TIME TRAVELLER
ROAD TRIP
Land Rover Defender Octa
THIS MONTH
20 Honda City RS vs Mirage G4: Two Smart Takes on the Subcompact Sedan
Windshield Watcher
Born This Way
Why a German Sedan and a Japanese Kei Car Can’t Hide Their Roots
Boomers Don’t Rush Tests–We Live With Them
Insurance 101 When Cheap Insurance Becomes Expensive
There’s a saying that applies to many things: “Buy cheap, buy twice.” That idea ts car insurance perfectly, although many car owners only realize it when the time comes to le a claim. On paper, cheap insurance looks like a win. Lower premiums mean more money in your pocket, and in an economy where every peso counts, that’s a tempting proposition. In the real world, however, “cheap” insurance often turns out to be one of the most expensive decisions a car owner can make.
When buying car insurance, most people focus on the face value of the premium. Numbers are easy to compare; coverage is not. A policy that costs several thousand pesos less than the competition can feel like a bargain, especially when the car is brand new and nothing bad has happened—yet. But insurance isn’t about the good days. It’s about what happens on that one fateful day.
informed and cautious, often scrutinizing service histories and insurance claims in detail.
Another issue is parts and labor. Lowerpriced policies may specify unbranded replacement parts instead of genuine ones. Instead of dealer or casa repairs, your vehicle may be sent to an “accredited workshop” with long backlogs and questionable workmanship, often handled by technicians unfamiliar with your vehicle’s make or technology. This is especially concerning for newer
One of the hidden costs of cheap insurance reveals itself during a claim. Low-cost policies often come with higher deductibles, more conditions, or worse, reduced coverage that only becomes apparent after an accident. Many drivers assume “comprehensive” means everything is covered, only to nd exclusions for flooding, acts of od, or even speci c types of collisions. Suddenly, that affordable premium is offset by tens of thousands of pesos in out-of-pocket repairs.
cars equipped with advanced driverassistance systems (ADAS). An improperly aligned sensor or poorly repaired body panel doesn’t just affect appearance— it can compromise safety. Any savings disappear quickly when you’re forced to return to the talyer repeatedly, or worse, pay extra to x what should have been done properly the rst time.
Claims processing is another common pain point. Lengthy paperwork, delayed approvals, and poor communication are frequent complaints among policyholders of low-premium insurers. Every day your daily driver is off the road has a cost— missed work, extra
transport expenses, or the inconvenience of borrowing or renting a car. Cheaper insurers often operate with leaner support teams, resulting in unanswered calls and vague updates. After an accident, that lack of support adds stress to an already dif cult situation. At that point, the higher premium starts to feel like the better deal.
There’s also the impact on resale value. Incomplete repair records or visible signs of substandard accident work can signi cantly increase depreciation. Cars repaired using inferior parts or poor methods raise red flags, making them harder to sell. Today’s used-car buyers are more
Here in the Philippines, where flooding, heavy traf c, and poor road conditions are part of daily driving, comprehensive and responsive insurance isn’t a luxury—it’s a necessity. Skimping on flood or act-of- od coverage is a gamble, and when that gamble doesn’t pay off, those “savings” quickly become meaningless. That said, expensive insurance doesn’t automatically mean better insurance. You still need to shop around and educate yourself. ead the ne print. Understand what you’re paying for. Look closely at claim procedures, coverage limits, repair standards, and customer support. If a slightly higher premium delivers faster claims, better repairs, and genuine peace of mind, that may be the better deal in the long run.
You shouldn’t judge insurance by how little it costs when nothing happens, but by how well it works when something does. Considering everything that comes with car ownership, paying a little more upfront can save you from paying a lot more later. That’s worth thinking about before you sign on the dotted line.
NEIL PAGULAYAN
EDITORIAL TEAM
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Photographers
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Contact us at info@wheelsph.com
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IN MEMORIAM
Alan Ranch Sevilla • Earl Manalansan • Dino Ray Directo III • Edward Dangan II
since1895‘intheinterestsofthe mechanicallypropelledroadcarriage’
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Autocar magazine and the Autocar logo are trademarks of Haymarket Media Group Limited, United Kingdom and used under license by Autobrands Media Ventures, Inc. Content reproduced from Autocar magazine © Haymarket Media Group Limited 2011 all rights reserved.
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Steven Tan and the Mazda Playbook
Building
Unforgettable Adventures and Epic Scenic Escapes
" Mazda Fan Festa PH isn’ t just a showcase — it ’s where the brand and its fans meet as equals."
