Motorista Reviews

Road Test
January 20, 1999
1998 Test Drive

Reviews
Nissan Frontier: a choice pick-
up
1999 Test Drive
Reviews By Armin A. Amio, Associate Editor and Marvin A.
Tort, Asst. News Editor
"Surprising" may best describe Nissan's 1999 Frontier

Pick-up.
Launched by Universal Motors Corp. late last year, the

Frontier -- a variant of the classic and highly popular Kai
pick-up -- is the latest of the series of pick-up trucks
launched by the company since the 1980s.
We had a chance to test-drive the Frontier for several

days. The following are our notes on the test-drive:
Armin: It is now more car-like than ever. A quick look-

over shows the Frontier's got a more aerodynamic
design with lines flowing smoothly from the bumper to
the hood panel. The grille with chrome plating work is
definitely more attractive than the previous series.
Marvin: I'm really not into designs and looks. But I

found the front cabin a little too cramped. It was a good
thing steering wheel tilt adjustment was available.
Otherwise, it would have been very difficult for me to fit
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in the driver's seat. The seats also tend to be stiff, thus

a little uncomfortable.
Armin: I didn't notice the lack of space inside the cabin.

If at all, I thought it was quite spacious. Ingress and
egress for me was a cinch. However, I would really
recommend that UMC install holders on the driver's side
to hang on to while getting in or out of the vehicle. In
most cases, drivers hang on to the steering wheel.
Marvin: The
Frontier, for all its
size and power,
may not be the best
pick-up particularly
for "horizontally
challenged"
individuals like me.
A fellow editor at
BusinessWorld
once asked why I insist on emphasizing my size and
weight when writing auto reviews. (I wear 3XL shirts
and weigh more than 300 pounds). I replied that despite
my size, I think of myself as representative of a niche
market of car buyers. After all, not all car buyers are
average-sized.
Armin: Yes, let's talk about power. The Frontier's TD

2.7-liter diesel engine is supposedly the biggest engine
displacement in its class today.
Marvin: In terms of engine performance, the Frontier

leaves little to be desired. After all, a 2.7-liter engine is a
2.7-liter engine, diesel direct injection or not. But power
is one thing, and speed another. During a road test, the
Frontier sped up to as fast as 135 kilometers per hour
on the South Luzon Expressway. But that was it, with
the accelerator already on the floor. However, even at
that speed, engine vibration was minimal.
The chassis as well as the body structure maintained

stability, with body noise at a minimum, save for the
typical growl of a diesel engine during high-speed
driving.
Armin: I had to think twice whenever I had to overtake

vehicles. Response is quick, but not that quick. But I still

Road Test
think it is more responsive compared with other diesel

pick-ups. While driving on the North Expressway, I tried
to floor the accelerator pedal but had to call it quits at
125 kph. I knew the Frontier could give me more, but I
don't want to bust up a new engine. I particularly
noticed the "very minimal" engine noise.
The Frontier's independent double wishbone front

suspension with stabilizer bar and heavy-duty rigid axle
with multi-leaf spring suspension at the rear provides
good handling control and better ride. UMC says they
gave the springs and shocks a softer tuning. However, I
would recommend that buyers replace the tires to all-
weather ones. I have to point out that traction on the
OEV tires leave a lot to be desired. I recall two
instances during the test drive when I had to deal with
skids -- and I was driving at a top speed of 80 kph!
Marvin: Going back to handling, despite the Frontier's

bulk and size, the vehicle is relatively easy to drive.
Let's just say even my mother can drive the Frontier
with ease.
Armin: I have to point out the good audio system inside

the Frontier. The Fujitsu Ten AM/FM cassette audio
system with four speakers incorporated in the door trim
was a joy. I'm really not into sound systems but I
believe I know a good one when I hear one.
I was quite apprehensive about driving pick-ups.

They're much too bulky and too lengthy for me. But the
Frontier changed all my preconceived apprehensions.
Marvin: I give the Frontier a good overall rating. But I

still advise those weighing beyond 300 pounds to
consider getting a bigger pick-up truck.
News | Home | Karera | Feature | Guestbook | Motoring Tips | Buying Tips

Road Test
1998 Reviews
1999 Test Drive Reviews
● A word on Asian Utility Vehicles:
03/11/98
Hitting the road with Isuzu's Highlander.
Going on an Adventure.
Going bust on Toyota's Tamaraw
● Driving the Saab 9-5 through snow.

05/06/98
● Cefiro Elite: well-dressed for power.
10/21/98
● Big surprises from Mitsubishi's new Lancer.
10/28/98
● Walking the rocks with Ford's F-150.
11/04/98
● Pure power in Honda's Civic SiR
11/11/98
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Road Test
1999 Reviews
1998 Test Drive
Reviews ● Nissan Frontier: a choice pickup.
01/20/99
● A tale of two sport utility vehicles.
2000 Test Drive
02/24/99
Reviews
● Suzuki Esteem Wagon: Not just a family car
03/10/99
● Comparative test drive: Asian Utility Vehicles
03/31/99
● Exceeding expectations: Mitsubishi Exceed L-
300
04/07/99
● Ford F-150 Lariat: Sporty, speedy and safe
04/14/99
● Chevrolet Savana: Not just another van
05/09/99
● TOM's Corolla Turbo: Little big fun
06/23/99
● 1999 Ford Expedition: A definite scene stealer
07/14/99
● 4x2 Nissan Frontier A/T: Easy-driving pickup
07/21/99
● Opel Tigra: Intimidating, fun drive
08/04/99
● 1999 Toyota Camry: Solid and dependable
08/25/99
● Toyota Hilux 4x2 XS:A dependable packhorse

Road Test
09/14/99
● Ford Ranger:Not just another truck
09/29/99
● The last word on the F-150
10/20/99
● Part 2: Another trip, another F-150
10/20/99
● Up from humble beginnings
11/17/99
● Automatic Utility Vehicle
11/22/99
● Five days in the City
12/29/99

Road Test - Year 2000
2000 Reviews
2001 Test Drive

Reviews ● A new kind of Adventure
02/02/00
1999 Test Drive ● An Astra experience
Reviews 03/01/00
● 2000 F-150 Supercab: A pickup like no other
1998 Test Drive 04/05/00
Reviews ● Toyota Corolla Altis: A car for the (hard)working
class
04/19/00
● Isuzu Trooper: Get to know a real Trooper
05/31/00
● A tale of three sport utility vehicles
07/05/00
● A drive through history: City VTEC Experience
07/26/00
● Braving the storms to test an engine oil
08/02/00
● The City gets a transplant
08/30/00
● Toyota Echo: Small wonder
09/13/00
● Ford Expedition: Grand expedition
09/20/00

Road Test - Year 2000
● On the road with the Ford Chateau Wagon

10/11/00
● Versatile Verso
12/06/00
● Volvo S80: Awesome luxury
12/20/00
● Ford Explorer Sport Trac: Balance without
compromise
12/27/00

Road Test
February 24, 1999
1998 Test Drive

Reviews
A tale of two sport utility
vehicles
1999 Test Drive
Reviews By The Online Staff
BusinessWorld's Online staff took two popular sport

utility vehicles -- the Toyota RAV-4 and Honda CR-V --
out for a spin recently. Below are their comments
RAV-4
The first thing that comes to your mind the first time
you see the RAV-4 is, well, fun and play. You can
probably attribute this to the external design and
overall look of the four-wheeler which, with its rounded
design and exaggerated features, immediately gives
you an idea which market Toyota is targeting -- the
younger crowd.
Not that every young, urban professional with their

equally exaggerated pay checks can immediately rush
to the showroom and get himself one. Nope. Not with
its close-to-a-million price tag. But for those with the
active lifestyle who don't want their Beemers and
Volvos to get the rough treatment as they go about
their weekend get-aways to the untamed backroads
(read: unpaved roads) of the Philippine countryside,
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then this is the (second) car for you.
But 90% of the time

you'll be driving this
baby on city roads, if
not to the golf courses
or the winding roads of
Anilao for a dive, all of
which would not
probably merit a four-
wheeler. This is where the luxuries and amenities of
the RAV comes in. All-power from the steering to the
windows, getting stuck in traffic is not at all that
inconvenient lest you are trying to make it on time to a
multi-million deal. If you're not, then sit-back and drive
comfortably with a cold Coke by your side while
listening to a CD play on the built-in Alpine.
Once you reach the wider expressways, then it's time

to throttle the two-liter engine and beat the hell out of
those 1600 sedans. On the highway, the RAV easily
responds to your commands as it glides it's way to
100..., 110..., smoothly without you noticing until a
beeping sound warns you that you're now going
beyond the 120 kph mark. Of course, knowing full well
that you and your passengers are protected by the
three-point seatbelts and dual airbags, you disregard
the warning and floor the pedal. Small potholes and the
uneven asphalt overlays common to the expressways
are nothing to the RAV.
For this particular test-drive, the unpaved, stone-

overlayed, winding roads to Aurora province became
the real test of the RAV. While its size and compact
design are its main draw for the city-driver, its
compactness contributes to the more bumpy ride as
one tackles the fist-size gravel overlay of the winding
roads at 50 to 60 kph. But it seems the R in RAV
probably stands for "Rugged" for when push came to
shove, the RAV delivers the much needed power one
would need to negotiate the stiff, inclined corners.
Set at four-wheel, we could really feel all four wheels

gripping the slippery rocks as we negotiate a turn,
throttling down to 40 kph.
One thing that bothers us are the brakes which are

Road Test
rather slow to stop, even at just over 80 kph. For quite

a few times, it gave us quite a hair-raiser when it would
stop just in the nick of time.
CR-V
The first thing that comes to mind when you're inside

Honda's CR-V is that it is roomy and spacious with
ample legroom up front and adult-size legroom in the
rear, something lacking in other, bigger SUVs. There's
even enough cargo space in the back, which can be
expanded once the rear seats are folded. Headroom is
enough for a mid-size Filipino, even better for an
average size Filipino driver.
Climbing aboard isn't difficult like in some bigger and

taller SUVs. And after adjusting the seat, there may be
enough space to stash the video camera bag in. Since
the CR-V uses a column shifter instead of a stick, more
space was freed up in between the driver's seat and
the front passenger's.
Doing this gives the CR-V a mini-van style pass-

through between the front seats, a mini-van feature
that plays very well here.
Next to roominess, the CR-V's strong suit is its good

ride quality.
As you step on the

accelerator pedal, you
find that it handles like
a car cruising in the
smooth asphalt but it is
also at home out on the
road. Power provided
by the four-stroke, 16-
valve transverse in-line
double overhead
watercooled engine
make the powerplant fast when and where you want it
to be. And it has that same kickdown feature as that of
the Civic, allowing you to shift to overdrive by pressing
hard on the gas.
The drive to the Centennial Expo Site at Clark was a

Road Test
cinch for Honda's popular four-wheeler.
Near the San Fernando exit, we hit an indention that

made the vehicle suddenly jump up, but the whole
shock was absorbed by the CR-V's independent
double-wishbone with coil spring and stabilizer bar.
This suspension system is also responsible for keeping
the vehicle steady despite its height. It has enough
sense to absorb the little indentations inherent in the
pockmarked cement of the North Diversion Road
without losing touch in handling response. Its steering
is also quite precise for its size.
The CR-V's brake system allowed enough room for

late-breaking manuevers, especially on the way home.
Good thing the CR-V's headlights were bright enough
for us to distinguish between a truck's rear panel and
the highway's dark asphalt.
The CR-V's features are based on passenger car

components, specifically the subcompact front-drive
Civic line, so it goes without saying that this SUV is
more like a car, but with a more adventurous
personality. The interiors are what one may find in any
Honda vehicle -- thoughtfully designed and nicely
finished. The air-conditioning, though, takes a little
while before reaching maximum coolness. Perhaps the
most in-demand accessory of any car in the Philippine
market are the cup holders, and here Honda manages
to meet this need. Aside from this, there are several
more compartments beside the rear seats for stowing
away maps, notebooks, perhaps some junk food.
Cabin lights are designed like that in an airplane, with
separate pin lights for passenger and driver.
The CD player inside the CR-V, at least for the test unit
we borrowed, was exceptional mainly because the
music didn't skip whenever we hit a pothole or hit a
hump at full speed. Although one can't help but notice
the distracting design of the stereo console, with its
dancing lights and discotheque-like ambiance. Maybe
another kind of CD player will look good on the this
baby.
COMPARISON
The RAV-4's controls are more ergonomically

Road Test
designed. Power controls are on the door compared

with that of the CR-V which has it on the dashboard. A
few times, the driver had to grope and actually stare at
the steering wheel to look for the CR-V's horns. The
four-wheel option of the RAV-4 is more favored
compared to the CR-V's real-time four-wheel
transmission, although the CR-V's longer wheelbase
gives it an edge in ride quality.
Toyota dealers are probably hyping on the

"ruggedness" of the RAV because they know they lost
to the CR-V in terms of comfort. In turn, Honda is
banking on the CR-V's classic lines and overall comfort
features. Indeed, there is nothing "truckish" about the
CR-V.
Basing it on looks alone, the RAV-4 has that cute, "bug-

like" quality and "out-of-this-world" attitude -- a really
sporty SUV with lots of spunk. On the other hand, the
CR-V is classic sport utility -- boxy, like earlier off road
vehicles such as the Jeep Cherokee. Maybe the
reason for this is that it maximizes interior volume,
allowing you to pack in a week's worth of camping
equipment even if you know you're staying in a hotel.
And, honestly, both the CR-V and the RAV-4 look more
at home in a five-star hotel's parking lot or at the mall
than in the rocky bed of a dried up lake on a mountain
a couple of hundred feet above sea level.
Probably in deference to its bigger brother, the Land

Cruiser, the RAV had to leave some of the more
luxurious and comfortable features to it's more
expensive, higher generation four-wheeler. If the RAV
was as luxurious and comfortable as the Land Cruiser,
then nobody would be buying the Prado (Land
Cruiser). This, compared to the CR-V which is the only
4X4 in Honda's line so might as well put all the
features in it.
In general, though, one will never go wrong choosing

either the RAV-4 or the CR-V. Both are well-made and
speaks well of its heritage: Toyota's no-nonsense
ruggedness and Honda's car-like driveability. Yes,
there are many differences between the two and it all
boils down to what the user prefers in an SUV of this
size.

Road Test
Definitely, both are fun to drive, and possess both all-

around practicality and comfort.

Road Test
March 10, 1999
SPECIFICATIONS Not just a family car

Engine
Test drive: Suzuki Esteem Wagon
Number of Cylinders : In-line
4 By POPONG R. ANDOLONG, BusinessWorld
Online
Number of Valves : 16
In 1996, Suzuki scored one for the record books
Type : G15B, 4-stroke cycle, when it entered a new car as a replacement for their
Water-cooled, SOHC, Multi tried and true Baleno sedan in the FIA (Federaáion
Point Fuel Injection, Internationale Automobile) Asia-Pacific Rally
Gasoline
Championship.
Displacement : 1,590 cc
What made the
Bore x Stroke : 75.0 mm x
fact even more
90.0 mm unusual was that
the car was
Maximum Power : 110 PS @ hardly the kind of
6,000 RPM vehicle that one
would expect to
Maximum Torque : 14.7 be running in a
kg.m @ 3,200 RPM rally. It was a Suzuki Esteem Wagon piloted by
former Pikes Peak Hillclimb Champion Nobuhiro
Compression Ratio : 9.5:1 "Monster" Tajima. Seeing a station wagon running in
rally trim surely changed many spectators' notion
Drivetrain : 5-Speed, Manual that a station wagon's only purpose in life was as a
Transmission family carrier.
Chassis True to its form, Suzuki's lone entry in the Philippine

passenger car market was an even greater surprise
Steering : Rack and Pinion, when it was turned over to this writer for a test drive.
Power-assisted
Upon closer examination, the Suzuki Esteem
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Brakes : Wagon proved to be quite impressive in terms of

styling and performance. The car's lines and
Front : 9" contours contribute to an aerodynamic-looking front
ventilated end that gracefully ends in slightly upswept tailgate.
disk
Its external dimensions are just a few centimeters
larger than that of an average-sized sedan, but its
Rear : 10"
interior has plenty of storage space which is a boon
drums,
leading and to buyers with medium-sized families that spend a
trailing lot of time together in the road.
Suspension : To make everyone more comfortable inside the

Esteem Wagon, Suzuki included all the important
Front : amenities needed in a vehicle. Power steering,
MacPherson central door locks, power side mirrors, power
strut windows, power brakes, full-mix types air-
conditioning, Suzuki by Clarion AM/FM cassette
Rear : stereo with four speakers, variable intermittent front
MacPherson
windshieldd, wipers, rear window/ wiper washer,
strut
remote fuel door, center console and slide out cup
holders are all part of the entire ensemble.
Wheels :
Tire size : 185/60R 14 82H A four-spoke urethane steering wheel is the

centerpiece of the instrument panel which include a
Dimensions and standard instrument cluster. The seats are well
Weight padded and shaped -- just right to prevent sore
backs common during extended road trips or spells
in heavy traffic.
Wheelbase : 2,480 mm
Track : Both front seats may be adjusted to slide or recline,

while the driver can set his seat for the desired
Front : 1,440 height. The rear seats fold down to make room in
mm the rear for plenty of luggage for those long trips.
Multi-level compartment trays are located under the
Rear : 1,435 flat cargo floor which can be used to stow those bits
mm and pieces that won't be needed until the next stop.
Overall length : 4,345 mm The Suzuki Esteem Wagon is powered by a G16B

single overhead cam in-line four engine that carries
Overall Width : 1,690 mm a displacement of 1,590 cc.
Overall Height : 1,460 mm This powerplant can generate 100 PS of power and
14.7 kgm of torque. The Suzuki-designed multi-point
Weight : 1,560 kg fuel injection system makes the G16B one of the
most thrifty engines around. The gears are invoked
by a standard five-speed manual transmission that
is encased in a lightweight aluminum alloy casing
that helps reduce the Esteem Wagon's overall

Road Test
weight.
On the road, the car is fun to drive. The power-

assisted rack-and-pinion steering, which controls the
Road Test page 14-inch wheels, does much to enhance the car's
handling. The response is almost crisp and the car's
small turning radius makes it a dream to park. Front
and rear MacPherson struts with subframes and
stabilizer bars (24 millimeters [mm] in front and
13mm in the rear) give the car a fine ride that will
allow any baby to fall asleep easily and yet allow
Daddy to react to any situation he may suddenly
meet on the road.
The car is also endowed with safety features such

as rear-door child safety locks, side-impact door
beams and adjustable three-point harnesses.
Braking is handled well by ventilated front disc
brakes and rear drums that give a positive feel when
the brake pedal is engaged.
Simplicity, functionality, fuel-efficiency, and reliability

-- these are the strong suits of the Suzuki Esteem
Wagon which make it a car that should not be
overlooked. Its features and reasonable price make
it an excellent choice for first-time car buyers and if
you're a family man who's trying to escape
conformity and conscious about what you're willing
to spend to do it, then this car is for you.

Road Test
March 31, 1999
1998 Test Drive

Reviews
Comparative test drive: Asian
Utility Vehicles
1999 Test Drive
Reviews Convenient and comfortable
By MARVIN A. TORT, Asst. News Editor
I would like to think of my recent series of test drives of

Asian Utility Vehicles (AUVs) as a revisiting of sorts.
I made a similar review of locally available AUVs at

about the same time last year. Believing, however, that
all motor vehicles subject to testing require at least a
second or third drive prior to rating, I chose to repeat
the entire thing this year -- but under a different set of
conditions.
However, I would like to remind you that this is not a

"technical" review. It is just one man's point of view on
the convenience and comfort of driving AUVs. I strived
to offer as many insights as possible, and I hope you
will find them useful.
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I chose to do away
with the usual
discussions involved
in vehicle reviews
and decided to
concentrate on three
major areas of
concern:
performance, comfort
and budget. So, if you
are looking for a more detailed discussion on the
features of each test unit, this review may not be
enough for you.
However, if you are concerned with comparative items

which I feel should really and truly matter to serious
AUV buyers, then read on. I hope you'll find this piece
relevant.
PERFORMANCE
1. Instrumentation/controls -- All the test units have the

same basic console design and layout. All
instrumentation and controls are easily visible and are
well within the driver's easy reach. The positioning of
dashboard clocks, however, requires a little more
study. In the case of the Revos as well as the Hi-
Lander, their dashboard clocks tend to suffer from
glare and become remotely visible to the driver during
late morning to early afternoon when the sun is high.
2. Visibility -- All test units offer good all-around

visibility, I would say even better than most sedans.
But not one vehicle stands out in this department since
all the AUVs tested have similar body shell design. The
Revos lift-up tail gate design, however, allows one to
have a relatively better view of the rear. With the
Adventure, meanwhile, its hood design makes it
difficult particularly for a short driver to see the end of
the hood slope. This affects one's judgment of distance
to a preceding vehicle.
3. Engine -- When it comes to engine performance,

there are differences between the test units. A
distinction is definitely noticeable between the gasoline-
fed and the diesel-fed engines, as well as the test unit
with automatic transmission and those with manual

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transmission.
1998 Tamaraw FX Revo GLX. It's 1.8-liter fuel-

injected gasoline engine and electronically controlled
automatic transmission gave just enough pushing and
pulling power on demand during the test drive.
However, I have reservations if it can produce enough

power for a fast and easy drive on a steep uphill climb
when packed to capacity. During the test drive up to
Baguio City, the GLX showed strain particularly on
steep to very steep uphill climbs. And there were only
four of us in the test unit, with very little baggage.
The GLX was also a little slow to pick up during

overtaking maneuvers. Maximum speed on the
highway was 135 kilometers per hour.
1998 Tamaraw FX Revo GL. It's 2.4-liter distribution-

type injection diesel engine complements its manual
transmission. The engine delivered more than
sufficient pulling and pushing power even during the
steep uphill climb to Baguio City. (We passed through
Kennon Road.) Engine strain was moderate even
during hard drives. It picks up well during overtaking
maneuvers. Maximum speed on the highway was also
135 kilometers per hour.
1997 Mitsubishi
Adventure GL. I
failed to take the
Adventure up to
Baguio City for lack of
time. But if only to
make a relatively fair
comparison with the
other test AUVs, I
brought it to Tagaytay City, where the trip also offered
uphill and downhill drives as well as long highway
stretches. I would say that my impressions of the
Adventure from the test drive -- also to Tagaytay -- last
year still hold. The vehicle, with its 2.5-liter diesel
engine and manual transmission, tends to be sluggish
even on moderately steep uphill climbs, especially
when it is full. Invariably, engine strain is very
noticeable especially during steep to very steep uphill
drives. Also, the Adventure picks up slowly, even on

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relatively flat highways. Maximum speed on a flat

surface was 130 kilometers per hour.
1997 Isuzu Hi-Lander SL. I drove the Hi-Lander all

the way to Ilocos Norte and then Cagayan province
and down to Baguio City during the test drive last year.
Thus, the recent drive to Baguio City was sort of a
repeat performance for the test unit. And not unlike the
Adventure, my impressions of the Hi-Lander from the
January 1998 test drive still hold: It's 2.5-liter direct
injection diesel engine delivers. It offers plenty of on-
demand pushing and pulling power, allowing the unit to
take steep uphill climbs on second, and sometimes
even on third gear -- even when packed to capacity. It
also picks up quickly during overtaking maneuvers.
Maximum speed on the highway was 135 kilometers
per hour.
4.
Steering/braking
-- All the test
units were
equipped with
good
steering/braking
systems and
were thus all
very easy to handle and maneuver.
5. Ride -- The ride, however, not unlike engine

performance, was not the same for all the test units.
The Tamaraw FX Revo GLX and GL models have
commendable ride, with their suspension systems
offering good cushion from bumps and bounce. The Hi-
Lander, meanwhile, has excellent ride for an AUV. Its
suspension system offers superb cushion from road
bumps and bounce, giving you that somewhat
"floating" feeling. It also absorbs road shock very well.
The same cannot be said for the Adventure, however.
It's ride is both bumpy and bouncy. The suspension is
very stiff and does not offer a comfortable drive.
COMFORT
This has always been a special concern of mine. I am

about 5'9" in height and weigh more than 300 pounds.
And there are many more like me -- people who can no

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longer comfortably fit in a sedan, and require the

suspension system of a truck just to keep the strain of
their weight off the vehicle's suspension system.
Tamaraw FX Revo GLX and GL. Their sleek and

almost car-like design appears to have sacrificed some
of their usable -- necessary, in my case -- space. It's
fairly easy to get in and out of the Revo models, but
more space particularly between the steering wheel
and the driver's seat would be better, particularly for
many potbellied Filipinos who like to spend their free
time drinking the night away. A wider driver's seat
would also help. In my case, I was literally sitting on
the seat belt lock, given my fairly wide behind. This
arrangement eventually proved uncomfortable,
especially during the long drive up to Baguio City. The
rear seat area, meanwhile, is a little cramped, with not
much leg room. Ceiling clearance is sufficient.
A simple test: If your hair sticks out due to the static

electricity from the vehicle's ceiling, then you are too
close to the ceiling. In which case, the vehicle may be
too small for you. In case of a collision, a slim ceiling
clearance may prove to be harmful if not fatal.
Mitsubishi Adventure GL. If the Revo is a little tight

for me, so was the Adventure. What's worse, however,
is that the Adventure has very "unfriendly" seats. The
driver's seat was as stiff as a board. Couple that with a
stiff and bumpy ride, you can't expect a comfortable
long drive. The travel to Tagaytay City was punishing
enough, what more if it was to Baguio City. But
Adventure owners may have a different opinion of
Mitsubishi's AUV. After all, one man's luck can very
well be another man's misfortune. So, if you like
sleeping on a stiff-as-a-board bed, the Adventure may
just be the AUV for you. I, on the other hand, prefer a
soft bed with smooth, silky sheets.
Isuzu Hi-Lander SL. This vehicle offers plenty of

space and leg room for big individuals like me. Ceiling
clearance is also more than sufficient. The Hi-Lander
also has wide seats. In terms of usable space, Isuzu's
AUV appears to have plenty. Its difference with other
AUVs, I believe, lies in the structure itself.
Since the Revo is almost car-like in structure and

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features, its spacing is car-like, too. It is sleek and

somewhat narrow.
The Hi-Lander, on the other hand, appears to have

been built especially either for business or recreation.
Thus, it appears to have endeavored to offer as much
usable space as possible. Having space, mind you,
evidently becomes a paramount consideration
especially during long, out-of-town trips.
CONCLUSION
I would first like to point out some things before I go on

to my conclusion. First of all, I would like to clarify that
the engine of the more-than-one-year-old Mitsubishi
Adventure I used for this test does not appear to be in
perfect condition, thus the relatively high fuel
consumption rate. The owner, a friend, told me there
was something wrong with the engine's heater.
Nonetheless, I still used it for lack of another test unit.

