This is the 2023 Proton X90 in Malaysia, a name you will remember thanks to nearly two, three years of hype. Lots of on-paper promise behind it, but first impressions are that it’s a bit of a let-down on the road.

Overview

SUVs haven’t been much of a pain point for Proton. Its X50 and X70 are well-received and continue to rack up big sales to this day. The task then for the X90 is to do the same in the large SUV segment.

The X90 debuts with the brand’s first-ever electrified powertrain, up to 14 ADAS features including some Proton-firsts, and two seating configurations depending on variant – seven in the Standard, Executive, and Premium; six with captain chairs in the Flagship.

Also read: Bookings opened for Proton X90 - 4 variants confirmed, all 1.5 TGDi mild-hybrid

To accommodate you and yours inside results in Proton’s largest SUV to date: approximately 4,835 mm long, 1,900 mm wide, and 1,785 mm tall, sitting on a 2,815 mm long wheelbase. Just slightly shorter than a Mazda CX-8, but also a smidge wider and taller.

Good to know too that the interior is very well-packaged. There's enough space for storage and even for connectivity as there's USB-A and USB-C ports alike. The vast sunroof (only on the Flagship) is bound to be a family favourite, four ventilated (and heated) seats are brilliant in our weather, and from a practicality standpoint its a rather good cabin.

Practicality is one but the impression is quite another. Perhaps its the material mix, but the X90's cabin as a whole feels slightly less premium than in the X50 or X70. The digital instrument cluster cowl, for instance, is hard plastic, unlike the leather-wrapped piece of the earlier X-series. Silver trims also look a little cheaper compared to the brushed metal pieces in Proton's prior SUVs.

Geely lists the Philippine-market Okavango to have 257 litres of boot space with all seats in their default position, increasing to 1,200 litres with the third row folded, and 2,050 litres with the second and third rows stowed away. Though no exact numbers were shared yet, ours should be the same.

Looks wise perhaps it’s nice enough, although some may opine it's all a little humdrum. There’s a sense that most of its impression comes from its size alone, while the rest of it just tends to slide off one’s consciousness – not always a good thing, mind.

The interesting stuff lies beneath; the X90 uses a 48V mild-hybrid (MHEV) system, combining the 1.5-litre turbocharged three-cylinder (TGDI, same as in the X50 Flagship and X70, but tuned differently) with a small electric motor that serves as a torque boost once the car’s moving.

Also read: Proton X90 is P1's first hybrid but it's a mild one - what's the difference between MHEV, HEV and PHEV

Unlike full hybrids, the X90 cannot move from standstill using pure electric power, and its lithium-ion battery is very small too - a "shoebox sized" 0.37 kWh one in the X90’s case, planted at the rear.

Driving and comfort

Its numbers are 190 PS and 300 Nm. Does it feel like it? No.

There’s an uncharacteristic and frankly jarring lag when accelerating hard. Like it just sits there not knowing what to do in that instant – a frustrating two to three seconds went by before the car pitches behind, responding to our throttle input.

It feels slow and lethargic, and we swear the same three-potter is much punchier and more powerful in the non-hybrid X50 Flagship and X70.

Calibration is often the culprit and we suspect that's the same pit the X90's tripped into, especially with that 7-speed dual-clutch automatic (DCT) that’s reluctant to downshift everytime we need a surge of overtaking power.

Putting it in Sport mode (one of three, the others being Eco and Comfort) perks things up a bit, but ultimately still inadequate for it to be anywhere near eager.

Our drive was to and fro Genting, so while the faults were amplified, so were the positives. In that there’s a general feeling of genial comfort if you take things super-chill and smooth. Body control, steering accuracy and feel, and decent braking performance are definitely its plus points; plainly impressive for something of this stature.

Navigating twisty roads do little to throw it off of balance, and that's even when going a little fast. All these are thanks to Proton opting for multi-link suspension instead of the torsion beam one that’s in its donor car, the Geely Haoyue. Bless.

The steering weight ties to the aforementioned driving modes too, so in Sport mode it's a little weightier; better for feedback.

Also read: Upgraded for Malaysia, this is why the CKD Proton X90 has multi-link rear suspension

Other things we like are the dual 12.3-inch screens (one for infotainment, the other for the digital instrument cluster). Both are superb in execution, smooth and fast, and the high refresh rate of the 'gauge' cluster has a very upmarket vibe to it. No Android Auto and Apple CarPlay though. 

As for the bad stuff, it lacks some much-needed refinement. Tyre noise filters through, the cabin is quite susceptible to outside noises, and there’s an odd whistling sound behind the car under acceleration although this is more palpable to passengers sitting at the back.

Nappa leather seats are nice, and the cushions are plush, but that’s about as good as it gets with the seats. Now the thing about SUVs is – and its not a design fault, just physics of tall vehicles – is that you’ll be inevitably moved about as you take turns.

Good seats keep you in as neutral a position as possible; this usually manifests in a lower chance of being carsick and a better experience for all.

The X90’s pews? Almost zero side bolsters, sloshing you about in turns. Compounding the whole issue is the lack of thigh support that taller drivers will definitely notice, and it all comes off a little unpleasant.

It's unshakeable how the X70, despite being an older product, nailed the interior much, much better than the X90 does. Especially in terms of the quality of the plastics and the seats themselves. No premium audio adds salt to that wound.

Also read: Review: Proton X70 Premium X - Is there a better SUV for the money?

We also managed to test the Intelligent Cruise Control (ICC), now supplemented by a new monocular camera that has a detection range of up to 150 metres. In actuality it works just as it should; it wasn't jumpy or awkward, and accurately judges distances and obstacles.

Here's a list of what ADAS features that's in the X90 Premium and Flagship:

• Autonomous Emergency Braking (AEB)
• Lane Keep Assist (LKA)
• Intelligent Cruise Control (ICC, works from 0 to 150 kmh)
• Lane Change Assist (LCA)
• Rear Collision Warning (RCW)
• Rear Cross Traffic Alert (RCTA)
• Traffic Sign Information (TSI)
• Intelligent High Beam Control (IHBC)

When we have the car for longer, we’ll look at trying out the Auto Parking Assist feature which the company claims to be much improved over what’s in the X50. Exciting.

Verdict

Insofar as being a feature-packed SUV that seats a large family, the X90 meets the brief. Its just that at this juncture it seems like its flaws are rather quite pronounced against its positives.

Perhaps it can garner more points when we have it for a longer time: when fuel consumption, daily liveability, and a clearer picture of its value proposition can be better judged. For now though, all we can do is wait for its launch, and it better be priced right...

Also read: Rebadge or revamp? 4 features the Proton X90 have that are not on the Geely Haoyue

@wapcar_zamil Amacam, hensem ke tak? 😬 #learnontiktok #carmalaysia #reviewkereta #fypmalaysia #malaysia #tahukahanda #protonx90 #x90 #proton #wapcar ♬ Despair (抖音热播) - 初梦