C! Magazine April-May 2020

F E AT U R E !

C ! T E A M M A K E T H E I R P I C K S O N T H E I R FAVO R I T E C A B R I O L E T S O N T H E M A R K E T R I G H T N OW.

THE NISSAN 370Z T H E LEGACY CO N T I N U E S

THE DRIVES

MAZDA CX-8 SIGNATURE 7-SEATER • PEUGEOT 5008 ALLURE 1.6 THP • BMW X1 sDRIVE18d xLINE AND MORE!

SECTIONS

PhP 195 ISSUE 221 APRIL-MAY 2020

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

EXTRA TIME: UNDERSTANDING COFFEE • FOCUS ON: HINO TRUCKS • TUNER: HONDA CIVIC, HONDA ACCORD, & MORE • WHEEL2WHEEL: DUCATI PANIGALE V2 & SUZUKI RAIDER J CROSSOVER

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

LAKE BAIKAL

LIMITED EDITION

Oris continues its mission to conserve water, the source of life, with a watch supporting a project based at Siberia’s vast freshwater lake

As we begin a new decade, the vital role of water has never been more apparent. While some parts of the world suffer because of droughts and fires, others are washed away by filthy flood waters. And according to a joint report by the World Health Organization and UNICEF last year, 785 million people still don’t have clean water close to home.

At Oris, we believe we have a shared duty to behave responsibly and to look after our world and our climate. We are on a mission to bring ‘Change for the Better’, working with non-profit organisations and conservations agencies all over the world, with a particular focus on water, the oceans and the life they contain. We believe that if we don’t act now, it may be too late, but that together we can make a real difference.

With that in mind, Oris is proud to present the Oris Lake Baikal Limited Edition. It’s based on the high-performance Oris Aquis diver’s watch and made in partnership with the Lake Baikal Foundation. Sales of the watch will help raise funds in support of ‘Point No.1’, a Lake Baikal conservation project run by the Scientific Research Institute of Biology at Irkutsk State University that’s also the longest-running and most detailed environmental water monitoring project in scientific history.

‘Point No.1’ is supported by the foundation.

Siberia’s Lake Baikal, which scientists believe is 25 million years old, is hugely important. It holds 20 percent of the world’s fresh lake water reserves. It’s the deepest lake in the world at 1,642 meters, some 300 rivers flow into it, and it’s home to thousands of species of endemic plants and animals. But it’s under threat from man-made pollution, much of it created by careless industry.

‘Water is the source of life,’ says Rolf Studer, Oris Co-CEO. ‘We believe passionately in conserving it for future generations, and also in acting responsibly as citizens of the world to bring positive change. Every year we seek out pioneering organisations who share these values and work to protect the world’s water. ‘ We’re very proud to be working with the Lake Baikal Foundation and to be supporting the work of ‘Point No.1’ as it continues its vital research and raises awareness of pollution and the urgent need for clean water.’

Lake Baikal Limited Edition 1,999 pieces, each presented in a box made of environmentally friendly cardboard

Case Multi-piece stainless steel case, unidirectional rotating bezel with ceramic insert Size 43.50 mm (1.713 inches) Dial Gradient blue Luminous material Hands an indices filled with Super-LumiNova® Top glass Sapphire, domed on both sides, anti-reflective coating inside Case back Stainless steel, screwed, special Lake Baikal insert and engravings Operating devices Stainless steel screw-in security crown with crown protection Bracelet Multi-piece stainless steel metal bracelet, folding clasp with extension Water resistance 30 bar (300 m)

Number Oris 733 Functions Center hands for hours, minutes and seconds, date window at 6 o’clock, instantaneous date, date corrector, fine timing device and stop-second Winding Automatic Power Reserve 38 Hours

EDITOR’S NOTE

Constants and change e have been chatting a lot about different things that surround the things we love.

We love cars, and we love to drive, yes.

But we also find ourselves talking about all the other stuff, and while it may connect to cars, it isn’t limited by them.

Many of us have massive die-cast car collections, or have built models as kids or adults. Or collected books, or shirts, or all the brochures and stickers we used to get from car shows and meetups and the like.

Our car world is changing, our whole world really is changing. The car, initially, was a tool for, and later, a symbol of independence. Because they were big parts of our lives, we often focused a lot of our time and attention on them. All of my friends couldn’t wait to get their drivers license, and in all honesty, some of us didn’t. Yet we now have a generation that doesn’t really feel that need. While we may bemoan this, it isn’t exactly a negative. It may mean, for example, that the level of independence that a car provided or signified can now be had elsewhere. Kids are, after all, growing up faster. As Toyota is trying to show us, we can still love our cars, but more for being something that makes our lives richer. Though they will still make some cars that will grab us by the heartstrings and we are very happy for that.