During my January 1998 test drive of the Adventure,
the brand new test unit registered a fuel consumption
rate of 10.95 kilometers per liter. It consumed 28.8
liters of diesel for the 315.4-kilometer drive from Cavite
to Batangas, around Taal Lake, and then back to
Cavite.
Also, the Revo GLX and GL models I tested this time

around are relatively brand new. Also, I cannot
compare the new FX models with the 1997 FX model
which I tested last year. After all, one cannot compare
apples with oranges. For without doubt, the new Revo
models are a BIG improvement from the previous FX
models. I still own a 1993 Tamaraw FX HSPU, and I
can definitely say the new Revo models are for more
advanced.
The Isuzu Hi-Lander test unit, meanwhile, not unlike

the Adventure test unit, is more than one year old.
This, however, did not seem to affect its engine's
performance. Top speed was still 135 kph, not unlike
when I took the Hi-Lander for a 1,466-kilometer trip
around Northern Luzon last year. During that Manila-
Ilocos-Cagayan-Manila drive, average fuel
consumption was also around 14 kilometers/liter. For
the 440.9-kilometer highway drive from Quezon City to

Road Test
Magsingal, Ilocos Sur, the consumption was even less.

The Hi-Lander test unit consumed only 26.82 liters of
diesel, for an average consumption of 16.4 kilometers
to a liter. But then, the test unit was still relatively brand
new at that time.
Based on last year's test drive, the Hi-Lander stood out

as far as comfort level was concerned since to me, it
seems to have more space, more leg room, greater
ceiling clearance, and relatively better suspension.
During this year's test drive, however, the Tamaraw FX
Revo models almost gave the Hi-Lander a run for its
money. Comfort level is almost the same. But given my
space considerations, I am inclined to give a better
rating to the Hi-Lander. As I have said, space
considerations become paramount especially during
long out-of-town drives. Better comfort assures safer
driving.
Also, with the way their driver's seats are constructed, I

prefer Isuzu's AUV. I like to sit almost straight up when
driving, with my back perpendicular and my thighs
almost parallel to the vehicle floor. The Revo, on the
other hand, encourages a more sleek driving position,
not unlike a car. Given my size and girth, I find this
driving position a little awkward if not downright
uncomfortable after a long while. Thus my preference
for the Hi-Lander.
On maintenance costs, as I have discussed in my

piece last week, there are trade-offs in using vehicles
with an automatic transmission -- like the Revo GLX --
and others with a manual transmission such as the
Revo GL, the Adventure and the Hi-Lander. Without
doubt, an automatic transmission can allow for greater
driving comfort particularly in Metro Manila's traffic
jams. However, its maintenance may be costly in the
long run. As with my experience with my own 1991
Mitsubishi Galant Super Saloon with automatic
transmission, you may have to replace plenty of parts
and electronic equipment after about five years. And
those are not cheap stuff, mind you. A brand new
electronic shift control can easily set you back by
12,000 Philippine pesos (PhP). To have the
transmission overhauled will cost about PhP60,000.
And if you're fond of bringing the vehicle out of town,
you may have to contend with the fact that there are

Road Test
very few experts on automatic transmissions outside

Metro Manila.
On fuel economy, the tests prove the diesel models

were more efficient and economical in terms of
consumption and fuel costs. For everyday use, better
consumption and lower fuel costs can translate into
more savings in the long run. But then again, why take
my word for things? As I have said before. If you want
to find which is the better family vehicle for you, try
them all.
Fuel Economy

Road Test
April 7, 1999
SPECIFICATIONS
Engine Test drive: Mitsubishi Exceed L300
Number of Cylinders : 4
Exceeding expectations
By POPONG R. ANDOLONG, BusinessWorld
Type : 4G63, SOHC, Online
Carbureted, Gasoline
The Mitsubishi L300 has always been a part of the
Philippine motoring scene since vans started gaining
headway in the local market several years ago.
88.0 mm
Mitsubishi's latest version -- the L300 Exceed --
Maximum Power : 66 Kw continues to live up to the standards set by its
(DIN Net) @ 5,500 RPM predecessors in terms of its versatility, practicality,
safety and performance.
Maximum Torque : 153 Nm
(DIN Net) @ 3,000 RPM The van's styling
has been
Compression Ratio : 8.5:1 drastically
changed with the
Drivetrain : 5-Speed, Manual
introduction of a
Transmission
new body design
which centers
Chassis
around a new
shape, projector-
Steering : Rack and Pinion,
Power-assisted type headlamps,
color-keyed bumpers, and front clearance lamps.
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Brakes : Another obvious transformation is the reduction in

the vehicle's size.
Front : 14"
disks
In fact, the L300 Exceed, which arrives in the
country as a Completely Built-up Unit (CBU), has
Rear : 10"
been reclassified from a full-size to mid-size van
drums,
leading and owing to its reduced passenger capacity.
trailing
Despite this reclassification, the interior of the L300
Suspension : Exceed is still roomy enough to provide comfort and
space. The compact hull accommodates nine full-
Front : sized adults (including the driver) in the three rows
Independent of seats and two people with slightly less proportions
wishbones in the rear jump seats.
and torsion
bars with
stabilizer As opposed to having doors on either side of the
vehicle, the Exceed now only has one sliding door
Rear : Semi- which is located on its right side. The rear door also
elliptical leaf opens upwards and the loading bay floor at the rear
springs is set at just the right height allowing for easier
loading and unloading of cargo. The space allocated
Wheels : Steel with full wheel for the driver is sufficient, even for someone who
covers stands at 175 centimeters.
Tire size :
Nothing can be quite as refreshing as finding a
cockpit which one can just slide into without any
Front : 185
hassle. Sitting behind the wheel of the L300 Exceed
R14C - 8PR
is just like wearing one's favorite pair of shoes. A
Rear : 185
digital quartz clock, room lamp with map lamps,
R14C - 8PR original Mit-Air air-conditioning system with a
separate rear cooler control, armrest for the third
Dimensions and Weight row seat, and an Alpine 7532 CD-ready
Radio/Cassette player with front-mounted dual
Wheelbase : 2,235 mm speakers make the L300 Exceed's cabin homely
and cozy.
Track :
But the amenities don't stop here. The front row
Front : 1,445 features a fixed-type passenger seat while the
mm middle row has a side-seat that can be folded up
and out of the way for easy access to the rear. That
Rear : 1,380 very same middle row can also be rotated to face aft
mm to configure the cabin for conference-style seating.
When folded down along with the third row, the
Overall length : 4,285 mm cabin easily converts to a sleeping compartment.
For privacy, a curtain rail has been provided and a
Overall Width : 1,695 mm glove box, as well as, illumination units located on
the side step, rear side, and cargo bay have been

Road Test
Overall Height : 1,855 mm incorporated for convenience.
Weight : 2,205 kg Safety has also been given consideration with the
presence of front three-point ELR as well as second
and third row lap belts.
It's quite normal to go through a fair bit of

disorientation when switching from a sedan to a van
because of the radically-different seating position
which places the driver just above and forward of
the front wheels. This was not the case as far as the
L300 Exceed was concerned.
Once you get used to it, which shouldn't take longer

than a few minutes of road time, handling the van's
1998 Test Drive Reviews lengthy dimension is a cinch. The vehicle is
extremely easy to drive on account of the good
1999 Test Drive Reviews visibility from the inside and the excellent sizes and
positions of the rear and side mirrors.
Maneuvering is even made easier by the Exceed's

4.5 meter turning radius. That and the L300
Exceed's relatively narrow width makes it easy to
park. The power-assisted steering, soft panels, and
floor-mounted gearshift lever have a feel that's
identical to that of another popular Mitsubishi
creation, the Lancer. In fact, the L300 Exceed's feel
and handling is closer to a car than a van. The
redesigned capacity have contributed to a marked
improvement in the already renowned comfort and
road holding abilities of the new platform.
The engine was also quite a revelation as the two-

liter 16-valve 4G63 produces 153 nm of torque at a
mere 3,000 revolutions per minute, which was more
than enough to pull the van's own weight and results
in less shifting when in traffic. On the highway, the
L300 Exceed can also produced enough power to
get it past other vehicles with relative ease.
Unfortunately, believers in the diesel engine will be
disappointed to know that the L300 Exceed is only
available with a gasoline-powered motor. According
to the Chamber of Automotive Manufacturers of the
Philippines, Inc. (CAMPI), the Mitsubishi L300
Exceed has already a considerable market share in
its class which is probably why there are only a
limited number of units left in stock, unfortunately.

Road Test

Road Test
April 14, 1999
1998 Test Drive Test drive: 1999 Ford F-150 Lariat

Reviews
1999 Test Drive Sporty, speedy and safe

Reviews
By ARMIN A. AMIO, Associate Editor
When you're frequently on the road, it is without doubt

you have -- in one way or another -- encountered one
of these huge F-150s plying the streets of Metro
Manila.
Huge is an
understatement for these
colossal monsters on the
road. "Humongous" may
just be the right
descriptive term.
Since Ford Motor Co. Philippines, Inc. offered these

last year (to the dismay of the gray market which has
been making a killing on these trucks), the F-150s
have generated a strong following among Filipinos.
I had enjoyed last year's test drive of the F-150

Flareside, but I have yet to comprehend the almost cult-
like audience generated by these trucks among
motorists.
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Road Test
Thus I gladly accepted the offer by Ford to test the

1999 F-150 (which was launched in January during the
Detroit Motor Show). This time, I was determined to
get to the core of this "phenomenon."
The 1999 model maintains its muscular, aerodynamic

stance but further improves exterior styling. The front
bumper system and grille were restyled. Ditto with the
body side mouldings.
This year's model still features the 4.6-liter SOHC

Triton V-8 engine which provides for unfailing yet
smooth acceleration. Its four-speed automatic
overdrive transmission shifts smoothly. Four-wheel anti-
lock braking system is now a standard.
And despite its huge configuration, the Lariat's

handling is almost car-like -- even when cornering and
changing lanes. Driving the F-150 on the expressway
was a joy, but I didn't particularly liked going through
the narrow streets of Manila with it.
Maneuvers, however, may be quite a problem,

particularly with its turning radius of seven meters.
Thank God for power steering.
And what about ride? The Lariat's independent SLA

gas pressurized shock absorbers, computer-selected
torsion bar and stabilizer bar on the front and variable-
rate, computer-selected two-stage leaf with auxiliary
sprint allows for a smooth ride -- even if the road is
hilly, pothole-littered, dirt or gravel-filled.
I liked the Lariat's seats as they are big and sturdy --

great for those long drives. Storage compartments are
huge, especially the center console which, I believe,
can seat one pint-sized child. Ford has also increased
payload capacity from 100 pounds to 300 pounds. One
advice: better invest in a bed mat and tailgate panel --
lest you want scratches on your precious truck bed.
Instrumentation layout, however, can be a bit

confusing, particularly if you're used to Japanese-
designed pick-ups. Don't look for a hand brake. Ford's
trucks come with foot brakes.

Road Test
As with the Flareside, visibility on the Lariat is just-

about great, helped by the six-way power driver's seat
which can be adjusted to accommodate any
configuration.
And with a standard fourth door on the 1999 model,

ingress and egress in the cabin becomes easier. Other
additional features include a new securilock anti-theft
system and a grouped privacy glass with flip-open rear
quarter vent window.
Its Premium AM/FM stereo -- minus the six-disc CD

changer featured in the Flareside -- could rival any
Japanese-made sound system.
I was beginning to understand why the F-150

continues to get rave reviews of motorists all over. But
an incident on my last day of the test drive completely
changed my perception of the truck.
I was on full stop along E. Rodriguez Jr. Ave. waiting

for the traffic on the other side of the road to clear up
so I can turn left towards 12th Street when I suddenly
felt myself hurled forward -- about six feet by some
unknown force.
After checking myself, I got out of the F-150 cabin and

found -- to my dismay -- a totally wrecked station
wagon on the right corner bumper of the vehicle -- its
radiator was damaged; the battery was wrecked; the
hood and left fender came off; the driver's door cannot
be opened; and the engine shifted backward.
The stupid driver claimed she didn't see the vehicle in

front of her; a preposterous claim considering the
configuration of the F-150.
Compared with the condition of her car, the F-150

suffered very minimal damage. It only had a dented
bumper and two small scratches on the tail gate.
I suffered a misaligned spinal column as a result of the

rear-end collision. Because of this I had been
undergoing chiropractic care for almost three weeks
now.

Road Test
The doctor, however, said I had been quite lucky

considering the magnitude of the accident. But I know
better.

Road Test
May 5, 1999
SPECIFICATIONS
Engine Test drive: Chevrolet Savana
Not just another van
By POPONG R. ANDOLONG, BusinessWorld
Type : VORTEC 5000 V8, Online
Fuel injected, Gasoline
Truly the Godzilla of vans, the Chevrolet Savana

from General Motors Automobiles Philippines takes
the cake through its sheer size and comfort.
88.39 mm
Although many vans may
Maximum Power : 245 HP @ also be 12-seaters, none of
4,600 RPM them can approximate the
space provided by the
Maximum Torque : 325 lb-ft Chevrolet Savana with its
@ 2,800 RPM cargo volume (all center and rear-row seats
removed) of 4,380.2 cubic centimeters. This full-size
Compression Ratio : 9.4:1 van has wide 60/40 swing-out doors on the right
side of its shell for easy ingress and egress as well
Drivetrain : 4-Speed, as the tallest and widest rear cargo doors in its
Automatic Overdrive segment. The interior is so spacious that the driver
or front passenger has easy access to the rear
Chassis seats. This can be quite important if they have to
stop the vehicle to fix a loose article or pacify a child
Steering : Power assisted, in the back. There are side steps located in the
speed sensitive EVO doorways and an entry assist rear bumper in the
(Electronic Variable Orifice)
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Road Test
back that are quite useful since the Savana has a lot
Brakes : With Anti-lock of ground clearance.
Braking System (ABS)
Chevrolet's design team
Suspension : endowed the Savana with
more than enough seating
Front : Heavy- areas to handle a large
duty coil
springs
family. The amenities that
one would expect from
Rear : Heavy-
such a vehicle have all
duty 2-stage been thrown in: Remote
multi-leaf rear keyless entry; power side
spring mirrors; a convenience
center with cup holders,
Wheels : 16" x 6.5" covered power outlet, and
pull open, lighted storage
Tire size : LT245/75R-16E bin; ETR AM/FM CD-ready
blackwall stereo; and front and rear
air conditioning system.
Dimensions and Aside from these standard
Weight features, numerous
upgrades are available
Wheelbase : 3,429 mm which can easily customize
the vehicle to suit the
Track : Not available owner's taste.
Overall length : 5,555 mm One good thing about American engineering is that
they really take vehicle safety seriously. The
Overall Width : 2,011 mm Chevrolet Savana packs a whole range of safety
features that include adjustable shoulder belts for
Overall Height : 2,095 mm each passenger, child-proof safety belts that require
a key to unlock the buckle, daytime running lamps
Weight : 3,870 kg which are must-haves in most US territories, side
door beams to protect the passenger compartment
in a side impact, four-wheel anti-lock brake system,
and front and rear crush zones which absorb the
shock that comes with collisions. For protection
against burglars, the Savana has a Passlock theft
deterrent system that disables the ignition system
when a strange key is used to start the vehicle.
Of course, a vehicle of its size will necessarily have

a lot of weight which can be quite difficult for the
1998 Test Drive Reviews suspension to lug around. With this in mind,
Chevrolet used a strong and reliable steel ladder-
1999 Test Drive Reviews type frame to carry the Savana's mass. The
independent front suspension system and two-stage

Road Test
multi-leaf rear springs do a good job of keeping the

van balanced and supple. What gives the Savana a
cushioned ride are the second stage springs in the
rear which engage as more weight is placed on
them. The design provides additional support
without sacrificing the Savana's ride quality.
One would normally expect a vehicle of the

Savana's size to be difficult to handle and heavy to
drive. Actually, its excellent hydraulics make the
steering and pedals soft and light as a feather.
Granted, a driver operating it for the very first time
will find the Savana's bulk intimidating, most
especially in heavy traffic. The high driving position
allows you to almost see all around the van. Almost,
because the right front corner is hidden from view
and requires a fair amount of judgment when you're
trying to get into or leave a parallel parking spot.
Give it a little space, however, and it will be fine.
Surprisingly, the handling of Savana felt relatively
tight, and responsive. The turning radius though,
leaves something to be desired. But that's to be
expected because of the long wheelbase -- 3,429
millimeters -- which is really a lot by any standard.
The Savana's ride is really one of the best that this
writer has ever experienced. It was a far cry from
earlier full-size vans which had a characteristic
lumbering motion.
The Savana's suspension was soft but produced

very little body pitch and roll. The brakes might take
a little getting used to it if you're used to driving
compact sedans.
The high hydraulic pressure in the master cylinder

gives you very little feedback from the brake pedal
which requires a fine touch at the onset of braking.
It's necessary to carefully work your way to the
maximum point which will suddenly feel rock hard
when the pads come into contact with the braking
surfaces.
The Vortec 5.0-liter V8 gasoline engine attached to

a 4-speed automatic transmission took a while to get
into its paces when accelerating from a dead stop
due to the Savana's weight. Once it hit mid-range
however, its enormous power enabled it to cruise

Road Test
with ease. During city driving, the fuel consumption

was fairly reasonable, even from a V8.
After trying out the Chevrolet Savana, the phrase

"size does matter" takes on a real meaning.

Road Test
Test-drive: TOM's Corolla Turbo

Little big fun
Toyota's Corolla
have always
associated with the
ordinary. Yup, these
ubiquitous sedans
1998 Test Drive can be seen almost
Reviews in every nook and
cranny of the archipelago. However, this latest Corolla
variant can be compared to a plain family man who
1999 Test Drive
suddenly qualified for the Iron Man triathlon.
Reviews
Yes, Toyota's flagship in the passenger car market is
now available with a sport package, developed under
the aegis of TOM's Asia Corp., that imparts striking
looks and silken power.
Available only on the 1.6-liter GLi five-speed manual

version, the package -- which includes a turbo kit with
intercooler, T.E.C.S. (TOMS's Engine Control System),
and engine hood with scoop -- adds 105,000 Philippine
pesos (PhP) to the GLi's base price of PhP685,000.
But you have to cough up another PhP90,000 for other
accessories -- such as TOM's emblem, front strut
tower bar, sport muffler, sport shift knob, etc. -- for
added pogi (handsome) points.
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How about those eye-grabbing wheels and tires?

These four-spoke Toyota TOM's wheels -- made of
pure lightweight virgin 15-inch alloy (6.5 J) -- wear
equally serious performance rubber (Pirelli P6000) that
fill out the wheel wells wickedly.
MENACING
Combined with mean-looking TOM's front and back
aero bumpers, fiberglass reinforced plastic rear spoiler,
side skirt and mesh-type sport grille with a high-mount
stop lamp design , what used to be your regular family
sedan now exudes a palpable air of menace. It won't
come or go unnoticed. This author proved this point
when the vehicle was taken for a spin with friends Vip
and Art.
Suspension workings, however, need to be further

reinforced to complement the added power. The GLi is
equipped with standard independent struts with
stabilizer bar at the front and rear. Shocks, I believe,
should also be made firmer.
But beyond the ride quality penalty, one cannot help

but be amazed of the sheer power the turbo provides.
Effortless turn-in masks the standard 1.6-liter double-
overhead cam 16-valve EFI engine in the Corolla.
Instead, you notice that unmistakable whoosh sound
from the turbo-charged engine that drives you to push
the pedal with a devil-may-care attitude. And speaking
of response, the Corolla Turbo's supercharged engine
packs in 163 horsepower at peak torque of 178 Nm
(Newton-meters) at 6,000 rpm (revolutions per minute).
Coupled with the

Corolla's compact
size, this powerplant
should blast to 100
kilometers per hour
at six seconds and a
top speed of 220
kph.
We couldn't help but notice how effortless the Corolla

Turbo managed the winding roads along the Laguna
Loop. Heck, it could even overtake a stodgy van on an
uphill path in Mabitac, Laguna while on fifth gear!

Road Test
There are minute, but distinctive, touches inside --

most notably the sport shift knob that provides good
grip. Portions of the instrumentation panel now sport a
checkered-flag design trim.
STANDARDS
Corolla standards were maintained such as new-
generation Alpine stereo system with remote control,
comfortable seats, anti-lock braking system, air-
conditioning with dial-type blower, thermostat and vent
selector controls, graduated power steering, to name a
few.
So now Corolla owners can have their cake and eat it

too. Good looks and surefire power are a tough
combination for this favorite sedan, topped off with an
extra dose of attitude.

Road Test - Ford Expedition 1999
Wednesday, July 14, 1999
Test drive: 1999 Ford Expedition

A definite scene stealer
We all know it by now: the only time Sport utilities venture to the so-called off-road is about
as often as the owner hitting a curb or that trip to the nearby golf course. The makers of
these incredibly popular trucks tell us so, and common sense suggests that no one bashes a
1.7-million Philippine pesos (PhP) Wedgewood Blue 1999 Ford Expedition on the rocks.
This is just the vehicle we needed when my friends

Art Guevara, Raul Asuncion, Mike Reyes and I set off
one weekend to check out the happenings up north.
We had originally planned to trek up to Baguio but
ended up making a side trip to Vigan when we
agreed that Vigan longanisa (pork sausage) for
breakfast would be a nice treat.
If you want to be spoiled, then the Expedition is just

the vehicle for you. Extra-light steering -- thanks to
the speed-sensitive power-assisted recirculating ball
steering -- made the car feel numb at first, but you
could get used to it after a few turns. We also took comfort on the fact that this feature could
help prevent palm blisters when doing some serious off-road trucking.
The 1999 version of the Expedition gets slightly more horsepower for its 4.6-liter V8 engine --
with a sequential multi-port electronic fuel injection with EEC-V computer -- than its elder
brother. It's powerful enough to haul your boat, camper, jet-ski and gear for up to 6,100
pounds. Maximum horsepower has been recorded at 215 SAE net at 4,400 revolutions per
minute.
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Road Test - Ford Expedition 1999
The famous V8 Triton engine made the Expedition gutsy, quick, smooth, responsive and
more. Peak torque is at 290 lbs-ft. at 3,250 revolutions per minute.
At one point, we managed to get the car running at near its 160-kilometers-per-hour limit and
yet the car remains docile and meek. We only had to ease up on the accelerator because of
the slow traffic in front of us. Otherwise, the Expedition was raring for more. It definitely
barks with a more inviting, beckoning growl.
The P265/7OR17OWL all-terrain tires on 17-inch 5.5-inch J cast aluminum rims look mean
as well.
Another new feature in the 1999 Expedition is the power-adjusting pedal cluster. Now, folks
with short legs (I believe the politically correct term here is: vertically challenged) won't have
to hug the steering wheel when driving this humongous vehicle. Despite its size, the car
wove through the North Luzon Expressway and the McArthur Highway effortlessly.
There was more than enough room for the four of us and features inside the cabin made
travelling much more comfortable. Fully reclining padded seats, auxiliary climate control for
rear passengers, solar-tinted glass, speed control -- this is definitely travelling in style!
But what kept us on our toes all throughout the trip was the vehicle's gasoline consumption.
We logged 5.6 kilometers per liter on highway driving; 4.8 km per liter for city driving; and 3.5
kilometers to a liter uphill going to Baguio. But heck, if you can afford an Expedition, money
should not be a problem to you.
Old truck-like sport utility vehicles used to yaw when driven over big humps and dips as the
solid axles moved up and down following the arcs described by rods that located the axles
laterally. That's lessened now in the Expedition, thanks to the independent SLA, torsion bar,
gas-pressurized shock absorbers
suspension system up front and coil spring variable-rate five-link type with outboard four link
and a lateral track bar at the rear. If you want a much better ride, there's four-corner leveling
suspension system being offered as an option with rear air springs and front air shocks.
Safety-wise, there's the standard four-wheel power disc and anti-lock brakes, dual air bags
and side door intrusion beans for added protection.The high roofline gives you the feeling of
endless headroom and breathing space -- and makes it easier to stretch out. The glass area
is large to take in that great view. The hood appears high in the center but slopes on the
sides.
The immense size of the vehicle, however, could be a bit disconcerting, particularly if you're
battling Metro Manila traffic. But once you're on the main road, there's no stopping the
vehicle.
Bottom line: The 1999 Ford Expedition works better on- and off-road, rides and handles with
less jiggling on pavement, and feels stout but without the unwanted flab.
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Road Test
07/21/99
Test-drive: 4x2 Nissan Frontier A/T

Easy-driving pickup
As the truck and sport utility vehicle markets continue
to grow at an amazing pace, manufacturers are
working hard to figure out the next trend that's likely to
excite.
1998 Test Drive
Reviews Universal Motors
Corp.'s (UMC) Nissan
Frontier must have
1999 Test Drive been designed along
Reviews this line, focusing on
the growing trend
towards automatic
transmission pickups.
This four-door pickup -- which was paraded around last

year as a concept vehicle in auto shows in the US --
got convincing and positive feedback. This was
enough to convince Nissan that they have a winner in
their hands. Except for the step board, fog lamps and
flare side fenders, the local Frontier looks exactly like
the US concept vehicle version.
The Frontier's all-new aerodynamic design which

includes a stylish
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Road Test
color-keyed front bumper provide an elegant look for

this multipurpose vehicle. Under the hood, the local
variant's 3.2-liter diesel engine provides unmatched
power in this class -- enough to haul four doors' worth
of passengers and extra vehicle weight. The US
version, however, is equipped with a V6 2.4-liter
engine.
Maximum torque in the 3.2-liter diesel version has

been set at 103 PS per 3,600 rpm (revolutions per
minute) and peak torque at 22 kg-m/2,000 rpm. With
the automatic transmission, the Frontier offers the
greatest convenience for pickup users whether in "stop-
go" city driving or long-distance trips.
To match the driving pleasure this variant provides, the

Frontier Automatic boasts of topnotch features giving
ultimate priority to passenger safety. UMC claims it is
the first among compact pickups with a life-saving
driver-side airbag for utmost protection. Its impact-
absorbing Zone Body Concept and its side impact
beams help maximize protection in the event of a
collision. Also, bigger brake boosters supplemented by
a vacuum tank have been installed for quicker and
surer stops.
Nissan further takes the lead as it recreates the

Frontier Pickup with car-like comfort featuring body-
contoured front seats with tilting headrests & angled
rear seats with headrests, keyless entry, map lamp, all-
power amenities, digital odometer, four-speaker stereo
system (CD-ready) and non-CFC air-conditioner.
With convenience at the top Nissan's priority list, the

Frontier is also equipped with a one-of-a-kind built-in
divider wells which allows separate loading areas with
a divider board, a rear sliding glass door and an easy-
to-handle one-touch tailgate for quick loading and
unloading of cargo.
Universal Motors Corp., local distributor and

manufacturer of Nissan Light Commercial and
Recreational Vehicles, offers the Nissan Frontier A/T at
an introductory price of 720,000 Philippine pesos
(PhP).