The Miata Cup remains the country’s longest-running sports car racing series—a grassroots platform Mazda Philippines has helped sustain and elevate.
Beyond the showroom, Tan has made owner engagement a pillar of the brand—turning Mazda’s customer base into a visible, active community.
Mazda marked the Miata Cup’s legacy with the MX-5 Miata Cup 23rd Anniversary Edition—a tribute to grassroots motorsport and a long-running local culture.
Performance upgrades like AutoExe components have become part of the Fan Festa experience—bringing tuner culture and track-day passion into the Mazda lifestyle.
“ Mazda has grown from a niche brand into one that connects deeply with enthusiasts and motorsport communities.”
From modern models to rotary-era icons, Fan Festa PH highlights Mazda’s heritage as much as its future.
Fan Festa blends celebration with seat time— giving owners a chance to experience their cars in a controlled track environment.
Steven Tan, President and CEO of Mazda Philippines, has led the brand’s rise by leaning into what sets Mazda apart—driving feel, identity, and community.
" Under Tan, Mazda went beyond sponsorship — turning the Miata Cup into a core pillar of brand identity."
IRA V. PANGANIBAN
Tan’s
FIRST DRIVE
Smarter, Stronger, Sharper: Inside the Land Rover Defender Octa
From its 6D dynamic suspension to mode-specific braking and traction systems, the Defender Octa showcases how intelligent engineering can elevate both off-road performance and on-road precision.
KENNETH M. DEL ROSARIO
E Hybrids vs EVs in the Philippines
What 2026 Car Launches Reveal About Electrification
Unforgettable Adventures and Epic Scenic Escapes
Geely Galaxy Starship 7
Toyota bZ4X
RANDOLPH DE LEON
ROAD TEST
Honda City RS vs Mirage G4: Two Smart Takes on the Subcompact Sedan
Differentstrengths,sharedpurpose.Acloserlookathowthese twosedansanswertheneedsoftoday’sFilipinodrivers.
By Neil Pagulayan and John Rey San Diego
Unforgettable Adventures and Epic Scenic Escapes
Design and road presence
Honda City RS Sedan Dashboard
8 inch Infotainment Touchscreen
Analog Gauges
“From
daily commutes to weekend drives, both sedans deliver practicality in di
erent forms.”
Interior
layout and comfort
1.5L 4 cylinder DOHC i-VTEC engine
Honda City’s Rear Aircon Vents
Spacious Rear Seating for Three Power Windows and Side Mirror Adjust
Power and drivability
“The Mirage G4 prioritizes e ciency and simplicity, while the City RS adds power and advanced safety to the equation.”
Ride, handling, and everyday dynamics
“Choosing between them is less about better or worse—and more about lifestyle fit.”
od Antenna
har fin Antenna
“In the subcompact segment, value is no longer onesize-fits-all.”
Safety and driver assistance
Ownership perspective
Mitsubishi Mirage G4 Dashboard
Spacious Seating for Three
Analog Instrument Cluster
Engine “Push to start” Button
wo a roaches one se ment
SPEC COMPARISON TABLE
ecification itsu ishi ira e onda it 1
Engine 1.2L 3-cylinder DOHC MIVEC1.5L 4-cylinder DOHC i-VTEC
Output 77 hp / 100 Nm 121 PS / 145 Nm
Transmission MT / CVT CVT
Drive Type
Fuel Tank
drive
drive
Wheels 15-inch alloy 16-inch RS alloy
Infotainment 7-inch touchscreen 8-inch touchscreen
Smartphone ConnectivityApple CarPlay, Android Auto Wireless Apple CarPlay, Android Auto
Safety Highlights RISE body, ABS, EBD, ASC, HSAHonda Sensing suite
Starting Price P769,000 P1,138,000
“Two sedans, two philosophies— both shaped by real Filipino driving needs.”
TIME TRAVELLER
But this is no TT from the future, insists Audi’s CEO, who joins JAMES ATTWOOD for a drive in the radical Concept C prototype
Gernot
The first time udi boss ernot llner drove the Concept C as for about metres onto a sta e in ilan for the pivotal prototype s unveilin in eptember. he second time it turns out is today on a bri ht but fresh mornin hi h in the talian olomites and m alon for the ride.
iven this ill be his first time drivin the radical concept car that previe s the n olstadt firm s future on public roads llner is sportin a predictably bri ht rin as he settles into the driver s seat. his ill be a fun day at ork he says. t s a pretty surreal one too. urroundin the Concept C in hich e re no sittin is an incredible four rin ed uard of honour formed of the machines that inspired it the first eneration an ori inal coup an saloon and best of all an immaculate uto nion ype C rand pri racer.