We see cars as tools but also as works of art. We do take the stand that cars are meant to be driven, but also think

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

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they can be appreciated as wonderful design ideas, beautiful shapes, or amazing mechanical marvels. We appreciate the usefulness of modern electronic ignitions, but love how a good set of mechanically connected carburetors move, open up and draw in air. And we make that sound whenever we can. But we may have grown up on those sounds, and the new buyers never did. What we find oh-so-important, something such as the proper sound, they may find merely quaint, if even that. Car companies may well be building cars based on what we thought in the past whereas the more modern buyer has none of our hang-ups or little desires. Maybe they don’t need the road feel transmitted physically through the steering wheel the way we do.

Yet cars are still emotional buys, it’s our hearts that may well tip the scales when we weigh the pluses and minuses of vehicles that are increasingly similar. We take our data and mull it over and discuss it and then we decide what should make us happiest. For whichever priorities we have at the time. Yes, a good 911 or a first-generation Miata should always make you happy, but so should the minivan that you take family trips in or the small urban commuter that has all the safety systems for your kids as they start riding on their own.

We have seen a lot of change, particularly of late, unfortunately. We should all remember that such things (change I mean) are constant, but so should be our values.

We adjust, we overcome, we help, and we teach others to help. True values.

COVER S TORY

CONTENTS APRIL- MAY 2020 / IS SUE 221

40 CONTINUING A LEGACY

The Nissan 370Z

“As it stands, you’re owning

more than a sports car with the 370Z – you’re owning a piece of automotive history.”

— Chris Van Hoven Managing Editor

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FE ATURES

CONTENTS APRIL- MAY 2020 / IS SUE 221

C! Picks

FAVORITE CONVERTIBLE 48

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T012P013120T

THE DRIVES

CONTENTS APRIL- MAY 2020 / IS SUE 221

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MAZDA CX-8 SIGNATURE Posh Spice

34 PEUGEOT 5008 ALLURE 1.6 THP 35 BMW X1 sDRIVE 18d The haute couture crossover

36 GEELY COOLRAY SPORT The Valedictorian

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Growing into its role

38 JAC M3 REFINE Cabby in Play

E X TR A TIME

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HOME BREW

Beginners Guide to Making Your Own Cup of Coffee

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FOCUS ON

CONTENTS APRIL- MAY 2020 / IS SUE 221

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WHAT’S GOOD FOR THE NATION IS GOOD FOR HINO Big bus brand Hino pivots to lightduty truck builds for modern PUV mini-buses

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TUNER

CONTENTS APRIL- MAY 2020 / IS SUE 221

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BOOSTED!

By Francis G. Pallarco

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SUPER SPRINT CLINIC Honing better drivers on the track

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FULL CIRCLE

Check out this Accord’s journey through different build phases

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THE RIGHT STUFF It’s not just another Honda Civic

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TRACK BITE

Here’s a Civic that hooks up on all fours

WHEN WAS THE LAST TIME YOU HAD AN OIL CHANGE? The engine oil is the lifeblood of your vehicle.

It keeps the many components of the engine working efficiently, and it helps reduce the accumulation of varnish and carbon from collecting on the engine. As oil collects heat, varnish and carbons during the course of protecting and keeping the engine running smoothly, it eventually becomes a sludge, no matter how good the oil is. That’s when you should have your oil changed.

kEEp YOUr CAr WELL-MAINTAINED.

WHEEL 2WHEEL

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TWO WHEELS ONLY

By Maynard M. Marcelo

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NORMINRING-BIKERBOX, INC. OPENS IN DAVAO

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ADVENTURE ACROSS BORDERS

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SUPERMID, OR SUPERBIKE?

The Suzuki Raider J Crossover Mindanao Ride

2020 Ducati Panigale V2

REG UL ARS

CONTENTS APRIL- MAY 2020 / IS SUE 221

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Carl S. Cunanan

Georges B. Ramirez

MONTHLY BUYER’S GUIDE

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Nicolas A. Calanoc

Iñigo S. Roces

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Chris Van Hoven

Angel S. Rivero

EDITOR’S NOTE

APEX AND APERTURES

INSIDE LINE

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ON THE EDGE

BACKFIRE

EVENT HORIZON

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OUR PICKS : TOP 5 CARS WE WANTED TO SEE IN THE 2020 GENEVA MOTOR SHOW

By Nicolas A. Calanoc

APEX AND APERTURES

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

Going Full Circle

o, in my last editorial, I did mention that my family was planning to get the Honda Jazz. Well, change of plans. We were fortunate enough to get a size upgrade to the new Honda Civic! After testing both cars, my siblings were happy about the overall performance of the Honda Civic. I’m not all big about nameplates, but

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hearing the word “Civic” repeat and resonate on the dinner table did get me thinking.

This is the first time in a long time that we have a repeating nameplate in our family garage. The last time we had a Civic was way back in 1992 with the Civic EG. At the time, it was the perfect car for a family that was starting out. We made sure, though, that we squeezed every inch of that Civic as we drove off to school at 6am with my mom behind

“When you have good memories of using a certain car model, it will truly resonate in your heart and mind. As much as we promote being objective in car purchases, it’s okay to feel that nostalgia and use objectiveness to see if it has improved.”