Road Test

Road Test
08/04/99
Test-drive: Opel Tigra

Intimidating, fun drive
The steering wheel

vibrated like a
1998 Test Drive jackhammer in my
Reviews sweat-drenched
hands as I gently
depressed the
1999 Test Drive accelerator pedal for
Reviews more power.
The car felt as though

it was glued to the road, while the engine purred. At
that instant, the car shot forward like a discharged
bullet, hurtling down the South Expressway at about
120 kilometers per hour -- and the Opel Tigra wasn't
even breathing hard,
There's one word that can describe the driving

experience of the Opel Tigra -- intimidating. Despite
being marketed as a "fun" car, this powerplant gives
you more than that.
Catching a first glimpse of the Tigra is enough to take
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Road Test
your breath away. This car is indeed a looker,

whichever side you're looking at. It's body is relatively
compact and sits amazingly low to the ground with
generous curves flowing along the length of its body,
creating an overall effect that's both beautiful and
imposing.
Being a two-seater, the Tigra is small with an overall

length of 3,922 millimeters or 133 inches. This is 50
inches less than an average sedan. However, you can
squeeze in a kid or two but an adult at the back would
be terribly uncomfortable.
The car's occupants must make do with a tiny

bubblelike compartment that seems barely large
enough to house the seats and the steering wheel.
Ingress and egress takes extraordinary agility,
especially for the horizontally challenged.
Turn on the ignition key and press the accelerator and

the engine purrs evocatively. So very European, my
friend Art Guevara, points out. The 1.6 L4 Ecotec
engine delivers peak power of 106 horsepower at
6,000 revolutions per minute (rpm) and 148 Newton-
meters of torque at 4,000 rpm tot he front wheels. This
16-valve four-cylinder powerplant is mated with a five-
speed manual close ratio transmission. Definitely a joy
to drive.
Ease the shifter to first and gently depress the pedal,

the rear tires spun lightly but managed to quickly grab
hold of the driving surface. I gently glide the 1,075-
kilogram machine on the narrow winding roads of
Talisay up to Tagaytay.
Like an obedient child, it took the uphill road

effortlessly. Handling was a dream, supported by the
Tigra's independent MacPherson spring struts up front
and twist beam, longitudinal arms of coil sprint on the
rear. This keeps the car relatively stable.
Unlike other anti-lock brake systems, the ABS in the

Tigra does not feel spongy when depressed. This
gives the driver a better car feel, especially during
cornering and braking.

Road Test
Inside, the Tigra exposes its German lineage. Spartan

yet conventional, the instrumentation panel is very
simple. What you have is a triple-info display,
revolution counter and a very simple Philips Car 400
audio-systems with six speakers. Useless
accoutrements are nowhere to be found.
Other safety and security features include full-size

airbags, immobilizer (you've just got to have one these
days), active seat belt with belt tensioners, anti-
submarining seats, positive action safety steering
column, side impact bars (which made the car doors
weigh like a ton), halogen for lamps, and alarm
system.
All Opel cars are imported completely built up although

these have been tacked with Asian road, dust and hot
climate packages.
If you've got the moolah and want to be different, the

Opel Tigra is definitely your car.

Road Test
08/25/99
Test-drive: 1999 Toyota Camry

Solid and dependable
Interested in a car
that's solid and
1998 Test Drive dependable, but
Reviews with a more youthful
look? The 1999
Toyota Camry may
1999 Test Drive just be what you're
Reviews looking for.
The new Camry offers almost everything that has

made this coupe one of the best-selling cars in the US,
and more. One can only marvel at its smooth
performance, dependable functionality and reliability.
The Camry is new for the 1999 model year, at least by

appearances. Underneath the metal sheet body, it has
the basic mechanical underpinnings -- but with some
tweakings here and there.
The coupe's styling is unique. With strong character

lines and a wide, aggressive rear end, the new Camry
has been designed to be more expressive than its
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predecessors. One friend commented on the Camry's

new fascia, saying that it looks like a smaller version of
Mercedes Benz's Kompressor.
The Camry is available with a 2.2-liter four-cylinder

double overhead cam engine. It's built on a 2,670
millimeter wheelbase and extra bracing -- which
Toyota calls as its Maximum Vehicle Stability Structure
(MVSS).
This is doubled by a suspension tandem of McPherson

with stabilizer bar in the front and dual-link
independent struts in the rear, providing improved
handling and better road feel.
Come to think of it, the Camry may have been made to

be driven more like a sports car, and to that end,
Toyota offers a five-speed manual transmission variant
(which costs 1.09 million Philippine pesos [PhP] or
about US$27,421*).
Other standards include air-conditioning; power

windows, locks and mirrors; door side impact bar, anti-
lock brake system; airbags for driver and front
passenger, window jam protection, to name a few.
Sit in the driver's seat and you may feel like you're
inside an airplane cockpit. The dashboard flows into
the door panels, accented by a strip of tasteful faux
wood trim. Gauges are well lit. Simple, radial climate
control switches allow easy adjustment. There's also
an extra power outlet so you won't have to take out the
lighter.
The seats are supple and perfectly tailored (was that

real leather?). It's also roomy, with the rear seat able to
accommodate three full-size adults.
Still, there are things to quibble about. Shoulder belts

are not height adjustable; storage bins on the door
panels are a little too narrow, side mirrors could be
made bigger; and the space between the accelerator
and the brake pedals are a tad too wide.
When the Camry idles, the driver feels no vibration

though the steering wheel, seats or floorboard, the only

Road Test
hint the car is running comes as a faint resonance in

the gas pedal.
With a healthy torque of 194 Nm at 4,200 revolutions

per minute, the Camry delivers a steady flow of
acceleration, the four-speed automatic takes full
control of that power. Downshifts are as immediate as
a jab at the gas pedal and passing maneuvers are a
breeze, thanks to the ECT (Electronically Controlled
Transmission) which prevents shift shock for smooth
gear shifting.
The new Camry is indeed a well-executed powerplant.

It's solid, roomy and reasonably fun to drive. Anyone
seeking the mix of looks, performance and practicality --
and with a budget of PhP1.135 million [about
US$28,553*] (for the A/T variant) -- should take a good
look at the Camry.
*Exchange rate at PhP39.75 to US$1

Road Test
09/15/99
Test-drive: Toyota Hilux 4x2 XS

A dependable packhorse
By ARNOLD E. BELLEZA, Sub-Editor
Lucky, our photographer, vented his ire at the Hilux's

wheels at the end of the day. You couldn't blame the
1998 Test Drive guy, really, since a bad back and the rear seat of a
pickup do not a sweet combination make.
Reviews
The occasion? A puff
1999 Test Drive piece featuring
Reviews another truck, one
just recently launched
by this American car
giant. Since the Hilux
was also available,
this writer
volunteered to serve
as chase driver, tagging along the day-long trek
around Taal Lake as we sought picturesque photo
opportunities.
Some 300 kilometers later, we came away viewing

Toyota's offering with respect. Sure, it could not match
the acceleration of its American sibling, its looks were
plain Jane, and it was only a 4x2 model. Once up to
speed, however, we kept the pace and our Japanese
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package (actually made in Thailand) delivered where it

mattered the most: pulling power.
Growling under the hood of the Hilux 4x2 XS is the 2.4-

liter 2L diesel engine which generates 83 hp at 4200
rpm and 162 nm of torque at 2400 rpm. Not exactly a
speed rocket, but it was enough to haul us up and
down Tagaytay, Batangas and all the other lakeside
routes Marvin (driving the other truck) chose. He'd roar
off and lose us, but sooner or later we would catch up,
begging the question why bother with a 4x4 when a
4x2 generally works just as fine?
At the risk of inviting serious damage to life and limb,

this writer would like to offer this generalization: Pickup
buyers may be classified as either the image
conscious, macho I'm-a-scuba-diver/beach
guy/outdoorsy-adventurer/etcetera
type (the 4x4 type) and the practical, all-I-want-is-a-
dependable-truck owner.
The Hilux 4x2 XS, we suggest, will definitely beckon to

the latter.
It has the safe, non-threatening looks Toyota is known
for, and for 645,000 Philippine pesos (PhP)
(US$16,093.61 at PhP40.078=US$1), you get power
steering, windows and door locks; chromed front grille,
bumpers, side mirrors and door handles; three-point
ELR seatbelts front and back; a two-speaker Alpine
radiocassette player; carpet floor mats; alloy wheels
fitted with 15-inchers (our test unit sported Michelin);
and body stripes which seemed to have taken its
inspiration from the Tamaraw FX.
The standard Hilux, at PhP610,000 ($15,220.32), loses

the power windows and door locks, rear seatbelts,
chrome rear bumpers, front mudguards and the
uninspired stripes and comes with vinyl floor mats, a
two-speaker Fujitsu radiocassette player and 14-inch
steel wheels.
The interior is spare, with semi-fabric-covered seats,

separate sliding and reclining front seats and a bench-
type rear. There is not much in the way of places to
tuck things except the usual space below the stereo, a
center dual console box and a glove box which can be
locked.

Road Test
Ditto for the instrumentation, and this writer was struck

by the absence of a door ajar light despite the usual
variety of warning signals on the dash.
Perhaps the light was just busted, but if not, be

forewarned. Our solution? Turn the interior light to the
door position.
The ride is definitely not car-like. The diesel roars like,

well, a diesel and the radio has to be cranked way up
to be heard. Lucky's protestations aside, however, the
front seats proved surprisingly adequate for the 300-
kilometer plus trek to Taal. Double wishbones with
torsion bar springs and stabilizer bars do front end duty
while rigid axle leaf springs take the rear. Taking
bumps with relative abandon results in the seat belts
locking, and feedback at highway speeds forced this
writer to chicken out when the speedometer hit 130
kph.
Toyota pointman Ariel de Jesus promises a smoother

ride with the 4x4 Hilux, a beefier version with a much
more powerful 2.7-liter 3L diesel (88 hp/4000 rpm, 185
nm/2400 rpm) and steel wheels shod with 16-inchers
for that go-anywhere stance. This package retails for
PhP908,000 ($22,655.82), however, but Toyota is
currently offering a discounted rate of PhP888,000
($22,156.79).
Front discs and rear drums take care of braking, and

side impact beams on all four doors are standard on
the 4x2.
The truck bed won't take a jetski or a trail bike, but will
do nicely if
you're taking along humongous coolers, baskets of
produce and the odd crate or two that just won't fit into
your average AUV. A one-touch handle opens the rear
gate, but this version loses the cargo hooks all around
in favor of D-rings bolted at the corners, which may
make tiedowns a bit problematic.
If you're out to impress the girls and cow the average

Joe, the Hilux 4x2 XS is not the way to go. But if you
have a small business or like going out of the city on

Road Test
weekends and need something to haul your stuff

around, take comfort in the fact that this burro will take
pretty much all the abuse you can throw at it.
Something, we venture, its pricier siblings may not

likely see.

Road Test
09/29/99
Test drive: Ford Ranger

Not just another truck
For those who have been living on another planet for

the last two years, here's a bulletin: The new line-up of
1998 Test Drive personal-size trucks from the automakers has taken a
Reviews big chunk out of the vehicle-buying market in the
country.
1999 Test Drive
The highly successful
Reviews
Ford F-150 has made
deep inroads into the
bastions of the
Japanese share of
the truck market. But
what came over the
US-based automaker
when it decided to
launch the Japanese-
looking-but-Ford-tagged Ranger?
Terry Emrick, Ford Motor Co. Philippines president,

was quick with his answer. During the launch, he said:
"we decided to bring this compact pickup truck with the
Filipinos in mind."
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Road Test
Indeed, the humongous F-150 could be a little bit

extensive for smaller Philippine streets. He adds, "the
Ford Ranger will deliver what it promises -- tough,
reliable transportation of people and goods."
While this may sound like a fine idea, it is only when

driving the Ranger that you fully appreciate the
versatility at your command.
With its long wheelbase, one would expect some
dubious handling characteristics. Such was not the
case in the Ranger.
The handling and ride of this pickup reflect the fine

suspension we have come to expect from Ford
trucks.Just as well, it is the little things that make the
Ranger distinctive in its class and make the truck more
like a car on the inside.
Car-like cues include a one-piece sculpted intrument

panel, center storage consolde, molded roof liners and
concealed safety belt retractors.
The instrumentation panel, however, looks too "plastic-

looking" for this writer and does not carry the classy
look seen in the F-150. There is, however, your usual
"spartan" appointments like fuel gauge, coolant
temperature, speedometer, tachometer and a digital
clock.
Of course, there is now the standard dual cup holders,

air-conditioning (which uses HFC 134a non-
chlorofluorocarbon refrigerant), and AM/FM cassette
radio (no six-CD changer or in-dash CD here).
But more than these, the Ranger offers longer seat

travel for the more leggy among us and some very
comfortable seats for the driver and front passenger.
We were lucky to test-drive the Ranger during that

infamous Friday-Saturday floods early this month, and
we indeed appreciated the truck's high ground
clearance and huge wheels.
The 4x4 variant of the Ranger comes standard with

remote electronic front-wheel hub lock system. This
allows operation of the four-wheel-drive system from

Road Test
within the cab by pushing a button on the instrument

panel.
This system includes a remote free wheel (RFW)

feature which electronically disconnects the front
differential and properller shaft from the front wheels
when the vehicle is in two-wheel drive mode. This
effectively reduces drive-train wear and improves fuel
economy.
This feature is also very useful when you have to tow

cars of friends -- who had the temerity to use the
center island at the expressway -- and got stuck in the
process. If you need power for a task like this, the
Ranger indeed has it.
Such power comes from two powertrains -- a standard

2.5-liter naturally aspirated WL diesel engine and an all-
new 2.5-liter inter-cooled, turbo-charged WL-T diesel
engine.
Ford claims the latter is supposed to be the "best" in its

class as it
features an overhead camshaft, three valves per
cylinder, and indirect fuel injection.
This powerplant produces a maximum 117 horsepower

at 3,500 revolutions per minute. This truck is simply not
up to hauling passengers and cargo with anything
approaching gusto.
Despite this, engine noise is down to a minimum. Ford

says this is largely due to the two internal counter
rotating balance shafts which lowers vibration in the
engine compartment.
The Ranger offers a Japanese-American alternative for

the personal-size pickup shopper. The truck does what
it was designed to do and does it very well. It can carry
five adults in reasonable comfort inside the cabin or
allow storage of a weekend's worth of gear inside the
locakable dry passenger compartment.
If you have 870,000 Philippine pesos* (for the 4x4) or

PhP670,000* (for the 4x2), by all means cue the band,
wave the flag and drop the balloons, the Ranger has

Road Test
made it difficult to justify buying anything else.
*(US$21,228.32 at PhP40.983=US41)
**($16,348.24)

Road Test
Wednesday, October 20, 1999

SPECIFICATIONS
MODEL: F-150 Flareside
Drivetrain: 4X2 The last word on the F-150
Grade: XLT
Cab Style: 4-Door
SuperCab By MIKE ANTIGUA
ENGINE Photos by Fernando Sepe, Jr.

Model Type: 4.2 L OHV
V-6
Much has been written about the Ford F-150, the
world's top-selling pick up for the past 22 years,
Layout: Front Engine,
according to Ford Motor Company and just about any
Rear-Wheel Drive
car magazine in North America.
Transmission : 4-Speed
Automatic Overdrive When the American automaker hit Philippine shores
late last year, it made sure its presence was felt with
Maximum Horsepower: the introduction of the F-150. Completely built-up
(SAE net @ rpm): units were imported and made available to Filipinos
205/4,750 who were raring to get behind the wheel of a big
American truck.
Maximum Torque:
(SAE net lbs.-ft@ rpm):
250/3,000 And Ford had a hit
in its hands. Since
DIMENSIONS & WEIGHT then, Ford Motor
Company Phils.
Curb Weight (kg): 1,924 has further
strengthened its
Max. GCWR (kg.): 4,082 commitment to the
local auto industry
Max. GVWR (kg.): 2,722 with the first
environment-
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Road Test
Overall Length (mm.): friendly automotive assembly plant in Sta. Rosa,

5,702 Laguna. Costing 4 billion Philippine pesos and
employing 290 people, the plant has a capacity of
Overall Width (mm.): 25,000 vehicles per year and is capable of producing
2,009 at least four different vehicle platforms. The new Ford
Ranger pickup and the Ford Lynx will be assembled
Overall Height (mm.): at the new plant.
1,849
The first time we took the Ford F-150 for a spin we
Payload (kg.): 796
wanted to pack as many adults as we could inside
the spacious cabin. But since only five persons could
Pickup Box (ft.): 6.5
make the trip, we had to contend ourselves with
squeezing in three guys in the back.
Seating Capacity: 5
That first trip to Batangas was going to be our first

Wheelbase (in.): 139
time at the Batangas Racing Circuit (BRC),
somewhere in Rosario town, about two hours drive
ELECTRICAL & FUEL
SYSTEM from Manila. We had with us a Ford F-150 XLT
Flareside 4 X 2, the one with a third passenger door.
Alternator: 130 Amperes It was the end of the racing season at Batangas, and
our racecar-driver friends invited us over to witness a
Battery: 72 Amp-hr. piece of local motorsports.
Battery, 650 CCA,
(Battery Saver System As we piled into the passenger seats behind the
included) driver, most of us, who have never been inside such
a big vehicle before, couldn't keep our excitement at
Fuel System: Sequential bay. We had heard a lot about how comfortable the F-
Multiport Electronic Fuel
150's seats were, even for the passengers, so we
Injection
were beside ourselves with joy.
Fuel Capacity (li.): 95
This same kind of joy coud also be felt behind the
BRAKES: Four-Wheel wheel of the F-150. The two guys who did most of the
ABS driving that day felt it was like driving a big car rather
than a truck or a utility vehicle. First of all, engine
Front (Disc): Twin Piston noise was almost nil. The F-150's 4.2 liter V-6 engine
Pin-Slider, Bolt-On delivering 205 BHP is quieter than most cars, giving
Anchor Caliper its occupants a better appreciation of its built-in
stereo system.
Rear (Drum): Self-
Adjusting
Out on the concrete highway, the F150 was a cool
cruiser. Just step on the gas and concentrate on
SUSPENSION
where you're going. The automatic transmission
shifted just at the right time. The power-assisted
Front: Independent SLA,
Gas-Pressurized Shock
steering was responsive and had about the right
Absorbers, Stabilizer Bar, resistance for safe driving. The ABS brakes were
Computer-Selected Coil strong enough to stop the big machine from
Spring overshooting. Everything was easy going and comfy

Road Test
at low or high speeds.

Rear: Two-Stage Leaf
with Auxiliary Spring,
Smooth as the ride
Variable-Rate, Computer-
Selected was, we eventually
found our ideal
STEERING positions as the
long drive dragged
Type: Ford XR-50, Power on. Although we
Steering System, were packed
Recirculating Ball elbows to knees in
the back, there
Ratio: 14:0:1 was enough room
for us to twist
Max.Turning Radius around and move up on the seat. Admittedly, it takes
(m.): 7 some getting used to, but to ask the guys beside me
if they were comfortable or not would have been
WHEELS & TIRES useless, as two of them were already snoring soundly
as soon as we exited the Expressway.
Wheel Type: 16" 5-Lug 5-
Spoke Cast Aluminum
Wheel with Chrome Hub
The trip to Rosario, Batangas, took us through most
Cover of the towns on the northern part of the province --
Sto. Tomas, Tanauan, Malvar, Lipa, and San Jose.
Tire Type: All-Season
Tires We approached the last leg of our journey, a two-
kilometer road leading to the racetrack. This is
Tire size: P235 / 70R x perhaps the only reason why the races at BRC are
16 SL OWL not as popular as those in Subic or Manila. The road
was rough, alright, with hardly a trace of cement or
Spare Tire Carrier: Rear asphalt. Khaki-colored dust swirled around behind
Under Frame, Crank the cars in front of us. This is when you notice that
Down Type
most of the vehicles heading to the BRC are mostly
sport-utility vehicles and Asian utility vehicles (AUV)
UNIT PRICE: PhP1.05-
that had enough ground clearance and stronger
Million
suspensions.
But we hardly felt the rocky terrain onboard the F-

150, what with its big wheels and sturdy suspension
1998 Test Drive absorbing everything. The trailing cloud of dust was
Reviews all there was to show for it.
1999 Test Drive At the end of the day, with most of the racing over,
Reviews we heard that traffic was developing on the way out
of Batangas due to the town fiesta in Lipa. We
decided to take the long route, one that would take us
around the southeastern side of Taal Lake and
through most of the towns leading to Tagaytay,
where we could then take the less congested road to

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Manila. This route entailed hills and valleys, passing

through well-asphalted roads that had room for only
one vehicle going on opposite directions. This gave
us an ideal testing ground for the F-150.
The real test began

as we approached
the hills of
Batangas and
Tagaytay. The
uphill climb looked
difficult at the start,
but with the right
gear in place and
the pedal to the
floor, you'll get up there first. It's better to leave the
gearbox in Drive with Overdrive "On", rather than
downshift manually, since the sensors would "know"
when to accelerate and shift on time. Jeff, the guy
driving and from whom I got most of the feedback,
was also impressed with the road-huggability of this
tall vehicle on the zigzag roads of Tagaytay.
Driving at a moderate speed, the F150 seemed to be

still on traversing uphill and downhill stretches. It
doesn't give you any feel of rolling over, and this can
be attributed to its long wheelbase and wide body
coupled with a firm suspension. In slow moving
traffic, its powerful engine will give you enough torque
to make a quick pass. Just make sure you have
enough space to allow the rest of the F-150's bulky
rear to get in the lane in time.
By that time it was already dark, and the tall trees

and hillside limited our field of view as we snaked our
way around the curving provincial road. It was taking
us much faster than we had expected. If we hadn't
made the decision to take this route, we would still be
stuck in traffic somewhere in the heart of Batangas.
Jeff turned the light switch on and the F-150's

dashboard lit up. The headlights provided enough
light for the driver to see the road up ahead, and
there was no need to turn the high beams on, lest we
temporarily blind a jeepney going the other way.
Nevertheless, the F-150 puts the driver higher than in
most cars, giving one better visibility for long drives.

