C! Magazine May 2021

FEATURE ELEVATED RESILIENCE The 2021 Isuzu D-Max LS-E is a truly desirable and wonderful pick-up truck that will reward its owner and passengers with a lifetime of reliable service.

NEW ALL-

HONDA CITY HATCHBACK RS

MORE THAN A MAKEOVER

T HE DRI V E S

T U NE R

2021 HONDA CR-V SX AWD HONDA SENSING® 2021 MERCEDES-BENZ GLB 200 AMG LINE 2021 HONDA CIT Y RS

197 1 FORD ESCORT MK1 (RESTO-MOD) 1980 TOYOTA COROLLA COUPE (TE-72)

EX T R A TI M E 2021 NISSAN NAVARA + DEPARTMENT OF TOURISM

W W W.C- M AG A Z I N E .CO M

WHE E L 2WHE E L PhP 195 ISSUE 231 MAY 2021

2020 SUZUKI V-STROM 1050 X T 2021 DUCATI MULTISTRADA V4 S

T H E U LT I M AT E AU TO M OT I V E AU T H O R I T Y

FEATURE ELEVATED RESILIENCE The 2021 Isuzu D-Max LS-E is a truly desirable and wonderful pick-up truck that will reward its owner and passengers with a lifetime of reliable service.

NEW ALL-

HONDA CITY HATCHBACK RS

MORE THAN A MAKEOVER

T HE DRI V E S

T U NE R

2021 HONDA CR-V SX AWD HONDA SENSING® 2021 MERCEDES-BENZ GLB 200 AMG LINE 2021 HONDA CIT Y RS

197 1 FORD ESCORT MK1 (RESTO-MOD) 1980 TOYOTA COROLLA COUPE (TE-72)

EX T R A TI M E 2021 NISSAN NAVARA + DEPARTMENT OF TOURISM

W W W.C- M AG A Z I N E .CO M

WHE E L 2WHE E L PhP 195 ISSUE 231 MAY 2021

2020 SUZUKI V-STROM 1050 X T 2021 DUCATI MULTISTRADA V4 S

T H E U LT I M AT E AU TO M OT I V E AU T H O R I T Y

EDITOR’S NOTE

e like engaging cars.

We like cars that get our attention, make us feel a little bit more even if it is just on our daily drive.

But the modern move towards more SUV-like vehicles often goes against that.

Paolo de Borja and I were discussing that while testing various different cars. We had decided that one particular car was a modern small car that you could get for someone whom you wanted to really understand how much fun driving could be.

The car on our cover, the new Honda City Hatchback RS, is like that.

The City sedan was a vehicle we had already said had moved into our first place position for cars you should get your kids as they start school, or you should get as a first new car. But that car was, obviously, a sedan. Not as flexible as many other modern offerings.

So here is the hatch. With that slightly more energetic look and that much sought-after flexible seating system. It may be the best answer yet without moving to crossovers.

That flexibility was the key factor for Nics Calanoc and his Jazz, and it is what he said would move him

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to the City now rather than something else. The flexibility. He also made a very good point about the car being spot on for a younger person who is still trying lots of different sports or interests. That wouldn’t have occurred to me; I would have thought about specific sports and such, but he had a very good point. The City Hatch was a good choice for someone who was in the time of their life where everything was still open to them.

That flexibility is what people are looking for and more. We have so many vehicles that no longer fit into just one category, really. Something like the City Hatchback may be the car that keeps someone from just going compact SUV or crossover. Which is useful, especially if you are just starting out with your first car. SUVs often have much more space than a single person or a college student really needs. Also they tend to isolate the drivers far more than regular sedans do, so they may not develop the ability to feel the car and the road.

All of us rather more… seasoned drivers also liked the new City and City Hatch, which does say something. We should be working very hard to make sure that cars can still put smiles on people’s faces for something more than just bragging rights or connectivity.

“We like engaging cars. We like cars that get our attention, make us feel a little bit more even if it is just on our daily drive.”

Carl S. Cunanan E D I TO R- I N - C H I E F

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www.lexus.com.ph

AdvertoriAl

The Lexus IS 300h: Luxury Sports Sedan Electrified

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exus has now sold almost 2 million self-charging luxury hybrid cars since launching its first one in 2004. It has taken significant steps in an industry that has strongly leaned towards electrification and sustainability in recent years. The clever engineering of Lexus’ hybrid technology has answered the call for the maximization fuel efficiency and the lowering of emissions while upholding the craftsmanship detrimental to luxury vehicles. Since then, such developments have been exemplified in models like the Lexus IS, which has long been a signature nameplate for the Japanese luxury automaker worldwide.

The Lexus IS first saw the marriage between a gasoline engine and an electric motor on its third-generation model launched in 2013. When it first debuted in 1998, the IS was meant to rival the European luxury sport sedans that have long-dominated the global market. This time, however, the IS now boasted hybrid technology under its belt. As Lexus DNA goes, the IS embodies elegance and sportiness while being powered by sustainable energy. Made available by Lexus Manila is the new IS300h sports sedan—born and bred at the Shimoyama Technical Center.

The research and development headquarters recreates the toughest and most challenging roads in the world in order to build the agile and exhilarating IS. The vehicle’s drive and

responsive handling translate to profound experiences on the road that touches the soul.

Under the hood of the IS 300h is a 2.5-liter direct injection engine and a self-charging electric motor paired with Lexus’ E-CVT. Underpinning include front double wishbone and rear multilink suspension that were also developed at Shimoyama. All this allow for a maximum power output of 220 horsepower and 163 lb-ft of torque. The hybrid sports sedan clocks in at just 8.7 seconds from 0 to 100 km/h. The IS 300h packs a ton of unassuming excitement while still being capable of excellent emissions and green mobility brought about by its full EV mode.

The elevated driving experience brought about by precise handling and linear power delivery are accompanied by signature Lexus exterior lines and an exquisite cabin. Beginning with the 2020 model year, Lexus incorporated larger bodywork, new headlamps with fullwidth taillamps, and a more dynamic spindle grille on the IS. The hybrid identity is delicately marked on the signature Lexus emblem upfront with a subtle blue shade. The vehicle also sits on new signature 18-inch wheels finished in shiny, silver metallic coating.

Evidenced by the materials, stitching, and overall construction, the philosophy of takumi master craftsmen continuously radiate in the interior of the vehicle for exceptional comfort,

luxury, and convenience. At P2,978,000, the IS300h is the most affordable hybrid in Lexus’ local stable. And we must admit, this isn’t your usual ‘entry-level’ vehicle. Convenience amenities include Apple CarPlay and Android Auto connectivity with Voice Recognition.

It also has the upgraded driver-assistance systems and standard blind-spot monitoring have been made available in the vehicle. The physical gauge on the instrument cluster moves from its stationary position in the middle towards the left or right with the push of a button—demonstrating Lexus’ passion in assimilating subtle yet influential pieces in creating its luxury sport vehicles.

One of the most remarkable traits of the Lexus IS is in its ability to exude elegance eccentricity while leaving behind fewer carbon emissions at 122 g/km. The Lexus Hybrid Drive creates electric energy from the kinetic energy produced when braking or decelerating.

The Lexus IS is an exemplification of the Japanese luxury automaker’s proven engineering—a unique and mesmerizing exterior, carefully crafted interior, and a performance that promises to emanate excitement. Lexus continues to strive in giving us the best of all worlds.

For Inquiries: (02) 8856-5050

COVER S TORY

CONTENTS MAY 2021 / IS SUE 231

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ALL-NEW 2021 HONDA CITY HATCHBACK RS More Than A Make-Over 4

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

“With the back-to-back announcement of the discontinuation of the Honda Jazz and the arrival of the Honda City Hatchback, it’s easy to see why car buyers and enthusiasts will ask: is the City Hatchback the replacement of the Jazz?”

—

Nicolas A. Calanoc Executive Editor

FE ATURES

CONTENTS MAY 2021 / IS SUE 231

40 C! PICKS

BEST CAMPING CARS

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2021 ISUZU D-MAX LS-E

Elevated Resilience

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THE DRIVES

CONTENTS MAY 2021 / IS SUE 231

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HONDA CR-V SX HONDA SENSING®

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MERCEDES-BENZ GLB 200 AMG LINE

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The Shaded Pioneer

Breaking New Ground

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HONDA CITY RS

The New Micro Road Warrior Standard

E X TR A TIME

CONTENTS MAY 2021 / IS SUE 231

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A STAR IN THE NORTH

One unforgettable drive with the Nissan Navara

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

TUNER

CONTENTS MAY 2021 / IS SUE 231

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BOOSTED!

By Francis G. Pallarco

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TRACK ATTACK!

The SmartFuels2Race/Grupo Toyota Track Day

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CLASICALLY MODERN

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PURELY EXTREME

Here’s a resto-modded Ford Escort that seamlessly merged restoration and modernization

Recreating a Saturday night Greenhills cruiser

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Y-CONNECT SIMPLIFIED

For Yamaha Mio Aerox 155 and NMAX with Y-Connect

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THE ROYAL ENFIELD METEOR 350 LANDS IN THE PHILIPPINES

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IN SEARCH OF THE X FACTOR 2020 SUZUKI V-STROM 1050XT

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BIKE REVIEW: 2021 DUCATI MULTISTRADA V4S

REG UL ARS

CONTENTS MAY 2021 / IS SUE 231

02

20

Carl S. Cunanan

Georges B. Ramirez

EDITOR’S NOTE

18

21

Nicolas A. Calanoc

Angel S. Rivero

APEX AND APERTURES

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INSIDE LINE

Chris Van Hoven

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ON THE EDGE

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EVENT HORIZON

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MONTHLY BUYER’S GUIDE

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OUR PICKS : TOP 5 BEST KNOWN AUTOMOTIVE NAMEPLATES

By Nicolas A. Calanoc

APEX AND APERTURES

Nicolas A. Calanoc E X E C U T I V E E D I TO R

From Sportscar to Pick-Up

get asked this a lot: “Nics, why did you switch from a sportscar to a pick-up?”

It’s actually a good question because in sharing the thought process of decision making, potential buyers are able to learn how to make better decisions.

For me, whatever car you choose, there must always be an element of joy. Most people associate the joy of driving with speed. If you look at modern media, it is easy to see why

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people think so because of the adrenaline rush which going fast gets you. But if you must know, there are more ways to enjoy a car than just sheer speed.

When someone asks me what are my most memorable drives, I will always say the 2012 Porsche 911 GT3 RS and the Suzuki Alto.

Of course, the former is basically 4 liters of extreme, but the latter has a rawness of driving that makes it feel involved in the whole process from start to finish. It may sound silly, but I can imagine owning a Suzuki Alto and being happy with it.

“For me, whatever car you choose, there must always be an element of joy.”

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I remember when getting the Hyundai Genesis Coupe back in 2011, I was resolved that within 3 years I would end up selling it so that I could cycle through different cars. But because I enjoyed every minute of it, I held on to it for pretty much a decade. It was 3 years ago when I went on a half-day overlanding trip with Joel from Overland Kings that I knew what my next car was going to be. All I was waiting for was savings for it and for the best version of what was essentially going to be my forever car: the Toyota Hilux.

So, if a decade ago I was getting a car for a moment, this time my choice was for a car to last as long (or longer) than me. But just like before, one of the biggest factors of choosing the car is the joy it brings me. If the sportscar gave me the joy of a smooth drive, this pick-up’s joy is in the ownership and the ability to drive almost everywhere I choose plus the practicality.

Find the joy in the car you plan to get. You will not regret it.

INSIDE LINE

Chris Van Hoven M A N A G I N G E D I TO R

The Electric Renaissance Nears

ou may have noticed a steady rise in the accessibility of electric modes of transportation over the last few years.

Just taking a quick glance at my Facebook feed almost guarantees that I’ll come across an advertisement for the latest electric bicycle, or at one point, an electric oneseater boat. And while this is all happening, electric kick scooters and motorcycles have already begun to reach mainstream levels of ownership, which you’ll easily observe during any trip to BGC or Makati.

All of this points to the fact that we’ve certainly come a long way from the ‘90s in terms of electric batteries. Thirty years ago,

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the cost of batteries needed to power a house for a day would have been about $75,000. The cells themselves would have been as large as a beer keg, weighing around 113kg (250lbs).

Today, the same amount of power can be delivered at a cost of less than $2,000, from a 40kg package roughly the size of a small backpack. This kind of development wouldn’t have happened if not for the desperate need to decarbonize the economy. But unlike other renewable sources of energy such as solar or wind power, batteries offer a sense of consistency. There’s no need to worry if the sun isn’t always shining, or if the wind isn’t always blowing.

The good news is that studies conducted

by MIT analysts have predicted that the

“We’ve certainly come a long way from the ‘90s in terms of electric batteries.”

costs of producing lithium-ion batteries will continue to drop in the near future. According to Jessika Trancik, an associate professor at MIT’s Institute for Data, Systems and Society who conducted the analysis, the rate of improvement is much faster than many analysts had claimed and is comparable to that of solar photovoltaic panels, which some had considered to be an exceptional case. “Through this detailed analysis, we were able to confirm that yes, lithium-ion battery technologies have improved in terms of their costs, at rates that are comparable to solar energy technology, and specifically photovoltaic modules, which are often held up as kind of the gold standard in clean energy innovation,” she goes on to say.

So what does this mean for the future of electric cars? If these trends in clean energy innovation continue, we’re going to see a rapid electrification of vehicles together with a rapid growth of renewable energy technologies.

Projections estimate that we’ll see electric cars matching prices with their combustion-engine counterparts in just a few years — and that’s a future I can’t wait to be a part of.

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ON THE EDGE

Georges B. Ramirez S E N I O R E D I TO R

Cars, Cars, Cars!

ars cars, cars, how we love our cars! They can insight a multitude of emotions and fulfill a multitude of needs. Let’s first cite the obvious, Mobility. This is the one necessity most animal life require to live and thrive on our planet. We have almost instinctively improved our ability to move people and things around. One could even say that it’s a fundamental attribute to our modern society.

Personal mobility is just one form of mobility, but is one that we are perhaps the most passionate about. From horses to automobiles, we tend to be protective of them. It can be a gauge of one’s social status or lifestyle. It also allows us to relive our past or even fulfill our childhood fantasies by driving the cars we could only dream about in our youth.

It can get complicated as man’s wants are diverse and plentiful! Most of the time, car makers try to include several of these wants and needs into one vehicle design. Like for a growing family, the traditional family sedan or station wagon and van selection morphed into SUVs, then they started blending them together, if you will. This brought out crossovers and such that combined the

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attributes of some or all. Half-car, half-van or half-station wagon, half-SUV, or half-pick-up, half-car. For your aging parents, the focus would be more on height and accessibility.

Your daily commute car would depend on what it is you do on a daily basis, but your personal baby if you intend to have one, would be even more focused, with perhaps only a single purpose or two. A sports car would be a prime example, focusing on your excitement, pleasure or stature, and more on performance rather than say, fuel efficiency.

If you are concerned about your impact on the environment, you can still have a sexy, fast, and exciting electric-powered car. There are expensive ones and more affordable ones.

The choices are really plentiful nowadays even in our local market here.

As you can see, without going into commercial or community-focused services for Security, Productivity, Emergency, Rescue, Protection and defense like police and military, there are still lots of “personal mobility” vehicles that are single or limited-focused vehicles that you could choose from too.

Yet, unlike before, the cars today, are generally faster, more comfortable, a lot more economical, certainly safer, reliable and in relative terms, more affordable. Which brings me to the second half of my editorial. A

subject I touched on in my last editorial was the “safeguard” duties that the government imposed on the car industry. When I wrote about it last, we were in a better situation, before the peak of the second wave. As I write this, we are just starting to see the number of new Covid19 cases come down. Still high and regardless of lowering ECQ to MECQ, people are still staying home and the wheels of the economy are churning slowly. In the car industry that I am involved in, it’s zero.

