By Andre Palma
Philippine Daily Inquirer
LOOKING at the automotive future is always a tricky thing as people gazing into crystal balls need to practice a little discipline, a little constraint. It is tempting to paint the motoring tomorrow as our own fantasy world. Some will dream of a vehicular utopia, where carbon signatures and sustainable consumption dictate the way we motor.
Others will lean toward a picture painted in a post-apocalyptic world, where scarcity fuels petroleum wars and a thick chemical cloud bakes the earth into extinction. It is only when we look at the facts and the trends that a more or less accurate peek into the future of how we will continue our relationship with the car.
The first thing we have to accept is that the car will change drastically over the next few decades. Already the small, efficient and utilitarian automobile is an established segment very popular across markets around the world. Whether industrialized nation or third world banana republic, the rules of the game are changing; no one is immune from the powers of economic and ecological pressure.
A majority of the concept vehicles doing the international show circuit take the idea of the shrinking car even further. The single seat, upright half-shell motorized wheelchair powered by spent cooking oil, apple cores or flat soda seems to be the trend. Kidding aside, out-of-the-box mobility solutions never looked so quirky and dreary.
Performance is no longer just horsepower, torque, 0-60-kph times and cornering g-forces. Fuel consumption is as big a part of the marketing numbers game now. The ability to deliver more mileage to the liter is now just as sexy to the consumer as acceleration, grip and top speed. To most of us who motor on a daily basis, this is already the greatest consideration.
The rush to find alternative fuel sources is a free-for-all right now but a trend is starting to become clear. The stop-gap solution to carbon emissions and fuel scarcity is the internal combustion engine mated to an electric motor: the hybrid engine concept already available in certain markets. Best bets are on a diesel hybrid becoming the standard engine configuration in the future because of the increasing production levels of renewable sources of diesel like palm and coconut oil.
The hybrid shift will take decades to complete yet dependence on fossil fuel will eventually have to a full stop. The mere fact that petroleum reserves are finite in nature dooms any sort of long-term, future viability as our primary automotive fuel source. We will run out of oil eventually. Does this ultimately doom the automobile? We can take a hint from the billions spent toward the development of the hydrogen fuel cell as a clear indicator of the eventual energy source that will take over.
The simplicity of the hydrogen fuel cell equation is poetic almost, and seems to answer all the world's woes about fuel consumption and carbon emissions. Take simple hydrogen, probably the most common element in the known universe, and pass it through a top secret fuel cell apparatus. Mix with oxygen in the right ratio and create pure water, expel into the environment as exhaust gas.
Somewhere in the chemical reaction aided by the fuel cell, tap the electrical by-product of the reverse electrolysis. Store electrical energy in a battery and use to power a direct-drive electric motor. Drive along with a clear conscience and an even cleaner environment.
Beyond the bio-diesel hybrids, the hydrogen fuel cell and the wheelchair-sized cars, your guess about the far-flung automotive future is as good as mine. The line between science fiction and technological fact is being pushed on a daily basis. The next great idea may just be already in the mind of a young engineer working at any one of the world's automotive giants.
Let's just hope he loves to drive as you and I do. Some future vehicle designs omit the need for a human driver altogether and use a hive mind-like concept to manage traffic and safety -- but that's another column's worth of complaining right there, sometime in the future.
January 2008 Archives
By Aida Sevilla-Mendoza
Philippine Daily Inquirer
DOES the Mazda CX-9 deserve superlatives? Yes, in the sense that it is Mazda's biggest passenger vehicle, has the largest engine ever in a Mazda and the longest wheelbase in the crossover/SUV class. Moreover, it won the Motor Trend Sport Utility Award for 2008 and was included by Automobile Magazine in its All Stars 2008 list of the 10 Best Cars aside from being voted the North American Truck of the Year by 45 motoring journalists at the North American International Auto Show in Detroit.
The CX-9 also deserves superlatives for its good looks. Sleek, stylishly sculpted and sensuous with a sharply raked windshield, it defies the boxy tradition of its class yet retains the stance and substance of a sport utility vehicle. For me, the four 20-inch tires shoved right to the corners are the CX-9's most eye-catching feature, revealing its zoom-zoom capability and adding muscle to an already powerful package.
Built on the same platform as the Mazda6 sedan and launched on the market in 2007, the CX-9 has been upgraded for 2008 with a bigger engine displacement, from 3.6 liters to a 3.7-liter 24-valve DOHC V6 with variable valve timing. The upgrade increased horsepower from 263 to 273 bhp and upped max torque from 249 lb ft to 270 lb ft/4,500 rpm, a welcome boost for the CX-9's size and weight exceeding two tons.
Despite its heft and length -- nearly 200 inches long, it is about a foot longer than the Nissan Murano -- the CX-9 is surprisingly light on its feet and does not feel too large or heavy on the road. It turns in nicely and remains relatively flat while cornering, thanks to the free-revving V6 engine borrowed from the Ford Edge and to the suspension system (independent MacPherson strut up front and E-type multilink at the rear) with stabilizer bars fore and aft plus traction control, Dynamic Stability Control and Rollover Stability Control. The CX-9 is not tuned for sporty performance, yet it has lots of low-range torque, some sporty traits and is unquestionably fun to drive.
Some credit for the CX-9's spirited performance should also go to the 6-speed gate-type manu-matic transmission that changes gears smoothly and has a sport shift for more enthusiastic driving. While you are driving, the gear you are in is shown via a digital number on the speedometer. The structural rigidity of the CX-9's unibody contributes to the supple ride and carlike handling. Power-assisted ventilated front and rear disc brakes with ABS and brake assist provide plenty of stopping power.
While the CX-9 drives like a car on the highway, it handles more like an SUV and its 2,072 kg curb weight is a bit noticeable in low-speed city driving -- although the power-assisted rack-and-pinion steering with engine speed-sensing assist makes the CX-9 easy to maneuver in tight spots. Its minimum curb-to-curb turning radius is 5.7 meters.
The CX-9's cavernous interior makes it an attractive alternative for prospective minivan buyers. It offers minivan-like space for seven occupants (including driver) and 17.2 cubic feet of cargo area with the third row seats up. Cargo room increases to 48 cubic feet with the third row folded and to more than 100 cubic feet when both the second and third row seats are down.
The interior of the CX-9 is just as stylish as its exterior with a dashboard layout like a sport sedan's, four gauges with silver trim rings, wood inserts for the center console and door panels, well-bolstered, chair-height leather seats, a tilt/telescopic steering wheel with audio and cruise controls, tri-zone climate controls and a 6-CD in-dash with MP3 capability and six speakers. A tilt-and-slide moonroof is standard.
