A month after it was first shown on the Proton Tech Showcase on the Centre of Excellence (COE), the Proton eMas 7 PHEV has gone on show again, this time at a dedicated media preview held for it last week. Because it was in December, the automaker’s first-ever plug-in hybrid stays hidden under camouflage, but with a distinct wrap, one which presents technical highlights of the SUV in points across the scheme.
Some reconfirm things already known, but there are recent bits, and it could have provided a neat hint of what to anticipate, had the corporate not also decided to permit the discharge of the whole specification sheet for the vehicle and make all technical details available, which makes what’s on the wrap moot for probably the most.
As such, we’ll present all that we all know in regards to the P145, which the corporate is badging as “Malaysia’s first dual-powered EV.” Hafriz has made his point about this, so I won’t delve further on what is actually a liberal marketing term coined for it.
Same as, but different
Before we get to the main points, let’s recap the eMas 7 PHEV. Like how the fully-electric eMas 7 is the Geely Galaxy E5/EX5 with a Proton badge, the PHEV is actually the Geely Starray EM-i (or Geely Galaxy Starship 7 in China), badged as a Proton.
That done, on to the specs. It measures in at 4,740 mm long, 1,940 mm wide and 1,685 mm tall, with a 2,755 mm-long wheelbase, which makes it 125 mm longer, 39 mm wider and 15 mm taller than the eMas 7 EV (4,615 mm long, 1,901 mm wide and 1,670 mm tall), and its wheelbase can also be five mm longer than the electrical.
On the presentation, the automaker highlighted that the GMA platform employed for the PHEV features five dedicated layout pathways to supply independent isolation of fuel, electrical and exhaust systems in addition to six transverse/4 longitudinal fuel/electric protective beams and 6 full 360-degree protection zones to deliver maximum external protection for the fuel tank and battery pack. Moreover, a three-layer stepped design for the underbody reduces the danger of scraping damage to the battery, which doesn’t jut out beneath the automotive à la the e:N1.
Looks-wise, its exterior is essentially much like the electrical eMas 7, but quite a lot of styling elements help present it with a more conventional – and arguably, more handsome – look, which you’ll get to see in full very soon. The front end, with split headlights and a full-width LED light bar running between them in addition to a more defined bumper, gives the hybrid a bit more visual presence and dimensionality. Mention was made that the PHEV’s headlamps have been lowered to scale back glare.
Other differences include conventional door handles as a substitute of the recessed, pop-out items on the electrical and a reworked rear end, which sees the number plate placement being moved up from the bumper to the tailgate, lending it strong Porsche Cayenne overtures when viewed from the rear quarters. All this, without significant detriment to its resistance on the move, its 0.288 Cd not distant from the eMas 7 EV’s 0.275 Cd.
While it also rides on 18-inch (Prime) and 19-inch alloys (Premium and Premium Plus) just like the EV, the PHEV encompasses a recent multi-spoke wheel design. Tyre profiles are an identical to the EV across each wheel sizes – 225/55 profile units on 18s, and 235/50 on the 19s.
Just like the eMas 7 EV, the suspension consists of front MacPherson struts and rear multi-links, and the set-up for it is identical as global models. Asked if there was any Malaysian touch to ride and handling for it, the reply from Pro-Net was no, however it was indicated that there was some involvement early on within the project.
As for exterior colors, five can be found for the eMas 7 PHEV, and these are Obsidian Black, Lithium White, Mercury Silver, Galena Grey and Azure Blue.
Variants, powertrains and batteries
The PHEV follows the variant naming convention of the EV, but adds on yet one more to make it three – the Prime, Premium and a Premium Plus. All will feature Geely’s EM-i (for E-Motive Intelligence) Super Hybrid powertrain, which consists of:
- A 99 PS (98 hp, or 73 kW) and 125 Nm 1.5 litre naturally-aspirated engine
- A 218 PS (215 hp, or 160 kW) and 262 Nm front motor
- Total power output is rated at 262 PS (258 hp, or 193 kW) and 262 Nm, all sent to the front wheels
The petrol mill, BHE15-DFN, is an Atkinson-cycle version of the 1.5 litre BHE15-CFN, which made its debut in the brand new Saga MC3. For its application here, the naturally-aspirated unit has been made simpler and lighter for higher efficiency – single as a substitute of dual-VVT and efficient EGR (exhaust gas recirculation) on the back. Anoraks will note that the output is down from the Chinese market’s 111 PS and 136 Nm engine.
It was earlier mentioned that the engine has a thermal efficiency of 47.26%, which is claimed by Geely to be one of the best on the planet for a mass produced internal combustion engine. It has been revised to 46.5%, as noted on the information point placed on the hood – the explanation why it’s barely lower than China is since the latter gets the updated version, which is barely more efficient, the corporate says.
As highlighted in the primary preview, the engine doesn’t use an auxiliary belt, with minimal parasitic loss because of this. Elsewhere, the AC compressor is electrical and the automotive’s 12V battery is charged via a DC-DC converter as a substitute of an alternator, and the water pump has the next capability in comparison with the version within the Saga. The fuel tank can also be pressurised on the PHEV.