here ill be time to admire udi s lorious past later. irst it s time for an e clusive taste of the firm s future both from the passen er seat alon side llner and then behind the heel. eah this really should be a fun day at ork
A CONCEPT LIKE NO OTHER
he Concept C is the manifestation of the efforts by llner to reshape udi since he took over as C in eptember . ost eye catchin ly it sho cases the ne streamlined desi n lan ua e introduced by chief creative officer assimo rascella ho oined udi from last year as one of llner s first key hires.
he ne desi n lan ua e is centred on clarity and makin udi distinctive a ain. here is a ne rille inspired by the one on the ype C and a focus on minimalism and simplicity. n udi s n olstadt desi n studio ork is already under ay to roll out that ne desi n lan ua e on all ne models from on ards.
ut the Concept C is more than ust a desi n study it previe s a ne electric t o seat sports coup intended to fill the ap in udi s line up le by the and both of hich ent out of production over the past t o years.
s he carefully steers the Concept C out onto the public roads llner reveals conceptual ork on the ne model kno n as the C port ithin udi had be un before rascella started in une . n fact the idea arose ithin llner s first si months of the ob in hen you come up ith a ne strate y and ant to chan e thin s in a company it s al ays easier to do it ith a car to sho people
Döllner says Audi has yet to settle on a name for the production version of the Concept C, ut confirms it will e a new nameplate: “It’s not a TT, definitel not And it s not an e re thin in about how to name it, which is always difficult
that it s orth fi htin for that chan e. llner anted to sho a prototype model at this year s unich motor sho so assimo started developin his ne desi n philosophy and developed it in parallel ith this car. t happened quite fast.
he development of the Concept C as done alon side ork on the production model. ut llner as adamant this should be more than a normal sho car hich are o en put to ether by third party firms usin a eneric platform. he Concept C as built in house at n olstadt by a team of around people.
t the ilan unveilin the machine as described as drivable that turns out to be quite the understatement. llner says this is a real car ust made ith sin le toolin . e pushed for a true orkin prototype because hile it s really comple the result is so much more realistic and really helps ith the feasibility of the production car. e ould have missed an opportunity not to make it truly drivable.
nd it truly is drivable as the numberplates hint it s road le al udi s concept team havin been able to secure the necessary type approval to re ister it as a prototype. o be honest the team surprised me ith that admits llner. didn t kno they ould really brin it that far. s a result the Concept C has full suspension indscreen ipers indicators seatbelts and another feature that comes to li ht hen a bus une pectedly pulls out at a unction and prompts the car ahead of us to en a e reverse a little too ea erly. orried ithout cause thankfully that his one off concept is about to be backed into llner hits the centre of the steerin heel to let out a loud beep. didn t kno the horn orks he lau hs. hat s ood to kno .
INSIDE THE CONCEPT C
e are soon into quiet indin mountain roads ivin llner the opportunity to sho case the Concept C s potential. hat said the ti ht nature of the roads and talian speed limits mean
Despite the exotic look, it will make production largely unaltered in 2027
Audi previewed its new sports car and design language in Milan
e rarely e ceed mph belo the concept s claimed limited top speed of mph.
hat top speed fi ure is about the only technical detail udi ill confirm llner on t be dra n on po er output acceleration battery si e or ran e. e also on t reveal if the Concept C uses a bespoke prototype platform or a version of the ne sports car architecture that ill underpin the production model alon ith sister firm orsche s electric o ster and Cayman hich have already been spied testin on public roads.
hat said he does confirm that the batteries in the concept are stacked up behind the driver in the place that a combustion en ine ould sit in a traditional mid en ined sports car. hat s a ma or departure from most skateboard platforms that house the batteries under the oor of the car and su ests that concept may ell be based on that future production platform.
hat battery placement allo s the car to sit much lo er to the round than most s. he centre oriented battery is very ood for ei ht distribution says llner. he centre of ravity is much lo er and is perfect and it s also really ood for centrin the inertial torque so it makes the car very a ile.
nother ma or focus of the Concept C s development as on lo erin ei ht hich remains the bi est challen e in makin performance s handle like combustion cars. he frame and body ork make e tensive use of aluminium somethin re ected in interior stylin elements and the matt aluminium paint hile udi chose to make the concept model rear heel drive ith a sin le motor mounted on the back a le. llner says that it offers around the same po er as the eventual entry level version of the production model ill.