Road Test
We had dinner at a respectable restaurant where we

partook of the famous bulalo, accompanied by fried
fish and cold beer. Sitting smugly out on the parking
lot was the F-150 that was responsible for taking us
where wanted to go.
Next: Another trip, another F-150
Related Story:
● Walking the rocks with Ford's F-150 (11/04/98)

Road Test
SPECIFICATIONS Wednesday, October 20, 1999
MODEL: F-150 LARIAT

Drivetrain: 4X4 The last word...
Grade: Lariat
Cab Style: 4-Door
Another trip, another F-150
SuperCab
By MIKE ANTIGUA
ENGINE
Model Type: 4.6 L SOHC
Photos by Fernando Sepe, Jr.
Triton V-8
Layout: Front Engine, After our encounter

Four-Wheel Drive with the F-150
Flareside, which was
Transmission : 4-Speed just a 4X2, we just
Automatic Overdrive had to find out how it
feels to get behind a
Maximum Horsepower: full four-wheel drive F-
(SAE net @ rpm): 150.
220/4,500
We inspected the
Maximum Torque:
(SAE net lbs.-ft@ rpm): green F150 Lariat 4X4 that had just arrived and we just
290/3,250 had to marvel at the hugeness of it. Compared to the
Flareside, the Lariat is bigger in every respect. First of
DIMENSIONS & WEIGHT all, the addition of a fourth passenger door makes it all
the more ideal for long drives with a full payload. It is
Curb Weight (kg): 2,104 higher, longer and wider than the Flareside. A stylized
grill and front bumper add to the muscular, aggressive
Max. GCWR (kg.): 4,990 look of the Lariat.
Max. GVWR (kg.): 2,835 Despite its loud and wild demeanor, the Lariat is just as
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Overall Length (mm.): quiet as the Flareside. Its 4.6 L SOHC Triton V-8
5,740 engine is perhaps the most powerful and least-
obnoxious in its class. Maybe this is the reason for the
Overall Width (mm.): F-150's popularity among the rich and famous.
2,027
We scheduled another trip to the BRC, which is turning
Overall Height (mm.): out to be an ideal day trip with its combination of on-
1,918 and off-road driving conditions. But with only two
passengers aside from the driver, there was just too
Payload (kg.): 730
much room in the back. More on this later.
Pickup Box (ft.): 6.5
Passing through most of Batangas town seemed a little
trickier this time with the Lariat's wider body. Driving
Seating Capacity: 5
down small country roads became intense as we tried
(and succeeded) avoiding tricycyles, bicycles, and
Wheelbase (in.): 139
pedestrians by the side of the road. At the same time,
we had to focus on the road ahead, as cars going the
ELECTRICAL & FUEL
SYSTEM other way had a penchant for overtaking slower moving
vehicles.
Alternator: 130 Amperes
Nevertheless, we
Battery: 72 Amp-hr. noticed how the
Battery, 650 CCA, steering wheel
(Battery Saver System remained loose
included) while driving down
the expressway at
Fuel System: Sequential speeds of over
Multiport Electronic Fuel
100 kph.
Injection
Fuel Capacity (li.): 95 As much we

wanted to go
BRAKES: Four-Wheel faster, we only
ABS reached 140 kph,
a consequence of
Front (Disc): Twin Piston the limited
Pin-Slider, Bolt-On roadspace on the
Anchor Caliper South
Expressway, and just plain cowardice on the part of the
Rear (Drum): Self- driver. Still, none of us were worried of getting into an
Adjusting accident while onboard the F-150. Its heavy curb
weight, long wheelbase, and wide body assured us that
SUSPENSION this big Hulk would keep four wheels firmly on the
highway.
Front: Independent SLA,
Heavy Duty Gas-
Pressurized Shock Of course, with only one person in back, making turns
Absorbers, Computer- with this monster produces some amount of body roll.
Selected Torsion Bar, Even with the seat belt firmly secured, my body still

Road Test
Stabilizer Bar, followed its desired momentum as we made fast right

turns while making overtaking maneuvers.
Rear: Two-Stage Leaf
with Auxiliary Spring,
As we approached the dirt road leading to the track,
Variable-Rate, Computer-
Selected Sepe, our photographer who was driving on this trip,
switched the Lariat's electric shift-on-the-fly 4X4
STEERING system to 4H, just to see how four wheels on the rocky
road will make a difference. The pickup lurched forward
Type: Ford XR-50, Power as more traction was achieved. We couldn't help but
Steering System, notice how the F-150's rear swayed as we negotiated
Recirculating Ball around rocks and craters. Since the road was level and
not uphill, we failed to appreciate the Lariat's four-
Ratio: 14:0:1 wheeled power. We noticed, though, that going four-
wheel drive on an extremely rocky road required some
Max.Turning Radius strength behind the wheel. The big truck never lost its
(m.): 7 grip, as we sped through this bumpy portion of the
route.
WHEELS & TIRES
Down the ridge and back
Wheel Type: 17" 5-Lug Taking the Lariat to Tagaytay on another occasion
Chromed Steel Wheel
gave us some additional feedback on how this monster
with Chrome Hub Cover
performs. This time, I sought to fill the passenger seats
with more bodies -- two pre-teens, an adult, and two
Tire Type: All-Terrain
Tires toddlers. Up in front sat me and another adult.
Tire size: P265 / 70R x The left and right

17 OWL passenger doors
allowed for easy entry
Spare Tire Carrier: Rear and exit for my load
Under Frame, Crank of excited kids and
Down Type mothers. However,
storage space inside
UNIT PRICE: PhP1.25- the cabin is not that
Million adequate. The unit
we borrowed had a
steel bedcover that takes a bit of effort in opening, so
we just had to settle for stowing away our load of
snacks, coleman jug and bags under the passenger
seats. With four kids each bringing her favorite snack,
you could imagine how crowded it got. The upside of
this is that most of the snacks were consumed before
our return trip.
1998 Test Drive
Reviews
I made sure to switch off the right front passenger side
airbag whenever my 3 year old daughter would sit up
1999 Test Drive front. Accidents with kids getting hurt whenever the
Reviews front airbag deployed even in low impact accidents

Road Test
made me wary of that.
The drive through Sta. Rosa road was pleasant, and

after passing by several automotive plants (including
Ford's), new housing projects and industrial parks, we
began feeling the slow and steady ascent up the hills of
Laguna leading to Tagaytay.
Spending a day in Tagaytay is a complete waste of

time if you don't know where to go. Fortunately, the
area has several ideal spots for visiting families with
kids in tow. Taal Vista has a playground and horseback
riding faciltiies. It also has bike and rollerskates for rent
by the hour. On the other side of the ridge, Picnic
Grove also has horseback riding facilities.
We drove towards Palace in the Sky, which has now

been converted into a People's Park. The drive up
gave me a chance to test the F-150's pulling power on
steep inclines and never was I dissatisfied with the
result.
Since my cargo of kids hadn't seen Taal Lake and

thevolcano up close, I turned left on the road going
down to Talisay, in the general direction of the regional
office of the Philippine Volcanology and Seismology
Institute.
The drive involved twisting hairpin turns and short

straights. As we zig-zagged our way down the concrete
road, we were treated to several magnificent views of
the lake and volcano. Each turn brought us closer to
the view we had seen from afar up on the ridge. Using
the low option in the F-150's automatic transmission
kept the pickup from over-accelerating on the way
down.

Road Test
The drive back up

was just as
exciting, as I never
experienced
difficulty on the
steep upward
incline. Keeping the
auto-shift seelctor
on "D", I was able
to execute quick
(and safe) passing
maneuvers over
slow-moving vehicles.
There are other high-points of my time behind the

wheel of the Lariat, first of which is figuring out the
instrumentation on the dashboard, which is disorienting
for someone used to driving Japanese-made cars. I
also found novelty in using the F-150's foot-brake,
which, while easier and more convenient than a hand-
brake, takes some getting used to.
At the end of the trip, I noticed I was not as physically

tired as compared to driving a manual transmission
car. The problem, though, lies in getting used to the F-
150's big dimensions. For an average sized Filipino
male, I had to stretch my neck to look at the right front
end as well as the rear when backing up or making
tight turns.
As for my passengers, they found the rear seats a bit

cramped for comfort. The long drive may have
rendered their legs numb. The brochure says the Lariat
has a seating capacity of five persons, so putting the
same number of people solely in the back presents
some problems.
This strengthens the theory that F-150 owners use the

car merely for singular pleasure; for out-of-town fishing
trips, or a round of golf, or just for heading to the hills at
the drop of a hat, and almost never for family trips to
Baguio or Subic. Of course, they have much bigger
cars, the kind that seats ten or more, for that. END
Back to The Last Word on the F-150

Road Test
Related Story:
● The 1999 Ford F-150 Lariat: Sporty, speedy and

safe (04/14/99)

Road Test
Wednesday, November 17, 1999

SPECIFICATIONS
MODEL TESTED:
Tamaraw FX Revo Up from humble beginnings
SportRunner
4-Speed A/T
By ARNOLD E. BELLEZA, Sub-Editor
ENGINE
Model : 7K-E MAKE-OVERS seem to be the norm these days.
Type: 4 Cylinder in Line, Witness the Asian utility vehicle (AUV) -- once boxy, utilitarian
OHV Chain Drive and downright plain -- which now proudly masquerades as
one of its pricier siblings. This is a good thing, by the way,
since part and parcel of owning a vehicle is driving one with
Maximum Horsepower:
looks.
(Hp @ rpm): 94/5,000
Local car manufacturers are tapping into the sport utility

Maximum Torque:
(Nm@ rpm): 155/3,200 vehicle (SUV) craze by transforming their plain-Jane AUVs
into lookers aimed at families with an eye for the practical.
While the earlier versions were not exactly wanting in looks,
Displacement: 1,781 cc the latest crop of AUVs is pure eye candy.
Bore & Stroke (mm): Toyota Motor

80.5 X 87.5 Philippines Corp.,
which began the AUV
Compression Ratio: boom, was forced to
9.0:1 reinvent the Tamaraw
FX after Isuzu Phils.
Fuel Supply System: Corp., and afterwards
EFI (Electronic Fuel Mitsubishi Motors Phils.
Injection) Corp., stole its thunder
with the better-looking
Hi-Lander and
DIMENSIONS & WEIGHT Adventure models.
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Curb Weight (kg): 1,425 The Revo took some back but the other manufacturers quickly
responded, offering dressed-up AUV versions, taking their
Overall Length (mm.): styling cues from the auto-makers' top-of-the-line SUVs.
4,495
Take the Hi-Lander X-TRM which, with its body cladding and
Overall Width (mm.): huge tires, now looks uncannily like the Trooper. In fact, Isuzu
1,710 markets the X-TRM as "an SUV pretending to be an AUV."
Overall Height (mm.): The Mitsubishi Adventure Super Sport, while not likely to be
1,780 mistaken for a Pajero, also takes the oversized route: pumped-
up cladding, overfenders and bumpers.
Tread Fr/Rr (mm):
1,445/1,430 Toyota, apparently not keen on repeating the laid-back years
which allowed its competitors to make inroads, has responded
with the Revo Sport Runner, again an SUV wannabe with
Seating Capacity: 10 looks that seem to have been lifted from the Prado.
Wheelbase (mm): 2,650 BusinessWorld had the opportunity to test drive a manual
transmission Sport Runner last month, and 400-plus
Minimum Turning kilometers and several floods later, can confidently give a
Radius (m): 4.9 qualified thumbs up to Toyota's latest offering in the AUV
wars.
Fuel Tank (li): 55
Mark the word "qualified," however, as several irritants
CHASSIS managed to spoil what was otherwise a pleasant experience.
Steering Mechanism: This writer had managed to get his hands on an automatic
Rack & Pinion w/ Power transmission Revo GLX earlier in the year and the M/T Sport
Assist Runner would have rounded out the experience of having
driven the top-end Revo models.
Suspension Fr/Rr:
Double Wishbone What you get with the Sport Runner: new alloy wheels, body
(Torsion Bar Type) with cladding and overfenders to ward off minor scratches, a
Stabilizer Bar/Rigid Axle, leather-wrapped steering wheel, a new grill, plastic bumpers
Leaf Springs replacing the steel ones on the earlier Revos, a new fabric
design for the seats, a rear spoiler with third brake light, and
roof
Brakes Fr/Rr: Ventilated rails.
Disc/Drum
The interior is much the same, with a dual Nippondenso air

Tires & Wheels: conditioner and six-speaker, CD-ready Alpine radio-cassette.
195/70R14/5.5J X 14" Power windows, side mirrors and door locks are standard, and
Alloy the autolock/unlock feature as you start/kill the engine is much
appreciated.
SUGGESTED RETAIL
PRICE: PhP650,000 I wish, however, that there were more interior compartments
to park stuff and that the driver's side window had full auto-
open/close capabilities.
Safety has not been compromised as the Sport Runner sports

1998 Test Drive a front crumple zone, side impact beams, three-point ELR
Reviews seatbelts and center lap belts. Stopping power is via front

Road Test
ventilated discs and rear drum brakes. Generous glass areas

1999 Test Drive and huge side mirrors provide excellent visibility.
Reviews
The price? PhP680,000 (US$16,927 at PhP40.172=US$1) for
the A/T Sport Runner and PhP650,000 ($16,180) for the M/T
version. The Revo GLX tops out at PhP630,000 ($15,682)
while the base model DLX is priced at PhP503,000 ($12,521).
On the road to Subic, the 7K-E 1.8-liter engine proved a

capable work horse, allowing us to hit a little over 140 kph and
make planned passing maneuvers.
My advice, however, would be to stick to the M/T models, as

previous experience with the A/T GLX provided for several
hair-raising moments when power just didn't seem to be there
for passing. The stick shift allows you to force the engine into
lower gear to coax more power -- albeit at near redline levels --
while the A/T lever lulls you into making the engine do the
thinking -- great for highway driving but not recommended for
overtaking slow vehicles while going up Tagaytay.
Power steering allows for easy handling, but the lack of

variable response makes the wheel shaky at high speed.
This Revo, remember, was built as a practical family vehicle,

not a speed rocket for those with feet of lead.
Suspension is surprisingly outstanding -- not in the comfort

class of a sedan but light years away from a pickup. With its
simple double wishbone with stabilizer for the front and rigid
axle/leaf springs for the rear, one can take bumps and ruts
with some gusto without fear of being jarred out of your seats.
This writer has a rather unscientific way of gauging comfort:

the vomit test. After around a hundred kilometers of driving
around Metro Manila, my toddler only puked twice (safely
captured in a barf bag), just about the average for my '98
Corolla and better than some other vehicles I've test driven.
It was during the city driving that the Sport Runner proved why
it should be on every family's wishlist: floods which could be
ignored with impunity.
While not as high as top-end SUVs, the Revo's clearance

allowed it to be driven straight through some roads which had
forced sedans to pull over and wait.
In fact, this one factor alone would have been enough to make
me junk my compact were it not for those irritants I referred to
earlier: items which, while relatively minor, can only be traced
to a seeming lack of attention to quality control.

Road Test
Tops on the list was the mystery of the soaked carpet: While
inspecting the vehicle the day after the floods, the front
passenger compartment's carpet ended up drenched.
A check found the door seals in perfect order, and it was only
later when the unit was being washed that a prime suspect
was found: water was seeping through the windshield's rubber
gasket. One would be tempted to say that since this was a test
unit that had been driven by others, it would be fair to expect
some defects.
But the odometer showed just a little over 4,000 kilometers

and I don't think the punishment my fellow test drivers could
have dished out was responsible for the leak.
Next two: the fasteners for the folding seats in the cargo bay
were missing and the rubber seal for the rear spoiler was
coming off. Again, you could argue that this was just this one
vehicle, but how about the A/T GLX which had the
driver's seatbelt installed incorrectly and a passenger seat
reclining lever that was digging into the door's upholstery?
And the doors (both models): a pain to open and close and
desperately in need of a good grease job.
It may be mere ranting, but I believe quality control could have

been given a little more attention. Apportioning blame,
however, would be a task best left to Toyota's head honchos
as this writer claims ignorance about the assembly process.
Would I still buy one? Yes. The Revo, in its many versions,
fills the need for a practical all-around vehicle: carrying a
family and more than the normal amount of cargo in
reasonable comfort while taking Philippine road conditions in
stride.
As for complaints, experience has shown Toyota dealers to be

more than accommodating, so a repeat of my grievances
shouldn't be a cause for too much concern.
But in the end, wouldn't it be better if one had no reason to

gripe in the first place?

Road Test
Monday, November 22, 1999
Automatic Utility Vehicle

Revolutionary is where its name was derived
from. And the Revo is exactly that. For years, the
Toyota Tamaraw basked in its image as a
workhorse of a vehicle used by utility companies 1998 Test Drive
and entrepreneurs for just about any kind of Reviews
function.
1999 Test Drive
Now it has transcended that image and become
the AUV of choice for those aspiring to own an Reviews
SUV but can't quite afford it.
2000 Test Drive
In 1991, Toyota introduced the Tamaraw FX, with a boxier body and upgraded driver and Reviews
passenger comforts. That was the time the Tamaraw came to be called simply as "FX" and,
together with the name change, a new image as a mutli-seat taxi cab. Commuters
embraced the new utility vehicle because it offered better amenities than the usual jeepney,
the erstwhile "King of the Road" in the Philippines' polluted and crowded streets.
Still, Filipinos were hankering for a more luxurious AUV, and, following the lead of other car
manufacturers who introduced upgraded Asian Utility Vehicles, Toyota Motors Philippines
announced the entry of the new Tamaraw FX Revo last year.
The new Revo is not exactly new since it was launched as the Kijang in Indonesia in 1997
and in Thailand. But it changed the way many people looked at asian utility vehicles. Yes, it
still maintained an image of "pang-pasada" (for delivery of cargo or people), but with the
new look, it managed to bring its image up a rung higher. With the newer features and a
more stylized interior, the Revo attracted a market that didn't have the finances to buy a
luxury sport utility vehicle and yet were looking for something more desirable than an
ordinary van or pick-up.
The Revo in itself is a cool vehicle. Its not exactly a van, nor a pickup, and its obviously not
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a car. But inside, one feels like he's inside either of these vehicles. The back has enough
room to sit four small people, or several boxes of heavy cargo. The middle seats can sit up
to three adults, much like a van's seating arrangement. Up front, two warm bodies can
accompany the driver as he taps his left foot in time to the music.
Toyota, upon seeing a strong demand for the new look Revo, made variants that would fit
different types of customers. You want an ordinary diesel type with enough power to deliver
heavy loads? There's a Revo for that -- the 2-liter DLX. There's also a gasoline engine
version for that. You want a souped up version with alloy wheels, rear spoilers, roof rail and
body cladding? The Revo Sport Runner is for you.
Recently, we took a Revo test unit to Subic just to find

out for ourselves what all the fuss was about. But
instead of harping on the technical details and features
already discussed in previous articles, we will just try
focus on the whole driving experience: what it felt like
behind the wheel; in the passenger seat; in the
luggage area.
The 1.8 liter GLX automatic transmission Revo we

used was simple enough to drive around Manila and
Quezon City. Like other A/T vehicles, all it takes is a step on the accelerator pedal to make
it go. Parked on the streets, the Revo had quite an imposing stance, despite the test unit's
dull gray color.
Five passengers signed up for the trip, down from an original passenger list of eight people.
Not that I thought the Revo was too small for such a number, but I decided that nine people
(including the driver) with nine overnight bags will just not fit into the Revo. Even if the
brochure says seating capacity is ten, I would be hard-pressed to take the manufacturer's
word for it, since the folding rear seats looked too small and too close to the floor for anyone
to be comfortable in. And we were looking at close to a three-hour drive to Subic.
The rear had enough room for our luggage, and the Lift-up Tailgate allowed us to easily
load our stuff. Come to think of it, a few more people can squeeze into the back, but I
wouldn't want to be one of them.
What made the trip fun for us is it allowed the driver (me) to be less stressed upon arriving
at our destination. With the A/T glued to "D" for most of the trip, all I had to do was make
sure I stepped on the gas pedal evenly to maintain speed and power, allowing my right
hand to grab bites of siomai and chips which my passengers provided.
The Revo exhibited sturdy suspensions, even when it didn't have a full load. I guess it was
just as sturdy with a full load because some of my passengers fell asleep during the trip.
Fortunately, too, none exhibited car-sickness, or numbed derrieres throughout the trip.
The automatic transmission is a bit slow in accelerating from the lower to the higher gears.
Fast on its feet is not one of the Revo's qualities, and if that's what you're looking for in an
automatic transmission AUV, then you better line up for the more expensive models. The
Revo, despite this drawback, is still capable of reaching speeds of up to 140 kilometers per
hour. Overtaking, though, can be quite tricky since, like I said, speeding up takes time.

Road Test
For long drives, the Revo scores a mixed set of

opinions that differ from driver to passengers.
And even my passengers had contrasting
comments on the Revo.
Like the legroom. While me and my front seat

passengers didn't have trouble stretching our
legs, those in the middle seats were a bit
cramped. Maybe its because the middle seats
were a bit too near the front seats, leaving little
space for the passengers to stretch out. The
middle seat didn't have a headrest posing some
problems for its occupant who may want to doze
off and rest his head.
This aside, the test unit scored big in terms of quietness and airconditioning. The test unit's
glass were not tinted and yet the aircon was strong enough to cool the whole cabin. A clear
field of vision is also one of the Revo's strongest suits. I hardly had trouble when backing up
from a garage or parking lot.
For a large family, the Revo can be the ideal mode of transport. Two kids and a nanny can
be comfortable in the middle seats, while the baby bags, baby carriage, a cooler and lunch
basket can fit snugly in the rear.
As we were driving around Subic, we met up with another group on a Revo SportRunner.
Compared to our test unit, the Revo SR had a really gnarly demeanor, as if we were going
to eat its dust in a race back to Manila. From what I heard from the driver, it made the
Manila to Subic trip in one and a half hours. We, on the other hand, made it in a little over
three hours, with frequent stops and leisurely driving. Well, different Revos for different
folks, I guess. -- Mike Antigua / Photos by Fenando Sepe, Jr.
Check out other Revo Test Drive Reviews:
● Comparative test drive: Asian utility vehicles

● Up from humble beginnings

Road Test
SPECIFICATIONS
Wednesday, December 29, 1999 MODEL TESTED:
Honda City Type Z
TEST DRIVE: HONDA CITY TYPE Z
ENGINE
Five Days in the City Model : EXi M/T
By Mike Antigua Type: SOHC, 16 valve
Photos by Fernando Sepe, Jr. Fuel supply system:

Programmed Fuel
Injection (PGM-FI)
A cool car that's fun to drive is enough
to convince this writer that one day is Maximum Horsepower
different from the next. (ps@ rpm): 105/6,500
Day One, From Makati to QC to Ortigas: Maximum Torque:

The thought of driving through Makati in the (kg-m@ rpm): 13.7/4,600
middle of the mid-morning rush hour seemed like
a bad idea. But this was solved easily behind the Displacement: 1,493 cc
wheel of Honda's new City Type Z, a 1.5 liter
compact car that doesn't move the way it looks.
Bore & Stroke (mm):
From the outside, the Type Z exhibits a simple
75.0 X 84.5
demeanor, with sloping lines and a more curvy
profile -- a big improvement from the first City that
came out of Honda's Laguna plant in 1996. "A Compression Ratio:
fresh, new identity projecting an advanced, sporty 9.0:1
and strong image," is how Honda describes the
new generation City. Fuel Supply System:
EFI (Electronic Fuel
The interiors may be a tad too utilitarian for my Injection)
taste. The knobs and switches are all made of
hard, shiny plastic, and one ultimately questions their durability. There is also a seeming lack TRANSMISSION
of compartments in which to stash your stuff: cassettes, notebooks, IDs, coins, etc.
Type: 5-speed Manual
But these accommodations, albeit not quite spartan, may be a direct result of Honda's desire
to keep the Type Z's price at a reasonable level. Obviously, this ain't no Civic VTEC. Adding
Drive wheels: Front
sideskirts, an airdam and rear spoiler, and metal running board covers, racing tires and
steering wheel are all aftermarket additions, which one can acquire in any auto accessories
shop. STEERING SYSTEM
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Despite these minor downsides, this little car has a lot going for it when it comes to handling Gear Type: Rack and
and overall drive feel. Pinion
As I exited Honda's executive offices along Paseo de Roxas, the midtown traffic in and out of Steering Wheel: 2-spoke
the Central Business District was starting to taper off. What I had to contend with was the urethane
maze of one-way streets that would deposit me back to Paseo de Roxas. Driving the Type Z
through the small streets was not difficult. With its compact size and fast acceleration, the car BRAKE SYSTEM
moved and swerved under my careful direction.
Front: Hydraulic servo-
I had a lunch appointment at the Ortigas area, and it assisted ventilated discs
was now close to 10:30 am. I still had to pick up
Sepe, our photographer, at the office in Quezon City,
roughly a 45 minute drive, with traffic, through the Rear: Hydraulic servo-
backroads of Makati leading to Mandaluyong and assisted leading/trailing
then San Juan. With each turn that I made, the Type shoe drum
Z zoomed right through, overtaking other slow-footed
cars and public utility vehicles. SUSPENSION SYSTEM
Acceleration was spot-on with the City's innovative Front: Independent strut
Hyper 16-valve powerplant and 1.5 liter engine. I with stabilizer
could extend second gear up to 35 kph, with a only a
low hum of complaint from the engine. Changing Rear: Independent strut,
lanes at the split-second is easier with the Type Z, its power-assisted steering and quick trapezoidal link
acceleration doing the job.
DIMENSIONS & WEIGHT
I made it to the office in 30 minutes flat, leaving me enough time to drop off some stuff, pick
up Sepe and proceed to Ortigas Center. We made it there in less than 30 minutes as well,
despite the lunch time traffic snarling Ortigas Avenue from New Manila to EDSA. Good thing Curb Weight (kg): 980
we passed by P. Tuazon and emerged on EDSA, right after Cubao on the southbound lane.
Overall Length (mm.):
As the Type Z picked up speed, so did our hearts as we raced through the flyover without 4,270
any swerve or steer shake.
Overall Width (mm.):
What one notices after driving the car for a few minutes is its smooth handling and equally 1,690
impressive drive. First impression is that the car is quite suitable for city driving, hence the
name. Overall Height (mm.):
Still, we need to test it on longer trips, through the suburbs outside the city proper. And that is 1,385
what we planned to do on the second day -- a trip through Antipolo.
Tread Fr/Rr (mm):
Day Two, Up the mountain we go: The drive up to Antipolo began as we passed the 1,445/1,430
Cainta-Pasig boundary along the Ortigas Ave. extension. Where once grew ricefields and
cogon grass were now occupied by two-storey structures from restaurants, construction Seating Capacity: 10
shops, small offices, and commercial centers.
Wheelbase (mm): 2,500
Tread
Front: 1450 mm
Rear: 1454 mm
Ground Clearance: 165

Road Test
Driving the Type Z on the zigzag up the hills of Antipolo was a mm

breeze. We got lost in the main town's market area, in roads
owned by tricycles and jeepneys. Still, the Type Z's compact Turning Radius: 4.8 m
size made for easy entry and exit in tight situations. A bigger
car would have found it difficult to make a u-turn in one of those
side streets. Fuel Tank (li): 45
Higher up the mountain we went, to a place called Vieux Seating Capacity: 5

Chalet. The view from here was magnificent, and you could see
all the way to Makati and Manila Bay from that vantage point, WHEELS/TIRES
although the sky was a bit smoggy right before sundown. Later
that night, with the crescent moon shining brightly, the view was Wheel Size: 14 x 5J
filled with city lights sparkling like jewels in a blanket of black velvet.
Wheel Type: Alloy

The drive down was just as exciting. With high beams on, we hurtled down the hilly roads,
never mind if it was mottled with potholes and bumps. This proved that the City's 4-wheel
independent strut suspension is something else. Tire Size: 175/65 R14
After five minutes of this, the road slowly levelled off and the streets lamps came into view. DEALER OPTIONS
We were back in civilization, and behind the wheel of the City, that's the best place to be.
Airconditioner: HADSYS
Day Three, Family ride: Today, we take the family out for a drive. Filling up the Type Z original airconditioning
with R134a refrigerant
with two kids and two nannies became quite a challenge but it was just right for the car, as
our group headed to the malls on the southern end of Metro Manila.
Original Audio System:
Alpine Full-Logic CD
While the City has always been positioned as a bachelor's, or bachelorette's, car of choice, a
ready AM/FM radio
person with a family can also make good use of it. It is quite spacious for a compact car, and
cassette player
its 1.5 liter engine has enough zoom to carry a heavier number of passengers and load. Five
adults in the City? Possible but a tight fit nonetheless.
Speakers: 4
We had the opportunity to bring another Type Z to Subic a few weeks later, with four people
in back. Three smaller than average sized adults and one average sized male, all Filipinos, SUGGESTED RETAIL
really, so there were no space problems at all. The City's generous legroom and headroom PRICE: PhP520,000
made sure of that.
Day Four, Filinvest Corporate City: Our coverage of the Planetspeed '99 races at
Filinvest Alabang presented us with an opportunity to hit the highway with the City Type Z.
Back to Road Test
Sepe claimed to have hit the redline while cruising down the SkyWay at more than 120 kph. 2001
Well, tall men tell tall tales. Ironically, he's not that tall. Well, anyway, the day's racing was hot
and intense. We couldn't decide whether to go out and view the races from the stands or to
stay inside the car and keep cool. Under the heat of the noonday sun, the City's aircon tried
its best to keep its occupants from sweating. But the car's untinted windows and windshields
were no match for the sun's ultraviolet rays, making the aircon work doubly hard to maintain
an even and cool temperature inside.
Day Five, At Home in the Mall: On the last day of our Type Z road test, we opted to
stay home. Not because we had run out of places to go to, but we reserved this time to have
the car washed. Nothing beats a clean car.