There is ample leg room in front and in the second row of seats, although in the third row it is cramped, good only for passengers on short trips. Visibility to the rear is rather poor, making me wish, during parking maneuvers, that the CX-9 GT (Grand Touring) had a rearview camera or rear parking sensor.
The CX-9 earned five out of a possible five stars for both the front and side crashes in US government crash tests and a four-star rollover rating. Aside from the previously cited accident avoidance equipment, the CX-9 has advanced dual front airbags, front side impact airbags and side air curtains with rollover protection for all three rows of seats, 3-point safety belts for all seating positions, front safety belt pretensioners with force limiters, remote keyless entry and a burglar alarm system.
Bottom line, the Mazda CX-9 GT (P2.599M) offers zoom-zoom with extra room plus esthetics and panache to match.
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TODAY’S BUMPER STICKER: Time flies when you don't know what you're doing.
Photos by Aida Sevilla Mendoza
DOES the Mazda CX-9 deserve superlatives? Yes, in the sense that it is Mazda's biggest passenger vehicle, has the largest engine ever in a Mazda and the longest wheelbase in the crossover/SUV class. Moreover, it won the Motor Trend Sport Utility Award for 2008 and was included by Automobile Magazine in its All Stars 2008 list of the 10 Best Cars aside from being voted the North American Truck of the Year by 45 motoring journalists at the North American International Auto Show in Detroit.
The CX-9 also deserves superlatives for its good looks. Sleek, stylishly sculpted and sensuous with a sharply raked windshield, it defies the boxy tradition of its class yet retains the stance and substance of a sport utility vehicle. For me, the four 20-inch tires shoved right to the corners are the CX-9's most eye-catching feature, revealing its zoom-zoom capability and adding muscle to an already powerful package.
Built on the same platform as the Mazda6 sedan and launched on the market in 2007, the CX-9 has been upgraded for 2008 with a bigger engine displacement, from 3.6 liters to a 3.7-liter 24-valve DOHC V6 with variable valve timing. The upgrade increased horsepower from 263 to 273 bhp and upped max torque from 249 lb ft to 270 lb ft/4,500 rpm, a welcome boost for the CX-9's size and weight exceeding two tons.
Despite its heft and length -- nearly 200 inches long, it is about a foot longer than the Nissan Murano -- the CX-9 is surprisingly light on its feet and does not feel too large or heavy on the road. It turns in nicely and remains relatively flat while cornering, thanks to the free-revving V6 engine borrowed from the Ford Edge and to the suspension system (independent MacPherson strut up front and E-type multilink at the rear) with stabilizer bars fore and aft plus traction control, Dynamic Stability Control and Rollover Stability Control. The CX-9 is not tuned for sporty performance, yet it has lots of low-range torque, some sporty traits and is unquestionably fun to drive.
Some credit for the CX-9's spirited performance should also go to the 6-speed gate-type manu-matic transmission that changes gears smoothly and has a sport shift for more enthusiastic driving. While you are driving, the gear you are in is shown via a digital number on the speedometer. The structural rigidity of the CX-9's unibody contributes to the supple ride and carlike handling. Power-assisted ventilated front and rear disc brakes with ABS and brake assist provide plenty of stopping power.
While the CX-9 drives like a car on the highway, it handles more like an SUV and its 2,072 kg curb weight is a bit noticeable in low-speed city driving -- although the power-assisted rack-and-pinion steering with engine speed-sensing assist makes the CX-9 easy to maneuver in tight spots. Its minimum curb-to-curb turning radius is 5.7 meters.
The CX-9's cavernous interior makes it an attractive alternative for prospective minivan buyers. It offers minivan-like space for seven occupants (including driver) and 17.2 cubic feet of cargo area with the third row seats up. Cargo room increases to 48 cubic feet with the third row folded and to more than 100 cubic feet when both the second and third row seats are down.
The interior of the CX-9 is just as stylish as its exterior with a dashboard layout like a sport sedan's, four gauges with silver trim rings, wood inserts for the center console and door panels, well-bolstered, chair-height leather seats, a tilt/telescopic steering wheel with audio and cruise controls, tri-zone climate controls and a 6-CD in-dash with MP3 capability and six speakers. A tilt-and-slide moonroof is standard.
There is ample leg room in front and in the second row of seats, although in the third row it is cramped, good only for passengers on short trips. Visibility to the rear is rather poor, making me wish, during parking maneuvers, that the CX-9 GT (Grand Touring) had a rearview camera or rear parking sensor.
The CX-9 earned five out of a possible five stars for both the front and side crashes in US government crash tests and a four-star rollover rating. Aside from the previously cited accident avoidance equipment, the CX-9 has advanced dual front airbags, front side impact airbags and side air curtains with rollover protection for all three rows of seats, 3-point safety belts for all seating positions, front safety belt pretensioners with force limiters, remote keyless entry and a burglar alarm system.
Bottom line, the Mazda CX-9 GT (P2.599M) offers zoom-zoom with extra room plus esthetics and panache to match.
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TODAY’S BUMPER STICKER: Time flies when you don't know what you're doing.
Photos by Aida Sevilla Mendoza
By Aida Sevilla-Mendoza
Philippine Daily Inquirer
THE HOTTEST debate in town involves something vital to motorists: fuel. Sen. Miriam Defensor-Santiago, who ironically enough authored the Biofuels Act of 2007, wants to apply the brakes on its implementation, citing the recent warning of 1998 Nobel laureate for chemistry Dr. Hartmut Michel that our government's biofuels program could endanger the country's food security and harm the environment.
The Biofuels Act, which was signed into law in January 2007, requires the oil industry to sell diesel with a minimum 1 percent biodiesel blend (B1) within three months after the signing of the law and gasoline with 5 percent bioethanol (E5) in two years. The Biofuels Act aims to reduce the nation's dependence on imported fossil fuels, save hundreds of millions of dollars in foreign exchange annually, cut the carbon-dioxide emissions believed to cause global warming and revive the moribund sugar and coconut industries.
Santiago's call for a review of the Biofuels Act was immediately challenged by Sen. Miguel Zubiri, author of the House of Representatives' version of the biofuels law when he was a congressman. Countering the argument that converting hundreds of thousands of hectares of arable land from food crops to biofuel crops will cause food shortages, Zubiri clarified that since bioethanol will be derived from sugarcane, there is no need to tap other arable land areas. And since sugar is only an additive, not an essential food staple like rice or corn, planting more sugar for bioethanol production will not sacrifice food security.