iven udi s herita e dual motor all heel
drive uattro versions ill come. llner says uattro is at the core of udi but e re movin from a front heel drive to a rear heel drive company because ith s the reason for front heel drive is one.
o much po er the Concept C has is impossible to au e from the passen er seat but as llner chucks it enthusiastically into a series of indin hairpin turns can feel the a ility and litheness of the chassis. here s a balance to it and clearly plenty of rip. t s very li ht very a ile says llner. ou ouldn t e pect the boss of udi to say anythin else but the enthusiasm ith hich he attacks the corners ahead of us ives credence to his ords. s e ind up the hill the peaceful talian countryside is complemented by the understated hirr of the electric motor. t s a natural motor sound ith a bit of enhancement says llner. e does confirm the production version ill offer optional synchronised en ine sounds alon ith a virtual earbo controlled by paddles on the steerin heel.
hat approach pioneered by the yundai oniq is bein adopted by other firms as a ay of ivin aural feedback to keen drivers and it s somethin llner has chan ed his mind about. or the first three or four years ith s my belief as it has to be silent he says. ut then e had our first prototypes ith a virtual earbo and found it really helps to et feedback from the car and emotionalises the hole story.
llner says drivers ill be able to s itch the artificial noise off. t s so you can have both the silent car for cruisin and a more sporty one . he purpose of this car is not the race track he says before esturin to ards the scenery. he purpose is e actly hat e re doin today. t s pure drivin fun.
“The new sports coupé is intended to fill the gap in Audi’s line-up left by the TT and R8”
Döllner: “The purpose of this car is not the race track. The purpose is pure driving fun”
Folding hard top means the EV can act as both a coupé and a roadster
MK4 TT IN ALL BUT NAME?
When the Audi Concept C was unveiled, much was made of the similarities between it and the TT. But the R8 was also an inspiration, and seeing the three machines parked up next to each other shows how the concept draws from both. And quick refresher drives in both predecessors showcased the different ways they inspire.
The Mk1 TT is a study in purity: the Bauhaus-inspired design meant simple, curving bodywork and a paredback, demure interior. There’s a restraint to the design that links straight to the Concept C.
But it’s the R8 V8 that bears the most resemblance to the Concept C in terms of vehicle dynamics. It shines on winding mountain roads, with its 4.2-litre V8 engine offering ample power for the light chassis. When you turn in to a corner, you really feel the bene t of that mid-engined layout, with the rearward centre of mass making it enticingly easy to attack corners. It shows why Audi and Porsche are so focused on their ‘battery pack’ concept for an EV sports car chassis.
Where the R8 also scores, of course, is aural pleasure: that V8 sounds glorious under throttle. If Audi is going to include arti cial engine noise for the oncept , it could do worse than just sample the V8…
Aluminium has been used to reduce weight and increase agility
LETTING THE TOP DOWN
At the turning point of our route we pause for some photos, the early morning light glinting off the matt paint of the Concept C. Döllner says he was “really happy” with the response to the car when shown in Milan and Munich, adding that “when people have seen it, they understand it really fits our brand fully . till there s a bi difference bet een seein the car on a stand and in nature. t s really special to see this for the first time here says llner.
ut our schedule is ti ht so there s little time to truly savour the views. Instead, we have to lower the roof, which our photographer insists ill make for better pictures on the return ourney. t s also a chance to e perience one of the car s si nature features this is the first udi ith a foldin hard top. e didn t ant to do t o cars a coup and a roadster says llner. o this as part of the brief. ut it has evolved and we developed this special roof concept that became part of the desi n. t s perfect for this sort of car.”
hile it s unlikely to be a massive volume seller, the Concept C will pave the way for the refreshed desi n lan ua e to be introduced across the rest of the firm s line up. iven the car s ildly futuristic looks it s hard not to picture how incongruous it will appear in a dealership plonked ne t to udi s e istin models. llner admits the transition ill be a difficult moment to handle but one that s orth it given the ultimate goal.
uch as there s still so much to ask llner about the future that ill have to ait e re back at the event base so it s time for udi s CEO to jump out and for me to take the wheel.
DRIVING THE CONCEPT C
“The Concept C feels a bit special, with a real sense of occasion”
The Concept C will be a global car, although Döllner reckons the biggest markets are likely to be Germany and the UK, two countries that still share a passion for driver-focused drop-tops.
he Concept C may be road le al but because it s a prototype only qualified en ineers such as llner hose back round is in vehicle development are allo ed to drive it on public roads. am you on t be surprised to learn not a qualified udi en ineer so my run is restricted to a short stretch of closed road.
