Autocar Philippines April 2021 by AutocarPhilippines

FIRST DRIVE: MCLAREN 765LT AND BMW X3 XDRIVE30E

MORE MOBILITY INFORMATION

April 2021 PHP 250.00 Est. 1895 | www.autocar.com.ph

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FIRST NEWS

Mini Paddy Hopkirk Edition

R OA D T R I P

It’s the Iconic Kia Stonic

C O M PA R I S O N

A3 vs 1 Series vs A-Class

824001 9 772350

ISSN 2350-8248

MAXUS G50 1. 5 T PREMI U M RIDE WITH MAXMORE

THIS MONTH April 2021 | Volume 5

OPINIONS 2 4 6 8

Editor’s Note Ira Panganiban

MINI Paddy Hopkirk Edition is now available in the PH

SuzukiPH opens satellite dealership – Suzuki Auto Ubay

My Week in Cars Steve Cropley Opposite Lock Binky Siddayao Passing Lane Matt Prior

NEWS

Cebu transport co. modernizes with Toyota

Lexus to unveil new EV concept car

Aston Martin officially reveals Vantage F1 Edition

Changan dominates Chinese domestic market CAMPI expresses concern on negative impact of Safeguard Tariff

A Trustworthy Companion in the Mitsubishi L300

ToyotaPH confirms the GR Yaris is coming!

MAXUS G50 1.5T PREMIUM 28 ❝ ONCE I’M FAMILIAR WITH A CAR’S TRACK ABILITIES, I’M ONE OF THOSE WHO TENDS TO DRIVE WITH THE ELECTRONICS FULLY OFF, BUT THE 765LT’S ESC DYNAMIC MODE FELT ALMOST TOTALLY UNINTRUSIVE AND ALLOWED THE CHASSIS AS MUCH FREEDOM AS I WANTED FOR IT.❞ MATT SAUNDERS

TRB begins Site Acceptance Test on Skyway 3 prior to toll collection

ROAD TRIP 18

It’s the Iconic Kia Stonic

FIRST DRIVE 22 26

McLaren 765LT

Maxus G50 1.5T Premium

Audi A3 Triple Test

Porsche Secret Cars

Bright as a Button

ASTON MARTIN REVEALS VANTAGE F1 EDITION 14

PORSCHE’S SECRET STARS REVEALED 44

BMW X3 xDRIVE30e

COVER STORY

FEATURE

INSIGHTS

MOTORSPORTS BMW X3 XDRIVE30E 26 APRIL 2021 AUTOCAR.COM.PH 1

THIS MONTH

Ira Panganiban Editor-in-Chief

EDITOR’S NOTE

SAYING GOODBYE

ur March issue was the last Autocar Philippines’ Managing Editor Earl Manalansan laid to bed for us. He passed away in the wee hours of April 7, 2021, from complications over the virus Covid-19. Earl was 52 when he was called by our Lord. It is always a sad time when we lose someone we cherish. For the past four years, Earl has been the heart and soul of Autocar Magazine Philippines. Being the Managing Editor, he was in charge of finalizing the content of the magazine. That was a lot of work. But Earl being Earl, he attacked his job with gusto. He enjoyed every coverage, every

photoshoot, every test drive, every event he got his hands on. Earl loved cars and everything that went with it. Our managing editor is also a happy, loving, lovable person. He had this wonderful smile on his face, every time, all the time, for everyone. He was Mr. Selfie. He took so much selfies with everyone in every event, that it eventually became mandatory for us. It was actually a groufie, said one motoring journalist, because he was never alone in a photo, he always had a smiling crowd with him. I know we always say “it will be difficult to find someone like him.” It has become so cliché’ even if it is sincere. But we will find it hard

to find another Earl Manalansan. A man who always gave it his best, whether it is a cover shoot or a mandatory selfie. This Editors Note is a tribute to our Managing Editor. To thank him for all his hard work and devotion to our team. To recognize his contribution and all the effort he put into closing every issue. We know Earl is now cradled in the arms of our Lord Most High, peaceful at last. And as we lay this issue to bed, we also bow down our heads in sadness and prayer, for another good man we have lost to this pestilence. We cry to the Lord God that he be the last one, not only in our circle, but in the entire world. Amen.

❝ This Editors Note is a tribute to our Managing Editor. To thank him for all his hard work and devotion to our team. ❞ ✉ irapanganiban@wheelsph.com

2 AUTOCAR.COM.PH APRIL 2021

COMMENT

MY WEEK IN CARS Cropley fell in love with this V8-powered firstgeneration Audi R8…

…and this 2012 Bentley Continental Supersports

❝

Frankel pronounced it the best car Audi has ever made MONDAY

Anyone whose eye occasionally falls on this page will know that I’m forever plotting what car to buy next. Most proposals are frivolous, and my serious inner soul has learned to ignore them. But now two proper contenders have bobbed up, one at the start of the week and one at the end. Both are cars that I haven’t considered before and both fall into the £40,000-plus budget that I consider respectable for a serious car. The first is an original R8 from Audi UK’s own collection (I mentioned it here last week), which impressed me enormously by mixing mid-engined ‘specialness’ with practicality and refinement. Our own Andrew Frankel unwittingly inflamed things by admiring it greatly and pronouncing it “the best Audi they’ve ever made”. That’s clearly not a comment he would want to be tied to, but you have to say it implies respect from a bloke who knows. Nice R8s cost from £35,000 and about half have the car’s finest feature: a manual ‘gate’ gearchange that works even better than it looks.

WEDNESDAY

We will publish our 125th anniversary issue next week, and today I had a rummage through our archive to get into the mood for stuff I’m writing. I found being locked alone in that little room, with its strong old-library smell and every cranny stuffed with the work of a thousand predecessors, a truly moving experience. It took me back almost 50 years to a mild but well-aimed caution issued by my Aussie mentor, Peter Robinson (later

4 AUTOCAR.COM.PH APRIL 2021

❞ a distinguished European editor of Autocar), after we had published my first serious cock-up. “Remember, this is an important job you’ve got, mate,” he said. “You’re not just working for today’s readers, you know.”

THURSDAY

Goodwood Speedweek went off amazingly well by my judgement. There was no significant rain during the event and a lot of truly arresting racing, which we can now watch again. You can read our full Speedweek coverage on p48, but I managed to grab a few words with the Duke of Richmond, who insisted that it was Goodwood’s duty to “do something” despite the difficulties. Pessimists wonder whether events like these will ever be back, but I reckon they’re seriously underestimating His Grace’s iron determination.

AND ANOTHER THING… Wednesday’s archive hours turned up a 25-year-old gem from John Ditchfield, for several years Autocar’s very own civil servant turned cartoonist. This one embodies his uniquely gentle humour and was always my favourite.

FRIDAY

Bold plan: with the help of friend and Lotus guru Paul Matty, I’m planning to have another bash at his Lotus Hillclimb Championship next year. I’m thinking about a slightly oddball entry: a frontwheel-drive Lotus Elan S2. Two reasons: first, its chassis was painstakingly developed by the late engineer, Formula 1 driver and Autocar hack John Miles (who always demonstrated it with great verve); and second, no one else campaigns one. It is quicker than most people think and will be quicker still when we’ve finished with it.

SATURDAY

Off with the Steering Committee to a Bentley ‘toy box’ event. It was a chance to drive all current models and some classics, because the company wants to mark the fact that its range has been entirely renewed; the recently facelifted Bentayga is now its oldest model. The modern motors were terrific, of course, and we even had a chance to put a Bentayga over an offroad course. But the unlikely star for me was one of the older cars, a 2012 Continental Supersports coupé – a gem that I missed back in 2009. The 6.0-litre W12’s power started at 621bhp (Bentley hiked it into the 700s later), but the real joy was in the combination of very firm Sparco seats plus taut steering and suspension that, as our original story noted, controlled the body beautifully yet allowed it to glide over surfaces that would cause similarly suspended cars from other brands to jiggle and never settle. We called this the best Bentley on sale, and for sheer joy of driving I would say it’s still right up there. Sensible ones cost £40,000, but don’t tell anyone.

GET IN TOUCH

✉ steve.cropley@haymarket.com

@stvcr

THIS MONTH Technical Editor

Binky P. Siddayao OPPOSITE LOCK

THE CAUSES OF INFLATION he most undesirable consequence of our economic times may be Inflation. But proper tire inflation is always a good thing. To properly inflate a tire depends on the size and type of tire, the vehicle application (the size and weight), its vehicle load (normal or overloaded), and driving conditions. A properly inflated tire will provide safe driving, maximum traction, good handling and optimum tire life. Going beyond the recommended tire inflation pressure would naturally reduce rolling resistance, and by that improving fuel economy. But expect a tradeoff of a harsher ride and the increased risk of tire damage when encountering bumps. Having excessive tire pressure will distort the tread to the point where it bulges like a donut, reducing contact with the road and increasing wear in the center of the tread. Never, in any way, should a tire ever be inflated beyond the maximum rating as indicated on the sidewall. But under-inflation may be a more common and serious

problem. Decreased inflation pressure would increase a tire’s rolling resistance and will terribly hurt your fuel economy. If you think it’s a benefit, be informed that an under inflated tire flexes more, that leads to increased and uneven tread wear. A common rule of thumb, tire life decreases 10 percent for every 10 percent it is under-inflated. More than that, under inflation makes a tire run hot. Thus increasing flexing of the sidewall increases the temperature of the tire, which in turn increases the risk of a tire failure and blowout. Nice? Lowly aired tires can

cause other problems too. The amount of air in each tire affects weight distribution between the wheels. An under inflated tire does not carry its full share of the load. This affects chassis loading, traction, steering, alignment and braking and that may cause a noticeable steering pull when driving or braking. An under-inflated tire may also break traction easily than one which is properly inflated, which can cause skidding during braking or hard cornering, or wheel spin when accelerating. Majority of new vehicles have a Tire Pressure

❝

Monitoring System (TPMS), it should turn on your TPMS warning light if tire pressure on any tire drops 25% or more under the factory recommended inflation pressure. How much air is the right amount to use? The simplest answer is to follow the recommended inflation pressures specified by the vehicle manufacturer. The tire inflation specifications are generally listed in the owner’s manual or on a decal in the glove box or door jamb. For a great number of passenger cars and light trucks, the recommended OE tire pressure may range from 26 up to 34 psi. Recommended pressures for front and rear may also vary, and higher pressures may be recommended for having more load or passengers. Always keep in mind that a recommended inflation pressure are for COLD tires. Meaning, tires that have not been driven on for several hours. A good word of advice: Top-up air very early in the morning before sunrise. Capisce?

A good word of advice: Top-up air very early in the morning before sunrise.