Road Test
This also gave us an opportunity to view the Type

Z from afar. But as soon as the car was cleaned,
we changed our minds and took it downtown, or
more appropriately, to the mall.
Finding a parking space is easier with the City

Type Z. Well, not because its smaller than others
(its not), nor is it faster at swerving to open parking
slots than others (didn't find out). I guess one of the
reasons is the visibility given to the driver. Wide
windows, front and rear windshields gave me a
clear view of all angles. So, while searching for a
spot in Glorietta's underground parking garage, I could see if cars were departing from either
side and the rear. Well, maybe the fact that the test unit didn't have tinted windows made it
easier for me. Aside from the ample visibility, manuevering the car into the designated space
did not pose any problems either. Power steering on a light, compact car is really the best
combination.
The Honda City Type Z EXI, at PhP520,000, can be considered a good buy, especially for
new car owners and young professionals. It's 1.5 liter engine is just right for city driving; not
as powerful as a 1600 but a little more economical. Compare that with the Civic 1.5 LXi which
costs PhP579,000. Unfortunately, the 1.5 Type Z only comes in manual transmission. If you
want a matic, then your only option is the 1.3 LXi which sells for PhP498,000. The manual
transmission 1.3 LXi is about PhP20,000 lower than the matic.

Road Test
March 11, 1998
1998 Test Drive

Reviews
A word on Asian utility
vehicles
1999 Test Drive
Reviews By Marvin A. Tort
Hitting the road with Isuzu's Hi-Lander
Despite going through five days, nine provinces and

almost 1,500 kilometers of open highway just for a test-
drive, my trip turned out to be fun largely given the
reliability of Isuzu's 1998 Hi-Lander SLX.
On the first day, my four friends and I took the Hi-

Lander through the relatively flatlands of Bulacan,
Pampanga, Tarlac and Pangasinan, and the coastal
highways of La Union and Ilocos Sur. By lunchtime or
after about eight hours of driving, we hit Vigan in Ilocos
Sur for our first stopover. By late afternoon, we were in
Currimao in Ilocos Norte for our second and final stop
for the day.
The second day saw us going through flat and hilly

terrain from one Ilocos Norte town to another, starting
with Paoay, then Batac, and then Fort Ilocandia in
Laoag for our first stopover. From there, another 70
kilometers of driving through flatlands, hills and
mountain zigzag routes, we hit Pagudpud, the second
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stop and final destination for the day.
On the third day, not quite through yet with testing the
vehicle, we decided to go on a short-day tour out of
Ilocos Norte. We took the Hi-Lander through coastal
highways and mountain zigzag routes onto Sta.
Praxedes town in Cagayan province. By lunchtime, we
were back in Pagudpud, where we spent the rest of the
day enjoying its white sand beaches.
The idea for the day trip, really, was to log more
kilometers and to take the Hi-Lander through mountain
routes. And log more kilometers we did. After two-and-
a-half days of test-driving, we logged more than 700
kilometers.
The trip next day, which turned out to be the longest

and most tiring of the five-day journey, took us from
Pagudpud in Ilocos Norte to Baguio City in Benguet
province. The first part of the drive - back to Laoag,
and then Vigan for a quick lunch, and onto San
Fernando, La Union for a second stopover - was
relatively uneventful. But the night-time drive through
40 kilometers of mountainous terrain, cool wind, heavy
fog and zigzag roads up to Baguio City from Bauang,
La Union proved to be very challenging.
It was, like I said, a fun five-day drive. And not without

reason. For one, the Hi-Lander SLX is very roomy, with
lots of space in both the driver and rear passenger
areas as well as in the cargo compartment. And this I
dare say confidently. After all, I stand almost 5'10" and
weigh more than 300 pounds. I have yet to find a
Japanese-designed vehicle which can fit me
comfortably, but the space in the Hi-Lander's driver and
rear passengers areas were definitely enough.
From my experience, for a long drive, two people in

front was just right. The rear seat, however,
comfortably fitted three average-sized people. But
three of my size may prove tight. The rear
compartment, meanwhile, appears big enough to
comfortably sit four smaller-than-average-sized people.
But as a compartment, it was big enough to hold the

five-day trip's booty of six pieces of large luggage,

Road Test
several ceramic jars and pots, dried pork and sausages

from Vigan, about five kilos of garlic from Ilocos Norte,
several jars of strawberry and blueberry jams from
Good Shepherd, and dozens of flowers, and kilos of
Benguet coffee and fresh strawberries from the Baguio
City market.
Also, the Hi-Lander's air-conditioning system was very

reliable. In most instances, we need not turn on the
rear air-conditioning as the front aircon was more than
enough to cool the entire vehicle's interior. Its CD-
ready, four-way speaker radio cassette system was
also a joy to listen to, even if there was not much radio
to hear far up north.
Its fabric seats, compared with leather or vinyl seats,

also turned out to be appropriate. On long trips, leather
and vinyl seats usually end up sticky. They also absorb
heat. Fabric seats, on the other hand, repel heat and,
most often, are easier to clean. An added plus is the
test unit's central door locking system and power
windows, particularly the convenience it offers those
who choose to drive alone. The driver need not reach
over just to open the locks or windows on other doors.
Overall, the Hi-Lander SLX offers very comfortable
interiors.
From the outside, the Hi-Lander also appears to have

low interior clearance. But it has sufficient headroom
even for extra-tall individuals. The new body moldings,
chrome grilles and side mirrors, mag wheels and fog
lamps also give the SLX a better look than previous Hi-
Lander models. A fitting finish, I suppose, to match its
new interior.
For a large vehicle, the Hi-Lander was also quite light

to handle, both in city streets and on highways, and
even in various terrain. Power-steering, for sure,
helped a lot. And its recirculating ball and nut steering
system, which is usually found in bigger vehicles such
as the Isuzu Trooper, made the Hi-Lander very easy to
handle. Surprisingly, its suspension is also far more
comfortable than most light commercial vehicles I have
driven. The Hi-Lander also corners well, offering its
occupants the feeling of security that the unit will not tip
or roll over even while going through zigzag roads at
moderate or even high speed.

Road Test
Its 2.5-liter direct injection diesel engine also managed

to deliver all the power needed for the long haul trip.
On the open highway, we managed to log a top speed
of over 135 kilometers per hour. Even going up to
Baguio City, the direct injection engine was very
capable, allowing the unit to go through mountainous
terrain at moderate to high speed.
And consumption was indeed a revelation. For the

440.9-kilometer highway drive from Quezon City to
Magsingal, Ilocos Sur, the Hi-Lander consumed some
26.82 liters of diesel for an average consumption of
16.4 kilometers to a liter. At around P8.33/liter, that part
of the trip cost no more than 224 Philippine pesos
(PhP) in fuel or around PhP0.51 per kilometer.
On the trip from Magsingal to Laoag City, Ilocos Norte,

the average slightly dipped, as well as during the trip
from Pagudpud to Baguio City and down to Metro
Manila given the need to drive through varying terrain.
But for the entire 1,466-kilometer trip, the Hi-Lander
SLX averaged almost 14 kilometers to a liter of diesel.
During another test for city-driving consumption, the Hi-

Lander SLX averaged 11.6 kilometers to a liter. But this
is considering heavy traffic in most parts of the
metropolis. The city test covered my daily drive from
my house in Parañaque to the BusinessWorld office in
New Manila, Quezon City, and during rush hour at that.
Overall, I give the Hi-Lander relatively high marks for

performance, durability, comfort, maneuverability, and
fuel-efficiency. And at PhP560,000 for the mono-tone
model and PhP575,000 for the two-tone model, the Hi-
Lander SLX seems to give good value for money.
Going on an Adventure

Road Test
March 11, 1998
1998 Test Drive

Reviews
vehicles
1999 Test Drive
Going on an Adventure
I was lucky a friend agreed to lend me his week-old

Mitsubishi Adventure for a test-drive. I told him I
wanted to compare the flashy new family van with the
Hi-Lander SLX and the Toyota Tamaraw FX but could
not borrow a test model from Mitsubishi.
Without doubt, the Adventure looks good, in and out.

Its plush interior matches that of other family wagons
currently available in the local market. And compared
with the Hi-Lander SLX and the Tamaraw FX, it
appears to offer relatively better body styling. But as
they say, the proof of the pudding is in the eating. And
so try the Adventure I did.
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Road Test
After picking up the

Adventure from my
friend's house in Makati
City, I picked up those
joining my four-member
test-drive team for a
midnight drive to
Tagaytay City. The
drive through flat and hill terrain was relatively
uneventful, although very bumpy. Incidentally, the
Adventure's headlamps were bright enough to offer
very good visibility during night drives. After driving for
about 55 kilometers or so, we reached my family's
house in Tagaytay where we spent the night.
The next day, we decided to take the Adventure down

to and around Batangas province. We took the newly
paved but very steep highway out of Tagaytay City,
which is part of Cavite province, down to Laurel town in
Batangas City.
It was a short trip, really, and in less than an hour we

were already on the highway by Taal Lake. From
Laurel we drove straight to Tanauan town and onto
Lipa City.
Overall, the Adventure also offered a relatively

comfortable drive. But being narrower than the Hi-
Lander SLX, it has less space at the driving and front
and rear passenger areas. It is spacious enough to fit
my bulk, but it appears the front seat -- given its design
-- is not really meant to make room for three persons.
The rear seat, meanwhile, can comfortably fit three
average-sized persons. The cargo area is also
spacious.
The Adventure also has an ergonomically designed

dash, allowing both the driver and the front passenger
easy access to controls. Air conditioning was also fine,
and not unlike the Hi-Lander SLX, the front air
conditioning was enough to cool the entire vehicle
even on a sunny day, save maybe for the rear
compartment. This I will explain later. The Adventure's
sound system was also okay. Overall, the Adventure
gets high marks for a fine interior.
Its power features are also commendable. Aside from

Road Test
power windows and centralized power door locks, the

Adventure is also equipped with power side mirrors
and rear wiper and washer. The power windows and
the rear wiper are not offered on the Hi-Lander SLX
and the Tamaraw FX. The Mitsubishi van's rack and
pinion steering is also power-assisted.
Overall, handling and maneuverability are okay. But

the suspension system has room for improvement. The
Adventure offers a relatively stiff ride, while its seats
are not so soft too. During the Batangas trip, the drive
was a bumpy, especially in the rear passenger area.
And on long trips, one can get a little cramped. There

is also question on stability, especially with bumps
during high-speed driving. With the state of our
highways in the south, one can never know when a
slight bump will result in an accident.
Also, its 2.5-liter diesel engine appears to lack power.

The Adventure picks up slowly during highway drives,
especially when passing, while the engine seems
strained when on climbs or uphill drives. During our
trip, the test unit logged a consumption rate of only
10.95 kilometers per liter during the trip. It consumed
28.8 liters of diesel for the 315.4-kilometer drive from
Cavite to Batangas, and around Taal Lake, and back
to Cavite. At PhP8.33/liter, that's about PhP0.76 per
kilometer. Not bad, really, but a little surprising for a
diesel-fed engine. And for a family on an outing with a
shoestring budget, 10.95 kilometers to a liter is not
very economical.
At PhP535,000, the Adventure is priced just about

right. You get your money's worth in terms of styling
and features. I just don't know about engine efficiency
and riding comfort.

Road Test
March 11, 1998
1998 Test Drive

Reviews
vehicles
1999 Test Drive
Unfortunately, time constraints prevented me from test-

driving Toyota's Tamaraw FX and comparing it with the
Adventure and the Hi-Lander SLX. Also, Toyota failed
to deliver on its promise to lend me a diesel-fed FX for
testing purposes.
In terms of fuel efficiency, I can only go by the claim of

a good friend who said his 1996 Toyota Tamaraw FX
2.0-liter diesel-fed wagon does more than 10
kilometers to a liter.
Test-driving a diesel unit myself would have made for

better comparison.
But Toyota claimed it is having a hard time producing a

diesel-fed test unit. But it did manage to produce a
1997 gasoline-fed Tamaraw FX, which I tested.
However, I hesitated to test the unit exhaustively on a
long trip; it was lent to me without tools and a jack.
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Road Test
Also, its air-conditioning unit was leaking water into the

unit's interior like Pagsanjan falls, probably due to a
clogged drainpipe. These things could have been
prevented had Toyota thoroughly checked the test unit
before it was lent out.
Conclusion
Limiting the comparative study to currently available

AUVs or family wagons, in my opinion, the Hi-Lander
puts more premium on comfort, offering its driver and
passengers a very smooth ride. Its suspension
matches that of a sedan, while the Adventure and the
FX have relatively stiffer suspension systems, thus
offering less comfortable rides.
In terms of engine power, the Hi-Lander SLX's pulling

power stands out. One can be very confident that it will
deliver power on demand, especially when passing or
overtaking. The FX also offers a good steady pull,
while the Adventure proved to be a little slow.
In terms of passenger and cargo space, the Hi-Lander

SLX also offers plenty of space. The Adventure was
slightly smaller, or rather narrower, and had less leg
room particularly in the rear seat area.
Its front seat design also makes it impossible to

comfortably seat three average-sized persons. But it
matched the FX in terms of leg space and seating
comfort. The FX, meanwhile, appears to offer more
headroom, especially if you are going to seat people in
the cargo areas.
In terms of interiors, the Adventure offers a very

luxurious dashboard and overall interior design. It has
plush interiors compared with the Hi-Lander SLX and
the Tamaraw FX. All controls are within easy reach of
the driver. Also, it has a rear wiper and washer as well
as power side mirrors, features not offered on the Hi-
Lander and the FX. Also, its rear air-conditioning unit is
located between the driver area and the rear seat,
unlike that of the SLX and the FX which is located
between the rear seat and the passenger
compartment.

Road Test
Obviously, the Adventure gives more premium to the

comfort of passengers in the front and rear, rather than
the rear and the compartment area. Incidentally, the
Adventure does not have windows in the rear
compartment area, unlike the Hi-Lander and the
Tamaraw. This may make for a warm ride in the
compartment area, especially with all the air
conditioning in the front areas.
In terms of body styling, the Adventure's front makes it

look a lot like a mini-Pajero. The Hi-Lander appears
bulky but sturdy, while the FX appears narrow and tall.
The Adventure's front bonnet design, however, makes

it difficult for the driver to see how far the vehicle's front
goes. From the driver seat, it is difficult to see where
the bonnet's slope ends, making it hard for the driver to
determine his front's actual distance from a preceding
vehicle.
In the overall, I 'd give good ratings to Isuzu Hi-Lander

SLX as well as the Mitsubishi Adventure and the
Toyota Tamaraw FX. But the SLX's seeming edge
over the others is not without its price. For one, the
mono-tone Hi-Lander, at P560,000, is more expensive
than the Adventure or the Tamaraw. The Adventure
sells at P535,000. The price gap, I think, can spell a
difference especially now that consumers are looking
for better value for their money. But then again, why
scrimp when you're paying for comfort. Just the same,
don't take my word for it. If you want to find which is
the better family wagon for you, try them all.

Road Test
May 6, 1998
1998 Test Drive

Reviews
Driving the Saab 9-5 through
snow (Premium Swedish
1999 Test Drive
Reviews
power plant)
Armin A. Amio
LINKOPING, Sweden -- And I thought the trip would

end without me getting to drive one of those well-
known Swedish marques.
I was with a group of Filipino journalists invited by

Gripen, the joint venture between defense giant British
Aerospace and Swedish conglomerate Saab, for an
orientation tour of their facilities. After a briefing with
several Saab and Gripen officials, we were supposed
to go to the flight simulator facility and try to get a "feel"
of how to fly the J-39 Gripen fighter aircraft.
I was the first to get on the coach while the rest of the
group lumbered around. Imagine my surprise, when
Jan Ahlgren, Gripen's vice-president for
communications and public affairs, asked out loud who
among us would like to test-drive the new Saab 9-5.
Being the youngest and the only female in the group - I
tried to suppress my eagerness and defer to the other
more senior members of the lot. (Although admittedly, I
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Road Test
did cross by fingers, hoping that not one of the guys

would take Jan's offer.)
When nobody made a hint of interest about getting into

the car, I jumped out of the coach and ran towards Jan
as fast as I can - lest he changed his mind about the
test-drive.
Sitting myself on the driver's seat (they drive "right"

over there, just like here in the Philippines), I
immediately tinkered with the seat -- adjusting it
according to my specs. This meant pushing the seat
two notches forward and the back rest straight, and
propping up the steering wheel (all done mechanically
with the help of Jan).
The Saab 9-5, I read somewhere, is the first passenger

car in the world to be fitted with power-ventilated front
seat. This feature used to be confined only to premium
trucks, buses and construction equipment in Europe.
Here, two extremely flat electric fans are installed in
the front seat - one on the back rest and the other in
the cushion. They "fan out" the warm humid air that get
trapped while seated. It was still winter when we were
there so I didn't get to "feel" that feature. On hindsight,
I thought that would be great for the Philippine
weather, especially with these El Nino-induced heat
spells.
And now it's time to hear how this four-cylinder 2.3-liter

170-horsepower intercooled beauty purrs. I reached for
the ignition key (which should be conventionally placed
at the right side of the steering column), only to find
that it's not there. Jan explained that the initial start-up
controls (vehicle immobilizer and starter) are grouped
together in a central driver control zone between the
two front seats. The ignition key in the Saab 9-5 is
mounted between the gearshift and the handbrake
lever, adjacent to where the driver's hand naturally falls
after he has engaged the seat belt buckle. Neat, huh?
The 9-5's instrument display is done in white graphics

on the functional black color scheme universally used
in aircraft cockpits, taking from the Saab lineage of
defense and commercial aircraft. The black panel
concept - introduced on the 900 in 1993 - is extended
with a choice of illumination modes and variable

Road Test
brightness. The person who did the 9-5's interior

must've been an aeronautical engineer. Switches and
levers are grouped into logical positions, according to
their priority of use.
Luxury may not have been a thing among the Swedes,

but they do exert extra effort for comfort and
functionality - not to mention safety. The 9-5 can
accommodate five full-sized adults comfortably. The
car also features the all-new dedicated
CD/cassette/AM/FM tuner audio system which
includes remote controls on the steering wheel and an
aerial integrated into the rear window. And with a -8xC
ambient temperature, the Saab's heating system was a
welcome feature.
What's nice about the 9-5 is that there are 11 places

inside the car to place oddments. They are located on
the front edge of the front seats, map pockets and front
and rear center armrests. And check this out - it has a
roomy glove box linked to the air-conditioning unit
which doubles as a refrigerator with a temperature of
6xC, cool! Four cupholders are also provided, perfect
for those snacks during long drives.
The 9-5 features the Saab Ecopower multi-valve turbo

engine - with "Eco" standing for ecology and economy
and "power" representing engine power and
performance. Preliminary figures show that the 2.3-liter
variant can accelerate from zero to 100 kilometers per
hour (kph) in 9.5 seconds (its 3.0 V-6 sister can do it in
8 seconds, it was told) and achieve a top speed of 235
kph. I wasn't going to refute this claim.
All I know is that a slight step on the accelerator pedal

gives the 9-5 a pretty good boost - thanks to the Saab
patented Trionic system that monitors and controls fuel
injections, ignition, trottle and turbo boost pressure.
Jan commented on how smooth I'm handling the car,

considering that it's a manual transmission (M/T). He
said most female Swedes prefer those with automatic
transmission, but guys still like the raw power given by
M/Ts. I had to explain to him that I drive an M/T back
home, and I'm quite adept at managing the gearshift
lever, and clutch, brake and accelerator pedals even
during heavy traffic.

Road Test
Fact is, I was savoring the luxury and comfort inside

this marque, at the same time, sorry for the car which
had to traverse through melting snow and salt. Jan
assured me that the day won't end without the guys at
the Saab car pool giving his car a good wash.
He also reminded me to switch on the car's headlights,

even if it was daytime. He explained that this practice
came from a study made by the Greyhound Bus Co. in
the US which showed that buses with their headlights
on encountered the least number of accidents.
The 9-5's power was tested when we had to catch a

Gripen military aircraft before it takes off. Jan had to
take the wheel (for security checks) and we had to
wend our way through the Saab complex. Before we
knew it, we were at the runway and were waving at the
test pilot who was passing us by. The fly-by also
allowed me time to give the car a good look-over. The
9-5 up front is wide and low-looking, thanks to its split
lower spoiler.
The front grille and headlamps flow smoothly together.

On its side, the lines rise slightly upward to create a
wedgelike profile. The side windows have been pulled
out to be nearly flush with the sheet metal. The boot lid
is short but high, this is said to reduce drag (coefficient
is only 0.29), at the same time, increasing the height of
the luggage compartment.
There wasn't much time to really get to know the car,

though.
Our schedule was too tight that day and we had to

motor down to Stockholm that same afternoon. But I
sure was thankful for that chance to drive Saab's
newest premium sedan. It's just too bad that the Saab
guys have no plans for the Philippine market -- not just
yet.

Road Test
October 21, 1998
SPECIFICATIONS Cefiro Elite: well-dressed

Engine for power
By Armin A. Amio
The all-new 1998 Nissan Cefiro with the tail sign
Type : VQ20DE, DOHC, V6,
Elite V6.24V is one elegant powerplant.
Fuel injected with EECS,
Unleaded gasoline For a 2.0-liter car, it carries enough power to run a
maximum speed of 270 kilometers per hour, good
Displacement : 1,995 cc enough for a speed maniac but not realizable for
Philippine road conditions. In spite of this, the
Bore x Stroke : 76.0 mm x power delivered by the VQ20DE engine comes in
77.3 mm handy in those tight situations when overtaking in
heavy traffic.
Maximum Power : 155 PS @
6,400 RPM
This may due principally to its six-cylinder double
overhead camshaft engine which most competitors
Maximum Torque : 19.0 kgm
@ 4,400 RPM do not have in the same class. For a car with a
smaller displacement carrying the six-cylinder
Compression Ratio : 9.5:1 engine, the Cefiro has a lot less noise and vibration
that one can easily discern with the standard big-
Drivetrain : 4-speed engined cars.
Automatic Transmission with
overdrive and 3-way torque
adjustment (normal, slippery,

Road Test
sport) What sets the

Cefiro apart in its
Chassis class is the fact
that the luxury it
Steering : Rack and Pinion, contains does not
Power-assisted compromise the
performance
Brakes : 4 channel, 4-sensor under its hood.
ABS
For instance, in a two-hour standstill traffic along

Front : 11"
ventilated the EDSA, the air-conditioning - where the selected
discs temperature is maintained automatically through
the electronic climate control system -- does not
Rear : 11" result in overheating.
solid discs
In these days, a car's air-conditioning is now a
Suspension : necessity. Yet, everybody also knows that the air-
conditioning unit requires a lot of energy from the
Front : car's power plant. It would simply be inconceivable
Independent for a car's air-conditioning to fail, or worse for the
MacPherson
struts with coil
car itself to stall, these days due to power failure.
springs and
stabilizer bars The Elite's air-conditioning system does not drag
down the power required by the Cefiro in high revs
Rear : Multi- and high speeds. This extra power is the cutting
link beam edge when overtaking on an uphill curve. Failure to
deliver power at this critical time can spell a
Wheels : 32spoke 6.5JJ x disaster for the driver and his passengers.
15"
The start of the test drive at EDSA on a stormy day

Tire size :
was very encouraging. There was rain and wind all
over the place. Luckily, with classes suspended in
Front :
205/65R15
Metro Manila, traffic was relatively smooth and
negotiating the EDSA to the North Expressway was
Rear :
no problem at all.
205/65R15
With its electronic seat adjustment, visibility was
Dimensions and Weight improved and the extra bumper fog lamps come in
handy for other cars to see as well as for me to see
Wheelbase : 2,700 mm the other cars.
Track : The ruts that were beginning to develop at EDSA

after the night's rain did not seam to bother the
Front : 1,530 Elite's 6-CD changer and 1-disc in dash as the
mm various artists interpreting the Beatles did not miss
a beat. My passenger noted that it could either be
Rear : 1,510 due to a good independent McPherson struts with

Road Test
mm coil springs and stabilizer bars in front or that the

stabilizer of the Clarion CD player was simply
Overall length : 4,770 mm excellent.
Overall Width : 1,785 mm The drive along the North Expressway was smooth.
At an estimated 80 kilometers per hour on a heavy
Overall Height : 1,415 mm rain and 100-kilometer per hour winds, the car did
not seem to hydroplane and stood its ground on to
Weight : 1,390 kg dear concrete without any complaints.
What is amazing is that sudden brakes caused by

too late visions of oncoming ruts did not cause the
car to swerve its tail. This is where those multi-link
beam rear suspensions come in handy.
In spite of this driving condition, Julia Fordham

sang her soulful ballads steadily as if one was
home enjoying your hi-fi on a rainy day with a bottle
of Inniskillin Canadian ice wine after gorging up a
basin of lobsters.
Cruising over the Gapan-Olongapo expressway

was not problem. The lahar stretch did not provide
any problems although the rivers were already
getting swollen as the raging waters were already
trying to reach the top.
1998 Reviews Minor landslides over the Bataan-Olongapo zigzag

were not a cause of concern for the Elite. Even the
1999 Reviews film of mud covering the zigzag did not cause any
unsteadiness on the part of the car driving at
around 70 kilometers per hour.
The Elite merrily continued its drive with the front

ventilated discs and rear solid disc brakes system
steady as ever. The engine hum was regular and
comfortable.
Finally, we reached Iba, Zambales -- the final

destination -- after a comfortable ride across 200
kilometers of which 100 kilometers mostly at
Bulacan and Pampanga features various shapes
and sizes of craters. In hindsight, I am convinced
that even the Sojourner that went to Mars would
have failed under the conditions that the Elite drove
through.