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the wheel. What was interesting was despite being squished inside, I only have the fondest memories in that car.

As we started to upgrade our family cars, the Civic eventually got sold. Throughout the years with so many models introduced and with so many niches becoming norms, I wouldn’t have expected a day when a new Civic will be rolling in our family garage. But here we are with the new Honda Civic. It was then I realized the power of nameplates. When you have good memories of using a certain car model, it will truly resonate in your heart and mind. As much as we promote being objective in car purchases, it’s okay to feel that nostalgia and use objectiveness to see if it has improved.

And without going deep into it, I can say that the Civic compared to 27 years ago is leaps and bounds better than it’s ever been. For starters, we don’t have to squish in anymore.

It’s refreshing to see a nameplate come back to the garage and go full circle in serving not only our family, but for many other families out there. There is really something more in a name than just that. Sometimes found in a car’s nameplate is a trust that has been formed throughout the years.

Making better drivers for tomorrow

Follow our road safety facebook account roadsafetybycmag

INSIDE LINE

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

The Era of the Crossover

nce upon a time, I had dreams of owning a sports car. My favorite model car growing up was that of a Ferrari Testarossa, and I ogled through countless imported magazines with Porsches on the cover, with my favorite being the Porsche 959. As I got older, my goals became more attainable. In my teens, all I wanted was a first-generation Mazda MX-5 NA. To me, it was the perfect car — compact, fun, and exhilarating to drive with the top down.

Then I entered my early 20s, when drifting was just beginning to become popular in the Philippines. My focus shifted to a Nissan Silvia S14 — larger, more powerful, and a capable drift machine.

As fate, luck, or just plain circumstances would have it, I never achieved any of these dreams. As I hit my 30s, “can’t afford it”, “too impractical”, and “difficult to maintain” were some of the excuses my subconscious would drill into my brain, and the elusive goal would remain that — unattainable. What’s funny is,

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at this point in my life, I don’t really care. Now that I’m in a position to acquire one of my dream cars, I find myself strangely apathetic.

Instead, the cars that catch my attention these days are crossover SUVs. From fantasizing about tearing up race tracks or barreling down corner after corner with the wind blowing in my hair, I find pleasure in loading SUVs and crossovers to the brim, whether in terms of cargo or people. There’s a weird satisfaction in seeing a machine do the job it was designed to do, but this time, in terms of utility instead of thrills. You could say it’s because I’m getting older and this is a natural evolution for any person to go through. I’m not so sure this is the case though, as I see a lot of middleaged men driving sports cars, whether or not they’re going through a mid-life crisis. It simply just doesn’t appeal to me anymore.

It seems I’m not alone though. The demand for crossovers and SUVs has skyrocketed through the years, and manufacturers have gladly answered the demand. We’ve now got mini SUVs like the Suzuki Jimny, B-segment SUVs like the Ford EcoSport, subcompact

crossovers like the Kia Seltos, standard compact crossovers like the Mazda CX-5 and compact carriers/SUVs like the Honda BR-V and Mitsubishi Xpander Cross, all the way up to lumbering giants like the Ford Expedition. There are countless segments that now dominate the industry, filling each and every possible gap there is to fill. There could be a multitude of reasons why the SUV/ crossover’s popularity has taken off through the years. Various research agencies have tried to get to the bottom of it by examining buying trends around the globe, and the short version is, SUVs and crossovers have gotten so good to drive, that normal sedans, wagons, and hatchbacks seem obsolete in comparison. Combine that with competitive prices (some SUVs rival sedans in pricing), increased practicality from their raised ground clearance levels and improved storage capacity, and a rapidly growing population, and it’s clear to see why motorists are ditching smaller cars. So, my current “dream car” is a crossover. And I’m not sorry.

Also, I bought a motorcycle.

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ON THE EDGE

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

Passing the Time

y the time this issue comes out, I am guessing we will be in the height of the COVID-19 (Coronavirus) crisis, as it was a month ago when folks fled Metro Manila and spread its wrath throughout the nation.

So, that being the case, I would like to write about another more pleasant subject matter.

Aside from cleaning the house and gardening, I was able to finally watch the movie Ford vs Ferrari, which was good and one I thoroughly enjoyed. I had watched a fabulous documentary a year or so earlier called “The 24-Hour Wars,” which was about the Ford/ Ferrari battle, but unlike the movie, this keeps going till the last race in 1969. This showed Ford’s three-year domination, consequently removing all doubt that it was a fluke. It also started with a background of both Mr. Ford and Enzo Ferrari and the totally different outlooks their companies had, as well as the general mindset of people back then.

It was great to have watched both. In fact, after watching the movie, I watched the documentary two days later, and it was really

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completing. Aside from the real people talking in all the old footage, they also had the kin of some of the key characters who are still around, tell the story. Hearing the stories from these folks was a precious insight. Also on the technical side, they had some of the original crew members who were called the “Original Venice Crew”, which was a rag-tag team of Hot Roaders from all parts of the world. They also made special mention of Phil Remington, who was the great problem solver. This guy figured out how to replace the whole brake system in under a minute among many other things. He was one of the key elements to the GT40’s success, and naturally, he was very close to Ken Miles.