❞ GET IN TOUCH

✉ binkypsiddayao@gmail.com

6 AUTOCAR.COM.PH APRIL 2021

E S TA B L I S H E D 1 8 95

TESTER’S NOTES

Whizzo Williams never much fancied racing retirement t’s December 2007, and I’m watching Queens Park Rangers play Colchester United at Loftus Road. More specifically, I’m watching Teddy Sheringham – who has a Champions League title, three Premier League titles and 51 England caps to his name – feature in what’s comfortably past his 700th match. He’s 41 years old and slower than all around him, perhaps including the referee, but I can still see the sparkle of his touch and his mind. What a pleasure, what a privilege. I like it when a sportsperson stays in their game for as long as they can, for the love of the sport and because they’re a long time retired. Why quit before you have to? There is the whole “I would rather people ask why I retired, rather than why I don’t” thing, but I’ve always felt more affection for those who stick in the game for as long as they can. Hang up your helmet after one Formula 1 title if you like, but give me

GETTY IMAGES

Veloster was a let-down but new i20 N isn’t

8 AUTOCAR.COM.PH APRIL 2021

❝

Hang up your helmet after one F1 title if you like, but give me Whizzo Williams any day ❞ Teddy or Barrie ‘Whizzo’ Williams, who was still racing cars until just a year before his death at 79, any day. It shows they love doing it as much as we love watching it. Even as an occasional plodder around a kart or race track behind people much better than me, and sometimes only managing to enjoy it several days after the event, I can’t imagine ever turning down a race opportunity. But I think, as of recently, I get it. I was on an event a while ago (they all seem a while ago now) with a former F1 and GT driver who’s now a brand ambassador for a car maker. I won’t name him because he had had a glass of wine and might not want to be quoted in case he changes his mind. Would he ever do more endurance racing, I wondered? “The trouble is,” he didn’t really allow himself to be anonymously paraphrased, “I’ve raced against the best drivers in the world. Now I could be up against amateurs, which can be really frustrating. You don’t know what they’re going to do.” Okay. If you’ve challenged at the sharp end of an F1 grid, I can see how it could be difficult, irritating, maybe even dangerous to race a middle-aged bloke whose ability to push money around all week is what allows him to push a GT3 car around at weekends.

So I think I stand corrected. While I still have the utmost respect for those who keep playing for as long as they possibly can, fair dos to those who feel they’ve done their time. n It was such a pleasure to write about another hot Hyundai this week (the all-new i20 N, p22). At the start of the last decade, Hyundai had high hopes for the Veloster. I think it wanted this coupé to become its Mini – a real flagbearer for the rest of the range. Had it been great to drive, it might even have done that. Alas, early ones drove like they had never been on a bumpy road. But it’s clear now how serious Hyundai is about making cars that are good to drive. The Ford Fiesta ST is great, but with Peugeot losing its GTis and Renault’s most recent Clio RS missing the mark, we’re not at a high point of hot superminis. But the i20 N looks like changing things, in a deliciously old-school, no-nonsense way. One day they won’t be able to make cars like this, and I’m sure that will be fine in the end, but I’m happy to enjoy them while we still can.

GET IN TOUCH

✉ matt.prior@haymarket.com @matty_prior

THE McLAREN F1 is considered by many the greatest supercar ever, and the Nürburgring by most as the greatest driving challenge. And our Andrew Frankel was sitting next to ex-Formula 1 racer Jonathan Palmer when these icons first met. Frankel reported: “The track was wet and the driver eager to demonstrate the car’s abilities. But there was never the merest suggestion that Gordon Murray’s supercar to end them all would ever go anywhere other than where Palmer pointed it. “I can’t explain why, but as we drifted and slithered our way around each treacherous lap at close to 190mph, there just didn’t seem much to be frightened about. “If you had seriously suggested such a car in 1983, you would have been dismissed with the contempt felt by Galileo when he suggested the earth might not be flat after all.”

G E T M O R E AU T O C A R

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The original car magazine, published since 1895 ‘in the interests of the mechanically propelled road carriage’ EDITORIAL TEAM IRA V. PANGANIBAN Editor-in-Chief EDGAR QUESADA Associate Editor EARL MANALANSAN Managing Editor NEIL PAGULAYAN Managing Editor Online BINKY SIDDAYAO Technical Editor OLSON CAMACHO Off Road Editor MATT PRIOR | KRIS LIM | BINKY SIDDAYAO Columnists JOHN REY SAN DIEGO Staff Writer WILLIAM HERRERA | LUIS GERONA Contributors ANJO PEREZ Senior Photographer BONG BOADO | KEITH MARK DADOR | LOUIE CAMACHO MARK QUESADA | ALAN RANCH SEVILLA ARNOLD RIODEQUE | BOBS JEROME | MEMERT MONTELOYOLA Photographers RAYMUND RAVANERA Graphic Designer ADVERTISING AND MARKETING SALES RUBY M. AGUSTIN | MAVHIC C. NATIVIDAD Account Manager C O R P O R AT E T E A M Chairman of the Board GEORGE APACIBLE President IRA V. PANGANIBAN Vice President RONALDO TRINIDAD Secretary OLSON CAMACHO Treasurer EDGAR QUESADA Executive Assistant MANEL CATINDIG

International Director Alastair Lewis alastair.lewis@haymarket.com Syndication Enquiries Isla Friend isla.friend@haymarket.com Editor Matt Burt Editorial Director, Automotive Jim Holder Managing Editor Allan Muir Reviews Editor Will Nightingale Chief tester Matt Saunders New Cars Editor Rory White Managing Director David Prasher Chief Operating Officer Brian Freeman Chief Executive Kevin Costello Chairman Rupert Heseltine Autocar magazine and the Autocar logo are trademarks of Haymarket Media Group Limited, United Kingdom and used under license by Autobrands Media Ventures, Inc. Content reproduced from Autocar magazine © Haymarket Media Group Limited 2011 all rights reserved.

The views and opinions expressed within Autocar PH magazine are not necessarily those of Haymarket Media Group Limited or those of its contributors. Autocar magazine is published in China, Greece, India, Indonesia, Malaysia, Philippines, Poland, Singapore, Thailand, and United Kingdom. www.haymarket.com

SPECIAL THANKS TO Felipe Estrella III

Automobile Central Enterprise, Inc. – President

Jun Cajayon

ACEI General Manager

Batangas Racing Circuit

EDITORIAL TEAM Editor-in-Chief – Anjo Perez Columnist – Arnel Doria Contributors – Gilbert Chao, Joseph Bautista, Lara Camacho Pocholo Reyes, William Herrera, Neil Pagulayan, Earl Manalansan Photographers – Mark Quesada, Alan Ranch Sevilla Staff Writer – John Rey San Diego

All rights reserved. Printed in the Philippines. Reproduction in whole or in part without permission of Autobrands Media Ventures, Inc. is prohibited. For booking or inquiries on advertising, please call our advertising department at (02) 815-6519. For interested magazine distributors or magazine subscription please call (02) 815-6519 and look for Manel Catindig. The views and opinions expressed within Autocar Magazine are not necessarily those of Autobrands Media Ventures, Inc. or those of its contributors. While every care has been taken in the preparation of this magazine, the publishers cannot be held responsible for the accuracy of the information herein, or any consequences arising from it. In case of all product reviews, judgements have been made in the context of the product based on Philippines prices at the time of review, which are subject to fluctuation and only applicable to the Philippines market.

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Graphic Designer – Jeff Infante

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APRIL 2021 AUTOCAR.COM.PH 9

N E WS G O T A S T O RY ?

Email our managing editor earlmanalansan@gmail.com

MINI Paddy Hopkirk Edition is now available in the PH 10 AUTOCAR.COM.PH APRIL 2021

INI Asia and British United Automobiles, Inc. are proud to introduce five units of an exclusive special model to commemorate the first triumph of the classic Mini at the legendary Monte Carlo Rally in 1964 – the MINI Paddy Hopkirk Edition – now available for the MINI Cooper S 3 Door variant in Moonwalk Grey Metallic and Starlight Blue colours. 57 years have passed, but memories of the great triumph achieved by the compact car with the starting

❝

One unmistakable reminder of Hopkirk’s coup in the classic Mini is the winning car’s start number 37, which is featured in stylised form on the driver and passenger doors of the edition model.

❞ weight and output within the starting field were compensated to a certain extent. But the crucial factors in the challenging chase over country roads and mountain passes, through ice snow, round tight corners and down steep slopes were the agility and reliability of the Mini Cooper S and Hopkirk’s driving skills.

number 37 have hardly faded. In 1964, the classic Mini Cooper S clinched the first of three overall victories at the legendary Monte Carlo Rally. At the wheel: the then 30-year-old Northern Irish rally driver Patrick “Paddy” Hopkirk. In his honour, MINI now presents an edition model with exclusive design and equipment features to mark one of the most spectacular achievements in the history of international motor racing. One unmistakable reminder of Hopkirk’s coup in the

classic Mini is the winning car’s start number 37, which is featured in stylised form on the driver and passenger doors of the edition model. Hopkirk’s victorious run in the Mini Cooper S was frenetically celebrated by spectators on site and motor racing fans in the UK. Driving the small British car with his English co-pilot Henry Liddon, Hopkirk overcame the odds against competitors with significantly greater engine power. The handicap formula in force at the time meant that differences in

The surprise win in Monte Carlo made Paddy Hopkirk the UK’s most famous rally driver overnight. At the same time, the classic Mini advanced from outsider and crowd pleaser to being a motor racing legend. This status was underpinned in the years that followed when the Mini Cooper S dominated the Monte Carlo Rally. Hopkirk’s Finnish team mates, Timo Mäkinen and Rauno Aaltonen added two more outright victories to the title collection in 1965 and 1967.

The frame and horizontal brace of the radiator grille are finished in high-gloss black, as are the inserts for the lower air intakes, the opening in the bonnet, the door handles, the fuel filler flap, the tailgate handle, the MINI logos at the front and rear as well as the surrounds for the headlights and rear lights. The start number 37 also appears on the side indicator elements known as side scuttles. Other unmistakable features on the exterior are the LED headlights and the rear lights in Union Jack design, stickers with the inscription, “Paddy Hopkirk Monte Carlo” and a single white bonnet stripe on the left side of the bonnet, which like the tailgate of the edition model bears the signature of the 1964 “Monte” winner. In addition, the famous number and letter combination 33 EJB of the number plate of the 1964 Monte Carlo

winning car is shown on the bonnet strip using 3D effect graphics. Piano Black, a key cap with the start number 37 and the Waistline Finisher in Piano Black for the trim strips between the body and the greenhouse all come as standard. The MINI Paddy Hopkirk Edition is now available for viewing at the MINI showrooms near you, MINI Alabang, MINI Pampanga and MINI Service Factory. The MINI Paddy Hopkirk Edition is priced at: PHP3,250,000.

The winning streak at the Monte Carlo Rally continues to inspire MINI fans all over the world to this day. With the MINI Paddy Hopkirk Edition, they now have the opportunity to express their passion for racing in a particularly authentic way. The edition model combines its exterior paintwork in the style of the historic rally winner in a market-specific manner.