Road Test
Saturday was uneventful as we enjoyed the huge

waves lash out at each other in aimless powerful
thrusts. Electric poles and tree branches
intertwined all over the roads joined together by
those high tension copper wires.
With Sunday's editorial work about to be declared

force majeure, and determined to make it to Manila
by 12 noon of the next day, I started contemplating
on what escape routes to take. Unfortunately,
Pangasinan was hit worst as a bridge over
Binalonan was halved by the typhoon and the
Gapan-Olongapo road was declared impassable.
However, the rains did stop by Saturday afternoon,

the stars shone that night and lighted our beach
front hut. The winds stopped howling too and if
Lady Luck will be with my side, I can make a run for
Manila at the first hour of Sunday and forged the
Gapan-Olongapo road -- lahar or no lahar -- secure
in the belief that the Elite will not let me down.
Lo and behold, the highway on that Sunday

morning was dry and rid of tricycles, as well as
dogs and carabaos. Even the raging rivers
subsided. Sprinting the Elite at 150 kilometers per
hour from Iba, Zambales to Lubao, Pampanga took
a mere one hour and a half. With lots of spare time
to go, I just might make it Manila in time for brunch.
With the sun out, the concrete dried, and the traffic
moderate, negotiating the North Expressway going
to Manila was like an obstacle course. Ruts and
more ruts erupted. It was rock and roll for the Elite
as it darted and sprinted and seesawed the
Expressway in time for me to reach the office in
Quezon City.
At a retail price of 1.025 million Philippine pesos

(PhP), the Nissan Cefiro Elite is a reliable and
comfortable investment.

Road Test
October 28, 1998
1998 Test Drive

Reviews
Big surprises from
Mitsubishi's new Lancer
1999 Test Drive
Reviews By Armin A. Amio
The most appropriate phrase, it seems, to describe the

1998 Mitsubishi Lancer Invecs II GLXi is "a big
surprise."
For a bantam car -- a Single Overhead Camshaft on a

1,597 cc engine -- it handled surprisingly well under
varied road conditions.
The main feature of this model is its Intelligent and

Innovative Vehicle Electronic Control System - II
(INVECS - II), a.k.a the affordable Tiptronic.
According to Mitsubishi, its "Pre-programmed Optimum

Shift Control recognizes a vast range of typical driving
conditions and shift gears according to the road
gradient, bend radius, vehicle speed and other driving
conditions."
In addition, its "Adaptive Shift Control analyzes your

driving habits and shifts the gear best suited to your
way of driving."

Road Test
Although it sounds like an idiot-proof way of driving,

there nevertheless is a greater element of truth in it.
Coupled with its rack and pinion power steering, this

bantam car is an enjoyable one to drive.
For city driving, one can use the full automatic mode.
The only weakness it seems is that it is slow on the
third gear and coughs up a lot of noise (either engine
or thrust mufflers) on acceleration which can be a bit
bothering as it interferes with the car's excellent Fujitsu
Ten audio system. But on the other hand, the "noise"
may be a welcome sound for those Mika Hakkinen-
wannabes as one can imagine being in a Formula 1
powerplant.
For highway driving though, the sports mode is

recommended as gear shifts can be done effortlessly
on a clutchless system. Under this mode, the whining
noise on acceleration surprisingly disappears.
Either way, the beauty of its transmission system is the

gear level indicator feature on the instrument panel
which is a very helpful guide for the driving especially
when cruising.
Going to Clark Expo on a rainy Saturday morning to

watch the dirt trials of local rallye enthusiasts was a
good beginning for the test drive of the Lancer.
Seat controls were fair as they could be electronically

adjusted according to the driver's needs.
Unfortunately, I could not figure out whether there was
a control for adjusting the height of the seat.
Otherwise, I do not have any complaints on the leg
room as well as the backrests, not to mention the
luxury offered by the full-leather upholstery seats. The
leather seats are some of the better ones I have rode
on and the head rest is very comfortable. Not too soft,
firm but not hard.
Driver visibility is pretty good as one can see the front's

ends without any obstructions. Side mirrors are
adjustable in the standard electrical way and windows
are likewise power driven.

Road Test
The rear seats were also roomy -- by Filipino

standards, that is. Furthermore, these can be retracted
so that the baggage compartment can be expanded to
carry luggages such as a centertable piece.
The automatic transmission glided effortlessly, you

can't even feel downshifts. However, the computer-
generated shift from the second to the third gear is
noticeably longer than anticipated. This could mean
using up more fuel unnecessarily and a none-delivery
of required power during critical conditions, such as
overtaking especially during a tight situation.
The only thing I had to get used to is the transmission

switch which is mounted on top of the transmission
stick instead of its the conventional location on the left
side for which you use your thumb when shifting gears.
Traction was good on the wet road as it ran on an

average of 80 kilometers per hour. Although there was
a slight oversteer to the right, the car nevertheless did
not complain.
Its size 14 185/65 Bridgestone tires hugged the road,

even when turning at 80 kilometers per hour on those
beautiful zigzag roads over Bataan going to Olongapo.
The Lancer's brake system is another story. Since it is

not fitted with an anti-lock braking system, one has
always to consider the braking distance of the car. It
feels a bit spongy but nevertheless the brakes just held
on fine and firm without swerving, even on wet roads.
The car uses ventilated discs for its front, and leading
and trailing drums for its rears assisted by a master
vac brake booster.
Brake security is also enhanced by the fact that the

Lancer's engine braking system is being supported by
the INVECS II transmission. Response time on
downshifting is faster rather than when shifting upward.
Mitsubishi says that response time is at 0.2 second on
downshifts and 0.3 second on the upshift.
When using the sports mode, gear is automatically

shifted from fourth to third at around 42 kilometer per

Road Test
hour.
Thus, as the computer-guided engine brake goes into

motion, the information is passed on the wheels and
helps stabilize the stop.
One nifty feature of this Lancer variant is that you can

shift to the sports mode from the automatic
transmission effortlessly - even while you're on the
move. One doesn't have to stop. A flick to the J-gate
gearbox is all that is needed and you're off to the
wonderful world of manual transmission.
This time, the Lancer managed to climb to 160

kilometers per hour without any whimper or quiver.
Its suspension system took the uneven road in stride

as the Lancer is fitted with a McPherson strut and coil
springs with stabilizer in front and a multi-link system in
the rear.
Although the Lancer was not tested through floods, I

feel that with its 165-millimeter ground clearance as
well as the high placement of its more sensitive parts
in the engine compartment, the Lancer would be able
to ford knee deep waters at ease.
When everything is said and done, the car averaged

12 kilometers on highway driving. Definitely, this is not
a bad deal for driving an average speed of 110
kilometers per hour.
At 640,000 Philippine pesos (PhP) -- including the

sporty skirt, color-coordinated leather seats, fog lamps,
mag wheels, etc. -- this powerplant is a steal. All told,
this Mitsubishi Lancer GLXi INVECS II is surely one
surprising performer.

Road Test
November 4, 1998
1998 Test Drive

Reviews
Walking the rocks with Ford's
F-150
1999 Test Drive
Reviews By Armin A. Amio
The humongous Ford F-150 Flareside is definitely not

your type of car to go to the neighborhood sari-sari
store. Not unless you want to intimidate the poor
tricycle driver -- aka the King of the Road - and make a
political statement.
From the outside, the F-

150 exudes a macho
image. Tall (1.8 meters) ,
muscular (2 meters
wide), long (5.7 meters)
and heavyweight (1.9
tons curb weight)! Once
inside, even the Pajero beside you in the traffic seems
to be smaller in comparison.
Climbing the driver's seat of the F-150 takes some

getting used to since I am just an average Filipina
trying to go on a diet. Unfortunately for me, I could not
find a handle bar to hang to and balance my feet on
the available ramp. In spite of the discomfort, the

Road Test
thought that the car would be able to cross waist-deep

floods made me feel better.
Nevertheless I made it, and once inside, adjusting the

seat was an easy chore. The backward/forward seat
adjustment lever is located below the seat while the
back rest can be changed by a lever on the left side.
There seems to be no height adjustment for the seat.
I do not have any complaints for the side mirrors since

they seem to cover all the necessary angles. However,
I find it a little bit discomforting that the rear view mirror
is a wee bit small - just enough to cover the end of the
cargo bed.
The instrumentation panel is excellent as it contains all

the necessary information needed. There's a
speedometer which says up to 160 kilometers per
hour; a tachometer which goes all the way to 6,000
revs per minute; an oil pressure gauge; a fuel gauge;
an engine coolant and temperature gauge; aahhhh,
and even a battery voltage which measures the
discharge rate of your battery. This is not to forget the
transmission indicator. I also find it a bit disconcerting
that the hazard light switch would be placed on top and
in the middle of the steering wheel column which I did
not notice immediately.
Once inside the F-150, one cannot help but be amazed

at the spaciousness of it all. Although the fixed
backseats may be a bit crampy for three Americans,
they will be comfortable for four standard Filipinos --
three teenage children plus one nanny.
Moreover the utilities compartment is generous, it can

take a bucket of KFC fried chickens and two family-
size cola bottles. Once started, the most noticeable
thing about the F-150 for all its monstrosity is its silent
engine. For all the power under its bonnet, (a 4.2 liter V-
6 engine delivering 205 BHP) America's favorite pick-
up this year and last is not as noisy as one would
expect. In fact, it has not disturbed the clarity of the
vehicle's excellent in-house stereo system which I
thought sounded like its Japan-made.
While it is good to know that the car comes in with

those push buttons electronic speed control, we can be

Road Test
content that we would be using them rarely due to the

fact that driving in the Philippines is very heavy on the
brakes.
For instance, to turn the speed control on, the F-150

has to be running at or more than 48 kilometers per
hour. One is also advised not to use the speed control
in heavy traffic, winding roads, slippery and unpaved
roads - all of these conditions are ever present in the
country's highway system.
Accelerating the vehicle was a thrilling experience. It

was responsive and delivered the required power at
the right time. Even during tight situations, especially
when overtaking, the F-150 performed well without an
squeek.
Cruising at 140 kilometers per hour was an easy

chore. Even the normally inconsiderate slow drivers
occupying the right lane at the North Luzon
expressway suddenly pull over to give you way the
moment they see the F-150 barreling down the road at
140 kph.
Even the potholes and humps become less noticeable

due principally to the car's suspension system which
consists of a gas-type shock absorber and coil spring
for the front, and a two-stage leaf with auxiliary spring
for the rear.
However, while doing the zigzag roads of Bataan-

Olongapo at an average of 40 to 60 kph, the car
seems to have some jarring body rolls as my
passenger rocked to and from side to side in his belted
seat.
After clocking around 198 kilometers, a fuel gauge

registered just a little over three fourths of the 95-liter
tank capacity. All told, the car must have been
averaging around eight kilometers to the liter on
highway driving.
It is a gas guzzler by any definition but one has to pay

the price for the brute force of the F-150.
The brakes were marvelous. The front has a twin

Road Test
piston pin-slider, bolt-on anchor caliper disc brake

while the rear had self-adjusting rear-wheel anti-lock
brake system.
Hard braking at 100 kilometers must have taken

around 70 meters for the car to stop. The beauty of it
was that the F-150 did not nosedive indicating a sure-
footed brake. It did not jar anyone and neither did it
swerve its tail as normally happens during moments of
sudden brakes. It was simply steady as a rock.
The next day, the car was driven through the gravel
roads of Botolan, Zambales on the way to lahar
country. Only heavy trucks traverse this particular road
going to the Zambales mountain range to get soil to be
used for reinforcing dikes.
The F-150 crawled through this mountain road with

ease -- aircon, CD, and all. It drove through the road --
stone over stone, without any complaints.
The next test was over the dike along the Bucao River.
Although the dike is made of mountain soil, there are
still portions of the dike covered by fine pumice sand.
The F-150 likewise made it without a hitch.
All through these tests, the gear was simply on the

normal drive position. There was no need to shift the
gear to the Second or First gears which are reserved
for steeper downgrades.
What was more impressive though was that the F-150

being tested was only a 4x2 vehicle and not a 4x4 car.
On the return to Manila, I was advised by a traffic

policeman over at Guagua in Pampanga to detour
since the Gapan-Olongapo road was totally closed.
This meant passing through the lahar "canyon" over at
Porac through Angeles City. It was a one-hour detour
through laharland. The F-150 easily went through all
kinds of road condition -- dry and fine, wet and firm,
muddy and watery, uphill and downhill -- at a steady 40
to 45 kilometers per hour.
When everything is said and done, the F-150 -- retailed

at 948,000 Philippine pesos (PhP) -- is an excellent

Road Test
vehicle for a week-end drive -- for sports, utility, and

every reason imaginable.

Road Test
November 11, 1998
SPECIFICATIONS Pure power in Honda's

Engine Civic SiR
Arnold E. Belleza
It was a dark and stormy night when Armin and I
Type : DOHC V-TEC 4- braved the North Expressway on a trip to Clark to
cylinder 16 valve test-drive Honda Car Philippines, Inc.'s newest
"baby."
Brandishing a new DOHC
Bore x Stroke : 81.0 mm x VTEC engine and
77.4 mm practically race-ready
image, Honda officials had
Maximum Power : 106 PS invited motoring journalists off to Clark for a test
@ 7,600 RPM
drive of the SiR.
Maximum Torque : 15.3
kgm @ 7000 pm Despite the ungodly timing -- it was in the middle of
the week and with a howler battering Luzon -- a
Compression Ratio : 10.2:1 good number of motoring colleagues turned up.
Perhaps it was because the group was
Drivetrain : 5-Speed manual overwhelmingly composed of Honda Media
Challenge racers, all raring to push (punish?)
Chassis another car as best as they could.
Steering : Rack and Pinion, You've got to hand it to Honda Cars Phils. To this
tilit adjustable writer's knowledge, it is the only major auto

Road Test
manufacturer which consistently stages technical

Brakes : test drives for journalists. Instead of just merely
handing over a model for a weekend or so for a
Front : writer for an impression test, drivers get to talk shop
ventilated
disc
as the car goes through its paces. Other examples
are the launch of the Civic - in its "people's car"
Rear : Disc
phase -- early this decade and when the City came
out two years ago.
Suspension :
So after a night of karaoke and dancing at the
Front : Holiday Inn, everybody assembled bright and early
Independent at Omni Airfield runway. Activity Asia Association,
Double which also handled the Media Challenge, had
Wishbone assembled a course designed to show off the SiR's
with coil features: Stage 1, dubbed "Power Trip" was to test
spring and
stabilizer
acceleration; proceeding to Stage 2 or " Full
Stop,"for braking. "Twists 'n Turns" featured a
Rear :
chicane and a 360-degree turn to test handling and
Independent last was a "Performance Gymkhana" where the
Double driver was to execute parking maneuvers.
Wishbone
with coil Four SiRs were made available -- two blacks, a
spring and
stabilizer
white, and one in signature "Passion Orange" -- a
love-it or hate-it color exclusive to the SiR -- for the
Wheels : Alloy
two-round, four-stage test. With more cars and
fewer drivers, no one complained when the
Tire size : 195 / 55R15 85V, organizers decided to run a five-round test, with the
, 15 x 6 JJ latter three featuring a longer Stage 1 so the car
could be given more of a workout.
Dimensions and Weight
Appearance-wise, the SiR does not immediately
Wheelbase : 2,620 mm stand out. The basic Civic shape has been retained
and the first thing usually noticed is that the built-in
Overall length : 4,450 mm bumper guards have been dropped. A mesh grille
and 15-inch wheels give the car a sporty look, but
Overall Width : 1,695 mm not much else - two-tone seats, three-spoke
steering wheel and a Kenwood AM/FM radio with in-
Overall Height : 1,390 mm dash CD player - contribute to its looks.
Under the hood, however, is where it matters. The

new DOHC VTEC promises 160 horses at 7,600
rpm (compare this with the relatively sedate 125 ps
of VTi). Even more features are found where the
sun don't shine: a front tower bar to stiffen the body
and improve handling; independent double
wishbone suspensions with stabilizer bars in both
front and rear; and disc brakes with Proportional

Road Test
Control Valve all around. This manual transmission

1998 Test Drive Reviews "pocket rocket," as Honda chief Koji Miyajima calls
the SiR, was definitely made to munch road. With
1999 Test Drive Reviews typhoon Iliang withholding her rains, the drivers
were told to rev the engine to near redline levels
before shifting to second.
Engine pull never seemed to run out as the VTEC

performed flawlessly, boosting power output at high
rpm as its "wild" cam lobe went into play. In the
VTEC system, three cam lobes are employed, with
the "mild" cam lobes controlling intake at low rpm
for fuel efficiency. During the later rounds where
drivers took the car up to third, the SiR managed to
clock 100 kph in about 10 seconds, enough to
satisfy speed freaks.
Braking was a marvel, with nosedives seemingly all

but eliminated by the suspension setup. From
speeds of up to 125 kph, the SiR took around 40 to
60 meters to come to a complete stop without
severe pitching. Of course, the ELR seatbelts were
forced to come into play as inertia threw the car's
occupants forward.
Body roll was minimal as the car took the slalom

and the 360-degree turn with ease.
Handling was better demonstrated in the final stage

where the drivers undertook three parking
maneuvers: forward, reverse and parallel, or, as
one wag puts it: motel parking, shopping mall
parking, and Makati parking.
The verdict? Honda definitely has a superior

vehicle with the SiR. With its new powerplant and
sporty configuration, this car can serve as both a
family sedan while at the same time providing some
measure of fulfillment with regard to the owner's
racing fantasies.
The package comes at a price, however. The

standard retail price for the SiR has been pegged at
668,000 Philippine pesos (PhP), although a special
introductory price of PhP648,000 has been
announced until December (1998).

Road Test
The Civics feature door beams, crumple zones and

three-point ELR seatbelts for safety, power features
(side mirrors and central locking limited to the VTi
and SiR), dual height adjuster for the driver's seat,
front cupholders, map lights for the VTi and SiR,
and last but not the least, the exclusivity of owning
a Honda.

Road Test
Test Drive
Wednesday, January 16, 2002
Mercedes Benz Vito

True-blue transporter
By ARMIN A. AMIO BusinessWorld
Let's face it. The Mercedes Benz

Vito passenger van has --
diplomatically speaking -- an
unusual design. On the road, it's
very easy to mistake it for any
other van plying the streets.
But once inside, you get to feel

that comfort, functionality and versatility only its
true German lineage can offer. The Vito's a true-blue

Road Test
Mercedes Benz alright.
Perhaps the most outstanding feature of this people

mover -- which incidentally seats 10 -- is its engine.
Tagged with a 2.5-liter CDI engine, the Vito is

powerful and dynamic in almost any driving
condition. Featuring direct injection, four valves per
cylinder and an exhaust gas turbocharger, Mercedes
Benz's CDI engines offer good tractive power even at
lower and medium-range engine speeds -- making
driving safer, especially at critical points such as
when joining fast-moving traffic, on hills or when
overtaking. Engine power is available at all times --
especially when you particularly need it, wherever
you need it.
more...
Browse through our previous test drives and reviews.
Select here...
News | Karera | Feature | Guestbook | Buying Tips
Home

Road Test
Wednesday, February 2, 2000
Test drive: Mitsubishi Adventure Super Sport
1998 Test Drive

A new kind of adventure
Reviews
By ARMIN A. AMIO
Associate Editor, BusinessWorld
1999 Test Drive
Reviews Mitsubishi Motors
Philippines scored
top points when
they introduced
the Adventure two
years ago.
Known in other
countries as
Freeca, the Adventure came in as a welcome respite
from the boxy types that ply Metro Manila roads
which have become known as Mega-taxis.
The Adventure's tapered looks gave other auto

manufacturers a run for the money -- even making
them rethink the concept of the Asian Utility Vehicle
(AUV).
When AUVs have been popularly used as an

alternative choice for public transportation, the
Adventure was marketed as an affordable family
wagon.
http://www.motorista.com.ph/roadtest/reviewadventure.html (1 of 2) [4/7/2005 7:49:35 PM]

Road Test
Other manufacturers have caught on, and this time

the battle is in the area of accessories and amenities.
These days, AUVs are plied as pseudo-sport utility

vehicles, some have even started calling them
ASUVs -- or Asian Sport Utility Vehicles.
The Super Sport's external features -- like the

bumper overrider, new aluminum 14-inch magwheels
and chromed radiator grille, drip moulding, windshield
moulding, outer handles and mirrors -- give this AUV
a more sporty and masculine look.
Inside the Adventure Super Sport, one gets the

feeling of being in a car with luxurious full velour seat
fabric, Mit-Air dual air-conditioning system, and
moulded door trims. The second row seats may be
folded and tumbled to allow a larger cargo space.
One thing that's disconcerting is the wood-you-

believe panelling all over the place. But beyond the
simulated woodgrain finish, the Super Sport scored
points with its six-speaker audio system with in-dash
CD player.
Power features are all over -- door lock, side mirrors,

steering and window.
Under the hood, the Super Sport comes equipped

with a powerful 2.0-liter, 16-valve, single overhead
cam, multi-point fuel injected gasoline engine that
can kick in a maximum output of 114 PS/rpm and a
maximum torque of 16.8 kg-m/rpm.
Implementors of the Clean Air Act would be glad to
know that this vehicle comes equipped with a
catalytic converter.
For PhP653,000 (manual transmission) or

PhP683,000 (automatic transmission), you can have
a new adventure.
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Road Test
Wednesday, March 1, 2000
An Astra experience
1998 Test Drive
Reviews Opel's Astra
formula is simple:
1999 Test Drive start with bold
styling, muscular
Reviews engines and
proven
mechanicals,
then add in value
pricing, the result: market success!
The Astra has been on the market for some time now. There
are several variants, the three-doors and five-doors
hatchback, the sedan, the station wagon, and most recently,
the coupé.
GM Automobiles Philippines, Inc. is offering the station wagon

and the sedan in the local market.
New Edge styling has obviously invaded the Opel design

studio. The most striking feature in the Astra sedan could be
the trapezoid bonnet which one friend said made the car look
like a sharp shark.
Other visual cues such as the sloping windscreen, nearly

transparent headlights, rear fog lamps and a high waistline
gives this powerplant elegance and character.
Aluminum Macpherson spring strut up front and twist beam
http://www.motorista.com.ph/roadtest/reviewastra.html (1 of 2) [4/7/2005 7:50:03 PM]

Road Test
longitudinal arms at the rear improved torsion stiffness and

rigidity, allowing better grip and improved road handling. The
six-point mount front axles with anti-roll bar give the car a
more planted stance.
The uneven Candaba viaduct at the North Luzon Expressway

was a breeze during the test drive.
Inside, the Astra's cabin is essentially "practical" -- air-

conditioning, Philips CAR audio system with six speakers,
power windows, vanity mirrors (for driver and co-driver!),
power locks, side impact bars, pollen filter system and multiple
info display at the center console are provided.
But interior shades, sew fabrics, sew patterns and foam

contours are fresh and definitely updated.
Minus points, however, are given to the lack of a fourth

(dummy) pedal and remote pop-up control for the boot.
Putting that aside, Astra's 1.6-liter 16-valve engine makes up

for the small inadequacies.
This ECOTEC engine jumps 100 horses at 6,000 revolutions

per minute and pumps out 150 Nm of twisting force at 3,600
rpm. -- Armin A. Amio
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Road Test
Wednesday, April 5, 2000
2000 Test Drive Test drive: 2000 F-150 Supercab

Reviews A pickup like no other
1999 Test Drive By ARMIN A. AMIO
Reviews Associate Editor
1998 Test Drive It appears

people are
Reviews starting to
choose pickups
and utility trucks
as primary
personal-use
vehicles over
other forms of
automobiles.
You can see a

great number of these pickups all over town plying the metro
roads. Blame Metro Manila's poorly paved streets or those
flash floods every rainy season. These trucks are definitely
made for Philippine road and traffic conditions.
And it is not surprising that Ford Motor Co. Philippines' F-150

continues to be one of the most-coveted vehicles of this sort.
This truck --which continues to claim the title of perennially the

largest-selling vehicle in the US -- continues to win Filipino
motorists' hearts.
The 2000 model lineup includes the F-150 Lariat 4x4
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Road Test
automatic and the F-140 Flareside 4x2 automatic. Both

models now have the four-door cabin as standard.
So what's new in the millennium F-150 model? Well, it now

comes equipped with a new overhead console with compass
(great for those people who easily get lost), outside
temperature monitor with storage compartment, covered visor
vanity mirrors, and a driver's side keypad entry (for the Lariat).
But the largest improvement in this variant is the new flip-up

60/40 rear seat that allows the passengers to recline the
seatback to a more comfortable angle.
Want some more people-pampering attributes? Well, the

Lariat comes with other features such as leather-trimmed
seats, cruise control, large cupholders (and they really are
LARGE), and a radio cassette with six-disc CD shuttle.
Clean, contemporary sheetmetal gives the F-150 its tidy

aerodynamic profile.
And its inner sanctum boasts of a host of Ford design cues,

most prominent of which are the highly legible analog gauges,
user-friendly ergonomic detailing and the kind of fit and finish
you can expect in a Ford vehicle.
On the safety front, the F-150 comes with dual airbags (with
on/off switch), three-point belt at all outboard seating
locations, plus side impact beams in the doors.
The possible downside is the F-150's size which can both be

an advantage and a liability. Its sheer size can withstand just
about any kind of collision -- but it also makes it difficult to
maneuver the truck in traffic and to park. But then, practice
makes perfect.
The F-150's no slouch, however, when it comes to toting

cargo. The Lariat's eight-foot bed can carry just about
anything -- even two refrigerators.
The Lariat 4x4 is powered by a 4.6-liter Triton V-8 engine that

can swoosh up to an incredible 220 horsepower. This one
features the electric "shift on the fly 4x4," providing four-wheel
drive capability through the flip of a switch. No need to stop
and manually crank up the four-wheel gear shift and back up
to two meters to disengage the differential provided in four-
wheelers of yesteryears.
The F-150 4x2 can power up to 205 horsepower from the 4.2-
liter V6 engine.
For this year, the new Flareside model now sports a lower two-

Road Test
tone paint scheme. Other standard features include the four-

wheel ABS system, dual SRS airbags, multiport fuel injection
system, among others.
Priced from PhP1.05 million for the 4x2 model to PhP1.25

million for the Lariat, the new F-150 lineup delivers good
choices and a dose of solid value.
Related Story:
● The last word on the F-150 (10/20/99)

● Walking the rocks with Ford's F-150 (11/04/98)

Road Test - Toyota Corolla Altis
Wednesday, April 19, 2000
Test drive: Toyota Corolla Altis

A car for the (hard)working class
By Michael A. Antigua, Sub-Editor
Photography by Fernando Sepe, Jr.
We finally got our chance to get behind the

wheel of the Toyota Corolla Altis and, boy, did
it give us quite a ride. Imagine pushing the
car's 1.8 liter engine to the limit along the
South Luzon tollway on our way to Quezon
province.
Our first impression of the Altis was one of

mixed feelings. Here was a car that was
roughly the same size as the other Corollas but
with a bigger, and more powerful, engine.
On the outside, the car embodies the same

smart and classy features found on the higher-
end Camry. Upon closer inspection, one can
see minute details that complement the total
package -- side skirts, extended bumpers, and
a sporty front grille.
One can definitely figure out that this car was

meant for comfort and convenience -- both for
the driver and the passengers. Full leather
seats are quite uncommon in mid-size cars but the Altis, true to Toyota's spiel about it being
on a league all its own, doesn't cut down on the refinements both inside and out.
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We began our trip from Quezon City at about mid-morning. Our destination was Lucena, in
Quezon Province, about 136 km from Manila. It would take us roughly three hours to get
there, or so we thought, but a traffic build up in the towns of Tiaong and Sariaya held us up
and added another hour to our travel time. Throughout the sweltering heat and stop-and-go
traffic, the airconditioning inside the Altis never let up, making sure we were comfortable
and sweat-free.
The Altis is really just a Corolla with a

bigger engine. Thus you can find a
version that looks just like it but with
either a 1.6 or 1.3 liter engine.
Under the hood is where lies the Altis's

main feature: highest torque performance
in its class at 154 Nm/4,800 rpm as
delivered by the 116 horsepower engine.
The car's intelligent electronically
controlled automatic transmission
seemed a bit slow on the uptake but once
it gets going, it flies. We first got a taste
of the Altis's speed and power on the
Skyway. We hit 150 kph quite smoothly
and only had to slow down as we exited
the elevated portion of the Skyway. We would have several more opportunities to push the
car as we got farther along.
Handling and maneuverability were quite good, allowing us to zig-zag our way around slow-
moving jeepneys and buses through Laguna and Quezon roads. The steering was
responsive, although the steering feedback was a bit too heavy at times. Selecting the
Overdrive function, we felt the slight tug brought about by a sudden surge in power. Driving
for a time in "Sports" mode thrilled us to no end. Adding to the "racing" feel was the mellow
"purr" elicited by the engine as we revved up and accelerated through well-asphalted roads
between San Pablo and Sariaya.