On the other hand, the movie brought in other details that the documentary didn’t, like the personal side of the characters especially Ken and Caroll’s. It also had the inside stories and character conflicts that went on behind the scenes, at times perhaps a bit dramatized but nevertheless, it showed the currents that lurked deep below.

Some people may say it was more of a tribute to Ken Miles, and rightfully so, it is certainly

well deserved. Personally, I feel that aside from such a tribute, it would be deserving if they would posthumously award him (his son or wife) the Triple Crown award he truly deserves.

Whether you liked the movie or not, I highly recommend watching both. It made me appreciate both more and also what these drivers and test drivers were facing in those days. They mentioned in both the movie and documentary that several drivers were killed in racing or testing accidents. I may have been a few years younger than the son of Ken Miles and was lucky it didn’t happen to my father as it was happening all around. It was just part of life then.

Would be great if someone did a movie or good documentary of the Porsche / Ferrari wars that followed soon after. The period of Steve McQueen’s movie Le Mans 1970 and 1971. Actually, perhaps a Porsche 917 story…

Ah! It’s all good.

Anyway, not to end on a negative note, but remember not to touch your face before properly washing your hands. Protect yourself and keep your distance from others.

‘Till next month, be safe.

VISIT OUR WEBSITE: www.calibremagazine.com While most people think the website is a mirror of the magazine. It is totally different portal in the world of horology, motion, and time. It may have parallel features but it is a different perspective to the world of Calibre.

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Iñigo S. Roces

BACKFIRE

C O N T R I B U T I N G E D I TO R

Rethinking The Supply Chain

y now, we are truly feeling the effects of the novel coronavirus (COVID-19).

It’s interesting to think how something so microscopic has managed to bring the world down to its knees.

The pandemic has managed to cancel, or at least, postpone some of the largest events in the globe over fears of its transmission through large gatherings of people. In countries where it has hit hard, it has stopped work and school, drastically affecting these countries’ productivity. As a result, the output of products and components from these countries have been severely affected, triggering a domino effect on the supply chains they feed into and inevitably delaying the production of complex products like cars, motorcycles, cell phones, and computers. This output slowdown has also made its effects felt in stock markets around the world, with sharp declines in trading and losses in the billions.

We certainly have no solutions for containing the virus, but the economic fallout may have been mitigated if we have only learned from the past.

Some years ago, American author Thomas Friedman wrote a little book called, The Lexus and the Olive Tree. Perhaps two decades ago,

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it may not have seemed so revolutionary, but these days, many of the global connections the book highlights have now become standard practice. Seemingly insignificant things like olive trees being fought over by rural tribes, as illustrated in the book, can now be easily sold to discerning buyers half-way around the globe.

Products that claim to be American, British, or German are actually made of more Japanese, Chinese, Korean, and possibly even Filipino components than some brands dare to admit.

Perhaps the most interesting part of the book is its Golden Arches Theory of Conflict Prevention, wherein any two countries will not dare to go to war with each other since the restaurant chain has been established.

Friedman further expands this theory in his follow-up book, The World is Flat (not to be confused with the flat earth theory and the nutjobs that support it). In the second book, he proposes the Dell Theory of Conflict Prevention, wherein no two countries that are both part of a major global supply chain, like Dell’s, will ever fight a war against each other as long as they are both part of the same global supply chain. So far, that’s held true, so long as you don’t count threats and international trade sanctions.

Perhaps what the book hasn’t been able to predict is how some countries have

managed to make themselves the center of many supply chains. Without a doubt, China is easily the biggest supplier of most of the world’s products. Yet, let’s not discount the role of South Korea, Thailand or Italy either.

Unfortunately, these are some countries that are hardest hit by the coronavirus, resulting in their supply chains coming to temporary halts to deal with the virus, thus affecting the rest of the world.

So, how do we ensure the world keeps turning, particularly in light of pandemics like this? The world’s corporations need to wean their dependence off of massive production hubs like China, South Korea, Thailand and Italy. Granted, few other nations can match the economics of scale these countries can achieve, but it’s certainly not impossible for many other nations to match the quality at the very least.

Perhaps it’s time to rethink the Toyota production system so many companies have adopted of “just-in-time, all-the time” supply chain management. Recent events have shown that it’s only feasible in the best conditions, but never the worst.

As the world steadily grows smaller and more interdependent, the threads that connect us all have unfortunately become much more fragile.

EVENT HORIZON

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

Purging Pathogens

hese last couple of weeks have taken many of us on a mad, medical rollercoaster ride, and have kept us on our toes in the field of public health. With the World Health Organization (WHO) declaring COVID-19 as now officially a pandemic, every individual who requires some form of mobility has begun to seek the best measures to keep oneself safe and pathogen-free, despite the inevitability to expose one’s body to other people and different surfaces along the way.