Like most everyone, when things start opening up, we hope to get some “ayuda” or help. Help to just get us back on our feet would be great, but an unrealistic one though. Leaving us alone “sariling sikap” is what we are used to and expect. Sales are still incredibly low, people spend wisely if at all and rightfully so, it would be irresponsible otherwise. But instead, both the car companies and the consumers are going to be hit with an additional burden — the safeguard duties.

I understand government too is financially strapped and need ways to find finances, but perhaps give the industry a chance to catch its breath first, it would be the logical move.

Otherwise, it may result in an even slower economic recovery. As the British would say “Penny wise, Pound Foolish.”

EVENT HORIZON

Angel S. Rivero C O N T R I B U T I N G E D I TO R

Learning to Drive Changes Your Brain

es, you heard me right.

According to scientists, learning to drive does change the structure of your brain — and in a good way! That’s because the human brain naturally reorganizes itself whenever it learns something new. It’s called neuroplasticity (or brain plasticity) — a process that goes on throughout life that has the brain changing itself and adapting as a result of gaining experience.

Therefore, acquiring some driving skills will inevitably rearrange some of your neural networks. And since driving and navigation rely heavily on spatial learning, it stimulates increased activity within the brain region that is linked with memory.

But as we know, the art of driving goes beyond plain navigation. It involves the fluidic coordination of our arms and legs to operate a machine in a way that corresponds to fast-

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changing visual and audible cues. Drivers need to steer their vehicles in the right direction while almost reflexively using their feet to operate the car pedals for moving and stopping power. They need to assess traffic and road conditions while simultaneously figuring out the best way to get to their desired destination. All these demands activate and change regions in our brains, and these changes can be impressively beneficial.

A data scientist and cognitive scientist named Emily Kubicek has shown in her research that there is a special connection between spatial learning – a skill closely tied with getting better at driving – and other human abilities. She explains during an interview with a science magazine that: “A very important aspect of spatial cognition is how it has been a predictor of STEM (Science, Technology, Engineering and Mathematics) achievement. That is to say, the better a person is at spatial reasoning, the

higher the likelihood they will be successful in STEM areas.”

Does this mean driving can make us perform better in school?? Well, it would be too simplistic to make such a straightforward statement like that. Perhaps it is more appropriate to think of it along the lines of: “Continuously developing new skills will keep our brains actively changing, and therefore more primed to keep learning further.”

And as an added benefit, people who do learn how to drive also learn to be safer pedestrians. That is, because of the awareness of the extent of what drivers can normally see on the road, and the knowledge of the limitations of how quickly they can react. It’s always valuable to have people experience both worlds. Heck, I’d even go as far as saying that if every city pedestrian had some degree of training as a driver, there would probably be less pedestrian-related traffic incidents out there, in the first place.

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T H E U LT I M AT E AU TO M OT I V E AU T H O R I T Y

E D I TO R I A L

DESIGN

A D V E RT I S I N G

PUBLISHING

Carl S. Cunanan

Charie L. Biaden

Mayette L. Asis

EDITOR-IN-CHIEF

DESIGN DIRECTOR

VICE PRESIDENT FOR ADVERTISING SALES

C! Publishing and Media Group, Inc.

Nicolas A. Calanoc

Mark David A. See

Leslie G. Maxilom

EXECUTIVE EDITOR

SENIOR DESIGNER

ADVERTISING MANAGER

Chris Van Hoven

Mary Ann E. Marcelo

Mary Jane O. Salazar

MANAGING EDITOR

DESIGNER

TRAFFIC MANAGER

PUBLISHER

Carl S. Cunanan MANAGING DIRECTOR

Carl S. Cunanan, Kevin C. Limjoco, Michael L. Lhuillier, Paolo M. Puyat-Martel

Paolo de Borja DEPUTY EDITOR

BOARD OF DIRECTORS

Gerard Jude L. Castillo

Sherwin M. Miñon

ASSOCIATE ONLINE EDITOR

CIRCULATION MANAGER

Georges B. Ramirez

Merline B. Urdas

SENIOR EDITOR

SENIOR ACCOUNTANT

Francis G. Pallarco

Mary Ann M. Benito

TUNER EDITOR

CREDIT AND COLLECTION OFFICER

Maynard M. Marcelo

Elsie A. Teofilo

WHEEL2WHEEL EDITOR

EXECUTIVE SECRETARY

Monica N. Legarda

Paredes Garcia and Golez

SENIOR COPY EDITOR

Dominique O. Cerqueda COPY EDITOR

Angel S. Rivero Iñigo S. Roces Isabel N. Delos Reyes CONTRIBUTING EDITORS

Michael L. Lhuillier

LEGAL COUNSEL

Contributing Writers Miguel C. Bichara, Telly Buhay, JP Calimbas, JP Cariño, EZ Ligaya, David Hardman, Peter Lyon, Mike Potenciano, Lindy Pellicer, Brando Rosales, Edrich Santos, Liam Talbot, Martin Ursua, Martin Revita, Steven Yu, Kap Maceda Aguila, and Manny De Los Reyes Contributing Photographers Andréas N. Delos Reyes, Kyle Estrella, Mike Miranda, Scott Nelson, Juanito Vinluan, Randy Silva-Netto, Patrick Mateo, Jerel Fajardo, Mike Sabarre, Joey Yepez, Bert Casal, Mariony Dela Cruz, Paulo Ferrer, Jakob Kurc, and Jordan Aparicio

EDITOR-AT-LARGE

Kevin C. Limjoco FOUNDING EDITOR / PRESIDENT / EDITORIAL DIRECTOR

This issue would not have been possible without the help of: Mutsuhiro Oshikiri, Hiroshi Suzuki, Shuzo Hoshikura, EJ Francisco, Mavic Casas, Rueben M. Jarvina, Nonoy Yulo, Steven Tan, Dax Avenido, Klaus D. Schadewald, Franz Decloedt, Timmy De Leon, Felix Ang, Rene Nunez, Atty. Albert Arcilla, Lyn Buena, Val De Leon, Manny Aligada, Mac Marcantonio, Chris Lee Yu, Nora Liquido, Lyka-Mae De La Cruz-Andres, Tony Si, Felipe Estrella, Camille Lucero, Sab Delos Reyes, Atsushi Najima, Wilbert Lim, Carlo Ablaza, Raymond Rodriguez, Angelo Barron, Paolo Ella, Chris Yu, Willy Tee Ten, Robert Coyiuto Jr., Benedicto Coyiuto, Prudencio Coyiuto, Robert Coyiuto III, Jona Atienza, Froilan Dytianquin, Saul Babas, Cameron Arciaga, Jelene Sulit, Felix Limcaoco, Michael Dennis E. Uy, Lawrence Dimaunahan, Akira Utsumi, Norminio Mojica, Dominic Busran, CJ Yucoco, Mark Parulan, Elgie Nunez, Jasper Castro, Nadinne C. Capistrano, Elijah Sue Marcial, Edmund Araga, Rommel Sytin, Ira Jornada, Spencer Yu, Ramon S. Ang, Nico Ylanan, Thea Geronimo, Hermes P. Canon, PK Umashankar, Jade Sison, Lawrence Dimaunahan, Germain Alilio, Gil Balderas, Dino Santos, Stacey Vasquez, Cherrey Lou Villaester-Alvarez, Tine Liwanag, Ann Tayao, Mia Dollentas and Angel Sardoma

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The Drives

HONDA CR-V SX ® HONDA SENSING The Shaded Pioneer

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes AFTER A FEW HOURS of testing the updated 5th-generation top-spec Cosmic Blue Metallic 2021 Honda CR-V SX compact crossover, I couldn’t help but reflect back to my own 1st generation LX model that I had in 1997 before Honda Philippines had begun to sell the CR-V model in our market. I actually had an imported US-spec model with AWD that did not have ABS but had a moonroof and all the other options available at launch time in California. It used a 4-speed automatic transmission and had the B20B 2.0-liter non-VTEC engine that produced only 126 bhp

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and 133 lb-ft of torque. Since it didn’t have the updated, higher compression 147 bhp B20Z engine that eventually was packaged with the official Philippine model, I installed the first Jackson Racing Supercharger kit outside of North America through the Car Shack high performance tuning shop that did improve engine power and the general behavior of the utilitarian crossover. It was quick and unique for its day but it does not hold a candle to the models that evolved after it with factory tuning and packaging. I bring it up because the new Honda CR-V SX is so refined and mature that even with all the tuning on my old car when it was new, it couldn’t possibly reliably keep up with this optimized turbodiesel.

The Honda CR-V and Toyota RAV-4 are the forefathers of the crossover genre, but I’ve always had a softer spot for the Honda. The only feature missed from the foundation car is the neat picnic table. The Honda CR-V was always a very well designed and engineered

crossover that was and still is a highly adaptable and thoughtful solution for car buyers. It serves so many needs for so many people, and the model has been embraced with much affection over the generations. We have had several models from every single generation in our C! Fastfleet.

Cutting to the chase, the new 2021 SX model has some subtle exterior updates that include a more prominent Wing-type front grille flanked by excellent full-LED headlights and front foglamps, refreshed front bumper, revised rear taillamps and bumper, the tailgate is now power-operated, it has a panoramic moonroof, a wireless smartphone charging pad, power adjustable front seats, a 7-inch infotainment touchscreen system with Navigation, Apple CarPlay and Android Auto connectivity enjoyed through 8 good-sounding speakers powered by a 180-watt amplifier, extra generous rear climate control vents for the second and third rows, the intelligent Real-Time four-wheel drive system, and the comprehensive Honda Sensing safety suite that uses a variety of sensors and cameras to actively operate the Collision Mitigation Braking System, Adaptive Cruise Control with Low Speed Follow, Lane Keeping Assist, Road Departure Mitigation, and Auto High Beam function. The safety suite is in addition to the six SRS airbags, LaneWatch, Vehicle Stability Assist, Reverse Camera with Guidelines, and other systems to keep occupants and pedestrians out of harm’s way.

There are three other more affordable variants but it is the SX that is the most

compelling because of its standard packaged equipment but it is quite a jump from its entrylevel S-gasoline model that seats 5 at a cost of P1,678,000. The two extra seats in the S-diesel front-wheel-drive-only model and this SX test unit are neat and look nice but they are truly best used only by small children. It is the least alluring feature for me but it may make more sense for younger families.

The CR-V is a confident, dependable, very capable machine with good direct steering and the finest NVH in its class. The spacious high-quality cabin insulates its occupants very well and offers quite a range of versatility. With Sport mode engaged, the Honda CR-V SX is plenty quick and quite agile. The proportions of road contact and surface compliance are remarkable. The noble Honda will reward you with very good fuel range and linear power delivery. It has all the merits and features that its competition would desire but at a cost. And that, my friends, is truly the only tangible issue of the current range of Honda CR-Vs - price.

Buyers may look at it as an organic filter for more premium exclusivity but it would help convince passionate Honda fans more if they got added factory support to justify the higher acquisition costs. A 5-year free maintenance service program would be a huge benefit for potential buyers. And we hope that the Hybrid models will be offered soon.

SPECIFICATIONS — 2021 Honda CR-V SX AWD Honda Sensing® Engine: Inline-4, 1598 cc, dohc 16V, Direct Injection Intercooled VGT Turbodiesel, i-CTDi, 9-Speed AT | Max Power: 118 bhp @ 4000 rpm | Max Torque: 221 lb-ft @ 2000 rpm 0-100 km/h (0-62mph): 9.5 sec. | Top Speed: 205 km/h (128 mph) | Fuel Mileage: 19 km/L Overall | Price as Tested: PhP 2,158,000.00 | Plus: The very best NVH in its class, attractive, full-featured, efficient and purposeful, thoughtful packaging. | Minus: Does not use the twin-turbo N16A4 version of the 1.6-liter turbodiesel that produces 158 bhp / 258 lb-ft. Steep price. Third row for toddlers only. No 330-Watt Premium Audio System with 9 Speakers option. No hybrid option yet. Does not have a free 5-year service plan.

Rating: 9.5/10

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The Drives

MERCEDES-BENZ GLB 200 AMG LINE Breaking New Ground Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes

WITH THE DEPARTURE OF THE BMW 2-Series Gran Tourer (F46) model in our market, the much-awaited all-new Mercedes-Benz GLBClass (X247), courtesy of the AUTO NATION GROUP, the exclusive country distributor, is now the only premium compact luxury 7-seater crossover available. The GLB is positioned in between the 8-inch shorter GLA and just short of an inch longer GLC crossovers featuring 7-passenger capability for the first time for the 2nd generation MFA2 ((Modular Front Architecture) platform. It joins the larger GLE and GLS SUV models with the extra passenger capacity at a more attainable price.

The only other premium luxury vehicle that competes directly with the GLB is the slightly smaller Range Rover Discovery Sport with retail pricing beginning at P4,490,000.00.

Thus far, for our market, the solo variant offered is this fairly comprehensive GLB 200 AMG Line model. Our Digital White test unit may have very modest figures for dynamic measures; however, as the sum of the culmination of all the parts, the end result is surprisingly quite exemplary. The GLB is

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packaged with different engines and trims in other markets which include the variable torque all-wheel-drive 4MATIC system, turbodiesels, plug-in hybrid and a fully electric version, more potent 2.0-liter gasoline turbos, and the 8-speed DCT transmissions.

The GLB 200 uses a new and very compact all-aluminum 1.3-liter transverse inline-4 direct injection turbocharged engine that was co-developed with Renault which also has the cylinder shutoff system for more efficient operation in the partial-load range (between 1250 rpm and 3800 rpm, the intake and exhaust valves of the second and third cylinder are closed by valve clearance adjustment)

to help reduce emissions and extend range.

Interestingly, aside from the engine, the Alliance Group of Renault-Nissan applies the MFA2 platform to the Infiniti QX50 and QX55 albeit in a shorter wheelbase compared to the Mercedes-Benz GLB. The other wellknown co-development was with the Nissan Navara-based X-class pickup truck which has been discontinued. The engine powers only the front wheels and is mated to a 7-speed DCT automatic transmission so despite its appearance and unique packaging, the GLB 200 is defined as a luxury multi-passenger crossover and not a full-fledged SUV with off-road ability. What is more important for

The Drives our market though is ground clearance and the GLB has a healthy 8.4 inches (213 mm) of it which consequently allows it to have a wading depth of a foot (300 mm) of water.

Compared to the less powerful and slower BMW 218i Gran Tourer, the more spacious Mercedes-Benz GLB 200 has a 49 mm longer wheelbase, 78 mm longer body, is 34 mm wider, and 17 mm taller. Despite having a longer wheelbase than a fully-fledged ladderchassis SUV like the Toyota Prado Turbodiesel or even the Toyota Fortuner, the MercedesBenz is still smaller but its optimized dimensions allow considerable latitude and versatility with seating configurations which makes the cabin feel almost as spacious but with a sublime ride consistent with the brand’s characteristics. The third-row seating is still best offered to small children for long distance trips but if the second row is set forward to its maximum rail position, adults can fit in the back for short urban jaunts while they keep their smartphones charging on their own dedicated rear USB-C port. With the thirdrow folded, trunk capacity is 623 liters but with both rear rows folded flat that number swells to 1,756 liters.

I wouldn’t describe the GLB as stunning but it is attractive in its own unique way. The AMG Line packaging significantly helps with the exterior aesthetics and interior creature comforts. The Carbon-structure trim combined with the aluminum-look tubular elements on the dashboard and center console are very tasteful. The ARTICO /DINAMICA synthetic seats are very comfortable for the front and second rows. The most obvious interior feature aside from the very cool climate control vents are the 7.0-inch digital instrument cluster and 7.0-inch infotainment screen run with the MBUX system (higher variants get the full 10.25-inch monitors). MBUX uses the intelligent ‘Hey Mercedes’ voice activation system similar to ‘Siri’ and ‘Alexa’ to operate desired car functions. For the asking price, I wish the standard audio system was the optional Burmester® Surround Sound system.