The more positive comments were heaped on the

Altis's stereo system. Of course, how can one go
wrong with a six-speaker Alpine Audio System
with six-disc CD changer?
Unfortunately, we didn't get a chance to try out the

CD changer since none was installed on the unit
we used.
Other amenities were given the once over. In the

end, the Altis was adjudged quite classy for a mid-
range car. A bit too "safe" for our own tastes, if I
might add.
Overall, the Altis exudes an image worthy of

someone who knows good value and high-end
performance. For the price of PhP750,000.00, the
Altis is positioned at high-earning executives or
individuals who want something different, a
vehicle that is a notch higher than the common
1600 sedans and yet not as overtly extravagant as
the million-peso European cars. In other words, a hardworking car for a hardworking
professional.
Its a dissapointment that the Altis is only available in one color -- Coral Red. Truly, a car like
this deserves to be clad in other, more exciting, colors.

Road Test - Isuzu Trooper
Wednesday, May 31, 2000

SPECS
MODEL TESTED: Test drive: Isuzu Trooper
Isuzu Trooper
Get to know a real Trooper
ENGINE
Model : 4JX1-TC Every sport utility vehicle owner dreams of using his vehicle to
Type: Turbocharged escape to pristine wilderness -- not just that weekly romp to
Intercooled the country club.
Fuel system: Common
Rail, Direct Injection
That's why we brought the new Isuzu Trooper to the
Valvetrain: 16 Valve,
wilderness of Nueva Ecija. Though not intended as an
DOHC Maximum Output extreme off-road torture test, we fjorded flooded spillways and
(ps@ rpm): 160/3,900
scaled muddy terrain and we went awfully far from the paved
roads 99% of the owners of this PhP1.695-million vehicle
Maximum Torque: would not dare tread, and for good reason. Thank heavens,
(kgm@ rpm): 34/2,000 we didn't scrape the stepboard, bend any fixtures or gash the
fender flares.
Displacement: 3.0 cc
DIMENSIONS & WEIGHT
Gross Vehicle Weight

(kg): 2,730
Overall Length (mm.):
4,615
Overall Width (mm.):
1,835
Overall Height (mm.):
1,840
Tread Fr/Rr (mm):
1,515/1,520
Seating Capacity: 10
Wheelbase (mm): 2,760
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Minimum Ground Since its debut in

Clearance (mm): 215 the Philippine
market, the
CHASSIS & Trooper has
SUSPENSION been one of our
favorites in this
segment, thanks
Fual Tank Capacity : 85 to its refined
li. Suspension highway ride,
Front: Independent solid-feeling
double wishbone arms chassis, and
torsion bar springs w/ attractive
stabilizer bar functional
interior.
Rear: 4 links and coil
spring w/ stabilizer bar But the terrain on
the backroads of
Shock Absorbers: Gas- Nueva Ecija care
filled, double acting, little about such
telescopic fluffery, instead focusing on the Trooper's turning radius,
critical on their narrow canyon trails.
TRANSMISSION
The new Trooper's single biggest improvement may be in the
Type: AR5 / 5-speed engine department. The 34-kg.m torque and 160 ps power
Manual Final Gear Ratio: tagged in the 3-liter 16-valve double overhead cam direct
4.300 Transfer: 2H-4H injection diesel is definitely something to gloat about.
Electronic One-Touch
Switch, Shift-on-the-fly With the 4JX1-TC engine, noise and vibration are kept to a
Steering Type: minimum -- you wouldn't think you're inside a diesel-powered
Recirculating ball, vehicle. Isuzu Philippines Corp. says blare is subdued three to
collapsible Brakes: W/ five decibels with the Trooper while vibration is 50% to 75%
ABS less than competition.
Type: Dual circuit,
vacuum-assisted Also important is its size. You don't actually feel like you're
hydraulic Front: driving a humongous vehicle. The Trooper appears
Ventilated disc adequately sized to traverse constricted lanes. Say goodbye
Rear: Ventilated disc to scraped bumpers and scratched fenders.
Parking: Drum-in-disc
Another noteworthy feature is its fuel efficiency. Isuzu says
Wheel: 7JJ X 16 Alloy fuel consumption is 19.1 kilometers per liter. This is definitely
(Mesh Type) a far cry from other vehicles its size that can guzzle up three
to five kilometers per liter on highway driving. But if you really
need power, just switch on the overdrive and power mode and
Tire Size: 245/70R16
you're ready to really drive! Did I mean that switching to four-
wheel drive is just as simple as pushing a button?
2001 Test Drive
Reviews With a fuel-efficient and powerful engine, strong pulling
power, great suspension. and an anti-lock brake system that
guarantees steering even during wheel lock, what more can
you ask for?
Well, there is plush upholstery, comfortable air-conditioning

and an audio system with six CD changer -- talk about driving

through the wilderness in style!
The jump seats for third-row seating expands passenger

capacity to nine. But fold these up and you get a really big
storage compartment, great for your coolers, bags, picnic
baskets, and the like. Indeed for drives like this, the Trooper is
the perfect companion. -- Armin A. Amio

Road Test
Test drive: SUVs

A tale of three sport utility vehicles
By MARVIN A. TORT, Asst. News Editor, BusinessWorld
Go to your nearest car dealership and take out its newest two-door sports coupe model for a
test drive. Then, go to another dealer and ask to test a four-door family sedan. After
completing both drives, go back home and ask yourself, "Was there much difference in the
way the sports coupé and the family sedan ran?"
To add flavor to the test, go back out again and visit your neighborhood truck dealer. Pick
the shiniest pickup truck on the lot and then take it out for a spin. After that, go back home
and again ask yourself the "difference" question. (You can opt to skip the test and just read
on.)
Honestly now, can you tell the driving difference

between the sports coupe and the sedan? How
about the driving difference between the sports
coupe and the pickup truck?
For sure, there will be some differences. You may

like the way the sports coupe looks, but prefer the
size and convenience of the sedan. Or, you may
like the sedan's roominess, but prefer the pickup
truck's height and road clearance.
In both cases, however, the difference is defined by

taste or preference, and not by vehicle engineering.
And in most cases, this appears to be the rule more than the exception. After all, a car is a
car, is a car.
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Road Test
With this in mind, can we now say that a sport utility vehicle is a sport utility vehicle, is a
sport utility vehicle? You don't agree? Go ask congressmen's drivers what they clean in the
morning and the answers you would get include: an Isuzu Trooper, a Ford Expedition, a
Mitsubishi Pajero, a Toyota Land Cruiser, a Nissan Patrol Safari, a Range Rover. But never
will any of the drivers say, "I drive a 2000 model Mitsubishi Pajero 4X4 turbo with
intercooler." To him, one SUV is just like the other. And rightly so, I think. I mean, why make
the distinction? But ask a 4x4 enthusiast and he would probably insist on it. Why? Because
he spent a lot of money on his 4x4 SUV!
On a recent trip to Ambuklao Dam in Benguet, I took three very popular SUVs for a test:
Isuzu Trooper Dd (4x4), Rover Defender 110 (4x4) and Ford Expedition (4x2). I tell you,
there wasn't much difference between these units as far as drivetrain was concerned. It did
not matter if two units were 4x4s and the other unit was a 4x2. They were all basically the
same. They all drove the same way during the test - not as comfortable as a car, but not as
rough as an old farm truck. But then, probably the test wasn't difficult enough. So, I promise
to do another test, on rougher trails. For sure, a grueling test can separate the tough SUVs
from the sissy SUV-wannabees.
But on the Ambuklao trip, all three units managed to do well, of course with a little help from
prevailing conditions -- the road was not too rough, and the weather was fine. By the way,
thanks goes to the Rover Club of the Philippines for the use of the Defender 110. Thanks
also to lawyer Roberto J. Consunji, who was kind enough to be my fellow test driver. You
didn't expect me to drive all three test units up to Ambuklao at the same time, did you?
Not much difference

One thing the Ambuklao test drive proved to me was that there was really not much
difference between a 4x2 and a 4x4 SUV when it comes to the usual out-of-town drives. In
the case of the Ford Expedition 4x2, it managed to match the driving performance of both
the Isuzu Trooper Dd and the Rover Defender 110. In fact, in terms of vehicle engineering, I
consider the three test units almost evenly matched. After the test, however, the matter of
preference eventually crept in and affected my judgment. For the test units have different
quirks, and test drivers have varying preferences. And unless the quirk matches the
preference, you can throw objectivity out the window. So please let me say it now: I can
never be truly objective, but I can strive to be intellectually honest.
Quirks and preferences

The Rover Defender 110 is a "rough rider." With its very spartan features, don't expect to
drive and ride in luxurious comfort despite its PhP1.4-million price tag. It's also stiff, tight and
a bit difficult to drive, although Mr. Consunji says otherwise. It has a very spacious rear,
however. But I believe it's the SUV most suited for rough trails, in whatever weather
condition. Built to last, is one way to describe it. Also, there is something ruggedly macho
about the way the Defender 110 looks, making it appealing to adventurers and the like. By
the way, mileage-consumption during the test was 9.92 kilometers to a liter of diesel. Not
bad, really. Overall, the Defender 110 is an okay SUV. But as long as you enjoy a rough
ride. However, for around P1.4 million, I would rather buy something more than a reliable but
bare utility vehicle.
The Ford Expedition 4x2, on the other hand, was a perfect contrast to the Defender 110 in
almost all aspects. Luxurious interiors. And comfortable ride, too. But the problem with the
Expedition is that you can lose confidence in it during crunch time, particularly because it's a
4x2. At a certain point during the test drive, it started to rain. And this made me very
insecure because I felt that once the trail got muddy, the Expedition will start having a
difficult time going through it. For it was big, bulky and heavy. It also had a tendency to

Road Test
sway, particular the rear, during turns and quick maneuvers. And knowing that it did not
have a 4x4 drivetrain made my confidence level drop further.
The Expedition also has a tendency to wallow; it

feels like you're on a boat. Nonetheless, the
luxurious interiors more than made up for its so-so
driving performance. For PhP1.45 million, the
Expedition is something worth considering. But bear
in mind that you're paying for luxury and comfort,
and not necessarily for driving performance. By the
way, also be prepared to buy your own gasoline
station along with the Expedition. Mileage-
consumption was a mere 4.7 kilometers to a liter of
unleaded fuel. And don't forget to invest in real
estate and a security agency. The Expedition
requires a big, secured parking space. And it's not
the type of SUV you can park just anywhere,
believe me. A big, powerful and expensive-looking
SUV, for sure. But a bit of a drain on your big, fat
wallet, too.
The Isuzu Trooper Dd (left), meanwhile, offered an acceptable compromise to the

Defender's and Expedition's quirks. It was not as luxurious as the Expedition, but neither
was it as rugged as the Defender 110. Comfort and styling was somewhat midway between
the two other test units. In terms of driving performance, however, I would rather put most of
my eggs in the Trooper basket. It was probably unfair that I drove the Expedition first, and
then transferred to the Trooper. For whatever confidence I lost while in the Expedition during
the rain I managed to regain when I went behind the Trooper's wheel. Shifting and steering
was crisp, and handling was commendable. But more importantly, I knew I was again in
control. Not the weather, not the road condition, but me. For the Trooper allowed me to
confidently take every muddy straight and slippery turn with ease. And that's what's
important during crunch time.
Also, mileage-consumption was a respectable 11.6 kilometers per liter of diesel fuel. At
PhP1.695 million, the Trooper Dd is a bit expensive. Good if it more than matches the
luxurious comfort of the Expedition. But it's still a notch below the Expedition when it comes
to styling. However, the investment can be worth it. That is, if you're paying for confidence
and piece of mind while driving.

Road Test
City VTEC xperience

A drive through history
Would you accept an invitation to test-drive a car through historical and

precious World War II ruins?
Thirty-odd motoring journalists heeded Honda Cars Philippines, Inc.'s (HCPI)

call to test-drive its newest offering, the Honda City VTEC, in Corregidor Island
last Friday. And it was indeed a totally "unique" experience.
Motoring journalists who have joined the

Media Challenge can attest to the
powerplant's features but Honda
promises this newest City variant would
provide more surprises.
HCPI -- with professional rally drivers

from Activity Asia Association -- chose
the Topside of this historical island-
fortress to map out a route that would
test the new City's brakes, handling,
drive, and maneuverability.
Four brand-new City VTECs were spruced up for the test-drive, featuring
the1500 SOHC (single-overhead cam) VTEC engine. Although the route was
rather short, it was enough to get a bird's eye view of what the newest Honda
vehicle can offer.
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Road Test
Mash the City VTEC's accelerator pedal and the rear tires smoke like a Cuban
cigar. This is so as compression ratio has been brought up to 9.6:1 from 9.0 --
pushing up maximum power 10 notches higher to 115 ps at 6,800. We had to
make a mental note that we were driving through historical artifacts and not on
a circuit track.
The new City is no slouch on the winding roads of Corregidor as its finely tuned
suspension allows for stability and a surprisingly even ride. This is provided by
the rear stabilizer bar which discourages 'leaning" often experienced in small-
sized sedans.
Brakes were also made powerful by the rear solid discs that complements the
ventilated sic brakes up front. The interior, however, is largely a carry-over from
the Type Z variant -- plush full-fabric seats, HADSYS air-conditioning and blue
dials on the instrumentation panel. A new feature, however, is the single in-
dash CD radio.
But as in previous City variants, the City VTEC still doesn't have a defogger
even for the rear windshield.
Safety features are standard door beams, crumple zones, and three-point ELR
seatbelts.
The motoring journalists certainly enjoyed driving this entertaining vehicle

through The Rock's well-maintained roads -- but I wonder how it will fare in
Metro Manila's city traffic. -- Armin A. Amio
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Road Test
Wednesday, August 2, 2000
Caltex Havoline Energy Challenge

Braving the storms to test an engine oil
At this time of skyrocketing fuel prices, any little savings would be good news to any
motorist.
Caltex Lubricants (Philippines), Inc. recently conducted a test oil challenge to compare the
performance and savings potential of one of its engine oils sold in the market.
A group of media representatives braved two super typhoons -- Ditang and Edeng -- for the
so-called Caltex Havoline Energy Challenge.
From the Caltex Balintawak service station, four test cars and three convoy cars drove all
the way to Subic, Zambales, for the actual test drive, ignoring the heavy floods that engulfed
the roads of Pampanga.
The actual test began by draining the four test cars with the engine oil used from the trip to
Subic from Manila.
A 1.6-liter Opel Astra 160, which was used as the lead car, was loaded with fully synthetic
oil. The second car -- a 1.3-liter Toyota XE -- was loaded with a mineral-based oil while the
third car -- a 1.6-liter Ford Lynx -- was loaded with semi-synthetic oil. Another mineral-based
oil was used for test car No. 4, a Nissan Sentra.
All the test cars were calibrated to zero kilometer reading at the starting line at the Caltex
service station in Calapandayan, Zambales. The test cars were made to travel all the way to
Cabanga, Zambales, for about 80 kilometers and then back to Calapandayan following the
speed limit of the lead car.
Once in Calapandayan, the cars were again drained of the engine oils and changed with
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Road Test
Havoline Energy. The test was repeated, noting the amount of gasoline used during the
drive. Although the test may not have any scientific basis, results showed that the test cars
consumed different amounts of fuel.
During the first run using different engine oils, the Astra used up about nine liters of gasoline;
the XE ate up about 7.9 liters; the Lynx just slightly lower with 7.3 liters; and the Nissan
consuming 8.6 liters. With the Havoline Energy engine oil, a significant decrease in fuel
consumption was noted. This time, the Astra used up only 7.1 liters, an improvement of
about 27.8%. The Toyota XE consumed about 7.6 liters while the Lynx used only 6.7 liters of
gasoline. The Sentral also ate up only 7.8 liters of gasoline.
The oil test was actually the second test conducted by Caltex Philippines. Sometime in
October last year, another test was conducted at the Quezon Memorial Circle. At that time,
only one car was used (an Opel Astra 1600cc) to determine the fuel efficiency of Havoline
Energy.
The fuel efficiency of the three types of oil was measured by the actual distance in
kilometers covered by the test car. The car was gassed up with only one liter of fuel and was
allowed to run until the fuel was consumed.
Results showed that Havoline Energy covered about 16.4 kilometers on one liter of gasoline
compared with the conventional mineral oil which only covered 13.9 kms. and with the fully
synthetic oil which run only 14.4 kms.
Havoline Energy uses the Group 3 formulation of base oils which actually has the same
performance and characteristics of the group 4 classification, being fully synthetic and
resistant to viscosity breakdown.
But the Group 3 base oil is produced at a much lower cost ,about less than half of the fully
synthetic oil. -- Evangeline L. Moises
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Road Test
Wednesday, August 30, 2000
The City gets a transplant

2000 Test Drive
Reviews
By Arnold E. Belleza, Sub-Editor, BusinessWorld
Local carmakers are in an optimistic mood. 1998 Test Drive

Reviews
With auto sales creeping up and the 1997 financial crisis a slowly fading nightmare, the
industry's powers that be appear to be trying to make up for lost time with a flurry of new 1999 Test Drive
model launches and makeovers.
Reviews
Among others, Nissan hit the ground running with the new Sentra Exalta, Cefiro Brougham
and the retro-styled Verita; Toyota put a fresh face on with the Echo, Echo Verso and new
RAV-4; and even Kia launched a veritable fleet of new offerings. All were aimed at taking
advantage of an apparent resurgence in consumer spending.
Honda Cars Phils., not to be outdone, brought

in the HRV given the still-undiminished appeal
of the SUV. But with competitors making
inroads in the bread and butter 1.6-liter and
below category (and still no definite word on
whether or not a new Civic will be introduced
this year), its thoughts turned to the tried and
true City.
Perhaps emboldened by the success of the

Civic SIR -- the same platform boosted by a 160-
horsepower engine -- Honda unashamedly left
the City's looks untouched and dropped in a 1.5-liter VTEC powerplant, promising a spunkier
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Road Test
incarnation of the vehicle largely responsible for its dominance of the passenger car market.
Honda dropped the 1.5-liter City Exi variant, which had a Hyper-16 valve engine, in favor of
VTEC (Variable valve Timing and lift Electronic Control) technology, which basically means
you get constant power over the entire RPM range.
The carmaker kept the the Hyper-16 valve 1.3-liter Lxi for those seeking more value for
money, pricing the M/T at PhP483,000 and the A/T at PhP511,000. The Vti VTEC comes in
manual transmission only and is priced at a steeper PhP549,000.
Six colors are available -- Ruby Red, Tafetta White, Satin Silver, Iced Teal Blue, Cypress
Green and the VTEC exclusive Night Hawk Black.
Differentiating the two basic variants, aside from the engines, are smaller tires (13-inchers),
some garnishing, and a disc/drum brake setup for the Lxi.
Having benefitted from the City's performance in three years of staging the Media Challenge,
Honda kept with the formula, launching the Vti VTEC in Corregidor with basically the same
bunch of dirt-happy drivers for a technical test drive. Loyalty to the hand that feeds us (it was
BusinessWorld's anniversary), however, kept this newspaper's team from sampling Honda's
latest offering.
It was only a few weeks later that a bright Ruby Red unit was lent for this writer's decidedly
unscientific evaluation -- a week of family car use, which, come to think of it, is basically its
target market. Given its rally car persona, however, the temptation to push was just too good
to resist. But in both cases, the car delivered.
Arguably the best feature this car has is its new powerplant. For leadfoots, stomping on the
gas rockets this compact past most others, while slower starts (meaning the wife beside you
ready to glower at any indication of race driver pretensions) delivered confident acceleration,
giving none of the feeling that more power would be lacking when needed.
The 16-liter VTEC pumps out 115 horsepower, basically around the same range as the
competition, but at only 980 kilos, this means power to weight ratio tops that of its heftier
rivals. Lighter vehicles can be had, but with 1.3-liter engines capable of only a little over 70
horses, the math is decidedly in favor of the City.
All that racing up and down EDSA took its toll on mileage, with the average around eight
kilometers per liter.
Generous glass surfaces provide excellent visibility, even better than the cars my wife and I
drive (both of differing makes). This allows you to place the City exactly where you want, be
it a tight parking space or a quick dart into a gap in traffic.
Stopping power has been boosted via disc brakes all around (ventilated up front, solid discs
at the rear) mated to 14-inch alloy wheels. Nosedives are minimized, and late braking into
corners can be pulled off with a considerable degree of confidence. Going for a dead stop,
however, appeared chancier as the car's lightness -- plus the openness generated by the
generous view - -had this writer wishing for fatter tires or a full load for more gripping power.
A four-speaker Kenwood stereo with CD player provides adequate entertainment, but the
absence of a tape player means you've got to abandon your extensive collection. Better

Road Test
sound quality may mean settling for fewer available selections, considering that jewel boxes
take up more space and decidedly spartan interior storage space. The controls are not
exactly user friendly, and adjusting sound and other settings may necessitate a read through
the manual.
The HADSYS air-conditioning is also adequate, but window tint is highly recommended as
cooling down a sun-baked car to comfortable levels can take some time.
The downside, however, is that the City remains an entry-level car, and this means a spare
and unexciting interior. The seats are not that comfortable (Is it just me or are they actually
smaller than an average sedan's? ), space to dump your things is minimal, road noise is
noticeable, and the ride can only be described as sporty.
This is a small (emphasis on size here) car, remember.
But since lusting for the Civic SIR (also not exactly the height of luxurious accommodations)
means shelling out some two hundred grand more, I'd be more than willing to take this City
home.