And while people who have no choice but to rely on mass transportation are bound to face greater challenges in minimizing health risks, vehicle owners have no great assurances either. The best we can do at this point is to be vigilant, and to make it a point to regularly disinfect our cars to keep our chances of viral exposure as minimal as possible.

But where do we even begin?? Well, it all starts in the hands! Our hands are constantly among the filthiest parts of our body – and therefore, every surface that we frequently touch in our vehicles, are also equally filthy.

According to the United States’ Center for Disease Control and Prevention, regularly washing one’s hands and disinfecting high-touch surfaces are the best practical

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ways to defend against spreading the novel coronavirus.

Frequently touched surfaces in a car include the door handles, the shift lever, the ignition start/stop button, and most especially the steering wheel! But do not forget your car’s touch-screens, the doors’ armrests, those high-perched grab handles, the wiper and turn signal stalks, or even the seat-adjusting handles! Every one of these high-touch zones must be cleaned for one’s protection, and you can achieve this easily with disinfectant wipes.

Most automotive interior parts can also be cleaned using a damp cloth doused with at least 70% isopropyl alcohol (without being ruined), but it is always wise to initially test a small area, just to be sure that there are no adverse chemical reactions. Also keep in mind not to use bleach-based cleaners or skin disinfectants such as hydrogen peroxide on your car’s interiors, as although they are known to effectively kill coronaviruses, they will also damage the surfaces of your car.

Moreover, ammonia-based cleaners should also not be used, as they tend to damage antiglare and anti-fingerprint coatings.

When in doubt, a modest amount of good old soap and water is safe for most car interiors — for as long as you don’t scrub too vigorously, and take extra care when dealing

with leather. Sometimes, if the leather is old, you’ll need to apply a good leather conditioner afterwards, in order to keep it from cracking.

What’s also important is the type of rag that you use to clean your car — be sure to invest in buying microfiber cloths, as they capture all the dust particles and prevent them from scratching the sensitive surfaces of your car.

And while you’re at it, use a good vacuum cleaner to suck out all the dirt and grime that have accumulated in your cabin over time.

You’ll be surprised to find all the muck and fine dust that have riddled your cabin without your realizing it.

Finally, the number one thing that we can’t stress enough is to properly wash your hands before and after disinfecting your vehicle. You may opt to use disposable latex gloves during cleaning, but you’d have to wash your hands after, nevertheless. Hand washing is still the most effective regular person’s defense against COVID-19.

If you really think about it, keeping one’s car clean is good practice even beyond COVID-19 prevention. As the past UK Prime Minister Benjamin Disraeli once said: Cleanliness and order are not matters of instinct; they are matters of education, and like most great things, you must cultivate a taste for them!

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

E D I TO R I A L

DESIGN

A D V E RT I S I N G

PUBLISHING

Carl S. Cunanan

Charie L. Biaden

Mayette L. Asis

EDITOR-IN-CHIEF

DESIGN DIRECTOR

VICE PRESIDENT FOR ADVERTISING SALES

C! Publishing and Media Group, Inc.

Nicolas A. Calanoc

Mark David A. See

Leslie G. Maxilom

EXECUTIVE EDITOR

SENIOR DESIGNER

ADVERTISING MANAGER

Chris Van Hoven

Mary Ann E. Marcelo

Mary Jane O. Salazar

MANAGING EDITOR

JUNIOR DESIGNER

TRAFFIC MANAGER

Paolo de Borja

Pamela Karla S. Biado

DEPUTY EDITOR

DESIGNER

Gerard Jude L. Castillo ASSOCIATE ONLINE EDITOR

PUBLISHER

Carl S. Cunanan MANAGING DIRECTOR

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

P R OJ E C T S & E V E N T S

Sherwin M. Miñon CIRCULATION MANAGER

Georges B. Ramirez

Ria A. Fernandez

SENIOR EDITOR

SPECIAL PROJECTS & EVENTS SPECIALIST

Merline B. Urdas SENIOR ACCOUNTANT

Francis G. Pallarco

Mary Ann M. Benito

TUNER EDITOR

Maynard M. Marcelo

(+632) 7751 8992

WHEEL2WHEEL EDITOR

TELEPHONE

Monica N. Legarda

(+632) 8844 2599

SENIOR COPY EDITOR

FAX

CREDIT AND COLLECTION OFFICER

Susana D. Cutamora ACCOUNTING ASSISTANT

Elsie A. Teofilo EXECUTIVE SECRETARY

Dominique O. Cerqueda

Paredes Garcia and Golez

COPY EDITOR

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

Michael L. Lhuillier EDITOR-AT-LARGE

Kevin C. Limjoco

Contributing Writers Miguel C. Bichara, Telly Buhay, JP Calimbas, JP Cariño, EZ Ligaya, David Hardman, Peter Lyon, Mike Potenciano, Lindy Pellicer, Brando Rosales, Edrich Santos, Liam Talbot, Martin Ursua, Martin Revita, Steven Yu, Kap Maceda Aguila, Johnny Revilla, and Manny De Los Reyes

LEGAL COUNSEL

Contributing Photographers Andréas N. Delos Reyes, Kyle Estrella, Mike Miranda, Scott Nelson, Juanito Vinluan, Randy Silva-Netto, Patrick Mateo, Jerel Fajardo, Mike Sabarre, Joey Yepez, Bert Casal, Mariony Dela Cruz, Paulo Ferrer, Jakob Kurc, and Jordan Aparicio

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The Drives

MAZDA CX-8 SIGNATURE Posh Spice

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes THE ALL-NEW MAZDA CX-8 slots in between the two award-winning CX-9 and CX-5 models.