As a tall wagon, the .32 cd drag coefficient is commendable. The low interior cabin noise when travelling is excellent thanks to that, the build quality, and the generous high-quality materials used. The ride and handling on distinctive 19-inch AMG® alloys

featuring a twin 5-spoke design with recessed Titanium Grey ribs wrapped with Pirelli P Zero 235/50R19 99W tires are remarkable.

There is no spare so Mercedes-Benz provides a TIREFIT kit with tire inflator. The GLB uses McPherson front struts, while the rear use acoustically and vibrationally decoupled multi-link axles with compression springs.

The chrome diamond-block grille, the unique full-LED lighting, authentic dual rear exhausts, and the very stylish interior all help to make the newest Mercedes-Benz in our market very compelling. The brakes are very strong, 13.0-in vented and cross-drilled discs up front with

12.6-in vented discs at the rear which proves how much faster the more powerful variants are but don’t be discouraged because that also means you can sustain more controlled pace when you are on the move, making up for the modest power. The success of the all-new Mercedes-Benz GLB 200 AMG Line is really only held back by its retail pricing. The expert synergy and real world results of the modest drivetrain more than makes up for the size of the engine. It is actually the sweetest, most practical and most compelling model in the entire domestic roster of Mercedes-Benz Philippines today.

SPECIFICATIONS — 2021 Mercedes-Benz GLB 200 AMG Line Engine: Inline-4, 1332 cc, dohc 16V, Direct Injection Intercooled Turbo, 7-Speed DCT | Max Power: 161 bhp @ 5500 rpm | Max Torque: 184 lb-ft @ 1620-4000 rpm 0-100 km/h (0-62mph): 9 sec. | Top Speed: 210 km/h (130 mph) Governed | Fuel Mileage: 6.1 L/100 km Overall | Price as Tested: PhP 3,890,000.00 | Plus: The lone wolf in the genre, excellent build-quality, nice ride and handling, very smooth and efficient, well-appointed. | Minus: Price. Does not have the 64-color ambient lighting with illuminated dash vents. The GLB 250 4MATIC variant is the sweetspot in the range. Front-wheel drive only. |

Rating: 9.5/10

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The Drives

HONDA CITY RS The New Micro Road Warrior Standard

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes I EXPECTED THE ALL-NEW 7th generation Honda City to be a mild improvement from its predecessor, which was an understandably very popular subcompact in our market.

But I have to say that after over a week of comprehensive testing, I am glad that I underestimated it which made me appreciate the myriad of new nuances so much more. The final results from the testing were profound.

The 2021 Honda City RS has emerged as the new standard in its class, wholly championing over the current segment C! award-winner, the Mazda 2, in every facet and every field. In all the years of testing that I’ve done, this is the first situation ever that the class-leader in the segment, which was already the clear best-inclass product against its direct competition, not just lost its position; it lost across the entire scale of testing by huge margins. This final result not only lifts the Honda City RS as the new benchmark of the segment of entrylevel mini-compacts but it has also raised the standard by several rungs. What this means for the competition, which includes the Mazda 2, is that mere pricing and packaging readjustments will not be realistically enough. All the competitive players in this segment now have to accelerate their research and development

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programs to produce an all-new model.

When the Mazda 2 won the C! Award in 2020 for best-in-class, the competition was nipping at its heels, and that included the old 6th-generation Honda City. The Mazda 2’s exceptional build quality, refinement, nicely updated alloys combined with its dynamic handling, G-Vectoring Control Plus, and its driver-centric connection were the elements that ultimately secured its victory.

Honda unfortunately does not have Mazda’s outstanding industry pioneering 5-year free service plan too which I hope will be addressed soon.

Honda HQ was certainly very focused and determined to produce a genuine winner for our market, and they have succeeded.

The all-new Honda City RS addressed all its past weaknesses and concentrated on the opportunity to engineer them to become new strengths while still improving on its assets.

For P63,000.00 more than the Mazda 2 Elite sedan without choosing the special colors that cost an additional P22,400.00 for the Soul Red Crystal or P16,800.00 for the Machine Gray which narrows the difference even further, you will be rewarded with these starting elements on the Honda City RS: 30 mm longer wheelbase, 213 mm longer body (sedan), slightly larger front disc brakes, 53 mm wider, a 18 mm lower roofline, 151 liters more trunk capacity, 14 bhp and 4 lb-ft more torque, 4 more airbags, it is quicker and faster, and has half an inch wider alloys with better model Dunlop tires. On the negative side short list, the City RS is 52 kilos heavier than the

The Drives

Mazda 2 Elite sedan, it carries 4 liters less fuel, it uses rear drum brakes, it uses a pedestrian Continuously Variable Transmission (CVT) with virtual gears instead of a 6-speed automatic, and the drag coefficient is less slippery by .02 cd.

Past the mechanicals we look further at what the Mazda 2 Elite does not have: no front fog lamps, no cruise control, no multi-speaker Bose® audio like its more expensive siblings (thankfully the standard 6-speaker Mazda Connect system does still sound good), no leather for the seats, no rear a/c vents, and no i-STOP / i-ELOOP either. The Honda City RS has full LED lighting (Mazda uses autoleveling LED for the main headlight and DRL only) from the rear signature assemblies to the front fog lamps, front and mirror signal lights, DRL, and headlights.

The tangibly more spacious new Honda City RS cabin has a tasteful and comfortable combination of red-stitched leather and suede seats, 6 airbags, sport pedals, cruise control, rear climate control vents with additional power outlets, an inch larger 8-inch infotainment system with Android Auto and Apple Carplay connectivity, and multiview rear camera backed up with a fabulous segment-first 8-speaker system. The all-new Honda City model range earned a 5-Star Top Safety rating by the ASEAN NCAP. Our test unit came in Ignite Red. Of the four available exterior colors, I prefer the Platinum White Pearl which subtly accentuates all the neat design details like the carbon fiberesque trim on the front and rear diffusers, honeycombed dual segment front grilles, shark fin antenna, and the rear deck spoiler.

As an additional bonus, the white color would also help repel heat from the sun. The new black ceiling and pillars in the City RS cabin are excellent. The angular climate vents are elegant and tasteful. The generous red stitching on the steering wheel, center armrest console, front and rear seats, gearshift boot, and door panels are all also well executed.

Even the start/stop ignition button has a nice piano black finish that contrasts nicely with the red backlight! The instrumentation is also well done with crisp details with the additional Eco-Coaching ambient meter feature. The steering wheel remote buttons are very good.

The paddleshifts work well when engaged though I think they help most with aesthetics rather than functionality.

I am very pleased that Honda installed the better dohc version of the 1.5-liter engine on the new City. Better late than never. The North American market used the same L15B1 engine for 8 years before Honda removed the Fit (Jazz) from the model lineup beginning in 2021. The North American market never had the City model. However, their engine tuning was rated at 130 bhp and 114 lb-ft so their hatchbacks always felt livelier than our market’s Jazz. The performance gains on paper may look very inconsequential but at this level of weight and size, the results are real and immediately rewarding. For perspective, the older sohc 1.5-liter L15Z1 (118 bhp @ 6600 rpm / 107 lb-ft @ 4600 rpm) engine is still used in the multi-passenger Honda Mobilio and BR-V and they weigh as much as 130 kg more (286 pounds) than the new City RS. So, to have that extra overachieving horse and peak torque arriving earlier by 300 rpm, the City RS feels sprightlier with a new level of maturity and refinement that is only assisted further with the more useful power arriving sooner.

Despite some compromises, yes, I would have wanted rear disc brakes, an independent multi-link rear suspension, a smartphone charge pad, a bit more power or better, and the alternative power using the Honda factory available Sport Hybrid i-MMD system. But as it stands now, the all-new Honda City RS is a great small car that is fairly priced, built exceptionally well, and a solid representative of the Honda brand. Oh yes, and it is now the new standard in its class by a huge margin.

SPECIFICATIONS — 2021 Honda City RS Engine: Inline-4, 1498 cc, dohc 16V, Direct Injection, i-VTEC, CVT | Max Power: 120 bhp @ 6600 rpm | Max Torque: 107 lb-ft @ 4300 rpm | 0-100 km/h (0-62mph): 9.4 sec.

Top Speed: 198 km/h (124 mph) | Fuel Mileage: 15.2 km/L overall | Price as Tested: PhP 1,058,000.00 | Plus: The very best in its class, attractive, very full-featured, best NVH in its class, thoughtful packaging. | Minus: Rear Drum Brakes, I wish it had more power combined with the Sport Hybrid “i-MMD” or at least the US-spec tuning (130 bhp /114 lb-ft).

Does not have Mazda’s brilliant free 5-year service plan. |

Rating: 10/10

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All-New 2021 Honda City Hatchback RS

MORE THAN A MAKE-OVER With barely half a year after the release of the all-new Honda City RS, I am a little bit surprised that Honda Cars Philippines Inc. decided to bring in the City Hatchback RS, which I initially thought might end up being their own competition. It would be easy to say that the City Hatchback is just a different styling over the sedan version just like the many other cars out there that have both a sedan and a hatchback variant. But really, that would be sorely inaccurate for this car.

WORDS & PHOTOS: NICOLAS A. CALANOC

COVER STORY 2021 Honda City Hatchback RS

Before we start diving into the differences between the City sedan and City we do have to address Hatchback, the elephant in the room: Honda Cars Philippines Inc. is discontinuing the Honda Jazz. This little car that could do so much was Honda’s tour de force when it came to cargo space. In 2001, the first-generation Honda Jazz showed everyday car owners the value of the one-box monovolume design, where majority of the car’s interior space is maximized by minimizing the length of everything before the A-pillar to dedicate most of the cars total length to said interior space. On paper, it sounds like a terrible design choice to have a one-box or egg-shaped car. Somehow Honda was able to turn that into a lovable car. This design allowed the Honda Jazz to have class-leading cargo space.

When you add that factor with the ULTR seats, it is easy to see why the Honda Jazz was well loved for its practicality, shape, and status as an enthusiast car.

With the back-to-back announcements of the discontinuation of the Honda Jazz and the arrival

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of the Honda City Hatchback, it’s easy to see why car buyers and enthusiasts will ask: is the City Hatchback the replacement of the Jazz? As much as I love the Honda Jazz, I have to say that even if the City Hatchback doesn’t have the same one-box monovolume design that the Jazz distinctly has, it is clearly the replacement of the car we are bidding farewell to. Dare I say the better replacement, which I will get to later. The reason why the City Hatchback is a replacement of the Jazz is conveniently the same reason why it is more than a styling difference compared to the City sedan: the ULTR seats.

The ULTR seats is the seating configuration of the Honda Jazz that the Honda City Hatchback uses versus its sedan twin utilizing the conventional seats. ULTR is an abbreviation of Utility, Long, Tall, Refresh. “Utility” is basically the flatbed configuration that allows you to take advantage of the City Hatchback’s station wagon form, a 2-seater with a whole lot of cargo space. The “Long”

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˝The reason why the City Hatchback is a replacement of the Jazz is conveniently the same reason why it is more than a styling difference compared to the City sedan: the ULTR seats.˝

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NEW ON THE OUTSIDE, SIMILAR ON THE INSIDE

COVER STORY

When compared to the Honda City Sedan, the interior is almost identical with a few design cue differences. The big distinction between the two is the ULTR seats of the City Hatchback.

2021 Honda City Hatchback RS

configuration allows you to place long objects inside the City Hatchback, with the most popular example being a surfboard. “Tall” mode allows you to put tall objects like plants in the upright position. Lastly is the “Refresh” mode, which cleverly makes the driver and front passenger seat line up flat with the rear passenger seats to form something resembling a bed, which I got to test. And I have to say, it feels good especially in the back if you lie down flat facing up.

Just like the City sedan, the City Hatchback carries the same well designed, implemented, and equipped interior with only a few minor tweaks to the aesthetics like changing the chrome linings to piano black. Other than that, you get the identical convenience of the infotainment system with Android Auto and Apple Carplay. They also drive the same in terms of handling, power delivery, and comfort. Sure, the City sedan is longer by 200mm (8 inches) making you think that the City Hatchback is more maneuverable, but their identical wheelbase gives them closer identical handling. And since the total length is a reduction of the rear, entering a tight corner with both cars feels the same.

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˝...the City Hatchback makes a great replacement for the Honda Jazz, because shared parts mean a higher chance that the parts are there ready and waiting. So as much as we bid farewell to the iconic and well-loved Honda Jazz, we are left with a worthy and more practical successor without losing its greatness.˝ 2021 HONDA CITY HATCHBACK RS Engine: Inline-4 Location: Front, Transverse Displacement: 1498 cc Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, i-VTEC. Fuel Injection: Direct Programmed Fuel Injection Max power: 120 bhp @ 6600 rpm Max torque: 107 lb-ft @ 4300 rpm Transmission: CVT, Front-Wheel-Drive Drag Coefficient: .30 cd Front suspension: Independent MacPherson Struts Rear suspension: Torsion-beam with Dampers & Coil Springs Fuel Capacity: 40 liters (10.6 gallons) Trunk Volume: 289 liters with rear seat up & 841 liters with rear seat folded L x W x H: 4349 mm x 1748 mm x 1488 mm Wheelbase: 2600 mm Ground Clearance: 135 mm Brakes: Front 10.3-inch (262 mm) ventilated discs with 1-piston calipers / Rear 9-inch (229 mm) drums, ABS, VSA (with Agile Handling Assist), HSA, EBD, and ESS Wheels: 16” x 6J Multi-spoke Two-Tone RS-Spec Aluminum Alloys Tires: P185/55R16 87H Dunlop Enasave EC330 Weight (kerb): 1141 kg. (2515 lbs.)

0-100 km/h (0-62mph): 9.5 seconds Top Speed: 196 km/h (123 mph) Fuel Mileage: 31 mpg City / 36 mpg Highway (15.2 km/L Overall) Price as tested: PhP 1,115,000.00

HIDDEN AGENDAS As much as the Honda City Hatchback is praised for its practical form and features, there is joy to be made when driving it thanks to its smooth operation.

COVER STORY 2021 Honda City Hatchback RS

The City Hatchback comes with the same 1.5L gasoline engine and CVT. Of course, some would argue that Honda should have or could have used the turbocharged 1.0L as a way to test the market, but I think that it was smart to stick with the proven and trusted engine because it makes ownership more practical. Since parts are shared, it is safe to say that all dealerships will be equipped to maintain and repair the City Hatchback just as much as they are ready for the City sedan. With that said, that is also why the City Hatchback makes a great replacement for the Honda Jazz, because shared parts mean a higher chance that the parts are there ready and waiting. So as much as we bid farewell to the iconic and well-loved Honda Jazz, we are left with a worthy and more practical successor without losing its greatness.

So, this begs the question: where does the line get drawn between the City Hatchback and sedan? With the City sedan being longer at the rear, it also means that when it comes to trunk space, it simply has more. And other people like the fact that the trunk is separate from the passenger interior space, meaning that when it is locked and closed, there is less worry on what is inside compared to a hatchback where the items inside may be seen. The City sedan looks classier too, in my opinion. The City Hatchback may have a smaller trunk, but it is when you factor in its wagon shape plus the ULTR seats where you see that its strength lies in its versatile cargo space, making it such an appealing choice for those who have either a more active lifestyle or the need to handle the unpredictable storage needs.

