC3 Premium and Executive, where innovation meets tradition, and Malaysia's beloved sedan steps boldly into the future with a 120 PS, 150 Nm 1.5L engine, a robust timing chain, and choices between a 4AT or Punch CVT transmission. It's a moment that's got car enthusiasts buzzing, as this isn't just an update; it's a statement about Proton's evolution. But here's where it gets controversial: could this revamp truly redefine the A-segment, or is it sparking debates over design and features that some say fall short? Let's dive deep and uncover every detail you need to know.
After enduring months of tantalizing leaks—think exclusive glimpses at a new 1.5L four-cylinder powerplant paired with automatic and CVT options—no teasers, and even a grand reveal at the ASEAN Summit, Proton has at last pulled back the curtain on the full 2026 Saga model. References to earlier reports paint a picture of anticipation building, and now, with comprehensive specs on the engine, transmission, AMA platform, and fresh features laid out, we're left eagerly awaiting just the pricing and precise variant distinctions. As a beginner exploring Proton's lineup, think of this as the heart of their offerings, a car that symbolizes their journey from humble beginnings to global aspirations.
The significance here can't be overstated—this latest Saga iteration represents a major milestone for Malaysia's premier automaker. As the successor to their inaugural nameplate, a perennial bestseller, and the cornerstone of their product range, it's part of a legacy spanning over 2.1 million units since 1985. That includes more than 1,139,000 of the classic original (along with its Iswara and related versions), 549,000 of the 2008 Base Line Model (BLM)—a game-changer in its time—and 449,000 of the 2016 edition. No small feat, and with such history weighing on it, Proton's team must feel the pressure. But let's not keep you in suspense—time to explore what's under the hood and beyond.
Starting with the foundation, the Saga builds on a significantly reworked AMA platform (Advanced Modular Architecture), which Proton touts as their proprietary design. For newcomers, imagine this as the car's skeletal framework—flexible enough for future adaptations, whether stretching longer or shorter for upcoming models. While it shares roots with the outgoing version (tracing back to the 2008 BLM, which itself drew from the 2005 Savvy), this isn't merely recycled parts. Instead, it's a platform engineered for global benchmarks in safety, performance, and fuel efficiency, with Proton holding full intellectual property rights—a nod to their expanding engineering prowess. They even hint at potential collaborations within the Geely Group, potentially turning Malaysia into a hub for regional model development. Could we see Proton's DNA influencing Geely cars next? It's an exciting possibility that only time will reveal.
And this is the part most people miss: production has shifted, marking the end of an era. No longer assembled at the iconic Shah Alam plant—now shuttered—the new Saga rolls off the line in Tanjong Malim, scene of the recent preview event. Right next door, an engine factory formerly dedicated to the three-cylinder GEP3 mill is now fully operational, churning out the car's fresh power unit. Beneath the surface, structural reinforcements shine: hot-press-formed (HPF) steel panels on the B-pillars and floor cross members, plus advanced-high-strength steel for the roof cross member and high-strength bars in the doors. These upgrades aim to bolster crash protection, though the Saga maintains a four-star ASEAN NCAP rating under the tougher 2021-2025 protocol. For context, compare this to the Bezza's five-star score, achieved under the more lenient 2012-2016 rules—it's progress, but some argue it could go further.
Speaking of safety, the rearchitected platform unlocks modern tech that Proton lagged on before. Previously, their homegrown models offered basic stability control at best, with the Saga stuck at two airbags across all trims. The MC3 refresh flips the script: up to six airbags now, plus advanced driver assistance systems (ADAS) like autonomous emergency braking (AEB), lane departure warning, front departure alert, and automatic high beam. Here's where it gets controversial—Proton claims the Saga is Malaysia's first to ace ASEAN NCAP's upcoming AEB test for motorcycle detection, a feature slated for the 2026-2030 protocol. Rear side radar sensors enable blind spot monitoring, rear cross traffic alert, rear collision warning, and door opening warnings. Yet, purists might gripe about the absence of Level 2 semi-autonomous features such as adaptive cruise control or lane centering assist. And let's be real: all these goodies are Premium-exclusive, leaving Standard and Executive variants with just two airbags and no ADAS. Is this fair, or does it create an unnecessary divide? We invite your takes in the comments.
Now, for the engine—the star of the show. Bidding farewell to the trusty 1.3L VVT from the CamPro series, the Saga welcomes the 1.5L BHE15, adapted from the facelifted X50. This four-cylinder naturally-aspirated gem, branded with Intelligent Green Technology (i-GT), ditches turbo and direct injection for a port-fuel injection setup, reducing carbon buildup risks. As a beginner-friendly example, think of it as simplifying fuel delivery to keep the engine running cleaner and smoother. The high-output petrol version, dubbed BHE15-CFN, debuted in China's fourth-generation Emgrand earlier this year, replacing the direct-injected BHE15-AFD. Power peaks at 120 PS at 6,100 rpm and 150 Nm of torque from 4,000 to 5,000 rpm—boasting 25 PS and 30 Nm more than the old Saga, and edging out rivals like the Perodua Bezza's 95 PS and 121 Nm. It nearly matches the Honda City's 121 PS while surpassing its 145 Nm torque, all while sipping less fuel.
Proton promises up to 14.04% better efficiency, thanks to an Atkinson cycle (typically a hybrid trick that optimizes combustion for mileage), dual variable valve timing (DVVT for better performance at varying speeds), an electric water pump, and a dual-mass flywheel that slashes vibration and noise by up to 25.24%. And for those weary of maintenance woes, rejoice—the timing chain replaces the old belt, using a toothed design to minimize noise, vibration, and harshness (NVH). Backed by 9 million km of global testing and 50,000 hours on dynos, it's built for reliability. But here's where it gets controversial: as Proton's first Geely-derived naturally-aspirated engine, does this signal a bold leap forward or just another borrowed solution?