However, Zuburi hardly mentioned jatropha (tuba-tuba), a tall bush with highly toxic fruit and bark that is already part of the rural farming landscape. Since jatropha is a hedge plant, not a food crop and can be planted in marginal land where food crops are not or cannot be grown, its oily seeds are increasingly seen as a more sustainable biodiesel raw material than expensive palm oil or coconut.
Foreign investors have expressed interest in massive jatropha planting programs, encouraging local government units to offer large tracts of land. Last October, a Special Report on Energy in the International Herald Tribune noted that a British firm, NRG Chemical Engineering, will invest $600 million in jatropha plantations that will cover over a million hectares, mainly in Palawan and Mindanao. NRG Chemical has set up a joint venture with the Philippine National Oil Company (PNOC) to build a biodiesel refinery and two bioethanol distilleries.
Over a million hectares will be tapped because jatropha needs vast areas to produce a substantial amount of oil. The yield of jatropha oil per hectare is only 1.7 metric tons compared to palm oil, which can yield as much as 5 metric tons of oil per hectare, a spokesman for a British biodiesel producer said.
Another problem is that jatropha requires a lot of water -- about 1,000 milliliters of rainfall a year. If it is planted in areas that are too wet or too dry, it might not produce any yield at all. So it would be useless to chop down rainforests to plant jatropha or to plant it in areas that are too arid.
The chopping down of tropical rainforests and native vegetation to plant biofuel crops has prompted the 27-nation European Union to draft a law banning the importation of fuels derived from crops grown on certain kinds of land, including forests, wetlands or grasslands. Aside from the draining and deforestation of peat lands to make way for them, biofuel crops are farmed by tractors using fossil fuels like diesel. They also demand huge amounts of water and nitrogen fertilizer made largely with natural gas.
Contrary to the claims of biofuel producers that biofuels help reduce greenhouse gases by lowering fossil fuel use and growing carbon dioxide-absorbing plants, recent studies have shown that growing the crops in large volumes and turning them into fuel can result in considerable environmental harm. The Smithsonian Tropical Research Institute in Washington has also warned that biofuel production could result in environmental destruction, pollution and damage to human health.
A sharp rise in the prices of biofuel raw materials and growing concerns about the environmental sustainability of alternative fuels are forcing governments to rethink their commitment to such fuels. Is there enough land or water to produce all the crops needed to keep biofuel prices low?
Meanwhile, the oil giants are funding research to find the perfect renewable fuel that is economical, easy to produce on a large scale and compatible with existing pipelines. Ethanol and biodiesel cannot be transported through pipelines that carry gasoline and diesel because they leach water and other contaminants that would render them unusable.
Ethanol and biodiesel also get lower mileage per liter than conventional gasoline and diesel. Because of these corrosive effects, some auto and truck manufacturers warn consumers that the warranty of vehicles will be nullified if they use gasoline blended with high percentages of ethanol or diesel blended with high quantities of biodiesel.
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TODAY'S BUMPER STICKER: I'm objective. I object to everything.
By Joey Alarilla
INQUIRER.net
SURE, people know the importance of getting insurance when buying a new car, but sometimes we might think this isn't the case when it comes to second-hand vehicles.
"People sometimes get the wrong impression that only brand new cars should be insured," Lea Casamayor, chief managing officer of Korean information technology company Sabiclub.com Corp. and business unit head of Autolink.ph, told Roadtrip in an e-mail interview. "But whether it is second-hand or brand new, it is still your property and thus should be insured if one wants to protect his or her investment. Especially [since] not all second hand or pre-owned cars can be bought cheap; they come with hefty price tags too. Car insurance is also a requirement if you will purchase a second-hand car through a bank or private financing. We will utilize our site to educate the people on the importance and convenience of having car insurance."
Autolink.ph. which is an online portal for second-hand cars, recently partnered with Malayan Insurance to create the Autolink Automobile Insurance. This car insurance product will be offered to the car dealers of Autolink.ph and the Korean clients of Sabiclub.com.
Casamayor said they hope to launch the product by the first week of February.
The new car insurance product is supposed to leverage on Sabiclub.com's experience in addressing the needs of the Korean community in the Philippines, allowing Malayan Insurance to gain a foothold in this growing market.
Asked how big the Korean community is in the Philippines, Casamayor replied: "Right now, more than half a million Korean tourists visit the Philippines and more than 100,000 [have] decided to live here permanently. The concentration of Korean population is within the popular cities in Metro Manila. I cannot give a definite number... but we can say that it is quite a considerable figure."
She stressed the expertise of Sabiclub.com when it comes to addressing the needs of the Korean community in the Philippines.
"Sabiclub has been doing business with the Korean community for the last seven years. Our businesses cater to the Korean community, like the Station 168 Internet café, web development and others. We also have Koreans employed in our company. We know their expectations, their needs, business standard and culture," she said.
By Charles E. Buban
Philippine Daily Inquirer
"PUSH the 4L button, shift to first gear then take your feet off the accelerator and the clutch," commanded our Thai navigator. And before we could even argue with his order, he smilingly repeated the instruction and added, "Trust me, you'll both be surprised."
Surprisingly indeed, the pickup did not stall and in fact, continued to drive uphill to the amazement of Bam Olivares (of the Daily Tribune) and this writer.
As if we were not yet amazed, Jirayuth Adhidhebnarangkura of Isuzu Operations Thailand even ordered to shift to the second gear and just steer (again, while keeping both feet off the accelerator and clutch).
The event was the Isuzu D-Max 4x4 Driving Clinic held last Friday at Canyon Woods in Tagaytay City.
Isuzu Philippines Inc. invited Adhidhebnarangkura's team to lead the driving clinic and asked local off-road expert Beeboy Bargas (also Landcraft Adventures Inc. managing director) to design a 3.4-km course inside Canyon Woods.
"This event was meant to reveal more of the global D-Max 4x4's best attributes. Launched late last year, we decided for this event so our media partners could experience for themselves why this pickup is the top choice in the region," said IPC president Keiji Takeda.
He added that the event is the best chance for the motoring media to drive the global D-Max 4x4 on an off-road course that is similar to those found in the countryside.
"We want to convince buyers out there that if they are looking for a pickup that they would want to bring every day to some of the most toughest terrains, the global D-Max 4x4 is the one that would probably fit their requirements," assured Arthur Balmadrid, IPC vice president for corporate business division.
In explaining about the pickup's special ability, Bargas said the global D-Max 4x4 has one of the lowest transfer case gear ratios as well as the lowest final drive ratio in the market (which would explain why the pickup would keep on rolling even if the accelerator and clutch are not depressed).
"With these attributes, you won't unnecessarily stress the engine during tough climbs or while going through rough terrain. This is crucial if you want a pickup that could be depended on and should last long enough," Bargas explained.