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COVER STORY 2021 Honda City Hatchback RS

˝The City Hatchback on the other hand offers the flavor of flexibility, pretty much like vanilla. It is for those who want that versatility of mixing and matching seamlessly with whatever you combine it in.˝ If there is one thing I learned from being an owner of a Honda Jazz, it is that it isn't the amount of space given to you that counts, but how much of the given space you can use. That was the charm that is retained with the Honda City Hatchback. With a little Tetris creativity, you can do so much with the Honda City Hatchback that isn’t possible with other cars in its class or even with the Honda City sedan.

It simply makes sure that there is no space wasted.

And when you don’t need that versatility, it’s such a well-equipped and smooth driving car just like the City sedan.

In this hatchback versus sedan scenario, it would be a cliché to say that “you can’t go wrong with either car”. And to most cars, that would be the case. But not for the City. One will not outshine the other not because one is inherently better than the other, but because they are two flavors of the same ice cream, meaning that the better one will depend

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on what you’re looking for. You have the City sedan that offers a flavor of specificity, like chocolate. It is perfect for those who know that there should be a line between the 4 passengers and trunk. It, in turn, rewards you with a huge amount of trunk space. The City Hatchback, on the other hand, offers the flavor of flexibility, pretty much like vanilla. It is for those who want that versatility of mixing and matching seamlessly with whatever you combine it with. That being said, it will boil down to which flavor you are looking for.

We did say that the Honda City RS sedan was clearly one of the best cars in its segment. And it still is. But for those, like me, who found the cargo versatility too restrictive and desired something with a lot more cargo possibilities just like the Honda Jazz but having the fantastic drivability and equipment of the Honda City sedan, we now have the subcompact car that does just that with the all-new Honda City Hatchback.

C! RATING 10 ⁄ 10 PLUS

ULTR seats, standard equipment and drive just like the Honda City sedan, cargo possibilities

MINUS

Its arrival means farewell to the Honda Jazz, could use an entry-level model

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C! PICKS

BEST CAMPING CARS The pandemic may have scrambled summer plans again this year, but we are not letting recent events stop us from daydreaming about the outdoors and the cars we would love to take with us. In this issue, the C! Team talks about their selections for the Best Camping Cars. Now, overlanding and 4x4 weekends have come a long way as vehicle options nowadays have become more interesting and versatile. Aside from the ruggedness and utilitarianism required in 4x4s, the extra amenities, customization, and overall experience of a vehicle have also come into play.

FORD F-150 SUPERCREW 4X4 PLATINUM Price: PhP 2,998,000.00

CAMPING TO ME IS the kind of activity that entails a lot of unknowns and moving variables. What if the

Chris Van Hoven Managing Editor

weather turns sour? Where will we set up camp? When is lunch? Which bush do we do our business? With all these unknowns to consider, I’d bring the one truck I know would get me through any situation — the Ford F-150 SuperCrew 4x4 Platinum. With almost 380 horses on tap with 470 lb-ft of torque from the 3.5-liter EcoBoost engine, The F-150 4x4 Platinum not only has the grunt to get through unpredictable terrain and weather conditions, but it also has one of the biggest beds in the pick-up segment. So, while everyone roughs it out in the mud, I’ll be propping my tent up there where the ground critters can’t get to me.

TOYOTA HILUX CONQUEST 2.8L 4X4 Price: PhP 1,850,000.00 as tested

WITH THE CRAZE OF off-road vehicles, it’s easy to just select the best 4x4 vehicle out there and call it a day on what the best camping car is. There is truth to be said when someone says, “it’s not the Nicolas A. Calanoc destination, but the journey.” In Executive Editor our case, people forget that before reaching the camp site, there are roads to be traveled, so having a good balance between on-road and off-road driving is a must to reach the destination without being exhausted.

With all that put into consideration plus my off-road driving experience, I’ll be more than happy with the 2021 Toyota Hilux Conquest 2.8L 4x4. Sure, it may not be the most comfortable on-road drive in the competition, but definitely a huge improvement versus the previous faces of the Hilux. What I like this time around is that it has all the features I am looking for like Android Auto + Apple CarPlay. The most important part for me aside from the Toyota reliability is its off-road capability. On its own, its powerful engine and drivetrain makes a huge difference, but the fact it has a rear locking differential gives me the advantage of going where I want to camp with ease.

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C! PICKS

BEST CAMPING CARS

RANGE ROVER EVOQUE P300 R-DYNAMIC HSE MHEV Price: 5,888,888.00 as tested

THERE ARE NO QUESTIONS regarding the

Kevin C. Limjoco President / Founding Editor / Editorial Director

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desirability and beauty of the littlest Range Rover. Heck, who wouldn’t want to own a Range Rover in any model? We all expect the pricing to be challenging in every market but it is especially painful in ours. Thankfully, while supplies last, Land Rover Philippines is offering significant promotional discounted pricing similar to the scale applied to Jaguar models to help make their vehicles more attainable. This particular mild-hybrid Evoque P300 R-Dynamic model now sells for P301,112.00 less than listed. Keep in mind that the extra Safeguard Import Duties are not applied to current models in the showroom yet.

What you get is an intercooled and turbocharged direct injection 2.0-liter engine

with Atkinson-cycle, combined with a 48-Volt 15 hp (11.2 kW) / 103 lb-ft permanent-magnet synchronous AC motor (.2-kWh lithium-ion battery pack) producing 296 bhp @ 5500 rpm and 295 lb-ft @ 1500-4500 rpm of torque through a 9-speed automatic gearbox, it is livelier throughout the entire powerband, accelerates from 0-100 km/h in 6.5 seconds, has a 245 km/h top speed, has 23 mpg overall fuel efficiency, and a very long list of kit to enjoy throughout the journey to and from the campsite. The functional style of the 2nd generation Land Rover Range Rover Evoque (L551) does certainly seize your attention. It is primarily front-wheel driven until the active Terrain Response 2 system dictates otherwise through the intelligent AWD system. Naturally, the driver can override the system in variable

degrees. The handsome new Evoque is all grown-up and sorted. The Evoque is a very capable off-roader, a required requisite of being a Land Rover product. It can water wade to 600 mm, has 210 mm of ground clearance, with a 25-degree approach angle. The cabin is like a vault and contributes greatly to the overall sense of substance. But it is intimate, so for maximum passenger comfort, I would suggest having only three passengers plus their luggage.

The Range Rover Evoque shares a lot with its slightly larger sister the Jaguar E-Pace,

there is a lot of familiarity especially in the interior. The beautiful 20” x 8J alloy wheels are shod with meaty 235/50R20 XL 104W all-season Pirelli Scorpion Zero tires and the potent brakes are 13.7-inches up front and 12.8-inches at the rear. I particularly like the subtle burnished copper exterior design trim and the generous amounts of applied aluminum all throughout the Evoque. Other notable standard equipment includes an Interactive Driver Display (TFT Virtual Instrument Cluster), central 10-inch Touch Pro Duo (Dual Screen Infotainment)

system powered by an outstanding 380watt 10-speaker Meridian Sound System, Terrain Response 2, ambient interior lighting, Adaptive Cruise Control with Stop and Go, a 360-degree Surround Camera System with ClearSight Ground View, a ClearSight Interior Rear View Mirror (Smart Rear View Mirror), LED Headlights with Signature Daytime Running Lights, cool signature LED rear lights, retractable door handles, and generous amounts of soft-touch contrasting two-tone premium perforated Windsor leather.

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C! PICKS

BEST CAMPING CARS

JEEP WRANGLER RUBICON 2.0 4X4 Price: Php 4,090,000.00

SINCE THIS MONTH’S choice of vehicle revolves around camping, I’m making sure my vehicle of choice is

Francis G. Pallarco Tuner Editor

capable of reaching the destination. What this means is it doesn’t matter however far-flung or rough the terrain or weather may be. This is why I’m going with the Jeep Wrangler (JK), which is now available with a 2.0-Liter turbocharged engine making close to 300 horses and 295lb-ft of torque. Underneath, it still relies on those seemingly indestructible solid axles with low off-road gears and electronic front and rear locking differentials. Make no mistake, it’s a serious off-road warrior that will gladly accommodate five people while carrying all sorts of camping gear.

NISSAN TERRA VL 4X4 Price: PhP 2,176,000.00

WITH SUMMER ONCE again upon us, we find ourselves yearning to hit

Gerard Jude L. Castillo Associate Online Editor

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the great outdoors. For some of us, it might not necessarily mean going off the beaten path. Rather, it simply means finding a good camping site and roughing it up for a few days.

With a vehicle like the Nissan Terra VL 4x4, however, you’ve got a capable roadtrip companion that packs a 2.5-liter four-cylinder turbodiesel motor with 190bhp and 322lb-ft of torque mated to a 7-speed automatic. Plus, you get the security of on-demand four-wheel drive, a ground clearance of 225mm, and a water wading depth of 600mm, which means you can take this rig pretty much everwhere— including those off-road trails.

Of course, camping is about packing all our gear. Here the Terra won’t disappoint, thanks to its versatile seating configuration. Plus, you’ve got that cool Intelligent Rearview Mirror and Around View Monitor that lets you pack the cargo bay to the roof and still see out back with a clear view (not that we encourage this).

All told, the Nissan Terra VL 4x4 seems like the perfect mix of tech, capability, and ruggedness to help you rough it up this summer.

Feature

2021 Isuzu D-Max LS-E

ELEVATED RESILIENCE WORDS

KEVIN C. LIMJOCO PHOTOS

ANDRÉAS N. DELOS REYES & ARDIE O. LOPEZ

Feature

T

he very attractive 3rd generation flagship Isuzu D-Max LS-E mid-size pickup test unit you see here in its variant exclusive Valencia Orange exterior paint (other color options for the variant are Onyx Black, Mercury Silver, and Splash White) with tastefully contrasting grey cladding is genuinely the unexpected dark horse in the segment. The improvements throughout the new vehicle range are profound, Isuzu fans will be blown away and new customers will also rejoice. The last time I was this excited about a new Isuzu was with the unfortunately shortlived (from 1999 to 2001) and very under-rated compact SUV VehiCROSS (UGS250) which I wanted to buy in the US and import to the Philippines during its day. This time around, I can say whole-heartedly that the new D-Max is the finest and greatest consumer vehicle that Isuzu has ever built.

Isuzu Chief Designer Naoyuki Akashi and his team did a great job with the D-Max. I honestly think the D-Max LS-E looks even better than the all-new Mazda BT-50 built in the same factory in Thailand, which I reckon shares more than 90 % of the entire vehicle. The only feature that I wish the Isuzu had from the Mazda is the 5-year factory warranty backed up by a 5-year free maintenance program.

The only figure from the outgoing limited edition Boondock model that is more, but not better than the new LS-E, is the 7 mm more ground clearance. EVERYTHING else is all new or significantly improved. Isuzu’s very strong reputation in the Philippines for durability, dependability, and appeal to the working man is enviable. With the new model, that success will certainly grow much further without orphaning traditional fans of the brand.

The new more insulated D-Max LS-E uses a 30 mm longer wheelbase, on the new body-on frame Isuzu Dynamic Drive Platform which is supposed to be 23 % more rigid while reducing weight. The optimized crossmembers allowed suspension retuning (reduced the angle of the rear shock by 7 degrees which increased rear stroke travel by 30 mm on new 3-leaf springs instead of 4), better impact absorption and improved weight distribution. The stronger new 4JJ3-TCX 3.0-liter turbodiesel engine featuring Isuzu's "BluePower" system (which produces 13.4 bhp more and 52 lb-ft more torque than before with a Double scissors idler gear and it's mated to a recalibrated 6-speed

Feature automatic) has been moved slightly behind the front axle, resulting in a "semi-midship" layout for better handling and steering response. The more aggressive new body is 10 mm shorter, but 10 mm wider, and 25 mm taller than its predecessor is. The rear tub measures 1571 mm long, 1530 mm wide and 490 mm tall with 4 tiedown points, an excellent bed liner, lockable tailgate, and model-specific special trim. The roof rail can handle up to 100 kg of weight for additional load capacity. Braked towing capacity is 3,500 kg with a payload capability of up to 1,085 kg. Another outstanding feature that needs to be highlighted is the unique aluminum rear driveshaft which is lighter and stronger than the previous steel unit.

The handsome and unique 18-inch alloys are wrapped with 265/60R18 110H Dunlop Grandtrek AT25 tires which perform very well as long as you strictly follow the factory tire pressure guide. The side stepboards are straightforward and well executed. The Bi-LED headlights with signature DRL look great and cast an excellent field of illumination further supported with LED front fog lamps.

The rear light assembly has its own signature LED as well. The integrated rear two-step bumper one-piece design is practical and looks great. The brown leather seats are fabulous (the driver side has 8-way power adjustment), they look terrific, are properly supportive and comfortable. There is also durable matching contrasting synthetic brown trim on the dashboard and door panels that all look and feel great against the black cabin headliner.

Refreshingly, Isuzu Philippines also packaged the new D-Max LS-E with proper floor mats too, which is often a much-neglected standard equipment item.

The prominent central 10.1-inch touchscreen infotainment system has navigation, a clinometer, rear guided camera, intuitive smartphone connectivity with Android Auto™ and wireless Apple CarPlay™, all through a best-in-class 8-speaker surround sound system! The nicely designed dual-zone climate control has essential rear vents with an additional USB outlet. The rear seats are quite upright yet still comfortable with dual ISOFIX mounts. The nice analog instruments have a 4.2-inch color LCD Multi Information Display now. The fully adjustable steering wheel is appropriately weighted and communicative.

The recalibrated new 6-speed transmission is smoother and behaves better than some of the more complex systems in the segment.

The big new class-leading feature is the Smart 3D DUO Camera on the windshield that has the ability to detect obstacles intelligently

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Specification

2021 Isuzu D-Max LS-E 4x4 ENGINE: Inline-4 LOCATION: Front Semi-Midship, Longitudinal DISPLACEMENT: 2999 cc

to improve safety as well as convenience.

The Advanced Driver Assist System features adaptive cruise control with stop/go, pedestrian detection, autonomous emergency braking, lane departure warning, forward collision warning, lane-keeping assist, and traffic sign recognition. Other safety features like blind-spot monitoring and rear crosstraffic alert use the 4-eye sonar (front & rear).

Additional active, passive, and peripheral safety measures include standard 7 SRS airbags, high tensile steel reinforced passenger cell, automatic door locks, rain-sensing wipers with built-in washer nozzles, underbody protection via front skid plate, rear skid plate, transfer case, and transmission cover, auto-dimming mirror, turn assist and driver

attention monitoring. The new front and rear brakes are larger and more robust to manage the more potent powertrain as well. All of these efforts culminate to a verified 5-Star ASEAN NCAP rating for the new D-Max. The 2021 Isuzu D-Max LS-E is a truly desirable and wonderful pickup truck that will reward its owner and passengers with a lifetime of adventure, utility, and versatility. Philippine pickup truck buyers have never had it so good with so many great choices available in our market. We completely enjoyed and are very much enamored with the new D-Max, to the point that it could very well be my next primary vehicle thanks to its excellent design, balanced packaging, dynamic performance, utility, and confident heavy-duty dependability.

CYLINDER BLOCK: Cast Iron upper with inductionhardened cylinder bores, Cast aluminum lower CYLINDER HEAD: Isuzu-patent special Cast Aluminum, DOHC, 4 valves per cylinder, Variable Swirl System FUEL INJECTION: Direct Commonrail Fuel Injection, Intercooled Variable Geometry (VGS) Turbodiesel MAX POWER: 188 bhp @ 3600 rpm MAX TORQUE: 332 lb-ft @ 1600-2600 rpm TRANSMISSION: Aisin AWR6B45 II 6-speed with sequential shift and brake shift lock electronically controlled, tri-mode with fuel-saving lock-up torque converter on gears 3, 4, 5 and 6. Primarily rear-wheel driven.

4X4 SYSTEM: “Terrain Command” control with ‘shift on the fly’ 2-high↔4-high selection at up to 100 km/h & 4-low.