On the transmission front, Standard and Executive models stick with the familiar Aisin four-speed automatic, claiming a 10.53% fuel efficiency boost to 5.1 liters per 100 km on the Malaysian Driving Cycle (MDC—a standardized test mimicking local roads). The Premium, however, revives the CVT with Punch Powertrain's stepless unit, marking the Saga's return to this tech since 2019. Drawing from their Tanjong Malim plant partnership, this likely uses the VT3+ with a clutch instead of a torque converter for low-speed smoothness, enhanced by software from models like the Persona and Iriz. It delivers that 14.04% efficiency gain, hitting 4.9 liters per 100 km—nipping at the Bezza's 4.8, with more power and a bigger 40L tank for extended range. Yet, past CVTs in Sagas have faced reliability and fuel thirst criticisms. Is this the redemption arc, or a risky gamble? And don't get us started on the manual transmission omission—despite the engine's compatibility in the Emgrand, the Saga skips it entirely for the first time in 40 years. Imagine a row-your-own version harnessing outputs akin to the naturally-aspirated Suzuki Swift Sport; it could have been a spirited performer, but alas, it's not happening.
Exteriors spark heated opinions too. The bold front fascia boasts a full-width grille and upright LED projector headlights—a Saga first, upgrading from reflectors on siblings like the X50 and X70. L-shaped LED daytime running lights, integrated into the headlights (another brand novelty), connect via the Ethereal Bow chrome strip against Sulaman Songket-inspired pins. But here's where it gets controversial: the oversized elements might overwhelm the petite body, giving it a slightly small-mouthed, disproportionate look—especially with the slimmed air intakes for better cooling. The bonnet's subtle reshaping aims for a 'powerful expression,' while sides retain the rounded glasshouse; mirrors now sport aerodynamic caps from the Lotus Evora, with added chrome on door handles and black accents on mirrors and the shark-fin antenna.
The rear undergoes a major overhaul with full-width LED taillights linking to the S70, though Premium gets the full treatment—others settle for a black bar, creating a disjointed feel. A new boot release button (Premium-only), aero-shaped lid, and simplified bumper with a diffuser-like valance ditch the old vents. The badge adopts an angular font echoing the 1985 original, alongside the debut i-GT emblem. At 4,390 mm long and 1,690 mm wide (5 mm shorter than before), it sits higher to shield the lower-mounted engine. Colors include Ruby Red, Armour Silver, Snow White, Marine Blue (from X90), and Space Grey (from pre-facelift X70). Wheels: 14-inch silver alloys for Standard, 15-inch Arrow spokes for Executive, and two-tone for Premium. Overall, it's modern but not universally beloved—some see it as less handsome than the BLM, while others appreciate the fresh vibe.
Inside, the revamp is striking. A horizontal dashboard with wavy patterns, pill-shaped vents (inspired by congkak boards), and fake stitching on plastic feels dated yet thematic. The freestanding widescreen unites a 7-inch digital instrument cluster (a Saga and A-segment first) and 9-inch touchscreen. Bezels are thick, but it's progress. The instrument offers traditional (large rev counter and speedo) or digital modes. Steering wheel, from the X50, has blank buttons where ADAS controls would go. Infotainment, a simplified Atlas OS, supports media, Bluetooth, and 'Hi Proton' voice (English-only, unlike the X50's Bahasa option). Wireless Apple CarPlay and Android Auto is a game-changer, making it the first A-segment car in Malaysia to offer this—Standard gets basic radio/Bluetooth.
Air-con knobs flank blank buttons, with USB ports relocated to the dashboard base. New door cards echo the dash motif, indicator/wiper stalks resemble the eMas 5. Center console updates include a stitched gearlever and diagonal cupholders for bigger drinks. Seats carry over, but height adjustment improves—ratcheting lever for Premium, knob for others. Premium adds adjustable rear headrests, faux leather in two-tone scheme, and wider seats (+1 cm front, +6 cm rear; +4 cm front base, +1 cm rear) compared to the Bezza. No center armrest, single-fold bench. Steering wheel positions higher for better ergonomics.
Jonathan James Tan's brief impressions from the preview? Against a Bezza 1.3, the Saga's power advantage (25 PS, 29 Nm) dominated a drag race—no contest, even with linear CVT acceleration, minimal rubber-band effect, and smooth power delivery versus the 4AT's shifts. Handling loops showed no ill effects from the higher ride; stiffer components like a bigger anti-roll bar enhance it. Steering feels direct and planted for a budget A-segment car—more like a larger vehicle. Post-corner throttle response is progressive. Refinement and ride need more testing. Seating notes: comfortable, but at lowest seat/highest wheel, the top blocks some instruments for taller drivers.
Variant comparisons: Executive (replacing old Premium) adds LED headlights, keyless entry, push-button start, digital display, wireless AA/CP, and more—worth about RM12,000 in upgrades. Premium (old Premium S) gets CVT, full LEDs, two-tone wheels, boot button, upgraded interior, and full safety suite. Standard details pending launch, alongside pricing—set for this month, with display at paultan.org ACE on November 8-9.
So, what do you reckon? Is the 2026 Saga a triumphant comeback, blending power and efficiency with Proton's heritage, or does its design divide and feature gaps disappoint? Do you miss the manual option, or embrace the CVT's potential? Share your opinions and spark the debate below—we're eager to hear from you!
