At Thursday's media conference on Proton’s quality assurance journey, P1 confirmed some details of the Proton X70 facelift which is due to be unveiled this year including the addition of ACC with Stop & Go. However, another tidbit of information officially revealed by P1 is the expected launch of the company’s first plug-in hybrid (PHEV) or battery electric vehicle (BEV).

In a slide explaining the company’s future mobility plans beyond 2030 called CASE (Connected, Autonomous, Shared, and Electric), Proton revealed plans to introduce its first BEV/PHEV model in 2025.

This ties back to what Proton Deputy CEO, Roslan Abdullah confirmed at a media event in late March with the Malaysian Tiger aiming to launch a fully electric model by 2025. Yet, the lips of Proton’s executives remain tightly sealed on what this upcoming electrified model is.

Perhaps the clue is at the Goldenport Park Circuit in Beijing where select media from Malaysia and Europe were invited to try out up to 14 different models offered by the Geely Group across 10 of its brands including Lotus, Smart, Zeekr, and Lynk & Co.

I will be sharing my thoughts on what some of those cars felt like around the 2.3-km long circuit in a separate article but let’s focus our attention on what we think the upcoming Proton PHEV could be based on.

A Galaxy not so far, far away

The sister model to the second-generation Geely Boyue (the 1st-gen is the basis of the Proton X70), the Geely Galaxy L7 is the first model under the Galaxy sub-brand which specializes in electrified models. It is built on the Compact Modular Architecture (CMA) platform which is shared with the Volvo XC40 and Volvo C40.

Available only as a plug-in hybrid, two electric motor options were announced at its unveiling last year. The turbocharged 1.5-litre Atkinson-cycle 4-cylinder petrol engine is hooked to either a front-mounted electric motor (FWD) or two electric motors on both axles (AWD).

Dubbed NordThor Hybrid 8848, the powertrain produces a combined output of 385 PS and 535 Nm in FWD guise and is paired to a 3-speed dedicated hybrid transmission (DHT). While the combined output of the AWD version was announced (660 PS), it has not been launched in China yet with only the FWD version offered.

The L7 is hooked up to either a 9.11-kWh or 18.7-kWh LFP battery pack supplied by CATL. It has up to 90 km (WLTC) of pure electric range and has a claimed comprehensive fuel consumption of 5.23 L/100 km (CLTC). Our test unit came with the larger battery pack.

Prices range from CNY 125,700 to CNY 169,700 (~RM 82.6k-111.5k) but even its base form, the Galaxy L7 comes standard with 3 rows of screen on the front dashboard consisting of a 10.25-inch fully digital driver display, a 13.2-inch portrait style infotainment screen, and a 16.2-inch front passenger screen.

According to Geely, this dashboard layout is called the Smart Cockpit and the reason for featuring a dedicated front passenger screen is due to demand from Chinese buyers. This layout is also seen in other models from the Galaxy series but I am having doubts about its feasibility for markets outside of the Middle Kingdom.

How does it drive?

Since my time in the Galaxy L7 merely consisted of a single lap drive, I can’t say much about how the infotainment works - the instructions are in Chinese and yours truly can’t read the characters.

At the same, this will not be a review either as the drive is conducted in a controlled environment. As far as first impressions go though, the PHEV SUV brought in some delightful surprises on track.

Though the L7 looks like a bulky, generic SUV at first glance, the moment I mashed my foot on the throttle, it transformed into an athlete. Imagine a person with a protruding belly who can run a 100 m dash with no sweat; that’s what the L7 became in the circuit.

Acceleration is brisk thanks to the electric motors that aid in torque which is pretty obvious but around the corners, it feels nimble and agile. The steering response was precise and the body roll wasn’t as nauseating as I thought given its high-riding SUV stance.

The L7 uses MacPherson struts in front and a multi-link set-up in the back which in part added some dynamism around the corners. It is difficult to gauge the 3-speed DHT as it was being abused by around 20 journalists for a hot lap but during my brief experience, it felt seamless in its shifts.

As I barreled through the Goldenport Park Circuit, I felt that the L7 was the closest to being acceptable for Malaysian buyers or Proton fans in its current state.

Most of the prior Geely-based Protons needed further tweaks and adjustments to suit Malaysian drivers’ tastes but in my brief time in the L7, all it probably needs is just switching the steering wheel to the right and a few Proton embellishments.

The right start for Proton’s PHEV ambition?

While my time in the Galaxy L7 presented a promising new beginning for Proton’s planned electrification ambition, this is still speculation. Officially, Proton has not revealed what their first BEV/PHEV will look like aside from a planned 2025 launch.

Perhaps it might not even be based on the Galaxy L7 since it is built on the CMA platform which will make it an all-new model as well as a much higher price tag – more than the X90 Flagship.

Instead, P1’s first BEV/PHEV model could be based on the current X70 to keep prices more attainable for Malaysians. It could feature an electric motor or a combination of a motor and the turbocharged 1.5-litre 3-pot offered on the Proton X Series SUVs and Proton S70.

Still, whatever the outcome is of Proton’s electric revolution, Malaysians will certainly keep an eye out for it. P1 has recently opened its newest R&D centre in Hangzhou Bay, close to its Chinese parent which will see the development of future BEV models among others.

If my brief drive in the Galaxy L7 shows, it is going to be an exciting future and one that Proton fans might be willing to accept.

Also read: Deputy CEO: 2024 Proton X70 facelift to launch soon, BEV model by 2025