FRONT SUSPENSION: Independent double wishbone, high-ride, coil springs, gas shock absorbers, anti-roll bar.

REAR SUSPENSION: Heavy Duty Solid-axle alloy-steel over slung long-span semi-elliptic 3-leaf springs; gas shock absorbers.

FUEL CAPACITY: 76 liters (20 gallons) GROUND CLEARANCE: 240 mm WADING DEPTH: 800 mm APPROACH ANGLE: 30.5 degrees DEPARTURE ANGLE: 24.2 degrees RAMP-OVER ANGLE: 23.8 degrees L X W X H: 5277 mm x 1880 mm x 1810 mm WHEELBASE: 3125 mm BRAKES: Front 12.6-inch (320 mm) ventilated discs with 2-piston calipers / Rear 11.6-inch (295 mm) drums, ABS, TCS, EBD, ESC, EBA, AEB, HAS, HDC, Misacceleration Mitigation and Turn-Assist.

WHEELS: 18” x 7.5J Multi-spoke Matte Dark Grey Aluminum Alloys.

TIRES: P265/60R18 110H Dunlop Grandtrek AT25 WEIGHT: (kerb) 2130 kg. (4686 lbs.)

0-100 KM/H (0-62 MPH): 9.6 seconds TOP SPEED (MPH): 192 km/h (120 mph) FUEL MILEAGE: 7.9L/100km Overall PRICE AS TESTED: PhP 1,825,000.00 PLUS: The very best consumer Isuzu vehicle ever produced. Excellent fit and finish. Heavily updated.

Very attractive, best cabin in its class, very fullfeatured, overachiever, unflappable reputation for dependability.

MINUS: Wallows a bit when unladen, no wireless phone charger, Rear Drum Brakes, E-lock differential for manual transmission LS model only. Does not have Mazda’s brilliant free 5-year service plan.

RATING:

10/10

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E X T R A T I M E There is more to life than just cars, so we got you covered on the other things that might interest you.

IN PARTNERSHIP WITH

Newport Chronograph

A

STAR IN THE NORTH

E X TR A TI M E

One unforgettable drive with the Nissan Navara WORDS AND PHOTOS

ARDIE O. LOPEZ

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It was a thrust against adversity- a journey to recover some of the normalcy we’ve lost in this very uncertain time. It was also a quest for freedom, no matter how brief and fleeting it ended up as.

And this was the vehicle that swiftly and safely brought us there and took us back home.

Recalling the significance of the occasion and the circumstances that surrounded it at the time compared to how it is now, stirred a bit of an emotional response. Driving all the way from Manila to Ilocos Norte in the middle of a pandemic in the new Nissan Navara was a lot more meaningful and symbolic than I had originally thought.

REWIND. In November last year, Nissan Philippines partnered up with the Department of Tourism for a Safe Trips Campaign, a well thought out and noble effort to encourage safe and responsible land travel to give local tourism a much-needed shot in the arm.

In a study conducted by the DOT, it was determined that domestic leisure travel would be the key driver in putting the local tourism industry on the road to recovery.

The campaign of course included a thorough educational push via extensive content on social media and other platforms, about the safety protocols to follow to make it possible.

A drive to Baguio with the media kicked off the campaign soon after, but what Nissan had been planning all along was a grand 500Km convoy from Manila to Ilocos, with the much-awaited new Nissan Navara right after its official Philippine launch.

That took over three months to happen, and within that time, the pandemic situation in the National Capital Region had turned for the worse. But Nissan had the resolve to see the campaign through, despite the challenge. Expectedly, the safety protocols became more stringent as our massive media delegation and all the rest of the people

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E X TR A TI M E

involved in the event were required to take PCR diagnostic tests conducted by the Philippine Red Cross after filling up contact tracing and registration forms as well as the prerequisite permits to travel. We were then booked at the Okada Hotel, to attend one of the first large scale public events that was given clearance to commence- so despite the fact that all of the attendees had Negative results from the test, security staff were deployed to ensure social distancing was followed, masks and face shields were worn, and converging groups were politely dispersed inside the hotel ballroom where the short launch program was held. It was an impressive reveal, and the new Navara easily ignited excitement in the hall. Spirits were high, and the strong anticipation for the long drive was definitely palpable.

BIG STRIDE FOR THE RIDE Well before sunrise the next day, we boarded our Nissan Navaras, and Nissan Philippines’ President and Managing Director Atsushi Najima was there to personally flag-off each and every one as we rolled out. It was a loose convoy, so casually keeping with the speed limits on the highways was the only rule,

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E X TR A TI M E

and that gave us the opportunity to stretch the legs of the new Navara, so to speak, on select sections of the route. My main point of comparison to this latest iteration of the Navara was its predecessor, which I drove to Baler, Aurora Province for a cover story for C! several years back. I vividly recall that it was a revelation with regard to how a pick-up truck can be as comfortable as an SUV in terms of its ride quality, may it be on the smoothest of expressways, or on the moderate off-road trails we encountered en route. It was in my book, easily the most un-truck-like pickup in the market, and that it was its main selling point for me.

A single type of engine powers all six variants of the new Nissan Navara: a YD25 2.5L Inline 4-cylinder DOHC 16-valve Diesel engine with a Variable Turbocharger and Intercooler. It comes mated to a 7-speed A/T with Manual Mode or a 6-speed Manual Transmission, depending on the variant, and are made available in either a 4x4 or 4x2 configuration. The engine is rated at 190PS at 3600 RPM, with 450 Newton-meters of Torque at 2000 RPM. It’s a very ample powerplant, delivering smooth yet assertive acceleration on demand, with nary a hiccup from its slick-shifting auto-gearbox. It’s a combination that helps make long distance driving pleasurable especially during sweeping overtaking maneuvers, and even when leap-frogging in tight rural backroads.

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I suspected that the tires were overinflated with the slightly bouncy ride we had early on- but after a quick stop at a gas station to adjust the psi’s, it was back to the ride quality I remembered. Independent Double-Wishbones with Coil-Springs and Stabilizer Bar up front, and a 5-link setup with dual-rate Coil Springs and Stabilizer Bar at the rear combine to deliver that innate comfortable yet stable ride. From there, it was smooth sailing in the comfort of the leather-clad interior of the top-tier PRO-4X 4x4 variant. Features that quickly became essentials in the long drive were, of course, the generous leg and head room, the dual zone climate controls on the AC (which had rear vents), three 12V power sockets on top of 4 USB sockets, extensive connectivity via its entertainment system with an 8-inch touch interface replete with Apple CarPlay and Android Auto of course, and a well balanced 6-speaker audio setup. Yep, we were good for the long haul.

A GAUNTLET FOR THE DETERMINED TRAVELER We went through a total of six checkpoints where we presented the travel permits and Negative PCR test results we had with us on top of those meant to determine if you had definite destinations and places to stay at as well- and though it was admittedly inconvenient due to the long lines on some of them, we appreciated the serious enforcement of their measures to ensure safety.

In all honesty, I saw the viability of the Safe Trips program in action, and understood who it’d appeal to- travelers and local tourists who’d take the effort due to a pressing need to escape the community quarantines back home to safely “breathe” and move freely even for a while, but realistically, going through the whole process would probably be quite discouraging for a repeat visit.

THE NEXT DAY’S PAYOUT Our first night at Laoag, Ilocos Norte was spent just relaxing after a relatively relaxed 9-hour drive that took up most of the day.

Bright and early the next day though, our entire party made a beeline for the famous La Paz Sand Dunes. It’s an off-road playground that’s not meant for the meek in inadequately equipped rides. Kind of like the exact opposite of what the new Navara and its typical driver would be like.

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There is a myriad of active safety features that the Navara is equipped with, and more than half of them are best utilized in urban settings and situations. What we took full advantage of aside from its brute power and 4x4 capability (4x2 variants were benched at that point), were the Hill Start Assist and Hill Descent Control, as well as the 4WH, 4WL, and locking differential settings- to tackle the treacherous terrain and get out of it elated and unscathed. The Nissan Navara made easy work of the fine and loose desert sand that would easily bog down lesser rides. Blasting up the dunes was a cinch, and plowing down at ridiculously steep angles was made safe and utterly exhilarating.

Despite the adrenaline-laced fun factor that romping through the dunes provides, it’s a serious proving ground for an off-road ride’s mettle. The new Nissan Navara aced it, as it did about 6 years back with its previous iteration, and Najima-san could not be prouder pointing this out.

RELISHING THE RELATIVE FREEDOM We spent the next couple of days touring Ilocos Norte’s famous attractions, and it was a bittersweet experience. Through the face masks, we still felt the warm and welcoming hospitality of the locals, who were visibly relieved and hopeful of better days to come.

Small but touching gestures of kindness were prevalent, making our visit feel all the more valued.

RESPECT IN RETROSPECT As our struggle with the pandemic became more difficult and at times downright harrowing six weeks after that incredible Northern drive with the Navara, it goes without saying that the Safe Trips campaign had to be shelved temporarily, and understandably so. Looking back, it was a valuable experience; a glimpse of what it’d be like once we get out of having to take two steps back for every step forward in this very difficult fight. But we were there, and it was proven possible. Nissan bucked the “new” norm in more ways than one by launching an exceptional pick-up against the odds, and by mindfully braving the challenges that the pandemic put in the way. As many of us are hunkering down at home to stay safe from and for others, I have that amazing trip with the Navara to hold on to, as something that could one day navigate us out of these dark days- just like a Northern star.

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TUNER LO U D ER, BA D D ER, FAS TER!

M AY 2 0 21 / IS S U E 231

BOOSTED!

Francis G. Pallarco T U N E R E D I TO R

Better Than Original In defense of Resto-Mods

ur automotive hobby is so diverse that we all have different interests and opinions as to how a project car should be built. But among them, the decision whether to restore or resto-mod a classic car continues to be the most difficult, and really strikes a chord among enthusiasts.

Here’s the thing though, even if they plan on doing a complete nut and bolt restoration effort or get their creative juices flowing with a resto-mod project, it is nobody’s business.

Having said that, I’m not here to judge which one is better, but rather to impart a bit of insight for those who are confused and undecided as to whether to restore or restomod their classic project car.

Simply put, restoration is all about preserving history. This means doing everything to bring it back to its original

O

factory state and specifications using only original or aftermarket reproduction parts. Depending on the state and rarity, a preservation job could also be possible for those “survivor” type of cars where the main goal is to simply preserve the car in its “as-is” condition. After all, it is original only once.

On the other hand, resto-modding maintains the car’s period exterior aesthetics while infusing a host of modern components which normally entails the powerplant, driveline, and suspension or even more. Why would anyone choose to go this route? Actually, it makes sense if you think about it, because why would anyone want to build/own a classic car if it can’t be driven regularly and safely?

Another aspect that requires a lot of pondering pertains to just what kind of car are we talking about and the condition its currently in. Is it an ultra-rare car that’s in near-perfect condition with just a bit of

“Let’s face it, some people prefer having a classic car as it lets them reminisce and look back to a bygone era. Yet there are other people who look at a classic car and immediately think what can be done to make it run or perform better and more reliably. Now, which one are you?”

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mechanical and minor bodywork needed?

Based on that assessment alone, I think a sound decision can be easily made. But if it’s in dire need of repair and a lot of parts seem to be missing, then better do your research first as to the availability and sourcing for parts.

Chances are, it sounds like a good candidate for a resto-mod.

Now comes the most crucial step as this will determine the fate of any classic car project.

If the main goal is to achieve a pristine, museum-like example of that particular car model, then a period-correct restoration is the logical path. If the main goal is to create something that was meant to be driven, then a resto-mod is in order. This means that retro-fitting modern components shouldn’t be an issue, knowing fully well that it would greatly affect the car’s originality. It can be as simple as installing an electric power steering mechanism or going all-out with a modern engine/driveline swap.

Here's the bottom line though, just go with whatever you like and think will look good in your eyes and ultimately inside your garage even years from now. I mean, if you can’t stand looking at it, this only means there’s something wrong with it. Let’s face it, some people prefer having a classic car as it lets them reminisce and look back to a bygone era. Yet there are other people who look at a classic car and immediately think what can be done to make it run or perform better and more reliably. Now, which one are you?

Stay Safe and Say No to Stock!

Tuner

Event

TRACK ATTACK! The SmartFuels2Race/Grupo Toyota Track Day Words by Jill Elicano Tan Photos by Mickie Carbonell

T

he SmartFuels2Race Track Day for Grupo Toyota and The Donut Shop was recently held at the Clark International Speedway last February.

It was a blisteringly hot day that saw 67 drivers from Grupo Toyota and The Donut Shop take on the challenging turns of Clark International Speedway.

SmartFuels2Race is a subsidiary of an Australian firm with a range “of

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household to commercial chemicals products.” Smartfuel2race’s most popular product is its 104-octane race fuel. In addition, they also carry performance diesel and ethanol. The company also recently launched Hublink Garage, which is an automotive center that offers storage for both cars and bikes and also offers a maintenance program or even a prep program for race cars.

SmartFuels2Race is headed by its Principal, Tony Martin, President, Raul

Putong, Hublink COO, Boodie Dabasol, and Director of Marketing, Robert Tan. Grupo Toyota was represented by GT Motorsport, the racing division of the Club. Grupo Toyota is an online community of Toyota owners where members share tips, tricks, and pretty much anything under the sun. The club has been in existence for 18 years, you can find them at www.facebook.com/ GTgrupotoyota. The Donut Shop is a specialty shop for GT86s/BRZs and is owned and operated by Christopher Co.

You can visit the Donut Shop at www. tinyurl.com/rbcwnkjm.

The day started off with a quick sign up, since all drivers had preregistered online to minimize personal contact, after which they had their cars scrutinized to make sure the vehicles met safety requirements to run the track. After a short safety briefing by Stefan Ramirez of the famed Ramirez Racing Clan, professional racecar driver, now owner and instructor at Scuderia Ramirez de Arellano (https:// tinyurl.com/4scwyt6w), drivers took the track 20 at a time over twelve, 30-minute sessions throughout the day.

Though attendance was limited due to strict adherence to safety protocols administered by Clark International Speedway, everyone agreed that this was the best and safest way to proceed with the track day. The organizers were thankful for the care taken by the track, in particular Ms. Judith Lozano with regard to the safety and social distancing that must be observed by all attendees.

The event was supported by Ortigas Land, PartsPro, M2G Autoparts, ATMT Auto Detail, CarPro, AR Garage, James Car Car, Primea by Silvershield, Fabrix Eco Filter, Runstop PH, Garage One, Nissan Clark, Remus, Pegasus Autolamp, KW, ST Suspensions, The Discount Yard, Autoperformance Ph, and Walter Lights & Sounds.

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Tuner

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CLASSICALLY MODERN Here’s a resto-modded Ford Escort that seamlessly merged restoration and modernization

WORDS

FRANCIS G. PALLARCO PHOTOS

ANDY RODRIGUEZ FOR BLACK BANTHA STUDIOS

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Tuner

J

ust by looking at it, this 1972 Ford Escort Mk1 looks every part like any classic rally-bred RS2000 and highly similar to the one used in a popular Hollywood movie franchise. But it’s far from what it really is, because the differences only become obvious upon close inspection.

For starters, popping the hood open will reveal a neatly mounted Mazda Miata engine that looks as if it originally came that way. Peering underneath, the front and rear suspensions are also completely made up of Miata components. Non-Ford components, which should already give you an idea as to what this Escort is all about. Simply put, what we have here is a “Resto-Mod” type of build that retains the period exterior style, while the engine, drivetrain and suspension are

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swapped for more modern components.

A common topic for debate between restorers and tuners, but what’s great about resto-modding or simply going about any project car is that there are no rules. Whether you’re for it or against, what only matters is that you’re enjoying the car no matter how you plan on doing it.