Like its 4x2 counterpart, the global D-Max 4x4 is also powered by a 3.0-liter, common-rail direct-injection diesel engine with turbo intercooler (in manual and automatic variants, priced at P1.265 million and P1.325 million, respectively).
Additionally, the course that Bargas designed is meant to exhibit the pickup's limits: drive laterally up to 48 degrees; climb uphill up to 55 degrees; test its approach angle of 37 degrees as well as departure angle of 29 degrees; and go through obstacles no higher than 22.5 cm.
"Well, with this specification, you could almost go anywhere here in the Philippines," Bargas assured.
By Aida Sevilla Mendoza
Philippine Daily Inquirer
TAKE one look at the 2008 Dodge Caliber and tell me: Is it a compact sport utility vehicle? A wagon? Or a compact car?
CATS Motors Inc., the Philippine distributor of Dodge, Chrysler and Jeep, is marketing the Caliber as a compact car, having launched it in Manila last October as the entry-premium compact car of Dodge. In Europe, the Caliber was introduced last spring as a sporty compact car representing the brand's entry into the European market.
More SUV-like
However, the Caliber looks more like a car-based SUV than a passenger car. It shares the same platform and drivetrain with the Jeep Compass and Jeep Patriot, both of which are compact SUVs. It is taller and roomier than the Dodge Neon sedan (which it replaces), the Mazda3 hatchback and the Chevrolet Optra wagon (its competitors.) The driver's seat is high like an SUVís. The broad shoulders, sculpted fenders, 17-inch wheels and swaggering stance are very SUV.
On the other hand, the ground clearance is low like a passenger car's and the only model sold here, the 2008 SXT, is front-wheel drive, not all-wheel drive. Come to think of it, CATS Motors' projection of the Caliber as an affordable, fuel-efficient premium compact car with the capability and versatility of an SUV makes marketing sense -- although the P1,575,000 price may be steep for an entry-premium compact car.
Not cute
The "It's anything but cute" tagline in print ads sets the Caliber apart from the "cute ute" genre and underscores the bold, masculine character typical of Dodge vehicles. Any way you look at it, the Caliber projects a strong, powerful presence. On the road, its sharp angles and American muscle turn heads since it looks different from Asian cars.
When you drive the Caliber, you feel utterly protected and safe because it feels so solid and gives you a commanding view of the road. The Caliber's crashworthiness is impressive: it earned five stars, the highest frontal crash test rating given by the US government. Dodge claims that 40 percent of the Caliber's body structure by mass is constructed of high-strength, ultra high-strength and hot-stamped steel.
Safety
In addition, there are more than two dozen safety features such as advanced multistage driver and front passenger air bags, supplemental side-curtain air bags, disc brakes with ABS on all four 17-inch alloy wheels, power, heated and fold-away side mirrors and remote keyless entry with theft deterrent system. However, the Caliber SXT has no traction and stability control.
The 2008 Caliber SXT sold here has a 2.0-liter 4-cylinder gasoline powerplant that is actually the new Chrysler Group World Engine featuring dual camshaft variable valve timing and producing 158 hp at 6,400 rpm and 141 lb-ft max torque at 5,000 rpm. The second generation 6-speed continuously variable automatic transmission (CVT 2) with Autostick manual shift capability is touted to improve ratio control and fuel economy over conventional automatic transmissions. The SXT's estimated average mileage in combined city and highway driving is reportedly 10.4 km per liter.
Power
The 2.0-liter engine of the SXT provides adequate power, but of course the turbocharged 285-hp, 2.4-liter Caliber SRT-4 (not sold here) would be much more exciting. The throttle response of the SXT's CVT is better in city driving than at highway speeds. The ride quality is compliant enough, the brakes have good pedal feel and steering response is sharp, with little body lean going into corners. However, engine, road and wind noise intrude during acceleration.
For a premium compact car, the interior of the Caliber is somewhat austere despite the satin silver instrument panel, adjustable sliding armrest with cell phone holder, illuminated front cup holder rings and refrigerated glove box. But when it comes to sounds, the Caliber SXT is awesome: Music Gate Power with nine Boston Acoustics speakers including a subwoofer and swing-down lift gate speakers is standard equipment together with a 6-disc in-dash CD, AM/FM, MP3 radio.
Seats
Space-wise, head and leg room in front is ample, adequate in the back. The cloth seats in front are short on lower-back support, however. The rear seats split 60/40 and can be reclined or folded flat. While forward visibility is good, the sloping rear windshield and broad C pillars limit rearward visibility. The vinyl load floor in the rear cargo area can be removed and washed.
Summing up, the Dodge Caliber SXT strikes a sporty balance between a compact car, with its promise of fuel economy and an SUV, with its utilitarian versatility. Combining the best aspects of the two in a crossover is not a new idea, but somehow the "Grab life by the horns" mantra of Dodge gives it a fresh, bold touch.
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TODAY'S BUMPER STICKER. Have a nice day... somewhere else.
By Tessa R. Salazar
Philippine Daily Inquirer
INDIAN carmaker Tata recently took the automotive world by storm when it launched its $2,500 Nano. The world's cheapest car, by far, costs only the equivalent of a high-end laptop in this part of the world, at around P100,000.
To be sure, though, Tata threw out all the little extras to come up with only the barest essentials of a car. At 625-cc, it has one windscreen wiper, no power steering, no power windows, no air-conditioner, and will give about 20 km to a liter. And no one in India is complaining, yet, because the Nano has been marketed as a four-wheel vehicle alternative to the motorcycle.
4 times as much
In comparison, a decent three-liter diesel-powered jeepney in the Philippines would cost four times as much. The cheapest car exported to the Philippines is an 800-cc ultra subcompact priced at P319,000.
There have been earlier reports that Nissan in India would try to approximate the Nano with its own $3,000 car.
Nissan and India's largest carmaker Maruti Suzuki (the maker of budget car Alto) had planned to come out with a 3000-lakta (dollar) in 2006, but now Tata beat them to it, according to an Inquirer Motoring source who refused to be named. Still, the development of the Suzuki car continues and a release is expected between 2009 and 2010.
If it does materialize, it will be launched simultaneously in Asian markets, most likely "after the India and China launches," the source predicted.
Ferdie Raquelsantos, spokesperson of Motor Vehicle Parts Manufacturers Association of the Philippines Inc., a proponent of the first Filipino utility vehicle (PhUV) that features 60 percent local content, said the small car in the Philippines would not be as marketable as in India due to the "big family size of Filipinos."