APRIL 2021 AUTOCAR.COM.PH 11

SuzukiPH opens satellite dealership – Suzuki Auto Ubay

S Cebu transport co. modernizes with Toyota

oyotaPH continues their commitment to support the national government’s Public Utility Vehicle (PUV) Modernization Program and provide better transportation experience through their partnership with Ogre Transport Incorporated, a Cebu-based taxi service company, and the Land Transportation Franchising and Regulatory Board (LTFRB). In a simple and intimate event last March 7, 2021 in Consolacion, Cebu attended by Ogre Transport President Mr. Dave Lim, LTFRB Regional Director Col. Eduardo C. Montealto, Jr. (Ret.), Toyota Mabolo representatives, LTFRB officers, and VIP guests, Ogre Transport launched its Silver and Gold premium taxis with 100 Innova units and 50 HiAce Commuter Deluxe units, respectively, all customized by Toyota for this partnership as the initial high-grade line-up. “It is of great honor that we were chosen by Ogre Premium Taxi as their partner in mobility in bringing a new riding experience to the public,” Toyota Mabolo President Mr. Philip Lo said. He added that it is indeed a grateful experience to be partners “in delivering happiness to commuters and bringing them safely to their destination.” With Toyota’s Quality, Durability, and Reliability, Cebuanos and tourists can now opt to travel around Cebu in a premium, safe, and most importantly, comfortable commuting experience.

uzuki Philippines Incorporated (SPH) adds another satellite dealership to their already extensive lineup, staying true to its ambition of providing Filipinos with the best quality compact vehicles all over the country. The new Suzuki Auto Ubay Satellite, introduced to the public through a Virtual Grand Opening Ceremony held last 20th of March, 2021, is Des Strong Motors, Inc’s 3rd dealership – adding to the already existing Suzuki Auto Bohol and Suzuki Auto Ozamis dealerships. The launching of the Suzuki Auto Ubay Satellite reflects the company’s vision and mission of expanding its reach and strengthening the Suzuki presence in all corners of Bohol. The ribbon cutting ceremony on-site was led by the heads of Des Strong Motors, Inc. present during the Grand Opening including Dr. Silvestre A. Lumapas (President), Ms. Camille Lumapas, Ms. Marilou DuLumapas and Mr. Tom Joshua Lumapas. They were accompanied virtually by department heads of Suzuki Philippines. Located in Purok 1, Bood, Ubay, Bohol, the new dealership is set to operate on a 490 square meter space with a showroom display that can simultaneously boast 4 Suzuki models. Additionally, the new dealership houses 2 working bays that will be able to accommodate and provide Suzuki’s myriad of services. Undeterred by the challenges proposed by the country’s current state during this global pandemic, Suzuki Philippines continues to find avenues in displaying its unwavering resolve to provide its services and have its products accessible to the general public.

AVID SELLS 5,401 UNITS IN FEBRUARY

AC MOTORS’ MASTER MECHANICS

The Association of Vehicle Importers and Distributors, Inc. (AVID) recorded a 3% increase in sales or 5,401 units sold in February versus the 5,262 units sold in January 2021.

Professional golfer and Lexus brand Ambassador Miguel Tabuena took home a hard-earned win during the recently held Philippine Golf Tour ICTSI Eagle Ridge Championship. Tabuena won with a two-stroke victory over his closest rival.

12 AUTOCAR.COM.PH APRIL 2021

NEWS

Lexus to unveil new EV concept car L exus recently published photos hinting the upcoming electric concept car of the brand. This EV concept car is said to preview the upcoming generation of Lexus vehicles. The EV concept is set to be revealed next week. From the previous pair of darkened images released by Lexus late last year, the new images shows a bit clearer visual of a car’s silhouette which seems to sport a coupe body styling. The new concept car is due to be revealed on Tuesday, 30 March. As per an Autocar UK report, no further details of the car aside from Lexus saying that it will “introduce a renewed brand vision” and that it “previews the next generation of Lexus vehicles.” The brand has previously hinted the machine will be a bespoke EV. Speculations say that the new model will be based

on Toyota’s new e-TNGA EV platform. Currently, Lexus has just one EV model in the international market, the UX 300e which was based off a combustion engine-powered model. The concept will hint at how the design team will approach bespoke EVs, but it’s not yet clear how production-ready the car shown will be. Design chief Koichi Suga said it will demonstrate how Lexus’s bold ‘spindle’ grille will evolve, due to the lack of a radiator needed for an EV. He said that offered “a chance to express our unique design.” The Lexus design chief also shared that the future designs of Lexus EVs would not be limited to a specific shape but rather be “more about expressing the technological foundations in three dimensions.” Suga furthered that the firm worked on designs that took inspiration from Lexus’s

driving dynamics which offered a unique modelling expression. Lexus has also outlined its new Direct4 electric drive control system, which it says will be a key feature in ensuring its future models offer unique dynamic performance. This electric drive control system will serve as the key to Lexus’ electrification efforts. The Direct4 system is just one of the many technologies that

the brand aims to develop to produce series of EVs that offer performance, handling, control, and driver enjoyment. The Direct4 system can be used on both hybrid and fully electric cars and utilizes front and rear ‘e-axles’. Each axle is mated to a high-torque electric motor and allows torque to be sent independently to all four wheels through a single driveshaft. The system can

GEELY OPENS DEALERSHIP IN DAVAO CITY

TOYOTAPH 19TH CONSECUTIVE TRIPLE CROWN

Sojitz G Auto Philippines (SGAP) continues its expansion in Mindanao. Since last year, SGAP has already inaugurated 4 dealerships in the country’s South: Geely Zamboanga, Cagayan de Oro General Santos, and Davao.

Acknowledging the challenges the whole automotive industry faced in 2020, Toyota Motor Philippines (TMP) honored their outstanding dealers who pushed the limits and delivered outstanding sales performance and customer service despite the odds.

automatically adjust power and torque between the front, and Lexus claims that it increases dynamic cornering performance while also improving comfort and reducing noise. Takashi Watanabe, Lexus Electrified’s chief engineer, said the Direct4 system could also be used on hybrids, with the frontmounted combustion engine driving the front axle and an e-axle with a motor at the rear.

APRIL 2021 AUTOCAR.COM.PH 13

Aston Martin officially reveals Vantage F1 Edition W

ith Aston Martin supplying the official Formula One safety and medical cars for the 2021 season, the British auto brand furthers the celebration of its F1 return following the 61-year hiatus by unveiling the special Aston Martin Vantage F1 Edition. Practically the F1 pace car meant to be driven on regular roads, the Vantage F1 Edition is promised to mirror the mechanical and exterior upgrades of the official Aston Martin Vantage F1 safety car. The only pieces that will not make it into the Vantage F1 Edition production car are the screen monitors and communication sets required in the official F1 safety car. Basing on the data given about the official Vantage F1 safety car, the F1 Edition Vantage is powered by the upgraded

14 AUTOCAR.COM.PH APRIL 2021

Vantage 4.0-liter twinturbo V8 which outputs up from 503 to 528 horsepower and 505lb peak torque. The F1 safety car is also reported to have an upgraded transmission for quicker shifting and improved engine control during braking and deceleration. The Vantage F1 Edition is reported to have extra chassis reinforcements especially up front for improved chassis rigidity.

Dampers were also upgraded as well as a set of stiffer rear springs. The steering system was also tuned for better steering feedback. As for its exterior features, the special edition Vantage F1 will be available in both coupe and top-down convertible styling. Separating the special edition Vantage F1 from the regular model are the special aero kit that contributes 200kg

downforce at top speed, special carbon fiber body pieces, the bespoke set of 21-inch wheels wrapped in low profile tires, and the unique vaned grill design. The Aston Martin Vantage F1 Edition will be available in the color Racing Green, drawing inspiration from the official livery of the Aston Martin Cognizant Formula One Team. Black and White in either satin or gloss finish together

with the matte gray racing graphic will also be available as color options. No official news if the Vantage F1 Edition will be available locally. To give an idea regarding pricing, based on the UK-market, the special Vantage F1 Edition is expected to have a PHP 1,400,000 premium over the standard Aston Martin Vantage and will be available in the UK by May of this year.

NEWS

Changan dominates Chinese domestic market

hings are looking up for the recovering Chinese auto industry. The China Association of Automobile Manufacturers (CAAM) projects vehicle sales “to rise by around 4% to 26.3 million vehicles in 2021, thanks to supportive government policies.” Greatly contributing to this winning performance are the fiercely competitive domestic brands like Changan Automobile, counted

among China’s Top 4 auto giants, which started the year strongly as the country’s No. 1 selling domestic brand. Changan notably closed 2020 with over 1.5 million units sold. In February 2021, sales volume of the Changan brand passenger vehicles alone totaled 103,894 units (YOY), up by a whopping 621% from the same period last year. Volume drivers include the members of the Changan “Blue Core

Champion Family”: the CS75 Plus 5-seat SUV, highly acclaimed for its game-changing fusion of style and tech; continues to exceed 30,000 units’ month-on-month and the best-selling “interactive and social” CS35 Plus subcompact SUV ended February with 7,023 unit sales. Known the world over for their futureforward tech features that bring safety, ease, and oomph to the daily

drive, Changan’s Top 5 best-selling vehicles, the Alsvin subcompact sedan, the CS35 Plus, The CS75 Plus, the CS95 full-sized SUV, and the Eado EV460 finally hit Philippine shores last November 2020, courtesy of exclusive distributor Changan Motor Philippines, Inc. (CMPI). “Seeing how the CS35 Plus and CS75 Plus are performing in our neighboring markets, we are optimistic that

our top 5 models will generate the same interest and demand on our shores, and so set the industry on the course to recovery,” said CMPI President and CEO Ma. Fe Perez-Agudo. Learn more about Changan’s full lineup of vehicles and the Changan Vital 5 After Sales programs. Visit www. changanphil.com or @ ChanganPhil on Facebook or drop by the Changan dealership nearest you.