Something that Ronald Araga of Minifab Steelworks has a vast knowledge of, having done countless Hondapowered Minis, and Escorts with Miata engines including classic American vehicles with different underpinnings.

So, it came naturally that when a client asked him to turn his newly painted Escort bodyshell to become a reliable daily driver with modern comforts like power steering and aircon, he already knew what to do as he explains, “I call it car grafting where you use modern car underpinnings to a classic car using parts

PERIOD STYLING One of the key elements of this resto-mod build is the infusion of period correct details and accessories

that are readily available that also makes maintaining it easier.” In this case, he sourced a surplus, Mazda Miata MX-5 (NA) front cut and integrated its engine, electrical, driveline, and suspension components onto the Escort as Ronald quips, “The best part is having a “OneMake” car so you won’t have difficulty in sourcing parts from different cars and all specifications are standard.”

It might sound easy in print, but that’s far from what lay ahead as there’s nothing to reference where the components should be located and such as Ronald explains, “There’s a lot of measuring and Math involved as the Miata is wider but shorter than the Escort. We had to make custom relocated engine and transmission mounts including lengthening the floor panels by 6-inches.” As the 1.6-liter, engine sat squarely in the engine bay, they also corrected the shifter position

Tuner as Ronald quips, “We did this so the driving position of the Escort will not be compromised.”

Since the Miata is wider than the Escort, they went with the Escort Mk1 RS specific and period correct “Bubble flares” which neatly tucked into the classic 15-inch “banana-type” design wheels. Other notable Miata components that they also integrated include a 4-wheel disc brake system with a power brake booster, power assisted rack and pinion steering system, and a trunk-mounted Miata fuel tank. In order to achieve a proper lowered look and improve its handling, the Miata suspension was upgraded with Bilstein coil over dampers. Ensuring the engine temps remain cool, an adequately sized aluminum radiator was used with the help of electric cooling fans. These are all simple, yet modern-day driving

necessities that will surely make driving this Escort more comfortable given our harsh traffic and road conditions.

With the mechanical aspect taken care of, the build effort shifted towards infusing it with numerous details that count a lot when you view the Escort as a whole. Some of the notable details I like include the Miata MX-5 retrofitted analog gauges on the custom dash panel, closely simulating the RS “twoplus-four” layout. Then there’s the RS badging and emblems, the correct fog lamp bracket of those imposing four Cibie lights, the RS-specific striping, the canvass sunroof and the rear foglamp. The flush-mounted sport bike gas filler cap is a custom touch by Ronald, which he normally does on all his builds. Something that lends that ‘quick-fill’ gas cap look as reminiscent of old-schoo racecars of the era.

UPDATED CLASSIC It's hard to tell from the outside, but a lot of modern components have been infused into this resto-mod build

Great attention to detail, modern parts everywhere, and the unique look of a Ford Escort RS1600 sum up Ronald’s resto-mod build. But most importantly, this is just one of the many ways anyone can build a classic car.

It just so happens that in this case, it utilized modern parts and technology.

It might not be the popular course of action among purists, but this mix of old and new technology creates the best of both worlds. Classic styling with modern comfort, reliability and performance that allow enthusiasts to have their cake and eat it too. In every automotive sense of course.

Specifications

1971 Ford Escort Mk1 (Resto-Mod) — Lee Kierulf — ENGINE Mazda B6, 1.6-Liter, DOHC, 16-valve OTHER STUFF Aluminum radiator, Custom exhaust system, Power steering TRANSMISSION 5-Speed manual BRAKES 4-Wheel Disc brakes SUSPENSION Bilstein Coilover dampers INTERIOR Custom gauge cluster with Miata gauges, Momo Prototipo Steering wheel, Bride Japan Seats, Custom upholstery (Dashpad, door cards,rear seat, carpet), RS Horn Button, Custom aircon mounts and vents EXTERIOR Custom fibergleass “Bubble” flares, Sport bike gas filler cap, Ford Escort RS badging, Britax sunroof, Sparco hood pins & bonnet straps, Rear fog lamp, Cibie Oscar fog lamps, Cibie rear fog lamp, Custom RS livery WHEELS/TIRES Black Racing “Banana-Type” Wheels (15x7) Achilles 123S Tires (195/50R15)

Minifab Steelworks Inc.

It’s not entirely an auto shop by nature, but a fabrication shop that caters to architectural and industrial projects.

Gate automation and Stainless fabrication is our main form of service. But because of the “love of cars,” we can do better than what any other shop can do. We go by the details as they say, and there is a lot of engineering involved.

Our shop comes complete with machine shop equipment like tube/sheet benders, laser cutters, and most of all Tig welding. My venture into car modification goes way back 11 years ago as my first project was shoehorning a Honda engine to a classic Mini. Something I’ve been doing regularly includes Escorts (By Schedule) and also some wild conversions on American Cars using reliable Japanese Underpinnings.

For Inquiries: Ronald Araga - 8364 9303

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Tuner

Uncommon Coupe

Recreating a Saturday night Greenhills cruiser WORDS

PHOTOS

FRANCIS G. PALLARCO

JOEY YEPEZ

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I

t sure looks like a Corolla Liftback plucked straight from the eighties, but there’s something different about it.

To avoid further confusion and to set things straight, this Corolla is known as a “Coupe” in Japan and the “SR5 Sports Coupe” in the United States. The single feature that makes it different is its prominent B-pillar as opposed to the Liftback, which doesn’t have one.

Unfortunately, this fourth-generation Corolla body style wasn’t locally made available as we only got the 4-door sedan DX and the Liftback to choose from.

Just like most desirable Toyota models, the Japanese GT came with twin cam engines while the Stateside market SR5 had the 3T engine. But engines aside, what makes it appealing and sought after among enthusiasts can be attributed to its distinct body style. Even back then, there were only a handful of such Coupes in Manila. This literally made them head-turners once they roll in Greenhills for a Saturday night cruise. I still recall seeing a particular one having a “Sprinter” emblem at the rear, a Britax canvass sunroof and oh so low as it rolled on Enkei Apache wheels with Pirelli Cinturato P7F tires. In fact, I don’t know of any tire that looks as cool, angry, and purposeful all at the same time.

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With the continued surge of interest in old-school machinery and having personally owned a Corolla Liftback during his Greenhills days, avid car enthusiast Mike Ng wanted to recreate his former Saturday night Greenhills cruiser. During the course of his search, he stumbled upon this rare coupe several years back. Unlike most examples that are literally rust buckets, this one was in good shape with minimal rust and only needed minor mechanical

EIGHTIES VIBE This ride takes you back to an era when Weber carbs and Pirelli tires were the norm

repairs. Story has it that this used to be a car show winner which explains its decent condition and was originally brown in color. After getting hold of the car, Mike’s first order of business was addressing the body and paint.

Something which quickly snowballed into a full disassembly paint job and changing the color to orange. Believe it or not, it has already undergone three repaint jobs. That’s because of Mike’s endless pursuit for perfection and to

Tuner address minor paint flaws, even though it’s a total garage queen.

Aside from the more popular twin cam 2TG or 18RG’s, the Toyota “Hemi” head T-Series engines are also stout performers when modified properly.

This explains why Mike chose to modify it instead of swapping engines. The process towards making more power entailed using larger forged pistons, cylinder head work, fitting larger diameter valves with dual valve springs and upgrading to a more aggressive aftermarket camshaft loaded with lots of duration and lift. A pair of Weber 45 side draft carburetors completes the engine mods along with other bits including a custom stainless-steel header and exhaust. When it comes to engine tuning, here's what I remember most. After your favorite tuner fiddles the distributor while steadily aiming that timing light on the crank pulley, he then proceeds to tweak the individual air/fuel mixture screws on both Weber carbs with a screwdriver while revving the heck out of it until it nearly runs out of fuel. If you think about it now, these automotive rituals and methods now serve as a stark reminder of how simple things and life in general used to be.

Just like the exterior, the interior has also been redone with new door cards and floor carpets. Apart from the fully functional gauge cluster, the only period correct addition was the Recaro seats and the Nardi steering wheel. If I remember correctly, the only thing missing here would be a stack of Veglia gauges and a booming car audio system with two pairs of JBL 595 “6x9” speakers. But what really completes this coupe’s transformation towards achieving a Greenhills period-era look is the requisite lowered suspension coupled with 13-inch TOM’S Igeta wheels. Super rare and quite expensive, these lightweight, iconic wheels feature a three-piece construction with polished barrels. Getting hold of Pirelli P7F tires today is quite a challenge, so this one rolls on similar spec Yokohama tires. Overall, it’s a welcome treat to see and admire this properly built coupe as there are only a few of them still around, but what’s even greater is the memories of our youth that it brings back. Totally priceless, I’m sure you’d all agree.

Specifications

1980 Toyota Corolla Coupe (TE-72) — Michael Ng — ENGINE 3T-C, 1.8-Liter, Inline-4, OHV, 8-valve ENGINE MODS Ported and polished cylinder head with dual valve springs and retainers, TRD forged pistons, Iskenderian street/strip camshaft, TRD Intake manifold, Twin Weber 45 DCOE carburetors with velocity stacks, Custom “TOSCO” type stainless steel header and exhaust system, NGK Plug wires, Upgraded long-type radiator with electric cooling fans TRANSMISSION 5-Speed Manual with TRD Limited Slip rear differential BRAKES Stock front discs and rear drums SUSPENSION MODS KYB Kayaba Shock absorbers (Front & Rear) ROLLERS TOM’S Igeta (3-piece) Wheels (13x8), TOM’S Wheel center caps, Yokohama A-539 Tires (175/50R13) INTERIOR Recaro N-Joy Seats, Nardi Steering wheel, Custom reupholstered door cards and floor carpeting DETAILING LG2 Autostation of Larry Castillo

"After your tuner fiddles the distributor while steadily aiming that timing light on the crank pulley, he then proceeds to tweak the individual air/fuel mixture screws on both Weber carbs with a screwdriver while revving the heck out of it until it nearly runs out of fuel. If you think about it now, all these automotive rituals and methods now serve as a stark reminder of how simple things used to be back in the day."

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an ounce of prevention is better than a pound of repairs Every new car has a periodic maintenance schedule that lessens the need for repairs in the future.

So it pays to follow the schedule.

A SAFETY REMINDER FROM

WHEEL2WHEEL E V ERY THIN G A ND A N Y THIN G T WO WHEELS

M AY 2 0 21 / IS S U E 231

TWO WHEELS ONLY

Maynard M. Marcelo S E C T I O N E D I TO R

Life is Short, Buy a Motorcycle

little more than a year into this pandemic and it seems we have gotten nowhere. In fact, things are taking a turn for the worse despite the never ending lockdowns and community quarantines. The repercussions to our quality of life and economy brought about by this pandemic and our national government’s inability to find long term solutions will take several years, if not decades, to fix, if we’re lucky. We can only hope and pray that somehow the government will find a way to vaccinate the majority of the population to gain herd immunity, otherwise the covid surges will become a recurring nightmare and thousands more will unnecessarily perish.

If this sounds dire and outright depressing it’s because our situation is. Thank goodness for motorcycles; we can practice social distancing while riding to keep our sanity in check and somehow bring back some semblance of normalcy if only for a few hours

A

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on the saddle. You don’t need some fancy big bike to enjoy the thrills and freedom only riding a motorcycle can bring. It could be a scooter, an underbone, or even a dual sport motorcycle. The overall experience is the same, if not the speed. But if you can afford to buy a big displacement motorcycle and have the necessary riding skills under your belt, then by all means go for it. If there’s one thing this pandemic taught us, it’s that life is short so you might as well enjoy it while you can.

Despite the global pandemic, some motorcycle manufacturers were able to launch new models last year and even just recently. In fact, almost all the manufacturers from A to Z have a new model or two in their lineup. Starting with Aprilia with their RS 660 and Tuono 660 middleweights, and the 2021 RSV4 and Tuono V4 should follow in a few months, we were told. Next is BMW with the F900R and F900XR. Then Bristol with the Bobber 650. CFMoto with the 700CL-X. Ducati with the Multistrada V4 and Superleggera.

Harley-Davidson with their new Softail lineup. Indian also launched their new Chief lineup. Honda launched the new PCX160 and XRM 125. Husqvarna made their Philippine debut with the Vitpilen 401, Svartpilen 200 and 401. Kawasaki added the new Z650 and ZX10R to their roster. KTM launched the new 200 Duke and 390 Adventure. Kymco brought in three new maxiscooters, namely the XTown CT300i Noodoe, Xtown 300i and DownTown 350i TCS. Royal Enfield launched a trio of Meteor 350 models. Suzuki launched four new models, namely the Burgman Street, Skydrive Crossover, Gixxer 250, and Gixxer SF 250. Triumph brought in the Trident and Street Triple R. Voge Motorcycles made their Philippine debut with the 300R, 300RR, and 500R. Yamaha launched the new Tenere 700, Aerox 155 and Nmax with YConnect. I may have failed to mention a few new models here but rest assured that most of the new models, their specs, and prices are in this 2021 edition of our motorcycle buyers guide.

share the road check your mirrors for motorcyclists

a reminder from

ride safe.

stay alive.

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News

motorcycle through the Y-Connect application (available for Android and iOs). To get a better understanding of what Y-Connect is and what benefits it brings, we list down 7 of its top features below.

01 You can receive notifications for calls, texts, messages, and emails right on the dashboard of your motorcycle.

For anything urgent, you can stop on the side of the road and attend to it.

02 The Y-Connect App has the Rev Dashboard which displays all the data that’s not on the motorcycle panel such as degree of throttle opening, engine rpm, rate of acceleration and an ecofriendly riding indicator.

03 Track your fuel usage when you ride and plot refueling stops for your trips.

Previous logs can also be tracked for efficient planning of your next ride.

04 The Y-Connect app records your motorcycle’s last known paired location. This allows you to easily locate where you parked, which is useful especially in unfamiliar areas.

Y-CONNECT SIMPLIFIED

05 You can easily check your motorcycle’s oil and battery status, making it easy for you to schedule your next periodic maintenance.

For Yamaha Mio Aerox 155 and NMAX with Y-Connect Words and photos by Maynard M. Marcelo WE’RE QUITE SURE you already know about the new Yamaha Mio Aerox 155 and NMAX; two of Yamaha Motor Philippines’ best selling automatics for a number of years. Some of you probably own one by now. While many of their outstanding features are already familiar to most of us, like the Blucor motor and Variable Valve Actuation technologies, the newest Yamaha Motorcycle Connect,

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or Y-Connect feature is a little bit confusing especially to the less techie amongst us.

Simply put, Y-Connect is Yamaha’s latest innovation that allows you to digitally connect with your motorcycle using your smartphone. When paired via Bluetooth, owners of Y-Connect powered variants of the new Mio Aerox 155 and NMAX can get real-time information about the status of their

06 And if there are any electrical malfunction or issues, you will receive a notification and be advised to go to a shop near you. The diagnostic info for the issue will be sent to your email.

07 Aside from the app providing all these features, you are now also part of a bigger riding community. You can enjoy your ride and share your riding goals with others, show the number of kilometers you’ve ridden, and rank yourselves daily with each other.

News

Wheel2Wheel

THE ROYAL ENFIELD METEOR 350 LANDS IN THE PHILIPPINES Words by Maynard M. Marcelo

THE ALL-NEW Royal Enfield Meteor 350 lands in the Philippines. In an online launch event hosted by Royal Enfield Philippines last March 19, Mr. Jimmy Barinaga, the President and CEO of Hardcore Brothers Custom Motorcycles, Inc., the exclusive Philippine distributor of Royal Enfield motorcycles, introduced to the Philippine motorcycle media the newest addition to the Royal Enfield family: the Meteor 350.