"And we're still in the level of trying to afford an underbone motorcycle. We don't have engine builders. And the transmission builders we have are even limited only to their own in-house models," he said.
Raquelsantos said this should explain why a "majority (of motorists) would either own a utility vehicle or ride a much affordable motorcycle for running around, especially for starting families."
Market acceptance
Nissan Motor Philippines' Raymond Tribdino describes why the Tata Nano would be a bestseller in India, but not necessarily so in the Philippines. "The total industry volume (in India) is almost eight times as much as the Philippines."
He added that in the Philippines, "the total industry volume is expected to increase only at a rate of 5 percent per year starting from the 118,000 units reported at the close of 2008."
"The real problem for a super cheap small car in the Philippines is market acceptance. Small displacement cars now are slowly getting attention for fuel economy, etc., but durability is an issue since our roads and traffic conditions are a huge stress on the engines and drivetrains of small displacement engines."
Tribdino cited the China-made Chery QQ, which he said would be a "good benchmark on the small cheap car and that infrastructure (for a super cheap car) is one key point for its acceptance, aside from the necessary critical mass needed for such a small car to succeed."
He added that government support and the development of "a truly cohesive small car development plan is necessary."
Value, not price
Tribdino said that even the current car development program is stunted because of government inaction on tariffs and imported vehicles. Finally, in most countries where small cars are successful, mainly in European countries like Spain and France, and in Japan (with its Kei-cars) the key has been value, not pricing. "What comes with the price is the most important point in pushing for a small cheap car, and not the price alone."
And if, for example, the cheap Nano would be exported to the Philippines as a CBU (completely built up), this "cheap" car may no longer be as cheap when it arrives in the country and the existing tariffs are applied.
Pepito Castro, auto sales and marketing manager of Suzuki Philippines, said "customs duties are at 30 percent compared to those imported from Asean member-countries which are zero rated or at minimal rates. Considering the distance, freight (charges) have something to do also (with adding to the final price)," he said.
Additional government regulations, such as emission requirements, would also add cost.
So, we shouldn't expect to see, much less ride in, a P100,000 car on Philippine soil in the very near future. Still, the local motoring industry has sprung surprises in the past. And one of these days we might awaken to a hundred-grand car assembled in your friendly neighborhood garage, complete with power amenities and an air-conditioning system as well as with two wipers.
By Andre Palma
Philippine Daily Inquirer
FILIPINO motorists spend thousands of hours twiddling their thumbs in traffic. Really if you think about it, this is something that many of us have accepted as part of daily life. Whether behind the wheel of your own car or on some type of public transportation using the same congested road network, there is no escaping the molasses-like pace of the bumper-to-bumper, rush hour mayhem we call traffic.
Yet one need only look up, toward the heavens, for deliverance. Well, one really need not look that far up. Just meters above the jammed chaos of some of our major thoroughfares is a mode of transport immune to the stifling crawl below. In a one-on-one battle from North Edsa to Taft Avenue you know where logic dictates to best bet your hard-earned cash. Hard as it is to swallow, the elevated trains are decidedly faster than anything with an internal combustion engine and four wheels.
Racing the train
The stubborn, like the author, will attempt to better the speed of the train. At an average clip of 60 kilometers per hour (kph), this is a task that does not seem too tall and is really quite achievable. Add to this that the train does stop to take on passengers at stations. Racing the train may seem like the reckless and haphazard doings of a bored teenager, but there is a deeper-seated reason for such an exercise.
Think of trying to better the time of the train as a driver and his automobile's last stab against obsolescence. Even in other more developed countries, this automobile versus train theme plays out in a similar fashion albeit in a more extreme manner. In the land of the rising sun, a racing subculture pits bespoke engineered super cars versus a true super train, the 300-kph Super Express Shinkansen.
This epic struggle is played out on a world-class battlefield, a highway that straddles a high speed section of train tracks. This is none other than a section of the 70-km Bayshore Route of the Shotu Expressway that runs to and fro Yokohama and Tokyo, the straightest section of highway in all of Japan. On a Shinkansen ride last October, I saw this section of highway firsthand and was awed.
Highly illegal
In some places it is merely three lanes wide with an additional apron for emergency stops; wide by Philippine standards but rather narrow for a maximum velocity run exceeding 300 kph. Factor in the slower traffic and the merging vehicles from exits and rest stops, and racing the train takes on a new flavor. It is obvious also that trying to beat the train on the wangan highway in Japan is highly illegal and at times lethal. Yet in a conformist society, these wangan racers are seen as outlaw heroes, immortalized in volumes of comic books, cartoons and even video games.
Even if it takes upward of 800-bhp, working aerodynamic improvements, custom cut gear ratios and trick suspensions to best the bullet train, the whole point is that it can be done. In a way, the wangan racer's protest of speed gives people hope that the efficiency of what is arguably one of the world's foremost train systems can be bested by the right combination of driver and automobile.
Not losing hope
So the next time you are stuck in traffic, lost somewhere in between boredom and frustration, one need not lose hope. You don't have to beat the train to assure yourself that driving is still the best way to get around our metropolis. The mere fact that you are attempting to best a constant, means that you still have petroleum pumping in your veins -- there is some part of you that enjoys driving, whatever the conditions.
In the end, we need not surrender our keys for a train pass after all; we need not surrender our souls to the lure of efficiency and traffic-free comfort. I, for one, will try again tomorrow.
By Tessa R. Salazar
Philippine Daily Inquirer
THE SMOKE from the New Year's celebrations had barely dissipated, and some fires in Metro Manila were still raging, when one of the Inquirer editors at the busy newsroom suddenly said from out of the blue, "I'm now beginning to be afraid of the future."
Asked why, he bluntly blurted, "because oil has breached $100 a barrel."
Indeed, the implications of this historic breach are still yet to be felt (and the major oil players are now most likely recalculating their prices). But why wait for the inevitable oil price hikes before we start re-thinking the way we choose our cars and the way we drive? Why pay up to P25,000 for special plates ending in number 8s so that we can get lucky on and off the road, when our driving habits and life attitudes make us burn fuel and personal bridges faster than a squatter colony on fire?
So, forgive us if we start sounding like a broken record. But oil is beginning to live up to its reputation as the "black gold." Why burn it all away for nothing? The following fuel-saving tips might just help you squeeze out some more kilometers from your precious fuel.
1. Check your car for defective wheel alignments and suspension, dragging brakes and a detuned engine. You may have the best fuel miser driving techniques that could force the likes of Tito Pocholo Ramirez make a run for their money, but the "bottom" line (pun intended) is still the efficiency of the movement of your car parts underneath.
