Without any official timing, we can only subjectively say that those four-pot AP Racing brakes provide enormous stopping power, and you’ll never run out of brakes in this car unless you’re being silly. ![]() It won’t be too much to describe this as “Type R Lite” experience.īesides the high speed oval with 45 degree banking, we also drove the R3 in the middle of the track, where Proton designed slalom, acceleration and braking tests. In truth, the engine felt like it could still go on at 7,500 rpm. The shortened gear ratios make reaching those engine speeds an easy task that can be repeated from first to fourth (we didn’t max the car in top gear). The fact that we’re running out of dial space (last figure is 8,000 rpm) at that point makes it even more fascinating. The feeling is intensified and prolonged here, as the Neo R3’s 145 bhp Campro redlines at 7,500 rpm. Personally, I like the sensation of the Campro CPS’ switch over point, where the engine gains a second wind before rushing to the redline with an urgency not seen below 4,000 rpm. There are no torque dips or holes in the power delivery, although one needs to remember that this is a high-revving NA engine, not a turbo car that jumps off the line – you wouldn’t fault a Type R for feeling normal below the VTEC zone, would you? As you pull away from low to mid rpm, you can hear the engine sucking in air and this hissing intake noise goes well with the deep voice of the exhaust. As you’ve heard in our previous post, the Neo R3 sounds much more “fierce” than the standard car, but it’s not just exhaust rumble. Starting the car and moving off is simple, no elephant strength required for the standard clutch, and the Neo slots through the gates cleanly the action is a little slicker than the standard Neo CPS if memory serves right. The seats and steering wheel can be more special but the reason there’s no Momo or Recaro here is because R3 wanted to put this car to market in a short period without compromising safety (for instance, changing the seats and their mounting points would have required safety testing, and the hassle won’t be worth it for a 25-unit run). ![]() This is a design flaw that can’t be reversed, so we’ll have to live with it. I’m not the tallest guy around at 1.75 m, but with helmet on, seat pushed to its lowest point and in my correct driving position, my head is too close to the roof and sun visor for comfort, and I’m looking out from the top part of the windscreen. ![]() First, let’s get some standard Neo complaints out of the way.
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