CAMPI expresses concern on negative impact of Safeguard Tariff

noteworthy that the AUV category grew by nearly 30% while the Light Trucks category posted 23.4% growth. Both categories of heavy-duty trucks and buses have recorded

double-digit growth of 19% and 39%, respectively. “CAMPI expresses concerns on the imposition of safeguard measures. While the industry sees early signs of recovery,

the provisional import duties, more so if it becomes definitive, will derail any recovery efforts of the automotive industry. Rather than restricting imports, a better incentive scheme must be crafted to attract investments for local production of motor vehicles”, CAMPI President Atty. Rommel R. Gutierrez said. Year-to-date sales reached 49,610 units, equivalent to a 7.3% decline versus the same period a year ago.

joint report by the Chamber of Automotive Manufacturers of the Philippines, Inc. (CAMPI) and Truck Manufacturers Association (TMA) shows a 12.2% improvement with total sales of 26,230

units in February compared with 23,380 units in January. CAMPI President Atty Rommel Gutierrez welcomed the industry’s double-digit recovery driven by positive growths across all categories. It is

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A Trustworthy Companion in the Mitsubishi L300

hen you trust someone, you usually have a strong belief on the other’s reliability, a deep confidence in one’s capability to deliver on his promises, and a reliance on his strength and ability to get the job done. This is the same with cars. You put your faith on your vehicle of choice to not only get you safely from point A to point B, but also do so again and again without fail. For Ric Joseph Incognito, his Mitsubishi L300 FB is a reliable business partner he has complete trust on. Incognito manages a trucking business. At 32 years of age, he has managed to build a strong enterprise with the L300 FB. In fact, his L300 has been so useful and reliable, he bought a second one for good measure. “For me, as an owner of an L300 FB, I find the engine okay for its purpose,

16 AUTOCAR.COM.PH APRIL 2021

says the entrepreneur. He adds, “It is reliable and is low-maintenance compared to other brands. It is also a strong hauler while being affordable and easy to own. This makes the L300 great for businesses and even for family use.” “When it comes to durability, the L300 is a leader. The mere fact that you see so many old L300s still on the streets is clear proof of its toughness. The L300 is so sturdy and reliable that it has become an ideal vehicle whether for business or family use,” shares Incognito. It is on this foundation of trust over the past 38 years that Mitsubishi continues to improve on the L300’s strengths. The new Mitsubishi L300 is built on a stronger, safer chassis. Reinforced with structural adhesives to increase its rigidity, today’s L300 can carry up to 1,215 kilograms over the harshest

of roads and still continue to preserve its structural integrity. As reliable as the previous diesel engine on Incognito’s L300 was, Mitsubishi updated its latest L300 releases with a new mill not only to comply with the latest emissions standards, but also to deliver more power while ensuring ease of use and maintenance. The new 2.2-liter 4N14 CRDi engine delivers 98

horses of turbocharged and intercooled power and 200Nm of torque for a sure and steady run each time. Now Euro 4 compliant, the new L300 diesel engine is guaranteed to deliver more years of outstanding service. The mere fact that the vehicle has been an unrelenting workhorse for the Philippine economy for almost 40 years now shows how much faith hardworking businessmen like Ric Incognito have put in the

L300. It is a vehicle that will not leave them hanging. And the fact that it continues to be made in the Philippines over the years is certainly not lost on Incognito. “It is very important for me that the vehicle I use is made in the Philippines,” says Incognito. “Because it can be relied upon versus other brands that are imported,” he explains. “Another thing is the availability of parts. Because the vehicle is assembled locally, it is easy to repair the L300 since all the parts are easy to find,” says Incognito. With a sturdy chassis and timeless utilitarian looks, the L300 is a vehicle that just works. Something businesses can rely on to get the job done. Updated for the times, but still as reliable and trustworthy on the road as it has ever been, the Mitsubishi L300 has become a full-fledged icon of the local automotive industry. As practical thinkers would put it, “If it ain’t broke, don’t fix it.” To know more about Mitsubishi Motors Philippines Corporation, its products, services and promos, you may log-in to www.mitsubishi-motors. com.ph or contact your preferred dealer.

NEWS

TRB begins Site Acceptance Test on Skyway 3 prior to toll collection

n case you are wondering when Skyway 3 will begin collecting tolls from its users, today, the Toll Regulatory Board (TRB), together with the Independent Consultant, Tollway Operator and the Project Concessionaire, has conducted a Site Acceptance Test (SAT) of the Electronic Toll Collection System of the elevated highway, to ensure the system’s functionality and readiness, today, 29 March 2021. According to Julius Corpuz of the TRB, the SAT covers the inventory and maintenance of the TCS equipment, Lane Computer System protocols, and Plaza Computer System protocols, in which different test case scenarios are tested, including the processing of exempted vehicle and towed vehicle, as well as the processing of low balance and invalid RFID transaction, among others. During the

inspection, TRB’s newlyappointed Executive Director, Atty. Alvin A. Carullo, explained the essence of conducting the Site Acceptance Test for the Electronic Toll Collection. “Mahalaga po ang tinatawag na SAT dahil para po masiguro namin na tatakbo ang ating Electronic Toll Collection System

ng maayos, mabilis, matiwasay at ligtas para sa ating lahat, specially sa mga toll road users,” ED Carullo said. He added, “Ibig sabihin po, dapat tama po ‘yung mga toll rate, tapos po dapat mabilis ang pagbasa sa RFID tag kasi importante ito para maiwasan po ‘yung paghaba ng pila sa mga

toll plaza at tsaka ang pagkumpul-kumpol ng mga sasakyan.” Also read: Skyway 3 closure – a bluff game? The 18.83 kilometers elevated expressway from Buendia, Makati City to the North Luzon Expressway (NLEX) in Balintawak, Quezon City serves a vital role on decongesting traffic in

Metro Manila, especially along EDSA, CP Garcia (C5), and other major roads in Metro Manila (i.e. Quezon Ave., Araneta Ave., Nagtahan and Quirino Ave.). Through the Skyway Stage 3, travel time from Buendia to Balintawak has been reduced from 2 hours to approximately 15 to 20 minutes. As part of the government’s commitment to develop and improve the urban transportation system in the country, the Department of Transportation (DOTr) and the TRB, continues to develop ways to enhance and make public transportation more efficient, reliable, and technology-driven, through cashless payments and a better toll collection system. Corpuz, however did not say when actual toll collection will happen because today’s event is only the start of a multistep process to gauge the effectivity of the Skyway 3 system.

ToyotaPH confirms the GR Yaris is coming!

oyota’s most anticipated hatchback is coming! 2021 is an exciting year for the TOYOTA GAZOO Racing brand indeed as Toyota Motor Philippines (TMP) proudly announces the arrival of the GR Yaris here in the Philippines! Retailing at P2.65M, more thrilling details on the anticipated model’s launch and reservation info will be made available soon. Following the recent launch of the Vios GR-S, and the announcement of the return of our premier motorsports and e-motorsports program – Gazoo Racing Vios Cup and GR GT Cup, TOYOTA GAZOO Racing gets even bigger in the country with the entry of the GR Yaris to the local market. More exciting launches, products, and news are up ahead! Check out toyota.com.ph/GRYarisiscoming for more details on the GR Yaris. The list of dealers who will be accepting reservations will be available on the website soon. Stay tuned on the latest updates and follow Toyota Motor Philippines and Toyota Gazoo Racing PH on Facebook and Instagram, check out the official website at toyota.com.ph, and join us on Twitter (ToyotaMotorPH) and Viber (Toyota PH).

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ROAD TRIP

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It’s the Iconic Kia Stonic The steering wheel is pocked with intelligent controls that allows you to take charge of the 8-inch infotainment system without having to lift your back from the soft comfortable seats.

have had no test drive events, or almost no physical event, for the last 12 months. No, it is no joke, I have been cooped up in my personal health safety bubble for 12 months and even when I do go out, there is almost no interaction with anyone for fear of contracting the dreaded Covid-19 virus. So I have been restless, feet itchy, and arms jittery to get myself some human interaction and socialization.

This was my situation when Kia gave me a call and asked me if I wanted to join a short drive event to check out their new Stonic. Guess what my answer was? Of course I said yes! I’m tired of being scared of the virus. I have always placed my belief and trust in our Lord and strictly practiced health safety protocols, so I told myself I should go out now. And I did. Now, Kia’s President Manny Aligada made sure that everyone who joined

this media drive was safe from the virus, so instead of us gathering in one place to get our test units, he had the units delivered to us, sanitized and disinfected, a couple of days before the event. It was our own personal bubble for the test drive. Not only that, it came with a shirt and a pair of new Onitsuka sneakers, just so we have something untouched to wear during the drive. It was a true blue, no touch, no contact event.

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I got the Flash Yellow with black highlights model and it really sparkled in my garage. And because I had it for two days, I managed to sneak in an expressway drive to Subic just to get the feel of the subcompact SUV. It was a doll to have. The new Stonic is powered by a 1.4 litre dual CVVT gas engine that carries 100PS of power and 132 Nm of torque. Not so much you would say. But it is on a small and light body and the 6-speed automatic transmission allows it a large power band that gives you enough ooomph to get it to speed. Hitting 100kph on the northern expressways was not a hard job for the Stonic. Going faster was against the law, but it could, easily. Because the Stonic has a longer wheelbase, 2,570 millimeters says Kia, the interior is allowed a roomier cabin, which in turn guarantees excellent seating positions, surprising for its size. And the materials inside the cabin are of enough high grade quality that it actually feels luxurious. 20 AUTOCAR.COM.PH APRIL 2021

The dashboard is intuitive. You get all the information you need with a quick glance, no need to be flipping your eyes or turning your head to find a button or a hand lever, its all there. Which goes to my next point, the steering wheel is pocked with intelligent controls that allows you to take charge of the 8-inch infotainment system without having to lift your back from the soft comfortable seats. Plus, with Apple Car Play (or Android Auto if you must) you can let go of the mobile device and answer calls or play music from the safety of your hands on the steering wheel. The console has USB and power plugs to keep your device juiced up and a nice compartment below the shift stick to stash your mobile phone, keys and some pocket change. As for the drive, the Stonic handles very well in fast highway, tight traffic driving or zigzagging roads. The body is stable enough to remain calm and steady at 100kph, although there is that bit of wind noise audible enough

ROAD TRIP

to disturb at high speeds. The steering is very responsive, not exactly point and shoot, but nearly close enough to make me confident at the turns. Before the drive event, we were required to undergo an antigen test, after which we proceeded to the gathering point in

Bonifacio Global City, all the time staying in the safety and comfort of our assigned units. Our destination was Batangas, which was far enough for a good drive, but close enough to keep us within the bounds of safety. As for the Kia Stonic, for a new car buyer I would

definitely recommend this. Kia offers a 5-year or 160,000 kilometer warranty, quite generous if you ask me. They also have a 24/7 Roadside Assistance service which is free for 5-years. I guess with all these nice treats one could really say the Kia Stonic is iconic.