Where its smaller and larger brother clientele is clearly defined, the CX-8 endeavors to reach out to a smaller niche of buyers seeking a melding of both models into one. For our market at the moment, Mazda Philippines configured the CX-8 into two variants, our pure front-wheel driven 7-seater Signature test unit at P2,290,000.00 and an AWD 6-seater Exclusive model at P2,450,000.00.

Both mid-size crossover variants share the same normally aspirated 2.5-liter SkyActiv-G engine and 6-speed transmission used in the updated CX-5 installed in the longer CX-9 (2930 mm) chassis but with a shorter (175 mm shorter), narrower (by 129 mm), and lower (by 17 mm) body. Naturally, I wish either model would have been packaged with the recently retuned 2.5-liter Turbo (250 bhp and 320 lb-ft of torque on premium fuel) used in the CX-9 and CX-5 models in other markets which improves its big brother’s acceleration from naught to 100 km/h by over 2-tenths of a second without compromising fuel economy. Or better yet, the fabulous 2.2-liter twin-turbo diesel engine so you have both extended fuel range and optimal real-world driving dynamics.

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The 19-inch alloys are less aggressively designed compared to the CX-5 and uses the same Toyo Proxes R46A 225/55R19 99V tires.

The Exclusive model uses more attractive dark-gloss designed alloys with the same tire. The CX-8 is considered Mazda's flagship crossover in Japan, since the larger CX-9 is not offered in their market because of its size. The CX-8 looks more like an overweight CX-5 rather than a slimmer CX-9. The CX-9 still edges the CX-8 in terms of luxury, space, design, and equipment. So, if you love the CX-5 but need more space but can’t afford the CX-9 then the CX-8 will make you very happy.

It even has the very best braking of the two brothers as it uses the same 12.6-inch (320 mm) vented front discs and 12.8-inch (325 mm) solid rear discs of the CX-9 but carries much less weight by at least 528-pounds (240-kilograms) when compared to its bigger brother. For comparison, the CX-5 with the same engine with AWD uses 11.7-inch front vented discs and 11.9-inch solid rear discs.

The Signature CX-8 weighs 334-pounds (152-kilograms) more than a front-wheel drive CX-5 with the same 2.5-liter non-turbo engine, so it needs the bigger brakes!

The 158-pound (72-kilograms) lighter Signature model differs from the AWD Exclusive model not just in seating configuration and capacity but also with a few less features contributing to the P160,000.00 reduction in price. It is a nice twist that you get one more occupant but still get the weight savings from omitting the AWD (i-ACTIV AWD is a predictive, on-demand AWD system that anticipates front-tire slip and applies just enough torque to the rear wheels to prevent slipping from occurring. It does this via 27 sensors, which constantly monitor the road surface, outside conditions, driver operation and vehicle condition. Analyzing this information 200 times per second, the system helps ensure a stress-free drive in a wide range of conditions) system that affects all-weather driving and light soft-roading abilities but it sits 15 mm taller for more ground clearance.

The Signature model does not have the additional I-ActiveSense active safety suite (Adaptive Radar Cruise Control, Smart City Brake Support, & Driver-Attention Alert) but it does have Lane Departure Warning Equipped

with Lane Keep Assist, Blind-Spot Monitoring with Rear-Cross Traffic Alert and G-Vectoring control Plus (applies a dab of outside brake as the driver steers out of the corner, helping stabilize the car. G-Vectoring aids cornering through subtle torque adjustments).

Much like the extended improvements applied to the current CX-5, Mazda applied even more to the CX-8 when it comes to unwanted sound deadening, there is additional insulation in the roof to dampen the sound of rain which also helps with heat absorbtion too.

So, the cabin certainly feels as upscale as the CX-9. The standard HUD system, Nappa Leather Interior, 2nd Row 60:40 Split Fold-down with Center Armrest & Two-USB Port 2-USB, 7-inch TFT center meter display for the speedometer, powered front seats, 3-zone climate control, powered-rear trunk (with more capacity when the third-row is folded compared

to a CX-5),7-inch full-color touch screen display, full-LED lighting, 360-degree surround view parking monitor with full sensors, cruise control, and epic 273-watt 10-speaker Bose® audio all contribute to a very comfortable and compelling driving and riding environment.

The third-row seats are even more cramped than in the CX-9 so only two children less than 8-years old can sit there comfortably. Our six-year old son was very happy in his child car seat securely attached to the standard ISOFIX second-row bench mounts.