That section is far slower and twistier than the roads Döllner was traversing, and the presence ahead of me of a camera car keeps my speeds in check. But it is enough to give a tantalising taste of the concept s potential.
ettlin into the driver s seat m struck by the simplicity of the interior layout. here s
Production car will retain the concept’s upright grille design
Driver sits in front of the battery stack, as if in a mid-engined sports car
ANOTHER NEW AUDI
The Audi Concept C isn’t a pure performance car, but adding a sports coupé to its line-up is one aspect of how the ngolstadt rm is ramping up that angle of its heritage.
Gernot Döllner talks of some “interesting RS cars” that will be launched in the next two years, as Audi aims to build on the attention hopefully created by its Formula 1 entry next season. Just as Döllner’s views on arti cial engine noise have changed, so too has his stance on F1: in his previous VW Group role, he questioned the decision to enter F1, but he says that was because the original plans were for both Porsche and Audi to enter, which he felt made no sense. Now, as Audi’s CEO, he’s fully on board.
“When I joined the brand, I really learned about the importance of motorsport for Audi and some of the success we’ve had in motorsport,” he says. “It’s really exciting, but it’s also a huge challenge.
“The next two years will be about building up the team. We have two years to develop that team and then hopefully we have a ve-year hori on to be able to compete and drive for championships.”
will race in F1 for the first time next season
a large, round steering wheel, behind which there’s a small driving information display, with the speedometer housed just above that, closer to my eyeline. Then there’s a small central touchscreen, which can be folded away when not needed, with a small number of haptic controls built into the dash. Most of the key controls are on stalks on the steering column.
The seats are low to the ground but cosseting and comfortable, and the driving position is purposeful. Visibility is decent with roof up or down, with a digital rear-view mirror helping make up for the lack of rear visibility caused by the battery layout.
Given this is a true one-off, I keep things easy. Still, pick-up is good, with the electric motor nicely responsive to throttle inputs. It’s well modulated too, with none of the surge you get from some performance EVs.
The steering is weighty, which gives the car a good feel when cornering. The suspension copes well with the lumps and bumps in the road, although the low ride height and seating position mean you do feel undulations more than in some cars. Still, that’s part of the joy of a low-slung sports car – and even in prototype form the Concept C feels really quite refined.
It also feels a bit special, with a real sense of occasion. The engineer who is accompanying me on my drive mentions that he’s meeting with the team working on the production car next week to pass on development learnings from the concept, and it’s exciting to think what the finished version could be like.
As I climb out of the Concept C for the last time, the potential is clear: both for the car and what it can do for Audi as a brand. A fun day at work, then – and the prospect of more fun days to come as we count down to 2027.
Inspiration came from cars including the 1936 Auto Union Type C racer
Six-spoke wheels hark back to the 1991 Avus Quattro concept
Audi
Two Hearts, One Car: Compact and Bold Choices for City-Smart Couples
BY MARTIN AGUILAR
Unforgettable Adventures and Epic Scenic Escapes
RIDE & DRIVE
NEIL PAGULAYAN
15.6 inch 1080p Infotainment Touchscreen
ICE , EV, or Hybrid What Really Makes Sense for Filipino Car Buyers
With fuel prices fluctuating, EV incentives in place, and charging networks slowly expanding, Filipino motorists now face a three-way choice. We break down the real costs, daily realities, and long-term trade-offs behind internal combustion, electric, and hybrid vehicles.
Unforgettable Adventures and Epic Scenic Escapes
Photo by Toa Heftiba on Unsplash
" EVs offer lower maintenance costs, but tires, charging access, and planning remain part of the equation."
" Fuel-price volatility and range anxiety are two different stresses — but both shape today ’s driving experience."
RANDY PEREGRINO
FIRST DRIVE
REAR-WHEEL DRIVE, FULLY CHARGED:
LIVING WITH THE TESLA MODEL Y
Minimalist inside, quick on its feet, and easy to live with, the Model Y shows why Tesla’s best-selling SUV continues to win over drivers worldwide.
NEIL PAGULAYAN
Minimalist Interior
15 inch HD Touchscreen
8 inch Rear Touchscreen
ndirect e ecting ailight
ROAD TRIP
From Gas to Electric
Inside Kia’s Most Ambitious Ride-and-Drive Yet
KiaPhilippinesputsitsfulllineuptothetest—fromgasolineand turbohybridstoaflagshipEV onamulti-daydrivethrough aUnionand locos orte,revealinghoweachpowertrain performsinreal-worldconditions.