Road Test - Toyota Echo
Wednesday, September 13, 2000

SPECIFICATIONS
Test Drive: Toyota Echo MODEL TESTED:

Toyota Echo
Small wonder
Price: PhP559,000
By Armin A. Amio, Associate Editor, BusinessWorld (M/T); PhP594,000
(A/T)
With fuel prices skyrocketing to unknown heights, it is not surprising that bite-size sedans
are slowly eating into the country's car market.
FUNCTIONAL
The newest addition to this new segment is
Engine : 2NZ-FE VVT-i,
Toyota's Echo which promises non-
conformist, unconditional fun for both the 4-cylinder, in-line DOHC
driver and the passengers. A weekend test- 16 valve EFI
drive arranged by Toyota Motor Philippines
Corp. proves that big surprises can come in Bore & Stroke: 75 x
small packages. 73.5 millimeters
The Echo (badged as Yaris in Europe) Steering/Brake

designers at Toyota tried something new System: Rack & Pinion
here, a small-tall car assiduously designed for light weight (all of 900 kilograms). with power assist,
ventilated disc
The exterior styling is well, controversial, of non-conformist proportions. The sloping hood
melds smoothly with the rounded rear that sports a radically designed rear window. I Suspension:
especially like the Euro-style halogen headlamps that gives the Echo's face a distinct MacPherson strut,
character. torsion beam with
stabilizer
Inside, one cannot help but think tall despite the pint-size dimensions of this pocket
monster. The seats are butted high, giving better visibility, although at the expense of Features: Power
comfort for the driver as the pedals come too close relative to the tilt adjustable steering windows, doors;
wheel. cupholders; double-
console glove box
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The instrument cluster is mounted at the center of the molded plastic dashboard with nifty
little dots and circles embedded with indicator icons.
In spite of its pint-size proportions (3,615 millimeters in length; 1,660 mm in height and 1998 Test Drive
1,550 mm in width), the Echo is surprisingly spacious. The reason: padding in the seats
Reviews
has been dropped to the minimum -- almost Spartan. The pay-off is space...lots of it! It
boasts of 744 liters in the trunk (the bench-type rear seats can be folded down), probably
one of the largest among its class. There are also storage bins in the dash, double 1999 Test Drive
console glove box, coin holder, door pockets and cupholders galore. Reviews
For a small sedan, Toyota gave the Echo luxury
features. It has power features everywhere -- 2000 Test Drive
locks, windows and side mirrors. The Nippondenso Reviews
air-conditioning unit with dial switches is more than
enough to cool the car cabin. This is matched with
a four-speaker Kenwood radio and in-dash CD.
As in all small cars, the Echo also has a short

wheelbase. just 2,370 millimeters. This contributes
to the slight (and forgivable) pitch and roll, felt
especially in crosswinds.
Handling is smooth, which is surprising for a small

vehicle. Suspension is very Toyota-like, coming
from the MacPherson struts with stabilizer bar up
front and torsion beam with stabilizer in the rear.
For a while, I thought the Echo was provided with
13-inch tires, but a quick glance at the brochure
noted that it comes equipped with 175/65R14/5.5J wheels with 14-inch alloy rims.
In the heart of the Echo is Toyota's new VVT-i (Variable Valve Timing - intelligent) engine.
The 2NZ-FE 1.299-liter four-cylinder, in-line DOHC 16-valve EFI gives out a maximum
output of 85 horsepower at 6,000 rpm and maximum torque of 122 Nm at 4,00 rpm --
allowing heart-stopping, fun driving. Gear shifting is smooth (kickdown is hardly felt). And
thanks -- once again -- to its light weight and pint size, fuel mileage is at a commendable
11 kilometers per liter in the city and 14 kilometers in highway driving.
With features and performance like this, it is small wonder that the Echo has won over the
hearts of a lot of motorists from all over. Toyota is keeping its fingers crossed the Echo
can wield the same magic in the Philippines.
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Wednesday, September 20, 2000
Test Drive: Ford Expedition

Grand expedition
1998 Test Drive
By ARMIN A. AMIO, Associate Editor, BusinessWorld Reviews
1999 Test Drive

We have been bombarded by reviews
congratulating Ford Motor Co. on the Reviews
perennial best-selling F-150. This truck
platform and powertrain served as solid basis
2000 Test Drive
for the US company's full-size sport utility
vehicle, the Expedition. This SUV is definitely Reviews
exceptionally well thought out and executed,
both mechanically and ergonomically.
Long the sole property of the Chevrolet/GMC Suburban, the full-size sport-utility market
got its first challenge to the General Motors monopoly, the Ford Expedition. Introduced in
1997 to replace the aging Bronco, the Expedition is marketed by Ford "for people who
want to declare their on-the-go way of life."
With available seating for nine, Expedition owners are able to take a lot with them
wherever they go -- particularly with its maximum 8,300-pound towing capacity.
The 2000 Expedition Ford Motor Co. Philippines arranged for a weekend test-drive had
the 4.6-liter V8, called the Triton. It may look hefty but it's nimble and responsive -- so
much like your average small-sized SUV, even better at times.
Steering is spot-on, with none of that tiny left-right, left-right corrections typically required
during straight-line highway driving in these power-assist steering. The ride is buttery
smooth on all sorts of pavement, but the rigid rear axle cause the back of the Expedition
to hula-dance on potholed Metro Manila streets. The Expedition had a four-wheel drive as
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a standard feature.
The test-drive unit had moquette fabric seats and an in-dash CD mounted with the audio
system that sounded good from any seat in the cabin. The middle-row seats were,
ummmm, very comfortable -- sofa-like, in fact for three average-sized adults, but the
rearmost bench seats are best reserved for kids and very small adults.
With all seats in place, there's enough cargo room in the rear for a few overnight bags,
and little else. The rear seat is easily movable through the fifth door, but if you have the
storage space and seldom carry more than five people, we'd be tempted to leave it folded
up.
Access to the third row, however, can be pretty inconvenient -- even requiring some
contortions. The passenger-side middle-row seat bottom tumbles forward, and the
seatback folds down, making a fairly generous passageway to the back. But if you're
nimble enough to jump over the back of the third-row, there's really no stopping you.
The seatback on the middle row center chair also folds forward, creating a nice console
and cupholders for the outboard middle-row passengers.
From the driver's position, all controls and instruments are logically placed. We
particularly like the adjustable pedals and the windshield washer spray that spurts out a
powerful shower covering the entire area.
The 2000 Expedition is one gutsy vehicle with great ergonomics and class-leading
steering and handling. But just like any other big utes, it is also heavy, hard-to-park, and
gas guzzling (average 4.5 kilometers per liter).
There's actually very little not to like about this new Expedition. It's a well thought-out
vehicle, arguably one of the better examples of a big SUV on the road today.
---
Watch out for our test drive of the Expedition and other Ford trucks
next month, as the BWorld Online team embark on a ten-day, cross-
province expedition.
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Road Test - Ford Chateau Wagon
Wednesday, October 11, 2000

SPECIFICATIONS
MODEL TESTED: Ford
A vehicle built for ten Chateau Wagon
Price: PhP1.25 million

On the road with the Ford
Chateau Wagon FUNCTIONAL
By Michael A. Antigua Engine : 4.6L Triton V8

(EEC-V)
Photos by Fernando Sepe, Jr.
Maximum Horsepower:
Vans have always been popular in the Philippines. Credit this to the family mentality of most (SAE net @ rpm):
Filipinos who love taking out-of-town trips with as many people as they can bring along. 215/4,450
Which is probably why Ford Motor Company Philippines was convinced it made the right
decision to bring in Ford's version of a full-size van, the popular Chateau Wagon, commonly Maximum Torque:
known in the U.S. as the E-150 Econoline conversion van. (lbs.-ft@ rpm): 290/3,250
First introduced in the U.S. forty years ago, the Econoline van is now in local shores ready Transmission: 4-Speed
to be snapped up by Filipinos who know a good-sized van when they see one. No more A/T Overdrive
worries of not having enough space in the family van for grandpa and grandma and even
the neighbors and their dog. Brakes: Power w/ 4-
wheel ABS, Front:
Simply put, this Wagon is just too darned big. I had trouble finding a wide enough parking Disc/Rear:Drum
spot around the Ayala Center one time and it took me 30 minutes to find one. As a family
car, this van is more like a schoolbus. You can put two pre-school age kids inside it but Steering: Power Assisted
you'd have to warn them to sit still lest they get lost inside this cavernous vehicle. / Speed Control / Tilt
Adjustable
Suspension:
Front: Computer Selected
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It may not exactly be the feeling Coil

of massiveness nor power which
gives the driver of this behemoth Rear: Two-Stage Multi-
a confident demeanor on the Leaf
road, although both do contribute
to it. How else can you explain
the way other cars move to the Tires: P235/75Rx15 XL
next lane whenever this van finds BSW All-Season
itself on the fast lane of the
highway? Wheels: 15" 5-Lug Bright
Cast Aluminum
Despite all these, the brochure
that came along with the van was Fuel Tank: 132,5 liters
sincere in stating that the E-150
makes its occupants feel safe. But like most big things, this van needed to be filled to Tralier Towing Package:
capacity to be enjoyed fully. Class 1. Inc. 4-Pin
Trailing Wiring Harness
To prove a point, and have a good excuse for an unscheduled out-of-town trip, we loaded
nine adults and a good deal of luggage into the van one weekend and headed for Batangas. Security: Remote
Keyless Entry / Panic
The ride south was uneventful, mostly because the Chateau Wagon's size and solid body Alarm w/ Two
dampened the usual noise one hears when tearing down the expressway. Transmitters
The 2000 model is powered by a 4.6-liter EXTERIOR

gasoline engine. This van's size and heft wasn't
too hard to handle on straight as well as crowded
Bumper: Chrome Front,
roads. The automatic transmission adds plus
Chrome Rear Step
points for drivers not used to steering such a big
vehicle in Manila's narrow road system. We went
up the Skyway, the van just wide enough to fit in Grille: Chrome Insert and
one lane of the on- and off-ramps Grille Surround
The trip also gave us an opportunity to pass Lower Accent Two-Tone

through the newly opened Batangas tollway, Paint: Silver Clearcoat
cutting travel time to Lipa City by 30 minutes. We Metallic
pushed the Wagon to 140 kph which it easily
reached without making its passengers feel like INTERIOR
they were riding on a runaway freight train that had no brakes. We could have gone faster,
but the end of the tollway soon came into view, prompting the driver to slow down.
Seats: Quad Captain's
Chairs and 2 Rear Bench
Handling was good, although a prolonged stay behind the wheel can give one sore arms by
Seats
the end of the day.
Seating Capacity: 10
Visibility was great, giving both driver and front passenger a wide view of the road ahead.
Only problem is the rearview mirror, which on a rainy day becomes useless as the rear
windows get fogged up with water and muck. We had to rely on the side mirrors to check on Air Conditioning: High
objects behind us whenever backing up. The need for an additional pair of eyes to guide the Capacity Front & Rear
driver whenever executing tight maneuvers is required for a vehicle of this size. And the A/C
dark tint of the rear door windows didn't help at all.
Power Features: Driver's
Seat, Windows, Door
Locks

As far as the interior is concerned, the Chateau Deluxe Console: Color-

Wagon is quite spacious. Most of our bags were keyed w/ Dual Bin
littered all over and around the seats and still left Stowage and 4
enough room for us to walk through. The center cupholders
console up front had too many compartments
which were soon filled with assorted gewgaws Power Point: 12 Volt
like CD discs, mobile phones, a digital camera, a Source in Instrument
mug of coffee, a can of soda, shades, even a Panel
bag of butong pakwan.
Audio System:
The driver's seat has a power-assisted Electronic AM/FM Stereo
pressurized adjustment motor that allows even a / Clock / Cassette / CD / 6
person of less than average height to take the Speakers
wheel. All one needs to do is toggle the switch
on the lower left side of the seat to get the desired height and distance to steering wheel
ratio. The front passenger seat, unfortunately, is not as amply equipped, yet it was as comfy SAFETY
nevertheless. Perhaps the best seats in the van would be the two Captain's Chairs located
right behind the front seats. These can be reclined to a more comfortable position and its Airbag (SRS): 2nd
occupant can literally sleep all the way to his destination. At the back are two bench-type Generation Driver and
seats that can fit three to four adults each. Be warned, though, as these are the least Right Front Passenger
comfortable seats in the van.
Seatbelts: Color-keyed
Since the Chateau Wagon was built along with height adjustable "D"
American standards, some of us had problems ring
getting on and off it. Climbing up the driver's
side took some getting used to for a guy not
Outboard 3-point shoulder
more than five feet, six inches in height. It was
/ lap belts
just a matter of stepping on the correct part of
the running board and step-up. The sliding side
door, though, opened well enough to allow Security Systems:
passengers entry, although someone had Remote Keyless Entry /
trouble going through the seatbelt mechanism Panic Alarm
that was dangling from the ceiling.
SUGGESTED RETAIL
It took us more than three hours to get to our PRICE: PhP1.25 Million
destination in Mabini, Batangas, a large portion
of which entailed driving through a small road
that passed through Alitagtag and Cuenca towns. This is where we tested the van's 2001 Test Drive Reviews
driveability in terms of size, speed and agility.
We encountered small-town traffic along the way, the kind littered by pedestrians, tricycles,
bikes, pedicabs and slow-moving jeepneys. Wide-eyed stares from townsfolk and children
followed us as they moved aside to let the van pass. We overtook a parked mini-truck, the
van's sidemirrors narrowly missing it. One worries a lot about hitting an object when driving
this van, but after a few times behind the wheel, the driver gets a good estimation of its size.

Soon, we came upon the road that would take

us to the other side of the mountain, which had
a splendid view of the ocean up ahead. I slowed
and rolled down the window to take in the fresh
ocean breeze, only to realize that it was not as
cold outside as it was inside the van. We didn't
notice it at first but the Chateau Wagon's front
and rear airconditioning was up to par against
the Philippines' tropical climate.
We had to park the van on the designated

partking area, some 5 km. from the resort, since
this last stretch entailed rough muddy roads that
can fit a regular sized 4x4; not wide enough for
a van of this size. We unloaded our stuff and got onboard a jeepney that would take us
through. Saying goodbye to the van wasn't easy, since it was just borrowed and we weren't
sure if it'd be right where we left it when we came back the next day. What we had going for
us was the fact that the van now had a generous amount of mud and road muck covering it
such that it didn't look too attractive at all. Of course, the fact that the lot was guarded also
reassured us that it'd be safe overnight.
The next day, we came back to the parking lot and found the van where we left it. The dusty
and muddy covering did the trick, but it somehow attracted people, kids more likely, to write
some gibberish on the van's dusty panels. We made our way out of Batangas, coming to a
cargo truck which spilled its load on the road. Sacks blocked most of the asphalted portion,
leaving a rough patch of flattened dirt passable. Slowly I drove through this narrow passage,
emergin second s later sans scratches.
On the way home, I couldn't decide where I had the most fun: a weekend in a dive resort in
Batangas or behind the wheel of the Chateau Wagon. If I had a big family, this will definitely
be in my wish list, along with three other wishes: that I had a driver to worry about finding a
parking spot; that I had enough gas money to keep this van running; and that I won't run out
of places to go with it.
No wonder its been the best-selling full-size van in America since 1979.

Wednesday, December 6, 2000
Test Drive: Toyota Echo Verso

Versatile Verso
1998 Test Drive
By ARMIN A. AMIO, Associate Editor, BusinessWorld Reviews
1999 Test Drive

There's a good portion of the car-buying public who prefers small vehicles over big ones.
They say small cars allow a light, agile feel you don't get in a wallowing, oversized sport Reviews
utility. Lightness also breeds speed -- and what easier way to make a car light than to
make it small?
2000 Test Drive
Reviews
For the past years, Toyota has covered the passenger car market with the competent
Corolla. Its main selling points were its low price and the promise of Toyota reliability and
resale value.
But with this new Echo Verso -- which was launched with the smaller Echo hatchback --
Toyota may have planned to change all that. The price, size and remain remain the entry-
level ballpark, but its 1.5-liter engine boasts of variable valve timing and cranks out 106
horsepower.
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The Verso may look uncomfortably

small on the outside. It's 3,860
millimeters long and 1,690 millimeters
wide. Yet, standing at 1,680 millimeters,
it towers every economy car in the
market. A quick look at this
subcompact, you may think you're
looking at a tall doll house.
That height allowed Toyota to include

an interior package that's surprisingly
large from what the Verso's footprint
might suggest. It affords reasonable
space for four people, although five
adults can still fit in.
Another key factor to the Verso's versatility is its adjustable and flexible rear seats which
you can fold and store, depending on the cargo.
As for the price, it's not really that inexpensive at PhP689,000 (five-speed manual
transmission). But remember that Toyota is breaking new grounds here. We're not talking
about those entry-level variants. This package comes with the power mirrors and
windows, rear fog lamp, rear defogger, headlamp leveling adjuster, Nippondenso four-
speed air blower, and Kenwood radio in-dash CD with four speakers, among others.
Fuel economy is average. City driving is rated at 7.5 to 8 kilometers per liter (rated) and
14 kilometers (rated) on the highways. The Verso can take in your regular unleaded fuel
despite the lofty 10.5:1 compression ratio.
With its 108-horsepower, 1.5-liter, four-cylinder, 16-valve, double overhead cam, VVT-i
(variable valve timing-intelligent) engine, the Verso outpowers many of its colleagues.
Despite its size, the little engine revs to its 6,500 rpm limiter eagerly and smoothly.
Unfortunately, you won't know how fast the engine is spinning -- a tachometer is not
offered. Although the Echo can compete in acceleration with compacts, it doesn't corner
as well as the big boys. There's a good amount of body roll and the tires tend to squeal
when charging around off-ramps.
The body roll isn't offensive, however, and the Echo doesn't bob around when you lift off
the gas in a turn; rather it obediently tucks in the front end.
As for its styling, pedestrians and drivers -- young and old -- have been caught swiveling
their heads to get a better look at the subcompact. Give credit to Toyota for coming up
with an original shape.
The niftiest aspect of the Verso -- similar to its smaller brother -- is the five storage
compartments in the dash and the doors, and that doesn't include its two-glove boxes.
The instrumentation panel, which is positioned in the middle, is interesting at first glance
but soon gets disconcerting, especially at night when the dash area in front of the steering
wheel is unlit. It needs a lot of getting used to as you have to change your fore sight-line
just to monitor the gauges.

As small, low-priced cars go, the Verso is excellent transportation. It's relatively quick and
comfortable, and it fully utilizes every inch of its small dimensions.

Road Test - Volvo S80
Wednesday, December 20, 2000 Road Test 2001
Test Drive: Volvo S80

Awesome luxury
By ARMIN A. AMIO, Associate Editor, BusinessWorld
There is something awe-inspiring about the newest Volvo offering -- the S80.
Volvo has often been accused of building smooth, quiet, sturdy and perfectly functional
cars that lack the ability to stir the soul. The 180bhp S80 went a long way toward quelling
such complaints. Lots of people during the test-drive took a second look at the new S80
sedan and asked, "This is a Volvo?" You bet it is.
The Volvo S80 is close in size andpower (and probably price) to the Buick Park Avenue
Ultra, Audi A6 and Mercedes-Benz C-Class C280. Volvo replaces its rear-wheel-drive,
large car -- the S90--with the S80. The new model is front-wheel drive, with styling that's
less boxy than you'd expect from Volvo. It's also the first Volvo with airbag-like curtains
that provide protection in side crashes and new front-seat head restraints designed to
prevent whiplash in rear crashes. Mercedes Benz has a similar system.
Volvos are serious cars. I've always thought that, and the S80 reinforces this image
incredibly well. It's a car that's serious about safety, serious about functionality and
serious about the performance traits that Volvos are known for. And pushing safety has
always been Volvo's forte.
Oh, and did I mention the S80's other safety items? These items include powerful anti-
lock brakes and the Stability and Traction Control system, which helps prevent wheel
slippage for surer control.
The S80 also chassis is the stiffest of any Volvo, thereby allowing engineers to increase
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the rigidity of the car's passenger cabin and improve crash force-absorbing crumple
zones. Saab has a similar system.
But you don't have to go far to notice that stiff chassis. I felt vibrations as I drove, and on
some badly potholed streets, the bumps that came through were a bit punishing.
Shoulders
It's far less boxy than earlier Volvos. Lyn Manalansang, Viking Cars, Inc. (Philippine Volvo
distributor) senior manager, proudly states they now have a car that has shoulders.
You can immeidately notice the big "shoulder" on this car as you walk up to open a door.
It's actually part of the sheet metal curvature that's immediately next to the side windows.
The S80 is sleeker than any Volvo before it and has a coefficient of drag of just 0.28. But
while there's been too much fuss given to the Volvos' boxy styling, I wonder now if the
S80 is a bit too mainstream in its looks.
Still serious
Overall, though, the S80's interior is still serious. There are no shiny silver touches or
gussied-up carbon fiber inserts. There is some faux wood finish. The overall impression is
that of a serious driving environment.
The dashboard has gauges that can be read quickly, and smooth, easily reached
controls. The climate control uses a unique pictograph to help direct air flow to the
upper or middle body--or to the legs. The big front seats are supportive during hard
driving and the backseat is comfortable on long trips.
The tert car is the SRP variant with transverse five-sylinder, 20-valve, 2.0-liter turbo
engine that pumps up 180 bhp at 5,400 revs. It can speed up to a heat-pumping 200
kilometers per hour. For that speed, you need good brakes.
The S80 had amazing stopping power, thanks to sizable brake rotors and revised anti-
lock brakes. Volvo added its Electronic Brake Force Distribution system that automatically
regulates the braking of the rear wheels for maximum stopping power.
The S80 handles well and can be safely driven at high speeds. However, the fast, precise
steering is too light for higher speeds. But the S80 handles like a good sports sedan
during nearly all driving situations with its big R16 Michelin MXM 4 tires.
The body was designed to maximize passenger and cargo room while minimizing external
dimensions. There's plenty of room for five adults. The cockpit is generally quiet, but tire
noise can be heard on bumpy roads.
Cargo
The trunk has a lid that uses hydraulic struts to pop up well out of the way. It has a long,
deep shape, and rear seatbacks fold flat to enlarge the cargo area.
Those seatbacks have releases in the trunk so children can't release them from inside the
car and climb into the trunk. Another nice touch is a plastic strip that protects the top of
the rear bumper from being damaged by cargo.
Other clever touches: backseat head restraints that fold down at the touch of a console

button so they don't block rear visibility when the backseat is unoccupied.
This new marque could be the luxury sedan that driving enthusiasts have been waiting
for.

Road Test - Ford Explorer Sport Trac
Wednesday, December 27, 2000
Test Drive: Ford Explorer Sport Trac SPECIFICATIONS

Balance without compromise
Engine Type: 4.0-liter
By ARMIN A. AMIO, Associate Editor, BusinessWorld SOHC V6
Here's a vehicle for people who like to Transmission system: 5-

play it rough -- but not too much. speed automatic o/D
Especially when it comes to driving. From transmission
the likes of it, Explorer Sport Trac likes to
get away from it all, without leaving it all Steering: Speed-sensitive
behind. power assisted rack and
pinion
The Sport Trac represents a brand new
direction for both the pickup truck and Suspension: Independent
SUVs in general. The watchword here is SLA with fron torsion bar
"flexibility," i.e. for carrying both people
and cargo with ease. Imagine a Ranger Features: 12-volt
pickup with a spacious interior. Or an powerpoints, sheet-molded
Explorer four-door with a small pickup
cargo bed, power windows
bed grafted onto the rear. The Explorer
Sport Trac is that and more. 1998 Test Drive
Reviews
The Sport Trac is one of those rare vehicles that you get into and you think, they got it
right. On the surface, it seems like a novel idea: Combine the best features of a sport- 1999 Test Drive
utility vehicle with those of a pickup -- namely, a roomy cabin with a reasonably sized bed -
- and create a whole new automotive niche.
Reviews
Be aware that there are a number of standard features in the Sport Trac -- some of them 2000 Test Drive
novel for this growing, new segment. Standard on all models, for example, is a 12-volt Reviews
powerpoint in the pickup bed. It's handy for the young, outdoor-oriented Gen Xers that
Ford hopes will buy the Sport Trac. And this is in addition to the other one installed in the
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instrumentation panel.
A nifty Explorer Sport Trac innovation is the power rear window. Tap the control knob, and
it lowers a couple inches for venting. Twist the knob and it lowers all the way for an open-
air driving experience -- that is, if you don't have the optional moonroof.
The Explorer Sport Trac's dash includes full

instrumentation and easy-to-read white-
faced analog gauges with color backlighting
that look great at night. The controls for the
electronic AM/FM stereo/CD player and air-
conditioning are also within easy reach.
The 2001 Sport Trac is also the industry's

first vehicle to have an all-composite open
cargo area. Made of sheet molded
composite plastic, the open cargo area will
never rust and can handle whatever owners
throw in it or at it.
The molding is 20% lighter than the

traditional steel pickup box and doesn't require a complex matrix of steel structural beams
under it for stiffness. And it is so durable, Ford says, that it does away with the need for
buyers to install a bed liner.
The innovative cargo area provides 29.6 cubic feet of space and is 20% lighter than a
steel box, which helps ride and handling and fuel economy. Another innovation is Explorer
Sport Trac's tubular stainless steel "cargo cage," which adds more versatility to the cargo
area. The cage provides 22.6 inches of added cargo room by allowing items to be
secured with the tailgate lowered so it accommodates bicycles or sheets of plywood.
Maximum payload is 1,500 pounds.
Cargo also can be managed through the use of a plastic divider. The divider has latch
pins that pop into holes in the cargo area, dividing the cargo area into two compartments.
The optional tonneau cover, actually, is another innovation. It's made of a hard, plastic-
like material that can't be slashed with a knife, and Ford developed it specifically for the
Sport Trac.
Inside, the look is a lot like the Explorer's but

with a certain "millennium" flair. Titanium
accents can be found in the center console.
Thank God it doesn't have that faux wood
finish other auto manufacturers still think to be
en vogue. The titanium color also graces the
round bar on each door that serves as a grab
handle.
I almost forgot about the rubber floor in the

Sport Trac that was covered by carpet floor
mats. That's right! The Sport Trac isn't
carpeted inside. Ford said it wanted to make
the interior easy to mop up for those young
buyers who spend time outdoors -- and hey, it's also supposed to increase cabin

insulation.
The test Sport Trac 4X4 was an easy vehicle to drive. It features the 4.0-liter 205-
horsepower single overhead cam V6. Torque is 240 lb-ft at 3750 rpm in the Sport Trac.
Fuel economy is typical -- and not exactly thrifty. My test 4X4 Sport Trac was rated at just
5.3 kilometers per liter in the city and 6.6 km/li on the highway.
The ride is mostly truckish, with some bounce and jittering over bumps. I even felt the
bumps readily through the steering wheel at times. You can also hear the engine as you
travel in the Sport Trac -- both at idle and during acceleration.
Overall, Ford appears to have pulled off a fresh concept in an era of automakers
scrambling for the next new thing in vehicles. With the Explorer Sport Trac, it has
managed to do it without making any compromise.

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Road Test

January 20, 1999

1998 Test Drive

"Surprising" may best describe Nissan's 1999 Frontier

Launched by Universal Motors Corp. late last year, the

We had a chance to test-drive the Frontier for several

Armin: It is now more car-like than ever. A quick look-

Marvin: I'm really not into designs and looks. But I

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in the driver's seat. The seats also tend to be stiff, thus

Armin: I didn't notice the lack of space inside the cabin.

Armin: Yes, let's talk about power. The Frontier's TD

Marvin: In terms of engine performance, the Frontier

The chassis as well as the body structure maintained

Armin: I had to think twice whenever I had to overtake

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think it is more responsive compared with other diesel

The Frontier's independent double wishbone front

Marvin: Going back to handling, despite the Frontier's

Armin: I have to point out the good audio system inside

I was quite apprehensive about driving pick-ups.

Marvin: I give the Frontier a good overall rating. But I

News | Home | Karera | Feature | Guestbook | Motoring Tips | Buying Tips

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Hitting the road with Isuzu's Highlander.

Going bust on Toyota's Tamaraw

● Driving the Saab 9-5 through snow.

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2001 Test Drive

http://www.motorista.com.ph/roadtest/roadtest2000.html (1 of 2) [4/7/2005 7:40:24 PM]

● On the road with the Ford Chateau Wagon

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http://www.motorista.com.ph/roadtest/roadtest2000.html (2 of 2) [4/7/2005 7:40:24 PM]

February 24, 1999

1998 Test Drive

BusinessWorld's Online staff took two popular sport

Not that every young, urban professional with their

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then this is the (second) car for you.

But 90% of the time

Once you reach the wider expressways, then it's time

For this particular test-drive, the unpaved, stone-

Set at four-wheel, we could really feel all four wheels

One thing that bothers us are the brakes which are

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rather slow to stop, even at just over 80 kph. For quite

The first thing that comes to mind when you're inside

Climbing aboard isn't difficult like in some bigger and

Doing this gives the CR-V a mini-van style pass-

Next to roominess, the CR-V's strong suit is its good

As you step on the

The drive to the Centennial Expo Site at Clark was a

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cinch for Honda's popular four-wheeler.

Near the San Fernando exit, we hit an indention that

The CR-V's brake system allowed enough room for

The CR-V's features are based on passenger car

The RAV-4's controls are more ergonomically

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