KIA Philippines president Manny Aligada

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F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D

TESTED 22.9.20, SILVERSTONE ON SALE NOVEMBER PRICE £280,000

McLAREN 765LT Take one 720S. Stir in Longtail staples such as more power, less weight and sharpened chassis. Add Senna flavouring. Serve hot

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his latest Special Series McLaren ‘Longtail’ model, the new 765LT, comes at what feels like a pivotal time. With the firm due to start making its own carbonfibre chassis tubs very soon, and almost ready to usher in plug-in hybrid powertrain technology for its seriesproduction models, it feels as if a new, second era is about to start for the Woking-based company – assuming the ship can survive the long, dark night before the dawn. Before all that, though, McLaren Automotive has given us something of an explosive celebration of its current era; a yardstick, if you like, by which we might measure just how far it has developed in its first decade of continuous car production. The 765LT is the third instalment in the firm’s modern Longtail lineage. It’s an astonishing car to drive in so many ways, taking what might be recognised as a

broadly familiar McLaren driving experience but exaggerating and enlivening it to genuinely new and spectacular heights. I’m not sure that it changes the narrative; that it proves that McLaren has finally vanquished every last dynamic demon that has haunted it since 2010, and wrung every last drop of handling appeal out of this carbonfibre chassis and V8 powertrain, before batteries and motors and plug sockets change the game. It’s so close, though – and so compelling in ways we’ll get to shortly. The effort, expertise and expense that has gone into what must count as the firm’s most committed attempt yet at a Special Series supercar is quite something in itself. It must be so hard taking weight out of, and adding outright track performance and dynamic purpose to, cars like the 720S, which are damned light, fast and à

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TESTER’S NOTE Once I’m familiar with a car’s track abilities, I’m one of those who tends to drive with the electronics fully off, but the 765LT’s ESC Dynamic mode felt almost totally unintrusive and allowed the chassis as much freedom as I wanted for it. Probably saved my blushes a couple of times, to boot. Very good. MS

It’s stable through fast curves but can also be playful in corners at lower speeds ßmonstrously purposeful road cars already. And yet, thanks to the kind of attention to detail that accounts for the weight of titanium wheel nuts and cabin carpets among other things, the 765LT represents a weight saving of up to 80kg relative to its base car. To hit that figure, you have to pay extra for some lightweight body panels and be satisfied not to have air-con or an audio system. But if you’re prepared to pay extra, every external panel and functioning aerodynamic feature on this car can be made of carbonfibre. Its window glazing is 0.8mm thinner than a

720S’s. It’s practically standing there in crêpe paper underpants. A 765LT is, at its lightest, only 30kg heavier than McLaren’s track-day immortal, the Senna. It also has the same torque and only 34 horsepower less peak power. That makes it notably more powerful, on paper, than a Ferrari F8 Tributo; very nearly as punchy, in fact, as a V12-engined Lamborghini Aventador SVJ. And while on the one hand, McLaren is reluctant to play up the relationship between this new Longtail and the Senna, on the other hand, it’ll freely tell you,

Even without its dihedral doors on show, the 765LT isn’t short of wow factor 24 AUTOCAR.COM.PH APRIL 2021

with a wink, that it ‘borrowed’ the Senna’s handmade carbonfibre brake discs and special calipers for this car, as well as its lightweight engine pistons and conrods, and its lightweight, deep-winged carbonfibre bucket seats. The 765LT uses Pirelli’s stickiest Trofeo R roadlegal track tyres, just like the Senna did. Meanwhile, its suspension specification and tuning make it clear that, when McLaren talks in general terms about the new levels of driver engagement it targeted for the car, and the limit handling exploitability it aimed for, the departure point was a key rebalancing of the 720S’s grip levels (see separate story, right). Sure enough, with that widened front track and those sticky tyres, the 765LT has an agility to test anyone’s neck muscles. It’s very plainly more alert-feeling through corners than a 720S, in a way that just begins to make you focus that bit harder on exactly where you’re pointing the front wheels, and how smooth you’re being on the wheel. It’s got huge lateral grip and body control, too. It’s one of those cars with a near-limitless ability to make an apex and is not just startlingly quick (that powertrain makeover includes a shorter final drive this time, and for the first time in a Longtail model) but also really stable and powerful on the brakes. It allows you to carry speed into braking areas and trailbrake towards the kerbs in a way that makes you feel like the chassis

is always one step ahead of you. That you could never be brave enough to find every bit of lap pace on offer – but you’ll be damned if you won’t give it a go. The Senna did that, of course, and even more vividly. But the 765LT has more than a hint of that same flavour – and somehow nobody quite conjures it like McLaren. Even so, it isn’t the 765LT’s front axle that’s foremost in your mind as you ramp up the speed you’re carrying. With both powertrain and chassis in Track mode and the electronics dialled back into ESC Dynamic, it’s the rear axle you need to keep a watching brief over. I’ve never driven a McLaren road car as ready to rotate into fairly gentle, mid-corner, trailing-throttle oversteer as this one, or that feels quite so playful in an oldschool sense. It’s very clever tuning because, through quicker corners, it is as stable as supercars come; but through second- and third-gear bends, you can back this Longtail into slides really readily. Fun? You bet your fireproof balaclava it is. What happens next, as you come back onto the gas, remains just a little bit unpredictable; and this is the bit some will have been anticipating, by the way. With the ESC active but also at its most permissive, you can amuse yourself by maintaining the kind of power oversteer that certain midengined rivals serve up like a starter in a fast-food joint; but you’ll be busily adjusting the steering to do it, while the car’s electronics very closely

FIRST DRIVES THE SECRET TO ITS SHARPER HANDLING

❝

It’s probably the most entertaining car that McLaren has yet built

❞

With 755bhp, 590lb ft and a kerb weight as low as 1339kg, the 765LT gains speed fast, but it brakes superbly well, too meter out how much torque is hitting the loaded rear wheel. It doesn’t feel entirely natural; nor like you can take too much credit for it in the end. If you’re brave, bigger angles can be had with the electronics all the way off, of course – but the line between there and an unrecoverable spin is very fine indeed, by the time the boost has built and the brakebased torque vectoring suddenly has its hands full with nearly 600lb ft. So where does all that leave this car? Well, it’s probably the most entertaining car that McLaren has yet built. Around a track, it is

searingly quick and still so absorbing to drive quickly, but it can also be driven with a bit more swagger, and reward you in a more indulgent way, when you feel like it. It isn’t a onedimensional car; far from it. And yet it still isn’t as naturally given to extravagant cornering, or as easy to feel totally on top of, as rivals. You get the feeling here, possibly for the first time, that McLaren’s engineers cared significantly more about how much fun this car was ready to provide, and how many different ways and environments it could be driven and enjoyed in, than

how quickly it went. They could have made it quicker still, quite clearly, but instead they did everything in their power, using the tools readily at their disposal, to make the 765LT really immersive and enjoyable. In overwhelming part, they have succeeded, even if, eventually, perhaps they did run out of options. We’ll never know. Maybe they just think a 700-horsepower mid-engined supercar that can make you feel like Ken Block on your first track day, drifting with one arm out the window, is a bit too ‘flattering’ for its own good. It’s a matter of personal taste in

The 765LT rides 5mm lower than a 720S at the front axle and its front track is 6mm wider. Those two changes alone – inclining the car’s roll axis towards the nose and creating more grip and mechanical advantage for the front wheels – provide much of the extra bite perceptible in its handling. The interlinked active damping has been overhauled, too, although less widely, having been given steel-skinned gas accumulators for better track robustness and recalibrated with new software. The 765LT’s coil springs, meanwhile, are 20% stiffer all round than those of a 720S, with new lightweight main springs and secondary rebound ‘helper’ springs replacing the 720S’s simpler rising-rate spring set-up.

the end. However you feel about it, there’s certainly an awful lot to like about a Longtail sub-brand that somehow keeps giving us one better driver’s car after another, and is still on an upward curve. And, for now at least, if it means those cars aren’t so easily mastered, and retain the capacity to scare you or catch you napping occasionally? Some would say that should come with the territory. And whether you agree or not, you’ll certainly feel fully involved as and when they do. MATT SAUNDERS

@thedarkstormy1

McLAREN 765LT Puts a deliciously sharp edge on the 720S’s handling and adds startling track pace and deeper driver appeal

AAAAB Price Engine

Its carbonfibre bucket seats are the same as those in the Senna

£280,000 V8, 3994cc, twinturbocharged, petrol Power 755bhp at 7500rpm Torque 590lb ft at 5500rpm Gearbox 7-spd dual-clutch automatic Kerb weight 1339kg 0-62mph 2.8sec Top speed 205mph Economy 23.0mpg CO2, tax band 280g/km, 37% RIVALS Ferrari F8 Tributo, Lamborghini Aventador SVJ

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F I R ST D R I V E S N E W C A R S T E ST E D A N D R AT E D

TESTED 8.8.20, GERMANY ON SALE NOW

BMW X3 xDRIVE30e Mid-sized SUV borrows the plug-in hybrid powertrain from the excellent 330e

o one can accuse BMW of failing to offering sufficient choice. Not with the X3, at least. With the addition of the X3 xDrive30e to its line-up, the German brand now provides buyers with four different types of powertrain for its mid-sized SUV: petrol, diesel, electric and, as seen here, a combination of petrol and electric. It’s an impressive achievement that has been made possible through the inherent versatility of the CLAR platform – a structure developed from the outset to support all four types of propulsion. It also brings the X3 into line with the Audi Q5 and Mercedes-Benz GLC, both of which offer the same number of drivetrain choices when you count the related E-tron and EQC electric models within their respective line-ups. The latest plug-in hybrid BMW is based around the conventional petrol X3 xDrive20i. However, some significant engineering changes have taken place to allow it to offer electric-only running

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for up to 32 miles, together with combined fuel consumption on the WLTP test cycle of between 117.7mpg and 134.5mpg – figures that qualify it for company car taxbusting average CO2 emissions of between 49 and 54g/km.

Up front, the turbocharged 2.0-litre four-cylinder petrol engine delivers the same 181bhp and 221lb ft as it does in the X3 xDrive20i. It’s supported by an electric motor, mounted within the front of the standard eight-speed automatic

With no rapid charging capability, top-ups will take more than 2.5 hours

gearbox, giving 107bhp and 195lb ft. This makes for a total system output of 288bhp and 310lb ft, which is channelled to each wheel via BMW’s xDrive four-wheel drive system. To put this into perspective, the rival Q5 55 TFSIe delivers quite a bit more power (362bhp) but less torque (273lb ft), while the GLC 300e offers 316bhp and 516lb ft. Nevertheless, these outputs are sufficient, claims BMW, to provide the 1990kg X3 xDrive30e with a rather pacey 0-62mph time of 6.1sec and a top speed of 131mph, including a maximum of 84mph on the motor alone. The electrical energy used to run the motor is sourced from a 12.0kWh lithium ion battery running at 354V and mounted underneath the rear seats, with the petrol tank relocated to a position beneath the luggage compartment at the rear. This means that boot capacity is put at 450 litres – some 50 litres less than that offered by conventionally powered X3 models.