The all-new Royal Enfield Meteor 350, dubbed the ‘Easy Cruiser’, adds another chapter to Royal Enfield’s legacy of producing cruisers loved by their riders. The Meteor 350 inherits its name from another iconic Royal Enfield motorcycle of the 1950’s. Launched at the end of 1952, the Meteor was a magnificent touring motorcycle with a reputation that has stood the test of time. The new Royal Enfield Meteor 350 easy-cruiser, carries Royal Enfield’s signature styling but with many firsts, and is set to be an equally outstanding machine for our times.

Powered by a newly developed 349cc air-oil cooled single-cylinder engine, the Meteor generates 20.2 bhp and 20 lb-ft of torque at 4000 rpm, resulting in an abundance of the low-down grunt that’s a fundamental characteristic of a cruiser. Designed with a balancer shaft, the new platform gives a smooth and well-mannered ride experience, while great care has been taken to retain that essential Royal Enfield ‘thump’.

The throttle response of the electronic fuel injection has been optimised for dependable starting and effortless, linear acceleration. For versatility, the new engine has a 5-speed gearbox, with

fifth gear being an overdrive for stress-free and economical highway cruising, and a 7-plate clutch for easy gear changes in built-up traffic.

The Meteor 350’s twin downtube frame has been designed to inspire confidence in the twisties, be rock-solid on the highway and easily maneuverable on busy city streets. Its low seat height and center of gravity in combination with its inherent strength and rigidity results in the optimal motorcycle for the urban rider who seeks adventure on long getaways. Sure-footed handling and luxurious comfort are aided by 41mm forks with 130mm of travel and twin tube emulsion shock absorbers with 6-step adjustable preload at the rear. For the bonafide cruiser experience, the footpegs are forward-mounted, with a heel and toe gear shift.

Making its debut on the Meteor 350 is the new TBT (Turn-By-Turn) navigation pod. Called the Royal Enfield Tripper, it’s a highly focused navigation display device for real time directions built with Google Maps Platform. The Tripper displays the best route to reach a destination using Google Maps’ two-wheeler navigation, a first for any Indian made motorcycle. Paired via the Royal Enfield App to the rider’s smartphone, the Tripper is simplicity itself, clearly and efficiently giving the required level of information whilst remaining discreet and unintrusive.

The Royal Enfield Meteor 350 will be available in 3 editions − the Fireball, the Stellar and the Supernova. The Meteor 350 Fireball, available in vibrant red or yellow single colour fuel tanks and

matching wheel rim lining, features blacked-out cycle parts and engine, which is finished with machined fins. The Stellar, with contemporary red, blue or matte black tanks and matching body components, comes with chrome handlebars and exhaust plus a comfy backrest for the pillion.

The top-of-the-line Supernova, finished in dualtone blue or brown with matching body parts, is detailed with machined wheels, a choice of premium seats and a windscreen.

All editions are fitted with alloy wheels and tubeless tires as standard, giving riders convenience and peace of mind, especially on long journeys.

For added comfort and an authentic cruiser appearance, a 100/90 – 19 tire is used on the front and a 140/70 – 17 at the rear. Braking is via 300mm front and 270mm rear discs and dual channel ABS. The Meteor 350 will be available at a starting price of PhP232,000 for the Fireball, PhP241,000 for the Stellar, and PhP252,000 for the Supernova.

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IN SEARCH OF THE X FACTOR

2020 SUZUKI V-STROM 1050XT

WORDS

PHOTOS

MAYNARD M. MARCELO

RANDY SILVA-NETTO

W

hen I first laid my eyes on the new V-Strom 1050XT at the 2019 EICMA motorcycle exhibition in Milan, Italy, I immediately knew Suzuki had a winner in their hands.

Not that the previous V-Strom 1000XT was a bad performer, far from it actually. It has a wonderful motor, it handles very well on the road, it’s very comfortable over long distances, and it has respectable, if quite limited, off-road capabilities. But it just doesn’t have that X factor that would ignite your adventurous spirit. It’s a great all-around motorcycle, if a bit on the bland side of the ADV spectrum.

Enter the 2020 V-Strom 1050XT. Now I must say that’s a proper looking adventure motorcycle. According to Suzuki, the V-Strom 1050XT's styling was inspired by the 1988 Suzuki DR750S, also called the “DR Big” in reference to its larger size relative to the smaller displacement DR enduro bikes available at the time. I must say their resemblance is unmistakable and bigtime kudos to Suzuki for nailing the styling of the V-Strom 1050XT. Drawing inspiration from an iconic motorcycle design is certainly a move in the right direction for Suzuki if you ask me.

Suzuki introduced the V-Strom 1050XT to the Philippine market early last year during the first COVID-19 lockdown and it wasn’t until December, courtesy of Wheeltek Suzuki Big Bikes Makati, that we were able to lay our hands on a test unit. And boy was it worth the long wait. We initially requested for the Champion Yellow variant because it closely resembles the color of the Suzuki DR enduro motorcycles but sadly there weren’t any available so we got the Glass Blaze Orange which also looks cool. The V-Strom 1050XT also comes in Glass Sparkle Black colorway if you’re not a big fan of bright colors.

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So what exactly is new to the V-Strom 1050XT? Surprisingly, there’s not a lot. Behind those handsome new plastic panels is the same V-Strom 1000 that was last updated in 2017, with a few noteworthy upgrades to its motor, suspension, and electronics, to keep up with the current trends in the ultra-competitive adventure bike segment and most importantly, to pass Euro 5 emissions standards. Let’s start with the motor. The characterful 90-degree V-twin motor can trace its roots to the Suzuki TL1000S sport naked and TL1000R superbike introduced in 1997 and originally displaced 996cc to compete in the WSBK, or World Superbike Championships. In 2002 the motor was bored out to 1037cc for use on the V-Strom and it remained almost the same ever since.

I mentioned “almost the same” because through the years Suzuki has been incrementally refining the V-twin to produce more power, improve fuel efficiency, and to pass stringent emission standards. For 2020 the V-twin was reconfigured to pass Euro 5 by getting new camshafts to reduce valve overlap, a set of new pistons, and 49mm throttle bodies controlled by a new ride-by-wire system for more accurate fuel metering, allowing Suzuki engineers to harness 6 more horses without changing the bore and stroke of 100.0 x 66.0mm.

Owners of previous V-Stroms need not feel left out because the character of the smooth 1037cc V-twin motor feels the same, with a wide spread of usable torque and a propensity for racing towards the redline revealing its superbike origins.

Power is transferred to the rear wheel via a slick 6-speed transmission and a slipper-assist clutch that not only prevents rear wheel lock up when engine braking but also gives a light clutch lever pull, making the V-Strom 1050XT traffic friendly.

The only thing missing on the V-Strom 1050XT to make it a complete package is a bi-directional quickshifter.

While the twin-spar aluminum frame, swingarm and steering geometry remained unchanged, Suzuki gave the

Wheel2Wheel

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Wheel2Wheel fully adjustable KYB suspension new internals that improved the overall ride quality. It feels taut, plushier, and more firmly planted when transitioning from one corner to another than I can remember on the 1000XT. Excessive brake dive is also minimized under hard braking. There’s also a remote adjuster for the rear shock absorber’s spring preload. We also like that the 1050XT comes standard with crash guards for protection. The V-Strom 1050XT rolls on a 19-inch front and 17-inch rear wire spoke rims shod with Bridgestone Battlax Adventure tubeless tires.

New to the V-Strom 1050XT is the Motion Track Brake System. The system gathers information from the 2-channel ABS and 6 position 3-axis IMU (Inertial Measurement Unit) on the bike’s position or lean angle with the front and rear wheel speeds then combines this for optimum braking performance. Like a linked brake system, the system automatically distributes braking forces to prevent rear wheel lift during panic braking situations or forcing the bike upright when applying brakes mid corner.

The ABS system offers two levels of intervention; intrusive and less intrusive, but it cannot be turned off.

Perhaps the biggest upgrade made to the 1050XT is the introduction of the new Suzuki Intelligent Ride System (SIRS) because this allowed Suzuki to incorporate a variety of modern electronic rider aids like the Motion Track Brake System, Hill Hold Control System, Slope Dependent Control System (a safety feature that prevents the rear wheel from lifting when braking on downward slopes), Load Dependent Control System (automatically adjusts brake pressure depending on rider, passenger, and luggage weight), Suzuki Drive Mode Selector (SDMS), Traction Control System, and Cruise Control System.

Like the aforementioned Motion Track Brake System, all these systems are dependent on the information provided by the ride-by-wire throttle and IMU sensor. They can work independently or collectively to provide convenience as well as to enhance performance and active safety. My favorite among these are the Hill Hold Control System that locks the brakes

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when stopped on inclines and the Cruise Control System.

Part of the comprehensive SIRS package is the SDMS, which is Suzuki’s version of ride modes. There are 3 settings to choose from; A, B, and C. Mode C offers the softest throttle response, ideal for wet riding conditions, and Mode A the most aggressive, best reserved for dry weather spirited riding. Mode B is the middle ground setting ideal for everyday riding and for touring. The traction control system has two levels of intervention, but unlike ABS, the traction control system can be turned off for off-road riding.

With quarantine restrictions eased during our testing, we were fortunate to bring the V-Strom 1050XT to Nasugbu,

The 2020 Suzuki V-Strom 1050XT is almost as good as its European counterparts, but at only half the price. The only things it's missing, we surmise, is a quick-shifter.

Batangas for a quick getaway and some photo opportunities. V-Stroms have always been a pleasure to ride and the new 1050XT even more so. For 2020, Suzuki made the seat height adjustable between 850 to 870mm, making it more accessible to more riders. At 5 feet 7 inches, I still have to be on tiptoes just to reach the ground with both feet even with the seat on its lowest setting.

Thankfully, the seat is narrower near the fuel tank allowing me to stretch my legs. If this presents a problem for you, there’s a 30mm low seat option, according to the Suzuki website, so ask your dealer for its availability.

The riding position felt very similar to the 1000XT and needless to say it’s very comfortable for extended time on the saddle. Rider and pillion

Wheel2Wheel accommodations are generous with plenty of room to move about. The reach to the wide handlebar is short for a generally upright riding position. The handlebar can be further adjusted to suit your personal preference. All the switches are arranged intuitively for quick access and the clutch and brake levers fully adjustable adjustable to accommodate a variety of hand sizes.

The windscreen can be adjusted up or down by 50mm and to 1 of 11 positions by using the quick release handle located toward the front. While easy to adjust, this location makes it virtually impossible to adjust on the fly.

New to the 1050XT is a large LCD instrument panel that shows a variety of useful information like speedometer, tachometer, gear position, odometer, trip meter, instantaneous fuel consumption, average fuel consumption, riding range, fuel level, engine coolant temperature, ambient air temperature, clock, voltage meter, service reminder, SDMS mode, traction control mode, ABS mode, cruise control indicator, and hill hold indicator. Most of the information are displayed on the main screen while the others can be shown by scrolling through the display by using the rocker switch located on the left hand switchgear. Beside the LCD screen is a 12v power outlet for charging mobile devices. Another one is located under the seat.

With a suggested retail price of PhP859,000 the V-Strom 1050XT presents extreme value for money considering you’re getting most of the top spec electronics commonly found on more expensive European adventure bikes costing twice its asking price.

While it’s true to some extent that the 1050XT is just a restyled 1000XT with new electronics, all the mechanical and electronic upgrades it received are the missing X factor that makes the V-Strom 1050XT so much better in so many ways. Its new styling only makes it more desirable. Finally, the V-Strom got the styling that matches its performance.

Specifications: 2020 Suzuki V-Strom 1050XT — Engine: Fuel injected, liquid-cooled, 90-degree V-twin, dohc, 8 valves, 4 stroke | Displacement: 1037cc | Max Power: 106 hp @ 8500 rpm | Max Torque: 74 lb-ft @ 6000 rpm Transmission: 6-speed | Seat Height: 850mm-870mm | Fuel Capacity: 20 liters | Tire, front: 110/80-19 | Tire, rear: 150/70-17 | Brakes, front/rear: 2 Disc/Disc ABS | Curb Weight: 247 kg Top Speed: 200 km/h | Price: PhP 859,000.00 | Plus: Handsome styling, comprehensive electronics package, smooth and refined motor, plush suspension damping | Minus: No quickshifter, awkward windscreen adjustment location |

Rating: 9/10

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BIKE REVIEW

2021 DUCATI MULTISTRADA V4S WORDS

PHOTOS

MAYNARD M. MARCELO

RANDY SILVA-NETTO

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Wheel2Wheel

L

ast March 30, Ducati issued a recall order to some Multistrada V4 owners after they discovered a quality issue with the new Granturismo V4 motor.

Apparently despite stringent quality checks and assurances prior to production, it was discovered that the valve-guides from one of two parts suppliers have been found to have longevity issues, which would potentially lead to excessive engine wear, and could cause the engine to lose power and ultimately fail. Since the valve-guide in question came from one of two parts suppliers, not all Multistrada V4 models produced were affected.

A quick check with Ducati Manila revealed that none of the Multistrada V4 shipped to the Philippines were affected.

If this particular recall concerning the faulty valve-guides somehow affects your purchasing decision, then you’d be missing out on what could possibly be the best Multistrada ever built. This problem is unique to the Multistrada

with the Granturismo V4 motor because it uses conventional spring-operated valves as opposed to the traditional Ducati Desmodromic valve system, allowing it to have an industry-leading service interval of 36,000 miles (valve clearance check), or 57,936 kilometers. That’s more than twice the 15,000 miles (24,140 kilometers) recommended service intervals of traditional Desmodromic valve systems. Change oil intervals are every 9000 miles, or 14,484 kilometers. Less visits to the dealerships could only mean bigger savings in the long run.

And more savings means more money for other essential stuff.

It’s pretty obvious that the Multistrada V4 was totally redesigned from the ground up and Ducati went to extreme lengths to improve upon every aspect of the original 4 bikes in 1 (Sport, Touring, Enduro, and Urban) concept.

Aside from departing from the L-twin motor configuration and desmodromic valve actuation, the fourth generation Multistrada also replaced the traditional steel trellis frame with a monocoque chassis. Like on the Panigale V4, the

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“THE FIRST THING YOU’LL NOTICE ABOUT THE MULTISTRADA V4 S IS ITS WEIGHT, OR ITS LACK THEREOF.”

Multistrada V4 uses a fully integrated cast aluminum triangular-shaped monocoque structure that’s lighter and more compact than a traditional steel trellis frame. The monocoque structure also uses the V4 motor as a stressed member. For strength the Multistrada V4 uses steel tubing for the subframe.

Also in lieu of a single-sided swingarm, the Multistrada V4 has a new two-sided aluminum swingarm. A nod towards the enduro part of the Multistrada concept was the switch to a 19-inch front wheel.

Ducati has always been at the forefront of technological innovations, and for the Multistrada V4 S Ducati introduced new technologies that put it ahead of its competitors. Our Multistrada V4 S test unit, for example, features an all-new adaptive cruise control with radar technology, a first

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for Ducati and the first motorcycle application in the world. A rear facing radar detects vehicles on the bike’s blind spots. It remains to be seen if other manufacturers will follow suit, but it’s a new technology worth having that adds active safety on the road, and that’s always a good thing. Other more familiar technologies carried over from the previous Multistrada are the semi-active Marzocchi suspension with Skyhook technology. It now features an auto-leveling system which automatically adjusts to extra load whether it be for a passenger, luggage, or both. Suspension travel is a generous 175.26mm (6.9 inches) in the rear and 177.8mm (7 inches) in front.