Ferman Lao of Speed Lab (on Araneta Avenue, Quezon City) suggests motorists to be especially wary of underchassis defects before expecting their car's fuel consumption to improve.
Olson Camacho of Project O (Bulacan Street near corner West Avenue, Quezon City) suggests that motorists have their engines tuned and make sure they have them tuned in certified shops to avoid being fitted with the "wrong value/specifications of spark plugs."
"A de-tuned engine (with) a wrong spark plug becomes a fuel guzzler, underpowered and more pollutant. And with wrong valve clearances, especially with diesel engines, up to 15 percent of power is lost," Camacho explained.
If you own vehicles with older gas and diesel engines, have your valve clearances checked for possible major tune-ups. Make sure that the fuel filter is replaced every 10,000 km, particularly for diesels.
2. Stick to the regular maintenance schedules. Air filters, for instance, can have major implications on the fuel efficiencies of engines. Clogged air filters not only force the engine to work more than is necessary but also they would ultimately damage the engine.
3. The Internet is a useful information tool. Use it. One website particularly useful for fuel-vigilant motorists and mechanics is www.fueleconomy.gov. It contains a list of diagnostic checks that a mechanic is supposed to typically conduct for engines with poor fuel mileages. Here are some of its checklists:
- Check for dragging brakes.
- Check transmission shift patterns for slipping, use of all gears, lockup operation. Check ignition timing. Check owner's driving habits including A/C usage, hard acceleration, carrying heavy loads.
- Check emission control system. Check vacuum hoses for leaks, kinks, proper routing. Check tire pressure. Check fuel type, quality and alcohol content.
- Check fuel pressure and fuel system for leaks. Check air cleaner element. Check coolant level.
- Check ignition system for wet plugs, cracks, wear, improper gap, burned electrodes, or heavy deposits, cracking or improperly connected ignition wires.
- Check for proper calibration of speedometer. In extreme cases, there may be engine problems such as poor compression or faulty fuel injectors.
By Aida Sevilla Mendoza
Philippine Daily Inquirer
IN ITS Accident Reporting and Analysis System 2006, the Metropolitan Manila Development Authority (MMDA) listed speeding (6,233 cases), faulty overtaking (5,848 cases) and inattentiveness (5,238 cases) as the top three reasons for traffic accidents in Metro Manila. Driving under the influence (DUI) was listed as a minor cause with only 14 cases.
The MMDA's findings are debatable since speeding, faulty overtaking, inattentiveness and/or falling asleep at the wheel could very well be traced to having had one too many. It highlights the apparent reluctance of traffic authorities to recognize DUI as a major cause of road mishaps. To promote road safety, the MMDA and local government units should include in their budgets the purchase and use of evidential breath-testing devices to accurately measure the blood alcohol concentration level of motorists involved in accidents or observed to be driving recklessly or erratically.
A better idea
At some social occasions in Metro Manila, there is a "designated driver" who takes the wheel when a guest who has no chauffeur is too drunk to drive home. Sometimes it is the wife who volunteers to drive. A better idea comes from Seoul: replacement drivers.
According to an International Herald Tribune (IHT) feature article bylined from Seoul, a replacement driver is one who makes his living by delivering inebriated people and their cars home. Seoul, the capital city of South Korea with a population of 10 million, has a vibrant nightlife. Among office workers and businessmen, team-building or clinching a deal means frequent group dinners at karaoke bars where drinking, singing and dancing last till the wee hours of dawn. Intoxicated men lurching out on the streets toward their cars after midnight face random roadblocks set up by police determined to crack down on DUI. Rather than lose their licenses and pay a penalty, the tipsy motorists call for a replacement driver.
Peak hours
Replacement driving began in the late 1990s but took off only three years ago with the advancement of wireless technology. Tens of thousands of replacement drivers go to work when the streets of Seoul fill up with streams of cars returning home late at night. The peak hours are between 11 p.m. and 1 a.m., when taxicabs are scarce and charge double the normal rate. (Naturally, taxi drivers hate replacement drivers.)
At present, some 100,000 replacement drivers handle 700,000 customers a day across South Korea, with the number soaring by 30 percent on Fridays, says the Korea Service Driver Society, a lobby for replacement drivers. Replacement driving has become so essential to Seoul and other major cities of South Korea that in 2006, the national statistical office began monitoring the price of replacement driving services as an element in calculating the benchmark consumer price index.
Call centers
Replacement driving service companies advertise their call center numbers on radio, the Internet and cell phone messages, the IHT article reports. In the evening, they plaster the windshields of parked cars with call-center leaflets. The drivers have handheld devices through which the call centers transmit orders from customers. The call center gives details such as the customer's cell phone number which the replacement driver calls to locate him.
It is highly competitive work. Dozens of drivers compete for the same order originating from their neighborhood and the one who clicks on the order first takes it. But sometimes, when a replacement driver takes a taxi and rushes to the customer's location, he finds that the customer had called more than one company and already left with the driver who got to him first.
Part-timers
Many replacement drivers are part-timers. There are cashiers, students and salesmen needing extra income. There are female replacement drivers for female customers. Some husbands and wives work as teams, with the wife following the husband in a car and picking him up when an order is finished. Some call centers operate shuttle buses that pick up their drivers around Seoul.
The replacement driver interviewed by the IHT said he was paid 15,000 won (US$16) for delivering a customer and his car home 20 kilometers away. He earns about 2.2 million won (1 won = 0.0011 US dollar) a month, but after paying for the call center, wireless data transmission, insurance and his rented room, he can barely send 1 million won to his family in a rural town. He considers full-time replacement driving -- sleeping during the day and working all night -- temporary while he looks for a better job.
Would replacement driving succeed in Metro Manila? Probably not, because most hard-drinking party goers have chauffeurs of their own. Besides, the MMDA and police don't find DUI to be a major cause of traffic accidents.
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TODAY'S BUMPER STICKER: You are only young once, but you can stay immature indefinitely.
DEFENDING champions Ferrari and bitter rival McLaren have unveiled the new cars that they hope will propel them to victory in the 2008 Formula One season.
Here's the Reuters video report.
By Aida Sevilla Mendoza
Inquirer
AS a member (and past president) of the Car Awards Group Inc. (Cagi), I didn't give high marks to the Volvo C30 that won the Car of the Year (Coty) Award for 2007. But that's only because I was absent when the C30 was brought to the San Lazaro Leisure Park in Cavite on the last car testing day of Coty 2007 in October.
Thus the great expectations when I was given the chance to drive the Volvo C30 for four days early last month after it had already garnered the most coveted Cagi trophy. Were these great expectations met?