FIRST DRIVES TESTER’S NOTE The tax savings offered by the X3 xDrive30e are enticing, especially for company car drivers, but its true fuel-saving potential is realised only with regular charging. GK

Interior remains highly impressive in terms of both practicality and luxury

Recharging, via a plug mounted under a flap in the front left wing, is claimed to take 2hr 36min using regular 230V mains power. Inside, the X3’s elevated driving position affords excellent visibility and comfort. The multifaceted digital instrument display, infotainment screen and the optional head-up display of our test car provide it with an air of modernity, while the overall perception of quality is quite high. With the motor able to provide propulsion on its own, the X3 xDrive30e sets off in a pleasingly smooth and near-silent manner in Comfort mode. Response is excellent, as is refinement. On light throttle loads at city speeds, the car remains under

electric power, provided there’s sufficient battery charge, without having cause to rouse the engine. Request further performance, though, and the petrol engine is quick to engage. However, the transition process isn’t entirely seamless, as we’ve witnessed in rival plug-in hybrid SUVs. With the two power sources working together in Sport mode, the X3 xDrive30e delivers convincing accelerative ability in its lower gears, as hinted at by its 0-62mph time, which is more than 2.0sec inside that quoted for the X3 xDrive20i. However, refinement takes a hit as a result. The engine is willing on a loaded throttle, but it’s also quite vocal at anything above 4000rpm. As such, the X3 xDrive30e is better suited to cruising in the higher gears at lower revs. You can choose to run on electric power alone by pressing a button on the centre console. To do so, though, is to accept that the battery charge will quickly be depleted at anything more than typical urban speed limits. There’s also a battery save mode that lets you preserve electrical energy for later by favouring the engine. The added weight brought on by the motor and battery means the X3 xDrive30e isn’t quite as dynamically adept as its conventional petrol and diesel siblings. While its handling remains tidy, its body rolls more during cornering in spite of its firmer damping, and the overall ride isn’t quite as finely matched.

❝ It isn’t quite as dynamically adept as regular X3s, rolling more in spite of its firmer damping

❞

Performance is improved, thanks to motor, but ride isn’t as good BMW’s efforts to maximise energy regeneration also give the brake pedal an overservoed feel. This four-wheel-drive hybrid does, however, deliver outstanding traction and all-season appeal. It’s hardly a bargain at £48,505 but, by offering average CO2 emissions below the politically sensitive 50g/km mark, the X3 xDrive30e promises to provide company car drivers with significant tax savings compared with its petrol and diesel siblings. Looking beyond this aspect, it’s also an excellent all-rounder, combining impressive real-world economy with solid performance, relaxed cruising manners, secure handling and a driving range that can’t be matched by its electric sibling, the recently unveiled iX3. If you can live with the small compromise in versatility brought on by its reduction in boot space and have easy access to electricity for regular charging of its battery, whether that’s at home or at work, it could just be the SUV for you.

BMW X3 xDRIVE30e Impressive SUV is made all the more appealing by the promise of low bills

AAABC Price Engine

£48,505 4 cyls, 1998cc, turbo, petrol, plus electric motor Power 288bhp (combined) Torque 310lb ft (combined) Gearbox 8-spd automatic Battery 12.0kWh Kerb weight 1990kg 0-62mph 6.1sec Top speed 131mph Economy 117.7-134.5mpg CO2, tax band 49g-54g/km, 10-13% EV range 32 miles RIVALS Audi Q5 55 TFSIe, Mercedes-Benz GLC 300e

GREG KABLE

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MAXUS G50 1.5T PREMIUM HOW DO YOU SPELL VALUE? PHOTOGRAPHY BY KEITH MARK DADOR

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1.5 Turbocharged Gasolinee Engine

Front 12V and 5v USB charging port

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MAXUS G50 1.5T PREMIUM

12-inch Infotainment System with 360O camera with front and rear parking sensors

axus Philippines launched their G50 Compact MPV last year and it’s set itself apart from other PV’s on the market. An MPV is purpose built to move about seven people from point A to B while costing slightly less than an SUV, but more comfortable than a van or AUV. These days there are almost as many MPV’s on the road as there are mid-sized SUV’s with just many different varieties and features. EXTERIOR With a profile more like a mini van than an MPV, it seats eight people. Up front, there’s an

Panoramic Sunroof

abundance of chrome, but still manages to look classy even for a people mover. Looking at the front, the small-ish grille continues down into a large air dam, making almost 3/4 of the front end a huge air intake. Two faux air scoops on the front bumper’s lower edges give it an aggressive look. The DRL’s give it character and thus the G50 cannot be mistaken for another brand or model. Looking at it on the side, the tinted rear glass and blacked out the tinted rear glass and blacked out B, C and D pillars give you a floating roof look. Up top, you get roof rails and it rolls on 17” gun

metal alloy wheels wrapped in GitiComfort 228 v1 215/55’s. INTERIOR Entry is keyless, made easy with a smartkey, it’s engine push start is convenient without the need of taking the keyfob out of your pocket. There are distinct black and red accents and stitching around the cabin with a recurring trapezoidal theme on the dashboard and instrument cluster. The leather wrapped steering wheel also has controls for the infotainment, cruise control and the MFID between the gauges in the instrument cluster.

Wireless charging pad

Engine Push Start

Electronic Parking Brake with Auto Hold

Auto Aircon

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❝ Maxus took this MPV to the next level, giving it an upscale feel, and more luxurious appointments than it’s competitors. You get more than enough power for the city and adequate power for out of town trips.

❞

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MAXUS G50 1.5T PREMIUM

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Rear A/C Controls

2nd Row Seats

There are three rows (2+3+3) of leather seats with a flat profile, but still quite comfortable. The second row seats get access to fold down tray tables mounted on the backs of the front row. You also get an amenity that’s not usually found on MPVs, a panoramic sunroof. The entertainment system has a 12.3” Android touchscreen (which doubles as the screen for the 360/backup cam), it’s got USB and Bluetooth connectivity but no Apple CarPlay or Android Auto. There is however a wireless charging pad, handy if your smart phone supports this.

POWERPLANT

The G50 is powered by is a Euro 6 compliant, turbocharged

Rear 12v and 5v USB charging

1.5 liter 4-cylinder, intercooled direct injection gas engine which puts out 169Ps at 5,500 rpm with 250Nm of torque between 1,700-4,300 rpm, mated to a 7-speed Dual Clutch Transmission (DCT).

SAFETY

All occupants get 3-point seatbelts, the 1.5T Premium has front-side airbags, but , driver and front passenger airbags are standard. There are front and rear parking sensors, a 360 degree cam, Tire Pressure Monitoring System and immobilizer. It’s equipped with ABS with EBD, Electronic Stabilization Program, and Electronic Brake Assist, Electronic Parking Brake with Auto Hold and ISOFIX anchor points.

2nd Row Tray Tables

3rd Row Seats

A/C vents in each row

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MAXUS G50 1.5T PREMIUM

APRIL 2021 AUTOCAR.COM.PH 35

LED Headlights

Power Tailgate

❝ And the more we drove it, the more it made sense. The G50 is good value, giving you more than you’d normally expect in that price range.

❞ 36 AUTOCAR.COM.PH APRIL 2021

MAXUS G50 1.5T PREMIUM

WHAT DO WE THINK?

For a somewhat large vehicle, it’s not unwieldy, the G50 is easy to get a feel for. The 360 cam helps, make parking and negotiating around tight spaces more manageable. It’s suspension is set up for comfort, to smooth out the bumps and give occupants a comfortable ride, so expect some lean if you take corners at speed. The 7 speed DCT shifts smooth in general, but tends to be jerky in stop and go traffic, but we attribute this to the turbo kicking in at low rpm’s. But when you’re moving at a constant speed, it eagerly downshifts for easy overtakes, then shifting up, keeping the rpms down when you hit higher speeds. Maxus took this MPV to the next level, giving it an upscale feel, and more luxurious appointments than it’s competitors. You get more than enough power for the city and adequate power for out of town trips. It can seat 8. So it gets you and 7 friends or family to where you need to go, in style. We drove the 1.5T Premium in “Roland Purple”, priced at Php1,338,000 placing it near in the “top of the line” price range of smaller SUV’s and compact sedans of other brands. And the more we drove it, the more it made sense. The G50 is good value, giving you more than you’d normally expect in that price range. AUTOCAR PH TEAM

MAXUS G50 1.5T PREMIUM Price Vehicle Type Engine Power Torque Steering System Transmission

PHP 1,338,000 MPV 1.5 liter 4-cylinder, Turbocharged and Intercooled Direct Injection 169ps at 5,500 rpm 250Nm at 1,700rpm4,300rpm Electronic Power Steering 7-speed dual clutch automatic transmission 2,800 mm Petrol 50 liters Euro 6

Wheelbase Fuel Fuel Capacity Emission Standard Seating Capacity 8-seater Length 4,825 mm Width 1,825 mm Height 1,778 mm 1,800 with Roof Rail Suspension McPherson independent / Torsion beam Brakes Front and Rear Disc Wheeels/Tires 215/55 R17 Alloy Interior 12.3-inch Touch-screen, USB and Bluetooth Connectivity, Mobile Wireless Charging, 6 Speakers, Cruise Control, Keyless Entry with Push Start, Rear Aircon Vent, Multifunction Steering Wheel Safety Driver and Front Passenger Airbags, Front Side Airbags, Electronic Parking Brake with Auto Hold, , 3-point Seatbelt for Front & Rear Seats, ISOFIX, ESP, EBA+HHC, Parking Sensors (Front and Rear), Reverse Camera (360 Panoramic View), Tire Pressure Monitoring System, Immobilizer Website www.maxus.com.ph

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IT’S WHAT’S INSIDE THAT COUNTS

The Audi A3 created the posh family hatchback class with a classy interior and mature manners. But does it remain ahead of the BMW 1 Series and Mercedes A-Class in its new generation? Simon Davis adjudicates PHOTOGRAPHY OLGUN KORDAL

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A3 vs 1 SERIES vs A-CLASS COMPARISON

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imi Hendrix. Paul McCartney. John Lennon. Vincent van Gogh. Pablo Picasso. Richie McCaw. Michael Schumacher. Chances are you’ll instantly recognise each and every one of those names. I’d wager that it’s also likely you’ll have a rough understanding of the common thread that ties them all together, too. Undoubtedly, they’re all legends in their respective fields – imposing names attached to outstanding individuals who have cast exceptionally long shadows over the worlds of music, art and sport. These are figureheads with whom all promising newcomers will inevitably be compared in some capacity as they rise through the ranks of their chosen profession. Now, I reckon that if you do a small amount of mental contortionism, you could probably add the Audi A3 to that list. You see, in the car world, it’s the model that arguably kick-started an entire genre: that of the premium family hatchback. Over its first three generations, the little A3 went on to do pretty great things for the brand from Ingolstadt. Not only did it tally up some 600,000 sales in the UK alone but also, over the course of its 24-year existence, it established itself as the benchmark that all contenders needed to reach if they were to be taken at all seriously. Solid refinement and a dynamic character that was stereotypically Audi in its stability and security were crucial contributors to the A3’s success over those years. But arguably more than anything else, it was the hugely successful way it showcased how a relatively small, reasonably affordable family hatchback could offer the sorts of outstanding levels of material and design appeal that had previously only appeared in cars of a larger footprint sold at a higher price point. Indeed, the shadow cast by its success was a long one. Now, with all of the apparent slickness of a

A3 was inspired by Countach, they say

1 Series is especially ungainly at front

A-Class has never looked so suave Usain Bolt baton handover, a new, fourth-generation model has arrived to maintain its predecessor’s place at the top of the table. At least, that’s the plan. It sits on an updated version of the Volkswagen Group’s ubiquitous MQB platform, sporting a handsome but conservatively evolved new look, multi-link rear suspension and a heavily revised interior. A mild hybrid, a couple of plug-in hybrids and decidedly more raucous S3 and RS3 performance models are due to pitch up at some point in the near future, but for now, Audi offers the A3 with a choice of a 148bhp 2.0-litre four-cylinder diesel engine or the 148bhp 1.5-litre turbocharged four-pot petrol tested here. On the surface, at least, it seems the A3 is in a prime position to continue the success of its predecessors.