Mated to the mill is an 11-to-1 electrified dedicated hybrid transmission (E-DHT) that mixes a P1 integrated starter-generator and P3 traction motor. The system mostly lets the motor power the wheels by itself, however it has the power to have interaction a clutch and feed within the ICE’s power at higher speeds where the engine is more efficient, much like Honda’s e:HEV (non plug-in) hybrid system.
Performance figures include a 0-100 km/h sprint time of 8.0 seconds for the Prime/Premium and eight.2 seconds for a similar on the Premium Plus, with all three variants having the identical 170 km/h top whack. Besides this, the variants differ in battery capacities, range and DC charging rates. Just like the EV, the PHEV features two batteries of various capacities and performance, and so they are:
- Premium Plus – 29.8 kWh Aegis short blade lithium iron phosphate (LFP) battery, 146 km EV range, 996 km combined (each WLTP), 60 kW DC charging (30-80% SoC in under 16 minutes), 6.6 kW AC
- Premium and Prime – 18.4 kWh CATL LFP battery, 83 km EV range, 943 km combined (each WLTP), 30 kW DC charging (30 to 80% SoC in under 20 minutes), 6.6 kW AC
You’ll note from the specification sheet – and the purpose highlight on the camo automotive – that the PHEV offers 1,065 km of combined range on the Premium Plus (and 1,000 km for the Prime and Premium), but that’s based on the more lenient NEDC cycle.
Now, with the ability to tout 1,000 km or more of range is clearly neat from a marketing viewpoint (and a drive livestream event), however it’s simply following on the trail that some competing offerings have gone, and in any case it could be a stretch to have drivers achieve this every time over a lifetime of mixed cycle use, where really nothing ever follows what’s listed on the tin.
More importantly, it also moves away from the automaker’s positive use of more realistic range permutations for its EV offerings, and so, it’s with WLTP that we present the PHEV’s theoretical range. In any case, the WLTP numbers aren’t anything to scoff at, on condition that the range topper is only a shade off the 1k mark.
The eagle-eyed reader may have noted that the range-topping PHEV variant’s DC charging of as much as 60 kW is lower than the eMas 7 EV’s 80 kW and 100 kW rate, but that is hardly a thing, given its smaller battery capability and PHEV leanings.
Meanwhile, fuel consumption is listed as 4.3 litres per 100 km on the Prime/Premium and 4.4 litres/100 km on the Premium Plus, but that’s on NEDC, so you’ll be able to expect it to be higher in the ultimate count. As for the PHEV’s service interval, it’s 12 months or 20,000 km, and throughout the preview, the automaker stressed that the service cost for it sits in between ICE and EV, with things hedging closer to EV.
Interior and kit
We are able to’t offer a view of the inside as yet, but that may come very soon. Nevertheless, you’ll be able to expect a cabin presentation an identical to the eMas 7 EV (which within the image below provides a visible indication of what’s coming), with right-hand-drive cars retaining the eMas 7’s dashboard as a substitute of the one seen within the domestic market LHD Starship 7. The rationale for that is for cheaper localisation, with more common parts being shared. Incidentally, the eMas 7 PHEV launches as a CBU first before local assembly gets underway.
When it comes to equipment, the PHEV’s kit list reads just like the one for the all-electric eMas 7, and so that you’ll discover a Flyme OS (with English and Malay language support) powered by a 7nm automotive grade chip, live charging map integration, 10.2-inch LCD instrument cluster, a 2.5K 15.4-inch infotainment central touchscreen and leatherette seats as standard fare. Apple CarPlay and Android Auto is on the market on the PHEV from the get-go.
Variant specific equipment also generally mirrors that of the EV, from the six-speaker audio system on the Prime and 16-speaker Flyme Sound Wanos system on the Premium (and here, the Premium Plus) to the 13.8-inch windshield head-up display on higher variants. The Prime PHEV omits the powered driver’s seat found on the Prime EV, however the adjustment scope on powered seats up the model range is an identical to the EV.
There are some differences. The eMas 7 PHEV has physical sunroof controls (on-screen on the EV) and a built-in tonneau cover, and it has the next airbag count than the EV, seven to the six on the latter with the inclusion of a central airbag between the motive force/front passenger, so it’ll be interesting to see if these improvements will filter right down to the EV for the following update.
Naturally, boot space can also be up from the EV. The PHEV offers 528 litres of rear volume capability, expandable to 2,065 litres with the rear seats folded, giving it 67 litres and 188 litres greater than the EV (461 litres, 1,877 litres). Its 100 litres hidden underfloor storage can also be 49 litres greater than the 51 litres available for the EV.
Another spatial numbers were mentioned throughout the presentation, corresponding to the 932 mm hip to hip distance between front and rear seats, 125 mm of rear-seat knee room and 73.5 mm of rear headroom, the last of which the automaker says is class-leading. Based on Proton, interior space is in regards to the same because the EV.
We’ll have more on the Proton eMas 7 PHEV very soon, including what it looks like uncovered, so stay tuned.
GALLERY: 2026 Proton eMas 7 PHEV at Proton Tech Showcase
GALLERY: RHD Geely Starray EM-i at GIIAS 2025
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This Article First Appeared At paultan.org