What I’m sure everybody will love about the new Multistrada V4 S is none other than the characterful

Wheel2Wheel Granturismo V4 motor. It basically uses the same architecture as the Stradale V4 motor minus the Desmodromic valve train but it was bored out to 1158cc from 1103cc for better mid-range power. While it revs lower compared to the Stradale V4 (10,500 rpm vs. 15,000 rpm), the Granturismo V4 sacrifices peak power for a more accessible power across the rev range that’s more suitable for adventure touring. The Granturismo V4 produces 170 hp at 10,000 rpm and maximum torque of 92 lb-ft at 8750 rpm. For comparison, the DVT 1260cc L-twin it replaces produces 158 hp at 9,500 rpm and 95 lbft of torque at 7,500 rpm. Interestingly, Ducati claims the Granturismo V4 is 2 pounds lighter and more compact than the DVT 1260cc L-twin, allowing them to reposition the motor a bit higher for proper weight bias and a more neutral handling characteristic.

To compensate for the bigger 19-inch diameter front wheel, Ducati reduced the front end rake and trail to 24.5 degrees (from 25) and 4.03 inches (from 4.4 inches), respectively. As a result, the Multistrada V4 S still turns into corners with as much agility as the 17-inch equipped Multistradas as before, but now has more off-road capabilities as well. I guess the only drawback with this kind of setup is the limited tire choices. But with regards to handling, very little, if any, affected the Multistrada’s sporty demeanor. In the braking department, Ducati equipped the Multistrada V4 S with top-shelf Brembo Stylema calipers with 330mm rotors. Keeping the Multistrada V4 S grounded are the sophisticated electronic rider aid package with the Bosch six-axis inertial measurement unit that manages the Ducati Traction Control, Ducati Wheelie Control, Ducati Cornering ABS, Ducati Cornering Lights, and Vehicle Hold Control. Completing the package is a bi-directional Ducati Quick Shifter.

The first thing you’ll notice about the Multistrada V4 S is its weight, or its lack thereof. Compared to the Multistrada 1260S DVT, the new Multistrada V4 S is lighter by as much as 8kg. This is immediately apparent from the moment you pick it up from its side stand and when you twist the throttle. The Multistrada V4 is more

flickable and pounces forward with more eagerness. The Multistrada V4 is now accessible to more riders because of the height adjustable seat; the seat height can be adjusted from 840mm to 860mm. Adjusting the spring preload of the rear shock absorber to its softest setting will help lower the ride height by a few more millimeters. The rider and passenger seat are generously padded and are comfortable for extended time on the saddle. The rider’s seat is narrower to the front where it meets the fuel tank to allow riders a more direct access to the ground.

The wide handlebars provide plenty of leverage for a wide variety of riding scenarios, whether it be for spirited riding on canyon roads or while standing up off-road. The various switches need some getting used to

C - M A G A Z I N E . C O M • M AY 2 0 2 1

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Wheel2Wheel

but once you memorize their locations and know their individual functions, using them is pretty much straight forward, plus the joystick for navigating the menu is easy and intuitive to use.

The switches are also backlit at night for quicker location. The large high resolution colored 6.5-inch TFT screen integrates all the information the rider needs. It even has a Ducati Connect system, compatible with Android and iOs, so you can mirror your smartphone into the TFT screen for added functionality. Ducati even provided a small hinged waterproof compartment on top of the fuel tank where you can store and charge your smartphone.

The windscreen has a genius push-pull locking mechanism that can be adjusted up and down with one hand even on the fly. Spending extended time on the Multistrada V4 is made more pleasant by efficient and effective engine heat management.

Strategically placed vents and ducts on the fairings redirect engine heat away from the rider. The Granturismo V4 motor also automatically shuts off the rear cylinder bank at low speeds to prevent uncomfortable heat buildup underneath the seat. And it works.

So far, this is the most traffic friendly Ducati I’ve ever used.

I have yet to meet a fellow motorcycle journalist who doesn’t love the new Multistrada V4 after spending significant time with it as we did, and for me that’s saying a lot.

Adventure bikes are often a mixed bag of compromises that perform satisfactorily on everything but seldom excel on anything else. The Multistrada V4 changes that. It simply excels in sport, touring, enduro, and urban settings; it's truly a 4 bikes in 1. If you don’t mind the PhP1,745,000 asking price, then book yourself a test ride and be ready to part ways with your cash.

Specifications: 2021 Ducati Multistrada V4S — Engine: Fuel injected, liquid-cooled, V4, 4 stroke, 16 valves | Displacement: 1158cc | Max Power: 170 hp @ 10500 rpm | Max Torque: 92 lb-ft @ 8750 rpm | Transmission: 6-speed Seat Height: 840mm-860mm | Fuel Capacity: 22 Liters | Tire, front: 120/70-19 | Tire, rear: 170/60-17 | Brakes, front/rear: 2 Disc/Disc ABS | Curb Weight: 243 kg Top Speed: 300 Km/h | Price: PhP 1,745,000.00 | Plus: Handsome and functional styling, comprehensive electronics package, characterful and smooth V4 power plant, plush semiactive suspension, active radar | Minus: Not much |

82

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

Rating: 10/10

M AGAZINE'S

BUYER'S GUIDE SUBCOMPACT THE GATEWAY TO ENJOYING DRIVING

BUYER’S GUIDE

Chevrolet Sail Chevrolet Sail

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

L/W/H: 4300mm/1735mm/1504mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2499mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1055-1090kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

1.3 LT

G

1.3

I4

73

94

5M

—

—

—

—

S

2

N

S

N

N

791,888

—

1.5 LT

G

1.5

I4

80

104

4A

11.3

160

7.4

15.3

S

2

N

S

N

N

—

865,888

1.5 LTZ

G

1.5

I4

80

104

4A

11.3

160

7.4

15.3

S

2

N

S

N

S

—

917,888

PhP (MT)

PhP (AT)

Honda City Honda City

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

84

L/W/H: 4533mm/1748mm/1467mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1083-1120kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

4

S

S

N

N

848,000

888,000

V

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

4

S

S

N

N

—

978,000

RS

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

6

S

S

S

N

—

1,058,000

Hatchback RS

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

6

S

S

S

N

—

1,115,000

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 2600mm

SAFET Y

BUYER’S GUIDE

Honda Jazz Honda Jazz

Engine/Drive: Front/ Front

Body/Seats: 5 dr Hatchback/ 5

POWERTRAIN

L/W/H: 3989mm/1694mm/1524mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2530mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1043-1085kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

V

G

1.5

I4

120

107

5M/CVT

9.5

190

11.6

17.4

S

2

S

S

N

N

VX Navi

G

1.5

I4

120

107

CVT

9.5

190

11.6

17.4

S

2

S

S

N

N

—

1,000,000

RS Navi

G

1.5

I4

120

107

CVT

9.5

190

11.6

17.4

S

6

S

S

N

N

—

1,090,000

PhP (MT)

PhP (AT)

868,000

918,000

Hyundai Accent Hyundai Accent

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/5

POWERTRAIN

L/W/H: 4440mm/1729mm/1475mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2600mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1080-1246kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

1.4 GL (w/o Airbags)

G

1.4

I4

99

98

6M/6A

13.1

185

11.9

20

N

N

N

S

N

N

1.4 GL (w/ Airbags)

G

1.4

I4

99

98

6M/6A

13.1

185

11.9

20

N

2

N

S

N

N

838,000

1.4 GLS-V

G

1.4

I4

99

98

6M/6A

13.1

185

11.9

20

N

2

N

S

S

N

898,000

970,000

1.6 CRDi GL (Dsl)

D

1.6T

I4

126

192

6M/6A

10

190

18.6

25.8

N

2

N

S

N

N

910,000

1,038,000

PhP (MT)

PhP (AT)

790,000

838,000 890,000

C - M A G A Z I N E . C O M • M AY 2 0 2 1

85

BUYER’S GUIDE

Hyundai Reina Hyundai Reina

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/5

POWERTRAIN

L/W/H: 4300mm/1705mm/1460mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2570mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1000-1047kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.4 GL

G

1.4

I4

94

132

4A/5M

14

170

9.9

17.9

S

2

N

S

N

N

683,000

733,000

1.4 GL (AVN - Apple CarPlay & Android Auto)

G

1.4

I4

94

132

4A/5M

14

170

9.9

17.9

S

2

N

S

N

N

733,000

783,000

Kia Rio Kia Rio

Engine/Drive: Front/ Front

Body/Seats: 5 dr Hatchback/ 5

POWERTRAIN

86

L/W/H: 4065mm/1725mm/1460mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1218-1246kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

LX

G

1.4

I4

100

98

4A

13.9

166

11.9

15.7

N

2

N

S

N

N

—

920,000

EX

G

1.4

I4

100

98

4A

13.9

166

11.9

15.7

S

2

N

S

N

N

—

985,000

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 2580mm

SAFET Y

BUYER’S GUIDE

Kia Soluto Kia Soluto

Engine/Drive: Front/Front

Body/Seats: 4 dr Sedan/5

POWERTRAIN

L/W/H: 4300mm/1700mm/1460mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2570mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1036-1066kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.4 LX

G

1.4

I4

94

97

4A/5M

14

170

9.9

17.9

S

2

N

S

N

N

665,000

710,000

1.4 EX

G

1.4

I4

94

97

4A/4M

14

170

9.9

13.9

S

2

N

S

S

N

710,000

755,000

Mazda 2 Mazda 2

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5 dr Hatchback/ 5

POWERTRAIN

L/W/H: 4060-4320mm/1695mm/1470-1495mm

PERFORMANCE Torque (lb-ft)

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Wheelbase: 2570mm

Curb Weight: 1195kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

Sedan Elite

G

1.5

I4

108

103

6A

10.6

185

13.8

18.8

S

4

S

S

S

N

—

995,000

Hatchback Elite

G

1.5

I4

108

103

6A

10.6

185

13.8

18.8

S

6

S

S

S

S

—

995,000

C - M A G A Z I N E . C O M • M AY 2 0 2 1

87

BUYER’S GUIDE

MG 5 MG 5

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

L/W/H: 4601mm/1818mm/1489mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2680mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1185-1230kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.5L Core

G

1.5

I-4

112

111

5M/CVT

9.4

190

9.2

15.2

S

2

N

S

N

N

658,888

718,888

1.5L Style

G

1.5

I4

112

111

CVT

9.4

190

9.2

15.2

S

4

N

S

S

N

—

848,888

1.5L Alpha

G

1.5

I4

112

111

CVT

9.4

190

9.2

15.2

S

6

S

S

S

S

—

938,888

Suzuki Ciaz Suzuki Ciaz

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

88

L/W/H: 4490mm/1730mm/1475mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1475kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

GL

G

1.4

I4

92

96

5M/4A

12.1

160

11

17

S

2

N

S

N

N

GLX

G

1.4

I4

92

96

4A

12.1

160

11

17

S

2

N

S

S

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 2650mm

SAFET Y

PhP (MT)

PhP (AT)

823,000

873,000

—

978,000

BUYER’S GUIDE

Suzuki Dzire Suzuki Dzire

Engine/Drive: Front/ Front

Body/Seats: 5 dr Sedan / 5

POWERTRAIN

L/W/H: 3995mm/1735mm/1515mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2450mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1200kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

GA

G

1.2

I4

82

83

5M

12.4

165

16.1

20.4

S

2

N

S

N

N

549,900

—

GL

G

1.2

I4

82

83

5M

12.4

165

16.1

20.4

S

2

S

S

N

N

648,000

—

GL+

G

1.2

I4

82

83

5A

12.4

165

16.1

20.4

S

2

S

S

N

N

—

708,000

Suzuki Swift Suzuki Swift

Engine/Drive: Front/ Front

Body/Seats: 5 dr Hatchback / 5

POWERTRAIN

L/W/H: 3840mm/1735mm/1490mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2450mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1200kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

GL

G

1.2

I4

87

84

5M/CVT

12.4

165

15.1

19.1

S

2

S

S

N

N

775,000

819,000

Special Edition

G

1.2

I4

87

84

CVT

12.4

165

15.1

19.1

S

2

S

S

N

N

804,800

869,000

C - M A G A Z I N E . C O M • M AY 2 0 2 1

89

BUYER’S GUIDE

Toyota Vios Toyota Vios

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

L/W/H: 4425mm/1730mm/1475mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2550mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1020-1110kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.3 Base

G

1.3

I4

98

90

5M

11.9

160

8

16

N

7

S

S

N

N

681,000

—

1.3 J

G

1.3

I4

98

90

5M

13.4

160

8

16

N

7

S

S

N

N

707,000

—

1.3 XE

G

1.3

I4

98

90

CVT

13.4

160

8

16

S

7

S

S

N

N

—

753,000

1.3 XLE

G

1.3

I4

98

90

5M/CVT

13.4

160

8

16

S

7

S

S

N

N

801,000

851,000

1.3 E

G

1.3

I4

98

90

5M/CVT

11.9

160

8

16

S

7

S

S

N

N

851,000

901,000

1.5 G

G

1.5

I4

106

103

5M/CVT

9.8

180

8.6

18.6

S

7

S

S

N

N

911,000

970,000

1.5 GR-S

G

1.5

I4

106

103

CVT

9.8

180

8.6

18.6

S

7

S

S

S

N

—

1,020,000

Toyota Yaris Toyota Yaris

Engine/Drive: Front/ Four

Body/Seats: 5 dr Hatchback/ 5

POWERTRAIN

90

L/W/H: 4145mm/1730mm/1500mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1050-1095kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.3 E

G

1.3

I4

98

90

5M/CVT

11.9

160

8

16

S

7

S

S

N

N

900,000

973,000

1.5 S

G

1.5

I4

106

103

CVT

9.8

180

8.6

18.6

S

7

S

S

N

N

—

1,114,000

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 2550mm

SAFET Y

WA N T T O G O FOR A RIDE?

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Our Picks

TOP 5

BEST KNOWN AUTOMOTIVE NAMEPLATES

If words have meaning, then certainly names have power.

In this case, these automotive nameplates have proven time and time again that their constant reliability has built a heritage so good that when their name is uttered, you know exactly what it refers to. There are so many nameplates out there, but here is what we think are the top 5 best known automotive nameplates so far.

Words by Nicolas A. Calanoc

05 Land Cruiser Clearly Toyota had to be somewhere on this list for their reputation of reliability, but if there is a car that captures that very essence: it has to be the Land Cruiser. Its name alone suggests that there is no stopping where this car can go while getting there with an amount of comfort that is unrivaled. Wherever you are around the world, whether it's deep in the desert or in a posh parking lot, you are likely to come across the Land Cruiser nameplate.

03 Civic Whether it’s the everyday economy car that you can depend on, the go-to car for tuners to get as a blank canvas, or the frontwheel drive car that can make record laps without hulking so much raw power, the Civic nameplate from Honda is such a powerful one because its influence spans beyond just one archetype. Fun fact; this nameplate was derived from the Compound Vortex Controlled Combustion engine that the very first Civic had.

04 Mini Depending on which side of the generational fence you are, hearing the nameplate Mini instantly paints a picture in your head of a small car. The only question is if it is the original Mini that Mr. Bean drives or if it is the Mini that was used in the remake of The Italian Job. Either way, the Mini nameplate transcends that and represents more of the tiny proportions that pack a lot of punch.

02 Jeep The Jeep nameplate has its beginnings from the verbal integration of G and P, short for General Purpose, which was coined by soldiers during World War II. Thanks to its use, service, and iconic shape, hearing the word Jeep draws a picture of that Willys Jeep that up to this day the Jeep Wrangler draws inspiration from.

01 Mustang When someone hears the nameplate Mustang, it is most likely going to be the quintessential muscle car on their minds and not the free-roaming horse where it borrows its name from. That’s how powerful this nameplate is and why it takes the top spot. If the other nameplates draw an iconic shape or design, this nameplate paints an idea that involves horsepower, V8s, and muscle cars.

96

M AY 2 0 2 1 • C - M A G A Z I N E . C O M

Anti-magnetic.

5-day power reserve.

10-year warranty.

The new Aquis Date is powered by Oris Calibre 400.

A new movement.

Aquis Date Calibre 400