Philippine Automotive History Book Project

[jpdm]

P.S.

dapat pala as a side issue, sa history ng auto yung government role dito.

Yung magandang incentives na binigay ng Cory government nuon ang dahilan kaya pumatok ang AUV. Kaya lang, to ride the bandwagon (malakas talaga, Tamaraw FX, Isuzu C-190 ba yun?, Nisssan BIda, Castro, Canter, Panther, Anfra), yung di kayang makabuo ng AUV, inabuso ng mga ilang mapagsamantalang mga CAMPI member companies yung classification ng AUV para makakuha ng tax incentives. Yun bang may jump seat?...basta yung upuan sa likod na apatan na magkaharap, pag may ganun classified as AUV na. CRV ata nga yung na-question dahil pinalalabas na AUV sya, ni-reconfigure para may apatan na upuan sa likod.

Ayun, may loophole sa taxation, tinangal incentives sa AUV. patay ang AUV. Mga Crosswind ngayon di naman AUV. Ang excise tax sa mga auto ngayon ay base na sa engine displacement. kaya nagmura ang kotse, nagmahal ang mga AUV.

ayan, ngayon, nanghihingalo na rin ang auto market sa pilipinas.

Kahit isaksak sa baga natin mga pinoy ang kotse, kung first time buyers at malaki ang angkan, malaking sasakyan pa rin.. (during sundays,bilang ang kotse.puro naglalakihang, hi-ace minibus hehe, crosswinds, revo, innova, local auvs nakikita ko) Di ba, ang pinoy, mayaman o mahirap pag pupunta ng tagaytay at magsisimba sa pink sisters, lourdes church at mamamasyal sa picnic grove, tagaytay highlands, palace in the sky, at kakain dun sa Dencio's, leslie's, josephine's e, dapat, isang buong pamilya with matching picnic kit... Mas alam pa ng mga taga tsikot na ang hanap ng Pinoy yung pampamilyang sasakyan.

Ang kotse, pang porma, pang--chicks at pa-pogi points..hehe (pumopogi at nagmumukhang tao daw ako pag nakakotse..hehe)

So history in the making ang PHUV. Baka ibalik ng gobyerno ang incentives sa mga AUV. Buhay uli industriya.

[mazdamazda]

Ang excise tax sa mga auto ngayon ay base na sa engine displacement. kaya nagmura ang kotse, nagmahal ang mga AUV.

:fyi:

The tax for vehicles is based on sale value, not on engine displacement (that was the old scheme which was replaced sometime in 2003). As I remember, those that will be selling for less than P700K enjoyed minimal tax while those priced around P2M and up were taxed doubled. This is to encourage automotive companies to bring in & develop cheap vehicles for sale.

[jpdm]

:fyi:

The tax for vehicles is based on sale value, not on engine displacement (that was the old scheme which was replaced sometime in 2003). As I remember, those that will be selling for less than P700K enjoyed minimal tax while those priced around P2M and up were taxed doubled. This is to encourage automotive companies to bring in & develop cheap vehicles for sale.

I stand corrected sir. Tama nga po kayo sir, ang nasa isip ko po yung National Internal Revenue COde of 1997. It was amended by a new law in 2003, without exception na at included na jeepneys and AUVs--the tax will be based on the selling price. 600k threshold ata.below that amount maliit tax, above that amount mataas tax.

Thanks sir mazdamazda!

[dprox]

I stand corrected sir. Tama nga po kayo sir, ang nasa isip ko po yung National Internal Revenue COde of 1997. It was amended by a new law in 2003, without exception na at included na jeepneys and AUVs--the tax will be based on the selling price. 600k threshold ata.below that amount maliit tax, above that amount mataas tax.
Thanks sir mazdamazda!

Below 600K, 2% tax. Beyond 600K, kakaduling na computation.

