|I have put some info of the Suzuki Philippines, Inc. on this
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The importing of Suzuki motorcycles to Philippines was started
in 1959 by an enterprising Filipino, Rufino D. Antonio. The import
business expanded and the Rufino D. Antonio and Associates, Inc.
built a factory on nine hectares in Pasig, Philippines, to handle
the starting production of Suzuki motorcycles on the Philipian
ground. The factory is still standing, although the business has
expanded dramatically. In 1975 the firm name became Antonio Suzuki
Corporation, during the industry rationalization of the Marcos
A few years later, during the unstabile years in Philippines,
caused buy the assassination of Ninoy Aquineo, the goverment became
short of foreign currency. That made it impossible for a number
of businesses to import raw materials or semi-finished components
from other countries. Even the Antoniuo Suzuki Corporation had
to cut to a minimum staff, making just a few sales from their
small inventory. The board of directors decided to sell all their
holdings to Suzuki (Japan), who reorganized the company and Suzuki
Philippines Inc. was born.
In 1985 the new company was selling about 100 units a month but
today it is selling almost its full capacity of 3,000 motorcycles
a month. About 60% of each bike that leaves Suzuki Philippines
is made locally, using Suzuki Japan's quality control techniques.
Most of the parts are manufactured by local subcontractors or
by the the company itself, like the frames, that are assembled
in Pasig. The engines, drivetrain and electrical subassemblies
come from Japan.
Suzuki line in Philippines
The Suzuki's line of utility motorcycles are the models which
are most often used for commuting, therefor the nickname pantra
(pan trabaho = for work). 80% of them end up getting attached
The X120 has only received a few upgrades since it's initial release
in the early sixties, a testament to the durability of the original
design. It is based on a pressed steel frame, and sports a 118cc
engine which delivers 12 hp at 7,000 rpm, and peak torque of 1.33
kg-m at 5,000 rpm. Intake timing is achieved through a piston
port to a 48mm piston, which has a 50mm stroke. Since it's introduction,
it has been updated with new cosmetics, most notably a new tank.
The original points type ignition has been replaced by a maintenance
free CDI (Capacitor Discharge Ignition). It's a rugged design
which has stood the test of time, and the X120 is the most inexpensive
of Suzuki's line.
The X-3 is a more modern design, based on a frame made out of
steel tubing, stampings from heavy sheet steel, and a casting
at the steering head. This frame just so you know, is completely
made in the Philippines. It sports a 5 speed transmission, one
more than the X-120. The engine is a single cylinder 2-stroke
air cooled unit, but the resemblance ends there. The main difference
is that it uses a rotary valve to control intake, a more modern
design. The piston is a square design, which means that the bore
and stroke are identical, in this case at 50mm.
A square engine design offers the best balance between maximum
torque and peak horsepower. An undersquare engine has a longer
stroke than piston diameter, which gives it more torque at the
expense of peak power. An undersquare design, with a bigger piston
diameter than stroke, allows an engine to rev easier, and to higher
rpms, at the expense of some peak torque, all other things being
The X-4 offers such an oversquare engine, with a 56mm piston on
a 50mm stroke, which gives it 123cc displacement. Due to not only
a bigger bore (piston diameter) but an improved cylinder head,
the X-4 offers the highest power of the Suzuki pantra line,
at 13.5 hp at 6,500 rpm, and 1.58 kg-m torque at 6,000 rpm.
But other than the engines, the X-3 and X-4 are different in a
number of other aspects. The X-4 has stronger fork springs, a
square headlight, and a low oil indicator light. The X-4 has a
slightly larger rear tire, at 3.00 inches, versus 2.75 for the
X-3, and this means a wider rim. The X-4 also has heavier spokes,
and a lower final drive. Both machines have 13 teeth on the front
sprocket, and while the X-3 has 45 teeth at the rear, the X-4
has 48. For solo riding, the sprockets on the X-4 could easily
be changed for higher top speed.
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