A3 just pulls ahead, thanks to more grip and stronger engine Only it’s never that simple, is it? Not when the Mercedes-Benz A-Class is arguably at its most accomplished level yet, in its sleek fourth generation, or when BMW’s new front-driven 1 Series has solved so many of the packaging problems that the old rear-driven architecture historically created yet retained a healthy level of dynamic prowess in the process. With this in mind, we’ve collected together a 161bhp A200 AMG Line Premium (£32,905) and a 138bhp 118i M Sport (£27,805) to see just how well they stack up against our 148bhp A3 35 TFSI S Line (£28,205). Rather unfortunately for Audi, it doesn’t take very long at all for you to realise that, in terms of the interior

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A3 vs 1 SERIES vs A-CLASS COMPARISON

❝

The A-Class is arguably at its most accomplished level yet, while many of the 1 Series’ historical packaging problems have been solved ❞

design appeal and apparent build quality for which the A3 has always been so highly regarded, this new model has dropped the ball a bit. The view from its admittedly comfortable and appreciatively adjustable driving position just isn’t as impressive as it once was. Sure, the Virtual Cockpit and 10.1in touchscreen infotainment system (standard even on entry-level A3s) inject a healthy dose of technical appeal into the cabin, but from a materials point of view, it seems that a fairly conspicuous level of cheapening has occurred as well. Whereas the A3’s dashboard was once an example of clean, effective minimalism and solidity, there are now vast swathes of shiny plastics

The A3 returned 42.5mpg on a controlled mixedroads fuel economy run. On the same route, the A-Class scored 40.9mpg and the 1 Series a Nevertheless, of the disappointing three cars here, it’s the 36.1mpg. A3 that feels the most

that sound hollow to the touch and, along with some more hard and scratchy plastics on the doors, contribute to an overall look that comes across as a step backwards – which is a real shame, even if it might not be a dealbreaker in the mind of Joe Public.

Audi is no longer streets ahead inside

spacious, offering up more comfortable amounts of secondrow head and leg room than either the BMW or the Mercedes. Speaking of which, the 1 Series and the A-Class seem to take opposing

BMW is classy in an understated way

approaches to the field of interior design and, superficially at least, it’s the A-Class that packs the biggest punch in terms of wow factor. Its stepped dashboard, turbine-style air vents, choice materials and crisp twin digital displays all inject a healthy amount of perceived quality into its cabin. But dig a little deeper and à

Mercedes cabin really grabs attention APRIL 2021 AUTOCAR.COM.PH 41

A3 gives most rear head and leg room

Switch to FWD has worked wonders

Back of the A-Class is notably tighter ß it too begins to slide; a few pokes and prods are all it takes to reveal the odd creak or groan as surfaces flex beneath your fingers. And despite its comparatively large footprint (it’s the longest car here), its second row feels notably tighter than the other cars’. Conversely, the 1 Series looks relatively plain from behind its typically thick-rimmed M Sport steering wheel, yet it promotes a level of sturdiness and tactile appeal that’s lacking in the Audi and the Mercedes. By shifting onto Munich’s UKL2 architecture, the 1 Series now has far more space to offer as well – no bad thing when you remember how cramped the old rear-driven models felt. The pay-off is that while the 1 Series comes up a bit short on visual pizazz, it’s also the car that’s the nicest to spend time in.

Round one goes to BMW, The A3 and then, but an attractive 1 Series both have and practical interior 380-litre luggage is only one discipline compartments when in which a successful their rear seats are in premium hatchback place. The A-Class trails needs to succeed. both but with just 10 On-road performance fewer litres of boot and refinement are of space. even greater importance, and it’s here where the three cars most noticeably begin to differ in approach. For outright comfort and bump isolation, it’s the A-Class that gets the nod. Its comfort-orientated suspension lends itself very well indeed to motorway driving, but its notably pliant, softly sprung set-up does act as a double-edged sword. On fast B-roads and with heightened levels of vertical and lateral forces working against it, the car begins to feel loose and comparatively lacking in outright composure, even if it nonetheless grips well and has a likeably weighted and accurate steering rack. It’s easily the quickest of our trio, with strong mid-range acceleration, but a comparative lack of refinement under load (particularly at higher engine speeds) and an automatic gearbox that can be a bit twitchy and overly willing to kick down under partial throttle inputs are downers. By comparison, the 1 Series, on its stiffened and lowered M Sport suspension, feels far more tied down and controlled than the A-Class yet doesn’t give up huge ground when it comes to outright comfort. Sure, it doesn’t yield quite as readily as the A200, and there’s more road roar generated by its 225-section front tyres, but there’s an appealing sophistication to the way its springs and dampers iron out compressions and control weight transfer laterally through quick corners. The only trouble is that while its steering feels appealingly sporty in its gearing and it turns in to corners with a heightened level of initial keenness, it suffers from a bit of a

2nd

A very close second, with solid interior quality, good practicality and engaging agility, but it’s let down by a slight shortage of grip and wants for a stronger punch.

A3’s driving position is spot on and all the tech impresses shortage of front-end bite. That said, slip is manageable enough and might have been a product of the 35deg C heat on the day of our test. I certainly don’t remember the 1 Series behaving like that when we tested it last year. Even so, it served to sap a degree of confidence and left an impression that the BMW isn’t quite the standout driver’s choice the propeller roundel on its nose suggests it should be. Its three-pot motor is also a touch rough at idle and very low crank speeds, although spin it up and it showcases impressive refinement, if not outstanding punch or exceptionally slick gearbox dexterity. It’s fine in both regards but nothing more. And the A3? Well, Audi may have pulled money away from interior

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A3 vs 1 SERIES vs A-CLASS COMPARISON

3rd

The comfiest car here is also the most cramped. It attracts on a superficial level and has a strong engine, but its refinement is questionable at times.

1st

development, but it doesn’t seem like it has cut many corners as far as the A3’s on-road manners are concerned. Tauter than the A-Class in its vertical and lateral body control yet with a level of pliancy that makes it comfortable enough on poorer surfaces and around town, the A3 strikes an appealing dynamic middle ground between its two compatriots. Front grip is strong and it takes a pleasingly neutral stance through fast corners, serving to bolster a level of confidence that’s already heightened by its intuitive steering set-up. Add lock and the rack weights up superbly, and while its responses aren’t as quick or as eager just off centre as those of the BMW, it’s accurate nonetheless.

Add a commendable level of poke, a slick (if slightly relaxed) manual ’box and a level of engine refinement that stands clear of the others’ and the A3 paints itself as an eminently likeable, if slightly bland, premium hatchback. Depending on your priorities, you really could argue why any of these cars should stand atop the podium. But for the way in which it blends practicality, dynamic sophistication and superior refinement, victory has to go to the A3. It’s a narrow victory, though, and the temptation to knock it off its perch because of its downgraded interior was very real. Had the 1 Series generated a bit more grip, it would have snatched the win. So, the A3 remains on top. But the shadow it casts is shorter than ever. L

Dynamic polish and impressive refinement give the new A3 the win. But with an interior that stayed true to the quality of its predecessor, victory would have been much more convincing.

Audi A3 Sportback 35 TFSI S Line

BMW 118i M Sport DCT

Mercedes-Benz A200 AMG Line Premium

Gearbox

AAAAC £28,205 4 cyls, 1498cc, turbocharged, petrol 148bhp at 5000-6000rpm 184lb ft at 1500-3500rpm 6-spd manual

AAABC £32,905 4 cyls, 1332cc, turbocharged, petrol 161bhp at 5000-5500rpm 184lb ft at 1620-4000rpm 7-spd automatic

Kerb weight 0-62mph Top speed Economy CO2, tax

1280kg 8.4sec 139mph 45.6mpg 142g/km, 31%

AAAAC £27,805 3 cyls, 1499cc, turbocharged, petrol 138bhp at 4600-6500rpm 162lb ft at 1480-4200rpm 7-spd dual-clutch automatic 1320kg 8.5sec 132mph 42.8mpg 149g/km, 32%

RATING Price Engine Power Torque

1375kg 8.0sec 146mph 45.6-47.1mpg 140g/km, 31%

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Porsche’s secret stars revealed Porsche Unseen, a new book by Stefan Bogner and Jan Karl Baedeker, reveals the concept cars that until now have been hidden away on designers’ laptops, never before seen outside the firm’s R&D centre in Weissach. Despite Porsche’s reputation for evolution rather than revolution, some of them are left-field in the extreme. By Piers Ward

PORSCHE 919 STRE ET

This is what the 919 LMP1 prototype could have looked like if it had been made street legal. The car runs the same carbonfibre tub and 888bhp hybrid powertrain as the racer but wrapped in a road-friendly skin and with driving characteristics more suited to amateurs. Presumably for when your imagined Mark Webber skills don’t match reality.

PORSCHE 904

Based on the same carbon monocoque as the futuristic Volkswagen XL, this is the modern interpretation of what a 904 Carrera GTS could look like. It weighs only 900kg and Porsche thought about using a mid-mounted vee-twin motorbike engine to power it. A stripped-out, banshee-engined sub-Cayman sports car gets our vote.

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P O R S C H E V I S I O N 92 0

The car with Le Mans in mind. The Vision 920 was designed either as a hypercar for the road or as a customer racer, based around an LMP1 prototype. Either way, it’s probably the most extreme machine to come out of Porsche in recent history. Next stop La Sarthe?

PO RSCH E 918 RS

Hailing from 2019, the 918 RS was inten ded to offer the next step on from the 918. Like its ancestor, the RS featu res hybrid technology, only this time enhanced to be even more dramatic on road and track. Will Porsche buil d it to celebrate the 10th anniversary of the 918? We can but hope.

PORSCHE CONCEPT CARS INSIGHT

PORSCHE VISION 916

This one draws inspiration from two sources: the 916 prototype from the early 1970s and the electric Lohner-Porsche of 1900 (one of Ferdinand Porsche’s first creations). The lightweight 916 was designed with four wheel-hub motors in mind. Impressively, a design intern penned it.

PORSCHE VISION R AC E S E R V I C E

A people carrier isn’t what springs to mind when you mention Porsche, but the designers thought they could reimagine the future of fast family transport with this Race Service concept. It also draws inspiration from the achingly desirable VW race service van. Seating six, it has a central driving position.