[dprox]

Here's an article on Alana Motors from PDI
http://money.inquirer.net/topstories...8&dd=28&file=3

[SIZE="4"]Three generations of road warriors[/SIZE]
[SIZE="1"]Posted: 2:56 AM | Aug. 28, 2005
Inquirer News Service
Published on Page B6 of the August 28, 2005 issue of the Philippine Daily Inquirer[/SIZE]

THREE decades ago, Teodoro Alana would never have thought that the humble "calesa" [horse-drawn carriage] shop he established in their town of Lucena in the eastern province of Quezon would someday become a world-class motor vehicle manufacturer churning out the fearsome and intimidating Hummer.

From its traditional beginnings, Teodoro's venture expanded to rebuilding Willy's Jeeps that were popular at that time.

In the 1980's, his son Alfredo diversified and went into the production of passenger jeepneys. By then, the company was already known as Alana II Motors. It was also continuously expanding and innovating uniquely hand- and machine- crafted vehicle designs. Furthermore, in response to the growing demand for all-purpose vehicles, cruisers and Wrangler jeeps, the company decided to introduce to the market Alana Hammer Performers, their own version of SUVs and AUVs.

Today, there is no stopping the third generation from engaging in the same passion. Spurred by the growing interest in SUVs and off-roaders, grandchildren Jasper, Jian and Julius five years ago came up with their version of the Hummer they call AMC Hammer.

"It was because of our innate family inclination, unwavering vision and great passion to make a vehicle with a difference that we, the third generation Alanas, decided to continue the legacy that our grandfather started," explains Jasper, 26.

Gulf War-inspired

Inspired by the imposing look of the Gulf War-tested Hummer, AMC's design team conceptualized and created a keen and mean copy of the original Hummer.

"The rise in interest in the original Am General Hummer in the Philippines was primarily brought out by the Gulf War in the early '90s," recounts Jasper. "Pictures and CNN images of the war would catch the Hummer in its most intimidating and imposing state alongside army tanks and other war vehicles."

With this exposure, a fascination was sparked in the hearts and minds of Filipino car enthusiasts and hobbyists. It was an opportunity too good to pass up for Jasper and his brothers who were still then in high school. In their young minds, they were already tinkering with the idea of making their own version primarily for their personal use. After all, their jeep manufacturing company is just there.

"What started out as a hobby for us soon became a business opportunity as we found ourselves being stopped in the middle of the road by complete strangers ogling and wondering where they could get themselves their own unit," Jasper shares.

So inspired by an idea that has found a market long before it was even launched, the brothers designed the first two models of AMC Hammer Pickup and AMC Hammer Wagon.

"We were aware that we were venturing towards a totally different market from our dad and granddad so we kept our focus on our production, manufacturing limited AMC Hammer pickup and wagon which we made available only through a per order basis," enthuses Jasper, a graduate of Industrial Economics from the University of Asia and the Pacific.

Yet, despite the modern technologies available, top quality and impeccable craftsmanship is top of mind for the Alana grandchildren. To this day, tradition plays a big role in the manufacture process of the Hammers, which for the most part is hand-carved by their seasoned crew. They also adhere to using only one type of surplus chassis for easier maintenance and repair.

At the 11th Motorshow International (Manila) at the World Trade Center in 2002, local and international audiences were captivated by the solid and grand looks of the AMC Hammer. Under the close scrutiny and meticulous standards of local car enthusiasts and exhibitors, as well as foreign delegates, the company has since gained loyal clients both here and abroad.

Standing out

Aware that there are other competitors in the local manufacture of the Hummer-type of vehicles, AMC differentiates itself by being the only one that custom builds according to the specifications, and yes oftentimes whims, of its clients and delivers right at their doorstep within a couple of months. They shun ready-made body kits that can be easily assembled and completed by local mechanics.

Furthermore, they use only a single brand of the integral parts of the vehicle and do not resort to the "chopsuey" style of assembling vehicles.

"Compared with others who assemble using a hodge-podge of brands, we only use one kind, one brand of Japanese surplus parts," Jasper explains. "This is our service to our client because it makes things convenient for them to maintain and repair the vehicle."

Who then is the Hammer user?