Yes, as far as the C30's styling is concerned. While the C30's face resembles the Volvo S40 with which it shares the Ford Focus' platform, its sloping rear end/big glass hatch sets it apart from the rest of the crowd. The C30 is simply stunning. It looks like nothing else on the road, at least from the back. Its clean lines, short overhangs and aggressive, fast-forward stance give it an eye-catching profile.
The C30's exterior design was inspired in part by the 1971-73 Volvo P1800 ES sport wagon and in part by the Volvo Safety Concept Car. Part Volvo sedan (the S40 facade) and part edgy hatchback, the C30 associates the Volvo brand with fun and disassociates it from its boxy, common-sense image of old. The C30 is definitely not for people with kids since it only has four bucket seats (including driver) and sparse (8.2 cubic feet) cargo room with the rear seats up.
In Europe, where it was launched ahead of the North American and Asia-Pacific markets, the C30 is seen as Volvo's challenge to the Volkswagen GTi, Mazdaspeed 3 and Mini Cooper S, if not the 2008 Subaru WRX and Audi A3. Over here, the C30 may grab market share from the higher-priced BMW 1 Series. In terms of exterior styling, the Volvo C30 wins hands down against these rivals, but in terms of performance it's another story -- at least where the 2.4 liter, 5 inline DOHC base model is concerned.
The C30 2.4L ( P1,688,888) has the same engine as the S40 mated to a 5-speed Geartronic producing 170 bhp/6,000 rpm and 230 Newton meters of torque/4,400 rpm -- enough acceleration to justify the fun-to-drive image, but somewhat lacking punch as it struggles to overcome the car's mass. The basic 2.4L wonít win any races against the competition but the turbocharged T5 packing 230 bhp and 320 Nm of torque could. However, the C30 T5 costs half a million pesos more.
Handling
While the steering of the C30 2.4L feels heavy, velocity builds almost unnoticed because of the quiet engine and interior. Handling is better than expected for a car that weighs 3,200 pounds. The C30ís sporty charisma urges you to drive faster and slingshot around turns. The suspension (McPherson struts up front, independent suspension at the rear with coil springs, hydraulic shock absorbers and stabilizer bar fore and aft) is stiff enough to allow the C30 to be tossed into corners.
Feedback to the driver is good, if somewhat insulated. The C30 comes with front wheel drive only to keep costs down and to lower the overall curb weight. Driver's visibility is excellent, except when you turn your head, the rearview mirrorís view to the right side is blocked by the front and rear headrests. Perhaps this is why BLIS (Blind Spot Information System) is included as standard equipment even though it is an option in other markets.
The interior of the C30 is spartan, a Swedish design characteristic that many see as clean and modern. The cockpit resembles the S40ís with a floating center console, leather-wrapped steering wheel, crisply executed and logically placed controls. The 2.4L has an 8-speaker in-dash CD audio system. Although the bucket seats are supportive, headroom at the rear is cramped due to the sloping roofline and legroom is limited. Cargo room is increased to 30.9 cubic feet when the rear seats are folded, but doing so requires climbing into the backseat or rear hatch to reach the release. The opening of the big glass hatch is comparatively small and narrow.
Safety
The C30 2.4L also meets expectations in terms of safety features: front, side-impact and side-curtain airbags, disc brakes on all four 16-inch alloy wheels, ABS with EBD, BLIS, Stability and Traction Control, park assist, anti-whiplash headrests, anti-submarining seats, Intelligent Driver Information System, collapsible steering column, electronic key remote control etc. are standard.
Bottom line, the C30 2.4L combines Volvo's leading safety heritage with enough style and performance at an entry-luxury price. It is for the young and successful who can afford a more upscale hatchback. Ditto for the empty nesters who buy Volvos for their safety and want to refresh memories of their youth with the fun-to-drive C30.
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TODAY'S BUMPER STICKER: If God intended man to smoke, He would have set him on fire.
By Andre Palma
Inquirer
IN A PERFECT world, each human being should have a personal, unrestricted means of transport. For the sake of limiting this argument let us leave out bicycles, skateboards, motorcycles and beanie hats with propellers. Come on, this is a motoring column and the author does not claim any expertise or liking for anything other than automobiles after all.
With that out of the way, the "one person one car" dream is really bordering on idealistic. Even if we are able to dig into our pockets for an automobile, there is the issue of the vehicle reduction scheme.
However much you want to use your car seven days a week for the 52 weeks of every year, the last digit on your plate number will doom you to a carless day out of every seven. So in order to drive every day without fear of a traffic ticket, one actually needs a second car.
Reliability and comfort
Some of you might ask why not make the second car one's project vehicle? The truth of the matter is simple. Any vehicle we use to commute is an example of compromise. Reliability and comfort take precedence over all other considerations in a daily drive. Not yet convinced? You obviously haven't driven a stripped-out car without insulation or air conditioning and a competition clutch to a mall, through holiday traffic, have you?
This brings us to the idea of the third car, the toy car, the subject of much debate over countless cases of pilsen -- the ultimate window into any enthusiast's soul.
Think of third cars as flights of automotive fancy.
Our topic for this week and the most personally familiar third car project is the dedicated Sunday racer. Using the term "race car" for these projects would be pure misrepresentation, plain and simple. Let's face it, as a Third World nation, and without a well established motor sports industry, most of the competition vehicles in the Philippines today are wrought in home garages or at the friendly neighborhood talyer.
Therein lies the beauty of this predicament: that building your cottage industry racer will be a deeply personal, hands-on experience. Satisfaction, mind you, is another matter altogether.
A critical thing to have
First select a warhorse that isn't ready just yet for the glue factory. Then proceed to the simplest first step, stripping down your would-be steed of unnecessary items. Bin things like extra seats, the insulating materials, power windows, speakers and possibly the interior trim like the dashboard and the door sidings. Omitting the air conditioning and the radio is also an option, but sanity is a critical thing to have when one drives competitively, please remember that. This is a tropical country with atrocious traffic after all.
Not only does this trimming save about a hundred kilos of weight, but the less you leave on a dedicated racer the fewer things will break. Remember that every peso counts when calculating the running costs of your slalom, autocross, run what you bring, or hill climb project.
After this ritual evisceration in the name of the gods of racing, comes installing the necessary safety equipment in your speedster to be. Typically, roll cages, bucket seats, four point belts and fire-fighting equipment are ideal but there are some amateur series out there that will let you run with much less. Just make sure your life insurance is paid up.
The final step
The final step, and often one that never finishes, is the development of your garage racer. While budget is the ultimate gauge of how far one can modify a vehicle for competition, a little creativity and a level head will go quite a way. Scour the Internet for backyard modifications that barely cost anything. Use limited resources to improve tires, suspension and brakes, in that very order, over a financially acceptable period of time.