PORSCHE 911 SAFA RI

THESE IMAGES AND MORE APPEAR IN PORSCHE UNSEEN BY STEFAN BOGNER AND JAN KARL BAEDEKER. IT IS ON SALE NOW

, With 911 ‘Safari’ conversion kits frequently popping up on the web recently le inevitab it’s , rallying in success d and Porsche’s own historic and continue that a 911 Safari would form part of this group of concepts. What’s more interesting is when Porsche thought of this: the concept dates back to 2012.

PORSCHE VISION SPYDER

With its raked back windscreen and flat, minimalist design, it’s no wonder this car was inspired by the 550 Spyder made famous by James Dean. There are some neat design touches on it, such as the flying buttresses and, if you look carefully, the 551 decal on the front lip and side panel.

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MOTORSPORT

Jenson Button began racing karts in 1988, aged eight. He became a multiple British champion, won a European Super A title then conquered UK Formula Ford in his first year racing cars. After one season in Formula 3, he made his Formula 1 debut in 2000, aged 20.

Bright as a Button After nearly two decades in Formula 1, Jenson Button could be forgiven for putting his feet up. But where’s the fun in that? He discusses his plans with Damien Smith APRIL 2021 AUTOCAR.COM.PH 47

enson Button is buzzing, and not because he’s just come back from a run, when he picks up Autocar’s Zoom call. The 2009 Formula 1 champion is in great physical shape, as always, and at 40 is bursting with excitement about the future. Now a father with a second child on the way, it has been four years since his full-time F1 career finally ended after 17 intense seasons, and while he’s enjoying life as a Sky F1 TV pundit, he’s looking far beyond the grand prix grids. A new career in team ownership is already under way and off to a flying start – and he definitely hasn’t closed the book on his life as a racing driver. As he reveals in our conversation, Indycar in the US is on his radar (he lives in Los Angeles), while GT3 endurance racing also holds a strong appeal. Right now, it’s team ownership and a project dreamed up with his best friend, childhood karting buddy and business partner Chris

BUTTON ON FERNANDO A L O N S O ’ S F 1 C O M E B AC K

Buncombe that’s keeping him pumped. “I’ve always loved the idea of running a team,” he says. “Seeing your team out there, it feels just as good when we win as it did when I won in the cockpit, which I never thought would be the case when I was racing. But when I finished F1, I just loved the team atmosphere of endurance racing, where you share everything with your team-mate to help the team move forward. So when Chris talked about the possibility of being involved with a team, I jumped at the chance. It was a fantastic idea. All the experiences I’ve had, both in the lower categories and in F1, mean I can point drivers in the right direction. Driving a racing car relies on natural ability, but the mental aspect is key to performance.” Jenson Team Rocket RJN has taken its bow this year in the British GT Championship, running a McLaren 720S GT3 for a young, inexperienced pairing: esports racing convert

James Baldwin and GT4 graduate Michael O’Brien. The team is run by Bob Neville’s highly respected RJN organisation, which ran Nissan’s factory European GT campaigns for most of two decades and for which Buncombe and his brother Alex both raced. But as Button says: “It’s not just my name on the side of the truck.

victories, Button bagged 50 podiums, including 15

“He’s tried other motorsport, but nothing probably compares. Outside F1, racing is very different – much more down to earth, which I like. He’s probably going to come back a better driver and will have a lot more respect for the sport as a whole. You’ll see a better Fernando in terms of how he goes about his business. It’s cool he’s coming back to Renault [now Alpine], the team he won two world championships with, and it’s great for the sport. He’s definitely still got it at 40. I’m that age now; I remember my dad’s 40th birthday and thinking ‘that’s so old’, but it’s so not. As long as you keep on top of your fitness and the love for racing is still there, why not? Having had a few months off, I know it’s still there for me.”

❝ It’s not just my name on the side of the truck. I enjoy being involved ❞

Jenson Team Rocket RJN has run a McLaren 720S in British GT this year 48 AUTOCAR.COM.PH APRIL 2021

in F1

MOTORSPORT I enjoy being involved.” His F1 TV schedule has kept him away from the races so far, but Baldwin and O’Brien were third in the standings after three rounds, following an astonishing win on the team’s debut at Oulton Park. “I’ve always been very sceptical of sim drivers,” says Button of Baldwin. “Before I got into it, I just thought ‘it’s a computer game’. Then I started doing sim racing earlier this year, because of the lockdown (I spent a fortune – don’t tell my missus) and was amazed how competitive and quick the sim racers were. I spent hours and days on a sim and got pretty good, but I’d still be half a second off a sim driver. I thought: ‘Hang on a sec, are they good because they’ve driven this forever, or are they actually good but haven’t had the opportunity or funding to step into a real race car?’ “So when Chris said we had the opportunity with James, instead of questioning it, as I’d have in the past, I was really positive. We knew he was

Button turned his hand to sim racing during the lockdown a complete novice, but he’s just taken it all in his stride. At Oulton, he ran an inch over a white line and lost pole position. He would have got pole in his first professional race, in a GT3! “He’s definitely impressed me. But the first year in anything is the easiest year, because you can make mistakes and get away with it. The second year is always more difficult, and that’s the big thing for James, and also Michael, who doesn’t have a lot of experience either. It’s about working with them through this year and putting them in a good position for next year.” Button is taking this personally, and it’s all in the team’s name, which is a nod to his wonderful and much-missed father John, who died in 2014. “Even in my first years in karts, we were doing pretty well,” explains Button. “Dad was running me as a proper father-and-son thing and he was tuning the engines. His were definitely better than those that came straight out of the box. Others then said ‘would you mind tuning mine?’. This was going to pay for some of the racing, so he started Rocket Motorsport. His engines went on to win a lot of British championships in Cadets and Junior TKM. These engines were £250 at the time, and he’d flog them for £1500 or more. He wasn’t Between 2000 the only person to do it, but it was mad and 2017, Button what they would go for. There were a few made 306 F1 starts for that had won British championships, Williams, Benetton, Renault, and they would go for double that price. BAR, Honda, Brawn and “It stopped when I got to F1, because McLaren. He scored eight pole he wanted to travel and be a part of the positions, 15 wins and in 2009 F1 circus. But also he couldn’t deal with became world champion the dads any more! That was the most à

O’Brien and Baldwin are flying for Button’s GT3 team APRIL 2021 AUTOCAR.COM.PH 49

GETTY IMAGES

in the Brawn team’s one and only season.

ding Button did four WEC races in 2018, inclu

Le Mans…

Since retiring from F1, Button has won Japan’s Super GT championship at his first attempt, raced at Le Mans in the top LMP1 class and experienced the Baja 1000 off-road race in Mexico – a 40th birthday present from his old mate Chris Buncombe.

…and won Japan’s Super GT title driving a Honda NSX ßstressful part of the job. So the name disappeared.

I thought it would be lovely to bring it back. A lot of people remember Rocket, because Dad either tuned their engines or they were beaten by them.” Button isn’t shy about his ambitions for his team. “I love endurance racing, and that’s where Chris and I want the team to be,” he says. “It’s not just about outright pace of one single individual, it’s a proper team effort. We would love the team to be racing at Le Mans, to race against the best. That has to be an aim. Why wouldn’t it be?” Meanwhile, he’s itching to get back into something quick himself. “I’m going mad right now, not driving,” he says. “I left F1 in 2016, which is crazy – already four years ago. I did two races in 2017, one at Monaco in F1 [as a substitute at McLaren for Fernando Alonso, who was racing in the Indianapolis 500] and one at Suzuka, the 1000km in Super GT. And the past two years I raced in Super GT, which I loved [see below]. “It feels like 10 years since I’ve driven anything, and it’s just eight months. But it’s difficult to find something I’d enjoy and can really sink my teeth into. Le Mans is going through a strange period. I love the idea of the new LMDh regulations, but that won’t be until 2022, and which manufacturers are going to be involved? We just don’t know. I’ve been doing loads of karting, which is the only thing I can do, and it’s kept my reactions sharp to keep up with the 17-year-olds. I want to race,

B U T T O N O N R AC I N G I N JA PA N ’ S S U P E R G T

Super GT is Japanese equivalent of the DTM – and very competitive

50 AUTOCAR.COM.PH APRIL 2021

In 2018, Button shared a Honda NSX-GT with Naoki Yamamoto in Japan’s Super GT series, winning the title at his first attempt. “What I loved about Super GT is you had 15 cars that on their day could win a race,” he says. “One of the best texts I got was from [three-time Le Mans winner] André Lotterer, who never actually won the title he fought so many years for – and I won it in my first year. It really annoyed him! I probably drove better in my second year, but we weren’t so competitive. It was a shock to the system, going from F1, the pinnacle of luxury and hospitality, to Super GT, where there’s none. I was sat on the back of our truck on a deckchair, and that’s it. There’s nothing else. It brought me back down to earth, which isn’t a bad thing.”

MOTORSPORT

it’s just about which direction to go. “There were a couple of opportunities to test in Indycar,” he reveals, “but they fell through because of the pandemic. I’d be really interested to race on street circuits in Indycar, but ovals don’t float my boat. There’s also GT3 racing, although I’ve never driven one, while Le Mans is still there.” Button made a short-notice debut at the 24 Hours in 2018, driving a BR1 LMP1 for SMP Racing, and was surprised by how much he enjoyed it. “At Le Mans, your age doesn’t matter if you’re still hungry,” he says. “I’m still super-fit and I’m hungry.” Button was always a pleasure to deal with, from his early days out of karts until the end of his F1 career in an uncompetitive McLaren-Honda. But his relaxed, sunny disposition always belied the fierce competitive streak that drove him. “You have to be very single-minded in F1 – very selfish as well, and I don’t mind saying that now,” he says.

Button is desperate to get back behind a racin

g wheel

“I was a very selfish person. Everything had to be about me, because I had to get the best out of myself. I had a physio, a manager and a PR who all worked for me to make my job easier so I could do my best on track. Now the world is

a very different place, because I have a child. “You can’t be the person you are in F1 when you have children – at least I couldn’t be – because suddenly you’re not the most important person. I’m loving the experience, even if it was a shock to the system initially. It’s amazing seeing him grow. Having a family and a home, I’ve never had it before, because in F1 I was always on the road. You see things differently. The first couple of years out of F1, I didn’t have any direction to go with my life and work, but there have been some really good opportunities in the past six months, which is great. I’m really looking forward to the future.” Still, it all comes back to the driving. “I love everything I’m doing – the team, the TV work – but I need to find out where the driving fits in,” he says. “I have to race. I’m a racing driver. It’s always been my life and it’s what I’m best at.” L

APRIL 2021 AUTOCAR.COM.PH 51

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❝ I was a very selfish person in F1. Everything had to be about me, because I had to get the best out of myself ❞

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