Jasper observes that most AMC Hammer owners are lured into acquiring the much-prized vehicle because of its physical appearance and performance, add to that the robust look and feel that comes with its imposing and fearsome stance as it traverses the roads.

The AMC Hammer has captured more than its fair share of powerful clientele that includes politicians, affluent businessmen, practical contractors and off-roaders who use them as either their Sunday car, service vehicle, or off-road wagon of choice.

"The instant 'celebrity feel' owners experience when driving around with their AMC Hammers is courtesy of the stares, waves and thumbs-up sign from strangers as they drive by," Jasper shares.

Export-worthy

The contribution of AMC's three generations to local vehicle manufacturing gives them the lead in showcasing Filipino craftsmanship and ingenuity. The superior, standout qualities of AMC Hammers among other assemblers and manufacturers have made them export-worthy. A vehicle manufacturer in Australia has been outsourcing the AMC Hammers for a year now with orders coming in every month.

In the near future, the Alana brothers plan to introduce a smaller breed of their AMC Hammer closely patterned after the original H2 from the United States. Plans of expanding their product line to include special features such as bulletproof exteriors and Limousine Hammer vehicle services are also in the offing.

At the forthcoming 14th Motorshow International on Sept. 14-18, 2005 at the Forum in the Philippine International Convention Center, AMC will surely turn heads once again when it exhibits a restored original Hummer alongside their own version. An additional third unit is a lowered AMC Hammer wagon. AMC will join the hundreds of participating manufacturers, car clubs, car accessories companies and many more in the country's biggest and longest running auto and cycle show mounted by Philippine Exhibits and Theme Parks Corp.

[dprox]

Before the end of the last century/millennium, TIME Magazine put out a list of the most notable Asian vehicles. Here's the article. :car:

[SIZE="4"]Asia's Century on Wheels[/SIZE]
[SIZE="1"]By HORMAZD SORABJEE, PAUL FISHER and CHIPS YAP
TIME 100: AUGUST 23-30, 1999 VOL. 154 NO. 7/8
http://www-cgi.cnn.com/ASIANOW/time/...0823/cars.html[/SIZE]

America may be the land of the automobile, but Asia too has gotten behind the wheel in the past 50 years. Carmaking lent muscle to Japan's remarkable postwar recovery, and across the region, the proliferation of shiny new vehicles has stood as a reflection of rising fortunes. Here are seven vehicles that have re-mapped the region's roads:

THE AMBASSADOR
Few cars so clearly telegraph their country of origin as the venerable, lumpy Ambassador--independent India's chariot-of-choice for most of the past half-century. Based on the 1948 Morris Oxford--and stubbornly unchanged except for some cosmetic modifications over the years--the car affectionately known as the Amby has long been blasted as an icon of all that was wrong with Nehru's inward-looking and inefficient industrial policies. But over time the beast developed something of a following. Spacious and sturdy, with a comfortable backseat and compliant rear suspension, Ambassadors are well-suited to India's decrepit roads. With tougher environmental and safety legislation, however, their days may be numbered.

TOYOTA COROLLA
Its predecessor, the Corona, may have put Japan on the map as a global auto power, but the Corolla kept it there. Since introducing the tiny sedan in the early 1960s, Toyota has sold 20 million in Japan alone and another 20 million overseas. Despite a recent facelift that gave the car a funky, bug-eyed profile, it has never turned heads. But that very blandness has helped the Corolla cross borders, too: the car is now manufactured in dozens of countries and, from 2002, it will be Toyota's first car made in China--the ultimate mass car for what could one day be the ultimate mass market.

ISUZU PICKUP
Nothing spoke to the pre-crisis boom in Thailand's fortunes as eloquently as the fleet of trucks plying Bangkok's smoggy streets and dusty, up-country roads. Newly rich Thais were smitten by the cheap running costs and all-around usefulness of diesel-powered, one-ton pickups: until last year, in fact, Thailand was the second-biggest pickup truck market in the world. Many would argue that the popularity of two pickups, by Isuzu and Toyota, sparked the series of big investments that turned Thailand into the Detroit of the East. The Isuzu alone claimed 18% of all sales, most of them ordered with extended cabs for dual use as haulers of people and goods, and now stands as a rugged icon in Southeast Asia's automotive landscape.