In the end, you may never build a Formula One car, but just how many cars has Herr Schumacher built with his own two hands and driven in competition? Knowing that they had something to do in the preparation of even the simplest of racers is a huge source of satisfaction for many weekend motorsport warriors. Some of them even win behind the wheels of their backyard projects. Ask yourself how you'd feel in their driving boots.
By Tessa R. Salazar
Inquirer
INQUIRER MOTORING puts the spotlight on the individuals who have made their mark in local motorsports. Let's start with the legendary "Tito Poch."
"A single word would describe my wishes for motoring in 2008: consideration. If everyone would show some consideration toward other drivers, we would have less traffic, stress, accidents. Simple things like not blocking the way of the cars around you, not using two lanes to make a right turn, keeping the intersections open. These are all things that require only a little consideration on our part, and it will give everyone a better road system to drive in." -- Pocholo "Tito Poch" Ramirez, 74, co-host of "Motoring Today," racing credentials here and abroad are too many to list down, one of which is winner of the Driver of the Year title five times in the 1970s
"My wish is to see our government invest more on road safety and also better implementation of road rules." -- JP Tuason, 32, founder of Tuason Racing School and two-time Karter of the Year.
"For local racing/motorsports to become more popular, by making it more accessible to Filipinos." -- Mike Tuason, 25, former Asian karting champion, JP's younger brother
"My Christmas Wish: For the chance to travel around the world to compete in D1. For a team from the Philippines to be able to compete at the championships, for us to be recognized as world-class Pinoys worthy to compete beside the best drivers around the world." -- Michele Yu, 25, lady drifter
"To have better roads so I can ride my scooter around and enjoy the beauty of our countryside. I also wish that the other riders will think of road safety. New Year's resolution -- just to keep on riding!" -- Ricky Montelibano, 44, Scooter Wars Vespa champion and Philippine Team Mountain biker
"To have a good 2008 that is full of new challenges and is full of new things for me to learn and will make me a better driver. New Year's resolution -- I'd like to stay as humble and down to earth as possible no matter what I accomplish in the future." -- Stefano Marcelo, 2007 Karter of the year and Asian Karting Open Champion
"My Christmas wish for motorsports: That the big corporate sponsors back the Filipino racer more so we can make use of the full potential of so many young racers in our country just waiting to make it into Formula 1 and other types of racing all over the world. My New Year's resolution: That I will take more time out to teach aspiring racers the ins and outs of high-performance driving and get as many people into the sport as I can." -- Carlos Anton, 37, 2007 Philippine Hillclimb Champion; 2007 Philippine GT champion
By Charles E. Buban
Inquirer
AT THE QUEZON Memorial Circle, a sprawling park at the heart of Quezon City, visitors can take a short test drive to a cleaner, greener future: For only P30 per lap, they can either take the wheel or hitch a ride on the country’s first electric car developed by a Filipino inventor.
The eight prototypes of the “G Car” built by engineer Gerry Caroro have been attracting some 100 to 200 park goers daily since the fleet was added last Nov. 30 to the Circle’s eco-themed attractions.
“My dream is for every Filipino to one day enjoy wonderful stretches of virtually pollution-free roads, with my G Cars as the principal mode of personal transport,” said Caroro, who produced the vehicles at an average cost of P280,000 per unit from his West Avenue workshop in QC.
One G Car variant runs on a 48-volt, deep cycle-type battery which Caroro can also supply. When plugged to a standard 220-volt power source, it would only consume between P40 and P60 worth of electricity to be fully recharged in about 8 hours. The car can then cover up to 80 km.
“One model I am particularly promoting could seat two persons in front and two more at the back. It could go for a maximum of 40 kph so it’s just perfect for short rides around the city,” Caroro told the Inquirer.
Of the eight models, one can run on both battery and gasoline (hybrids), and another on battery and solar energy (with solar panels installed on the car’s roof).
Certain models have body profiles which, Caroro said, were inspired by the Philippine Eagle, with front hoods sporting a beak-shaped pattern and doors that swing open at an angle like wings.
Cleaner way to go
“The G Car represents a cleaner way to move around the city. While this type of mobility is mostly found inside golf courses and sometimes in posh residential communities, I don’t see why it can’t be used in public roads,” he added.
Caroro said he gets two-thirds of the Circle’s daily earnings from the G Car rides.
But being reduced to a mere park curiosity is certainly not what the inventor had in mind after spending over a million pesos for his Earth-friendly rides.
His situation is not unlike those of most Filipino inventors who, lacking government support, struggle to get past the showroom and trade fair circuit and become commercially viable.
Told of Caroro’s case, Ronald Talion, spokesperson of the Filipino Inventors Society, tried to present a bigger picture: “First of all, the P10-million annual budget that is supposed to support us inventors since 2001 is nonexistent.”
“It’s already mandated under Republic Act Act 7459 (Inventors and Invention Incentives Act) and yet, for some strange reason, our inventors have to fend for themselves,” Talion noted.
Founded in 1943, FIS is just one of the 19 recognized inventors associations in the country with a total membership of around 3,200.
Only support
“The only support we get is the P178,000 that is given to us every November to celebrate National Inventors Week (NIW). Obviously this is not enough, which is why a lot of my colleagues were forced to seek support from abroad,” he lamented.
Caroro unveiled his G Car during the 2003 NIW -- and he apparently had to wait for almost four years before a “partner” took interest and helped him promote his work.
“The Quezon City Parks Development Foundation Inc. was generous enough to support me in my mission to make the public more aware of electric cars and how this type of vehicle can solve our worsening air pollution,” he said.
The foundation’s president, former QC Vice Mayor Charito Planas, said “it only makes sense to allow the G Car inside the Quezon Memorial Circle since this park advocates clean and green environment as well as healthy lifestyles.”
Public’s appreciation
“We support (him) because his electric cars don’t emit pollutants and for the public to appreciate the advantages they offer,” Planas said.
She said the foundation is also helping Caroro coordinate with City Mayor Feliciano Belmonte on other ways the G Cars can gain exposure, perhaps by allowing some units to be driven on public roads within QC.
At the moment, an electric car like the G Car is still limited to private roads in the country since the Land Transportation Office has yet to draw up measures for the registration of such vehicles. The process will largely be based on certifications coming from the Department of Science and Technology concerning the technical specs of electric car models.
But by letting park goers take the G Car for a spin, Caroro just wants Filipinos to know that a locally built electric car can now be mass produced, with the potential to change the country’s road landscape for the better.