The Mazda CX-8 Signature in the end is a very attractive and versatile premium crossover that will not disappoint its niche market. It is not as nimble as the CX-5 nor the CX-9, but for everyday commuter use with infrequent out-of-town trips, I would still fit no more than 6-people on board for maximum comfort.

SPECIFICATIONS — 2020 Mazda CX-8 Signature Engine: Inline-4, 2488 cc, dohc 16V, VVT & S-VT, Atkinson-Cycle, 6-speed AT | Max Power: 187 bhp @ 6000 rpm | Max Torque: 186 lb-ft @ 4000 rpm 0-100 km/h (0-62mph): 8.5 sec. | Top Speed: 210 km/h (130 mph) | Fuel Mileage: 23 mpg City / 29 mpg Highway | Price as Tested: PhP 2,290,000.00 Plus: Good looks, more standard features, very comfortable, HUD, 10-speaker 273-watt Bose® Audio, G-Vectoring. | Minus: Price and powerplant. |

Rating: 9/10

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PEUGEOT 5008 ALLURE 1.6 THP The haute couture crossover

BEING THE GLOBAL LEADER IN FASHION, you can rely on the French to take something pedestrian and make it effortlessly upscale.

Take denim, for example: a sturdy twill fabric originally used for work clothes, but now a fashion staple. Though originally invented

by Americans, the French made their own version, calling it de Nîmes, in reference to the region where it was produced, Nîmes, France. Today, denim is both an attainable item as well as luxurious status symbol, with designer brands making their own exclusive and expensive lines.

Can the French do the same to another American invention, the SUV? They're certainly attempting to do so with the Peugeot 5008.

Some of you may remember the original 5008 as a somewhat odd MPV/minivan amalgamation. Thankfully, since 2017, it has begun to take on a more palatable crossover SUV form. When the all-new model was first offered, it certainly was a welcome change but what wasn’t welcome was the price, owing to import duties and shipping costs. Now that this model is now sourced from Malaysia but still up to European quality standards, it’s a more agreeable proposition.

Peugeot’s design language has turned to a more exciting direction lately, with lioninspired styling evident all over the vehicle. On the front, its upright grille resembles a lion’s nose while the headlights seemingly have fangs cutting into them. Foglamps are integrated into those lower fangs, though mounted

Words and photos by Iñigo S. Roces

relatively high up and encased in chrome.

Lower on the center is a silver bash plate that’s so pretty, you don’t really want to bash it.

Towards the side, it sports a boxy SUV profile, character lines creases over the wheels and a razor-shaped chrome strip dividing the painted body from the rocker panels.

Behind, it nods to the blacked out taillights trend of the early 90s. A long black strip has red vertical bars cut out of it to form the clawlike taillights. The rocker panels cut up high on the corners to mirror the front’s fangs. Finally, exhaust pipes integrated into the diffuser give it a sporty look.

Inside is where you’ll see why I began the article with denim in the first place. Though odd in theory, the generous denim-like inserts in the interior panels and seat fabric provide a refreshing change from the overdone leather, carbon fiber and brushed aluminum we see in other cars.

Peugeot calls its unique cabin design, the i-Cockpit and it’s not hard to see why. The driver’s side resembles a stealth plane’s cockpit without being too daunting. Ahead of the driver is a high-mount instrument cluster designed to be closer to a driver’s line of sight.

It's made up of a 12.3-inch head-up digital instrument panel with configurable displays.

It’s paired with an octagon-shaped steering wheel that may seem gimmicky at first but begins to pay dividends in the drive.

The center console is crowned by an 8-inch touchscreen LCD that integrates Apple

CarPlay and Android Auto. Other controls are assigned to beautiful piano keys lower on the dash to manipulate climate and audio.

Nearer the stickshift is the engine start button, the ergonomically shaped transmission stick, and electronic handbrake. Just ahead of them, deeper into the console, is a wireless charging surface (do NOT put coins there).

There’s also the Advanced Grip Control knob which comes with settings to allow the car to manage various kinds of terrain. The storage opens up in a unique butterfly style and makes a great arm rest with its leather upholstery.

As for rear passengers, there’s very generous room, rivalling that of mid-size sedans. The seats can also move forward and backward to grant a bit more room for the third-row passengers. Unlike most SUVs with third-row seating best left to children, the 5008 makes it comfortable for two adults, provided the secondrow seats are moved forward a bit. Naturally, both the second and third-row seats can be folded flat to accommodate long or tall objects.

All this is pulled along by a 1.6-liter turbo petrol engine that makes 163 bhp and 177 lb-ft of torque. It’s paired to a six-speed automatic that drives the front wheels. Even if it’s just a front-wheel drive, the Advanced Grip Control knob and terrain presets are still quite functional and will easily handle any light excursions off-road if need be.

Don’t let the power figures underwhelm you. The humble 1.6-liter is paired with a high-pressure turbo that quickly spools up and propels the car forward. Underpowered is the last word we’d use to describe this car.