PROTON WIRA
Well before his Multimedia Super Corridor, Malaysia's ambitious Prime Minister Mahathir Mohamad pegged automobiles as one way to catapult his economy to the next level of development. Despite early sniggers (and with generous government assistance), his "national car" program eventually turned out the Proton Wira, a Corolla-sized model cloned from the Mitsubishi Lancer/Colt series of the early 1990s. About 85% of Wira production has been sold domestically. Yet the car remains among the 10 most popular in Asia, with more than 220,000 units sold between 1996 and '98.

JEEPNEY
As much a national car as the Ambassador or the Proton, the jeepney has grown into a symbol of the Philippines--a vehicle as colorful and adaptable as the country itself. Jeepneys trace their roots back to the 1940s, when the U.S. Army left behind a number of Jeeps following the liberation of the Philippines from Japanese occupation. These military vehicles had no real back seats, since the rear section was most often used to lug supplies or mount a machine gun. Ingenious Filipinos stretched the Jeep bodies to three or four times the original length and installed padded seats along each side. Before long, drivers began to individualize their steeds with fancy paint jobs and stainless-steel trim--to the point where the vehicles' origins have been almost entirely obscured.

HONDA 50 SUPER CUB
Those who can't afford to drive, ride. And across much of Southeast Asia and China, where the primary form of urban transport is by motorized two-wheeler, the name Honda has become a veritable synonym for motorcycle. When Soichiro Honda visited Europe in 1956 with his partner Takeo Fujisawa, they searched West German motorcycle showrooms for a gap in the market between the Lambretta scooter and larger, more powerful bikes. They hit upon a new type of commuter bike, the 50 Super Cub. Fujisawa was so confident it would be a hit that he set up an assembly plant--at the time the biggest bike factory in the world--in Suzuka, Japan to make 30,000 of them every month. By 1960 Honda was exporting 165,000 motorcycles a year. The 50 Super Cub was the mainstay of that business, and nearly four decades and 26 million sales later, it's still being produced in 11 countries.

TUK-TUK
A fixture on Bangkok's crowded streets is the tuk-tuk, an open-sided three-wheeler powered by a smoke-belching motorcycle engine and often decorated with lights, mirrors, and jaunty tinsel. As a cheap and flexible mode of transport, three-wheelers have spread to South Asia as well (though in a stubbier, yellow-and-black incarnation). Desperate to curb pollution Thailand is experimenting with electric tuk-tuks, and in some Indian cities, the contraptions have been banned from central districts.

----------------------------------------------------------
MY FOOTNOTE: Those who say that a vehicle is not Filipino just because it has imported parts are mistaken. The original Jeepney, in fact was a Filipinized US military vehicle. Heck, the whole world acknowledges that PUJ is Filipino. (But we should look forward to the day when local designers and partsmakers start getting serious and get the PUJ out of suspended animation.) 2cents.

[Autohistorian]

This is from motioncars.com:

In April 2005, Henry Co, the president of Ford Philippines, stood beside a beaming President Gloria Macapagal Arroyo as they sent off a silver Ford Escape, the 30,000th vehicle to be exported from the Ford plant in Sta. Rosa, Laguna since it started operation in 1998.
It is one of the few bright spots in the Philippines’ struggling auto industry. Despite the introduction of more than a dozen new models in 2005, and the 11% growth in auto sales this year, the industry is still reeling from the unabated inflow of used vehicles. The industry already lags behinds its ASEAN neighbors and its pace of growth is far below theirs. Once at the forefront of the development of a national car industry, it has since been overtaken and left by the roadside.
How did the Philippines become stuck in a ditch? The country’s auto industry has always been a Sisyphus, with its small-displacement engine of demand struggling to move its factories uphill. The rock weighing it down has been one thing or another, but the usual culprit has been inconsistent government policy. This prevents automakers from establishing long-term plans that are essential to their success.
In the years after World War II, the Philippines was an attractive venue for foreign investment. Japanese companies seeking to expand their market penetration established factories in the country, as well as in Thailand, Malaysia, and Indonesia. There were other notable early successes: In 1955, Mercedes-Benz established an assembly plant in the Philippines that was the first in the world, outside of Germany, to produce its core E-Class sedan. In 1972, GM established a jointly owned vehicle and transmission manufacturing operation in the Philippines with two Philippine companies. In 1979, Isuzu Motors invests in the venture, GM Pilipinas, Inc.
During the kleptocratic regime of Ferdinand Marcos, the foreign investment all but dried up, and indeed most of them shuttered their operations in the country. Stalwarts such as Toyota and Ford stopped producing and selling cars. GM Pilipinas’ assembly and transmission plants ceased operation in 1985.
With the restoration of a credible government, and establishment of freer trade policies, the Philippines was back on the map. Soon, carmakers were establishing new facilities in the region, and the Philippines attracted it share of investment. In 1992, the Philippines lost a major potential locator when General Motors, despite the country’s generous incentives package, decided to go somewhere else. Thailand, having already established a strong base of local auto parts manufactures, bagged the deal.
The Asian financial crisis struck in 1997, sending car sales and investment plummeting throughout the region. The contrast is, while its ASEAN neighbors have recovered and surpassed its pre-crisis sales levels, the Philippines has struggled with obsolete policies and damaging political wrangling.
In October 2003, the Arroyo administration rationalized the excise tax law. Vehicles were taxed by tag price instead of by engine displacement. This was supposed to cure the curious anomaly in which some 70 per cent of all cars sold in the Philippines escaped the excise tax net because of loopholes under the engine displacement system.
Also in 2003, The ASEAN Free Trade Agreement (AFTA) lowered tariffs to a maximum of 5%, which allowed components and assembled vehicles to be freely traded across the region.

[Benji_DCP]

Don't forget Columbian Motors Corp, assemblers of Daihatsu and Kia vehicles and Norkis too!

[Autohistorian]

Sir if you have any information on the Car Companies you have mentioned please contribute. Thanks.

[Autohistorian]

This is from Mitsubishi Motors Phil Corp (MMPC) Again:

Historical Highlights

February 1963
Incorporated as Chrysler Philippines Corporation

May 1964
Started assembly operations

May 1972
Chrysler Philippines Corporation became a local joint venture with C.J, Yulo & Sons acquiring 65% majority share and Mitsubishi Motors Corporation and Nissho Iwai Corporation (now known as Sojitz Corportation) acquiring 35% of the company stocks.

February 1974
Signed with Mitsubishi Motors Corporation a Manufacturing Patent and Technical Assistance Agreement.

July 1974
Asian Transmission Corporation (ATC), a sister company, started operations to manufacture transmission assemblies

October 1978
Corporate name was changed from Chrysler Philippines Corporation to Canlubang Automotive Resources (CARCO)

April 1985
Nissho Iwai Corporation and Mitsubishi Motors Corporation acquired 100% ownership of CARCO. The entire manufacturing operations was consolidated in the Cainta plant.

May 1985
Capital infusion of P400 Million ($22 Million) by Mitsubishi Motors Corporation and Nissho Iwai Corporation.

January 1987
The Philippine Automotive Manufacturing Corporation (PAMCOR) was incorporated by Mitsubishi Motors Corporation and Nissho Iwai Corporation with an authorized capital of P300 Million and formally taking over the operations, business activities, and all privileges of CARCO.

July 1990
PAMCOR implemented into its manufacturing process the 8-dip Cathodic Electro Deposition Process (CEDP) for primer painting


March 1992
Completion of the P600 Million plant expansion program to further improve paint process facilities.

November 1993
Inauguration of the New Administration Building

April 1994
To increase volume capacity, PAMCOR started its P300 Million plant expansion program, which features a second 8-dip CEDP paint process line.

