Two weeks ago, I wrote a column about traffic here and in other parts of the world that I had the good fortune (misfortune?) to experience. I wrote that other cities—even those with smaller populations and much less corruption (perceived or otherwise) from government or from its traffic enforcers—had as much or even worse traffic levels as we do.
Some, like LA, didn’t have a subway or a mass transport system like our MRT; but they had better and more disciplined drivers and much better law enforcement. Paris had few buses but had a highly efficient underground metro system. Still, those two megacities experienced gridlocked traffic just as heavily and regularly as we Manilans do.
But I delve into this topic once again because I have just come from India. It was my first trip to India, and for those who have been there (particularly in New Delhi or Mumbai, the latter of which I have just returned from), you probably know what I will be talking about.
Those Indians know traffic. A 20-minute 5-kilometer drive can turn into an hour-long snooze fest if you hit the road at the wrong time. But more than just seething collectively in stationary agony, they put the pedal to the metal practically every chance they get—once the lights turn green. Then it’s cutting from one lane to another (oftentimes without warning), tailgating so closely that one car seems like it’s towing another at high speed, and overtaking like there’s no tomorrow. And lots of horn-blowing.
Really—lots and lots of horn-blowing. They honk their horns when they want to pass, often repeatedly and relentlessly. Then they honk some more as they are actually passing the other car. It’s no wonder no one gets killed in a fit of road rage in every intersection. But horn-blowing seems to be a way of life in India. I see quite a few angry starebacks, but for the most part, Indian motorists seem inured to the incessant horn-blowing. In fact, almost all trucks I saw bore large hand-painted signs at the rear that say, “HORN PLEASE.” So it really must be the norm there. Still, I left Mumbai feeling unnerved—and enlightened. India certainly has a way of opening one’s mind.
Speaking of India, I went to Mumbai to visit the headquarters of another Indian brand that’s set to enter the Philippine market next year. After the local debut of Tata last year, Mahindra will be bringing in its predominantly utility and commercial line of automobiles. (Tata is more into passenger cars.)
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I got to test drive virtually their whole line of SUVs, MPVs, and pickups—some for 400-plus-kilometer round-trip drives in and out of Mumbai—and have to say that I’m reasonably impressed. I’d be exaggerating if I say that the cars were a knockout. Suffice to say that these Mahindras have the capability to surprise and impress Filipino customers who mostly have little or no automotive knowledge of or experience with Indian cars—yours truly included. (Of course, everything will depend on their selling prices when the cars arrive here.) Visiting two of Mahindra’s state-of-the-art manufacturing plants was equally revealing as well—this coming from someone who’s visited the plants of BMW and Ferrari. (Expect a full report of my Mahindra experience next week.)
Chinese cars? As I write this, a BAIC MZ40 test unit is parked outside in The STAR’s employee parking lot. It’s a subcompact minivan (roughly as short as a Japanese hatchback) that seats eight and is powered by a 1.2-liter petrol engine mated to a five-speed manual. It retails for all of P468,000.
It’s yet another eye-opener in its own little way. It may not set new standards for beauty or build quality, but it presents a pretty strong argument for its own case—even if the argument centers mainly on price. (It does have a 3-year, 100,000km warranty. Again, expect a full test drive report soon.)
I also got to drive a BYD F5, a Toyota Altis-sized sedan with a turbocharged 1.5-liter gasoline engine. It generates more torque than any other compact sedan in its class. And it has as many (or even more) features than some cars in its class—foremost of which is the novel remote control function which allows you to “drive” the car even without anyone on board. It’s literally like driving a life-size remote control car, albeit at low speeds. Intrigued? Watch out for my test drive report of this car that has a retail price of a little more than a million pesos.
Perhaps the local market is more familiar with another Chinese brand, Foton. They make mostly vans and pickups, even if their stronghold is in trucks and heavy equipment. I’ve driven the Foton Thunder (which competes against the likes of the Toyota Hilux, Ford Ranger, and Isuzu D-MAX) and came away quite impressed. I’d be lying if I said that the Thunder is better than its Japanese- and American-branded rivals, but for the price—and its proven Cummins direct-injection diesel engine—it really can give the competition a run for their money. It even looks good.
Perhaps more impressive is the recent “Big Show” Foton held at the World Trade Center (see my coverage of it on page E-1). One thing’s for sure. The Philippine car market is getting bigger and bigger—in terms of number of cars sold and in terms of the number of players wanting to come in. It’s good for the consumer and the car lover—even if the worsening traffic is the price to pay.