Unforgettable dventures and Epic cenic Escapes
RANDY PEREGRINO
FEATURE ADAS : Help or Hype on Philippine Roads?
“Blindspotalertsandautomatic brakingaddressthecrashesFilipino drivers face most often.”
RANDOLPH DE LEON
DENZA Arrives: BYD’s Premium Electric Brand Enters the Philippines NEWS
D s new energy agship brand confirms a launch, with a focus on comfort, technology, and premium positioning.
DENZA, the premium new energy vehicle brand under the BYD Group, has formally con rmed its entry into the Philippine market, marking a signi cant step in BYD’s strategy to move beyond mainstream electri cation and into the premium mobility space.
The arrival of DENZA signals a clear shift in how the Chinese automotive giant views the Philippine market. Once seen primarily as a valuedriven EV battleground, the country is now being positioned as a market ready for higher-end electri ed vehicles models that place equal emphasis on comfort, re nement, and intelligent engineering, not just ef ciency and price.
DENZA occupies a distinct role within the BYD ecosystem. While BYD-branded vehicles focus on accessibility and mass-market appeal, DENZA is designed as a step up, targeting buyers who would normally look at premium sedans, SUVs, and MPVs from established luxury brands. The emphasis is less on badge prestige and more on how technology can improve everyday driving and riding comfort.
In terms of local operations, DENZA will follow a different distribution path from BYD’s mainstream lineup. BYD vehicles in the Philippines are currently distributed by AC Mobility,
which has led the brand’s rapid expansion in the country. DENZA, however, will be distributed by BYD Philippines Corp., reinforcing the brand’s positioning as a separate, premium offering rather than an extension of BYD’s mass-market range.
DENZA’s background helps explain this positioning. The brand was originally developed as a premium electric vehicle project, with a focus on higher build quality, advanced chassis systems, and a quieter, more composed driving experience.
Over the years, DENZA has evolved into BYD’s dedicated premium NEV arm, bene ting from the group’s full control over battery technology, electric motors, vehicle software, and electronic architecture.
Unlike traditional luxury brands that evolved from internal combustion platforms, DENZA’s vehicles are designed around electri cation from the start. This allows for flatter floors, better weight distribution, and more flexible interior layouts advantages that translate directly into improved passenger space and ride comfort, especially in larger vehicles.
Rather than chasing outright performance gures, E s engineering focus centers on balance. Smooth power delivery, stable
handling, and reduced noise and vibration are key priorities. This approach is aimed squarely at buyers who spend long hours on the road, whether as drivers or rear-seat passengers, and who value comfort and control over aggressive styling or sport-oriented tuning.
According to Adam Hu, BYD and DENZA Philippines country head, the brand views technology as the de ning element of modern premium mobility. He noted that DENZA uses new energy vehicle platforms not simply to replace gasoline engines, but to rethink how power, comfort, and sustainability can work together in a more practical and humancentered way.
Two core technologies highlight this philosophy. The DiSus intelligent suspension system is designed to deliver a smoother ride without compromising vehicle stability. By actively managing suspension behavior, the system
aims to reduce body movement over rough surfaces while maintaining control at speed a key re uirement for premium vehicles operating on mixed road conditions.
Complementing this is BYD’s e3 platform, which integrates power delivery, chassis control, and safety systems into a single coordinated architecture. The result is improved maneuverability, more predictable handling, and enhanced safety, particularly in larger electri ed vehicles where weight management and responsiveness are critical.
DENZA Philippines is set to hold its of cial brand launch in the rst quarter of the year, during which the brand’s initial model lineup will be formally unveiled. Sales, aftersales, and customer support will be handled through BYD Philippines Corp.’s authorized DENZA dealerships, which are planned to operate in Makati, Alabang, Greenhills, and Cebu.
These locations give the brand coverage in key business districts and major regional markets, aligning with its premium positioning.
The timing of DENZA’s entry is notable. As EV adoption in the Philippines continues to grow, buyers are increasingly looking beyond entry-level electric cars and toward more re ned options that offer a complete ownership experience. Infrastructure improvements, greater familiarity with EV technology, and rising fuel costs are all contributing to this shift.
With DENZA entering the local market, BYD is effectively separating its mass-market and premium strategies allowing each brand to develop without overlap or compromise. For Philippine consumers, this means greater choice, clearer positioning, and access to premium electri ed vehicles that are designed from the ground up for modern mobility.