July 1994
PAMCOR’s cumulative production reached 250,000 units since it started operations in 1964.

December 1994
PAMCOR inaugurates the new paint shop and the second 8-dip CEDP system. The first phase of the P800 Million plant expansion project was completed.

February 1995
PAMCOR was named as one of Asia’s top 5 leading for Product Quality and Service sponsored by the Far Eastern Economic Review. It was the only company in the automotive industry to receive such an award.

March 1995
PAMCOR was cited as on of the top 4 corporations in the ECOP “Kapatid” Award for Industrial Harmony sponsored by the Employers Confederation of the Philippines. Again, PAMCOR was the only automotive manufacturing company which received such a prestigious award.

February 1996
PAMCOR celebrated its 300,000th unit cumulative production turn-out since it started operations in 1964.

March 1996
PAMCOR was conferred the Outstanding Labor Management Relations award sponsored by DTI’s Center for Labor Relations Assistance (CLARA).

April 1996
Nissho Iwai Corporation (NIC) agreed to sell 1% of its share to Mitsubishi Motors Corporation (MMC), making MMC the major shareholder





May 1996
For successfully maintaining a harmonious labor-management relationship, PAMCOR again garnered the 1996 Sikap-Gawa Industrial Peace Award (Labor-Management Category), sponsored by the Bishops-Businessmen’s Conference for Human Development

June 1996
PAMCOR’s 3-phase P800 Million plant expansion project is completed on accelerated basis to meet the rapid growth of the market.

Augsut 1996
PAMCOR officially changed its company name to Mitsubishi Motors Philippines Corporation

April 1997
Mitsubishi Motors Philippines staged a firs-of-its-kind motorshow in the country, the Mitsubishi Motor World, which showcased past, present, and future line-up of cars and light commercial vehicles of Mitsubshi.

January 1998
The Mitsubishi Adventure was launched into the market and phenomenally grabbed market leadership in the AUV segment, posting a wide margin over the sales of the erstwhile leader.

January 1999
After 8 years, Mitsubishi Motors Philippines regained its No.1 position in the automotive industry. Despite the worsening economic environment and increasing competitive pressure, it dislodge its closest rival to become the top performer in 1998.

February 1999
Mitsubishi Motors Philippines has been awarded by SGS International Certification Services of Canada, Inc. of Ontario, Canada with the ISO 9002 certification. The certificate signifies maintenance of a system which ensures product quality and satisfaction of customers’ requirements through the implementation of standardized procedures on planning, assembly, inspection, testing, service training, management monitoring and control systems.

March 2001
Mitsubishi Motors Philippines celebrated its 400,000th unit cumulative production turnout.





July 2001
MMPC obtained the ISO 14001 certification (Environmental Management System) from TUV Product Service Asia Pacific. The certificate is proof of MMPC's commitment to the protection of the environment and the ecology system through compliance to applicable environmental laws, continuous improvement of its processes and products, pollution prevention, and effective communication of MMPC's environmental programs.

October 2002
For having the best CS idea, Mitsubishi Motors Philippines won the Delight Award, the highest award given by MMC during the CS Promotion Idea Contest participated in by all MMC distributors worldwide.

November 2003
Mitsubishi Motors Philippines held the Fun Camp, a 2-day fun filled family fair with a grand motorshow at the Bonifacio Global City. The latest models and the SUP concept car were shown at the event.

December 2003
J.D. Powers Asia Pacific has ranked the Mitsubishi Pajero as the best Sport Utility Vehicle in the Philippines Initial Quality Survey.

November 2004
Mitsubishi has ranked highest in the J.D. Power Asia Pacific Sales Satisfaction Index (SSI) in 2004.This study by J.D. Power examines the satisfaction levels of customers during the delivery process. These factors, in order of importance, are: salesperson, paperwork, delivery process, delivery timing, and dealer facility.

November 2005
Mitsubishi was able to top again J.D. Power Asia Pacific SSI.

March 2006
MMPC celebrated the 50,000th Adventure unit production milestone since its intro in 1998.