It’s also delivered quite smoothly thanks to the automatic transmission that barely makes its presence felt. There’s a manual mode with paddle-shifters, but with such quick throttle response, there was hardly a need for it.

The vehicle is extremely quiet and easily one of the most pleasant to drive in its segment. The ride is soft but not floaty like an American car.

The oddly-shaped steering wheel may look like a gimmick, but it’s actually quite comfortable, light and very easy to grip. Makes you wonder why more carmakers don’t employ this design.

The Peugeot 5008 may not be a very popular choice, particularly in this segment, but it certainly charms you after a test drive. Like much of France’s haute couture, the 5008 takes a bold soul to own and drive, but will definitely turn heads in your direction.

SPECIFICATIONS — Peugeot 5008 Allure 1.6 THP Engine: Inline-4, 1598 cc, dohc 16V, Multi-Point Injection Intercooled Twin-Scroll Turbo, 6-Speed AT | Max Power: 163 bhp @ 6000 rpm | Max Torque: 177 lb-ft @ 1400-5000 rpm 0-100 km/h (0-62mph): 9.6 sec. | Top Speed: 218 km/h (136 mph) | Fuel Mileage: 8 km/L City; 14 km/L Highway | Price as Tested: PhP 2,190,000.00 | Plus: Attractive unique styling, uncommon, versatile, true European car feel and comfort, strong feature-set. | Minus: Poor rear visibility, pricey for the size, front-wheel drive only. |

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Rating: 8.5/10

BMW X1 sDRIVE 18d Growing into its role

Words and photos by Iñigo S. Roces

YEARS FROM NOW, our kids may look back at our time and wonder how we ever survived using sedans. SUVs are beginning to be the rule more than the exception. In that light, can the BMW X1 be considered the next 3 series?

To understand what it has become now, it’s important to look back at where it started.

When it first launched in 2009, it was just BMW’s fourth SUV, released just a year after the controversial X6. Being little more than a lightly lifted hatchback, it offered little more ground clearance than your average sedan, all while maintaining BMW’s reputed sporty handling. Critics may have panned it for its odd styling and over-niching, but I definitely remember enjoying its sporty rear-wheel drive handling and compact dimensions.

These days, with BMW’s X lineup filling all the possible niches, there’s much more choice for the discerning buyer. Want a sporty fastback SUV? Go for the X4 or X6. Missing the original X1’s hatchback styling and size, then it’s the X2 you want. With much of the pressure relieved by its stablemates, the X1 now slots conveniently under the X3, X5, and now X7 as a more SUV-like offering.

A MORE DEFINED ROLE Its more defined role is evident in its most recent styling. This latest iteration of the second generation shows solidarity with BMW’s larger grille movement, angular angel eyes, and more aggressive lower valence designs. The grille even sports new satin chrome slats. Gone are the foglamps, however with the new, brighter lighting systems, they probably won’t be missed.

Towards the sides, the sharp character line stretching from the front wheel well remains.

Complex convex and concave shapes adorn the sides. Behind are new LED tail lamps. Other than that, the rear has received few changes.

A FEW THINGS MISSING The interior gets similar subtle updates.

Despite being the entry-level SUV, there’s a lot

of soft touch materials to go around. The are large glossy back panels throughout the cabin, which surprisingly offers a more classy look as opposed to all that faux wood and carbon fiber.

Nonetheless, it still feels like we were deprived of a few toys to meet its new price point. The instrument cluster uses analog dials instead of a full LCD screen and the center LCD could have certainly been wider than what we’re currently offered. The speaker housings aren’t that appealing to look at either.

Over in the back, the rear bench offers much more contoured seats to sit in rather than on, and compatible with a wider variety of body types. It’s certainly not 5-series levels of legroom but definitely better than most would expect.

EVIDENT MATURITY Still, these do little to diminish the way the car drives. Powering this car is a 2.0-liter turbodiesel that makes 150 Bhp and 258 lb-ft of torque. This “Twin power” is not actually a twin turbo, but is rather a twin-scroll single turbo. Exhaust headers are routed to the turbo in different ways to spool it up more dynamically whether at low or high RPMs. This is paired to an 8-speed automatic.

New to this generation is the use of a transverse mounted-engine. That means this X1 is a front-wheel drive. Granted, this is not the “BMW way,” but now that it’s using a platform shared with Mini, that understeer is hardly felt.

Best of all, it frees up valuable legroom on the second row now that there’s no need for a hump in the center for the propeller shaft.

A TASTE OF BMW ATTRIBUTES Objectively, the X1 truly is a much enjoyable car to drive. The throttle response is just right, quite quick to react, in fact, and never truly feeling lethargic even in Normal mode. Eco Pro is where it truly begins to get miserly, activating the stop-start system by default in a bid to save more gas. In Sport, it doubtlessly gets more exciting, but in all honesty, Normal was more than enough for most city driving.

You also won’t notice it’s a diesel until you have to fill up.

The steering wheel is a delight to hold.

Granted the horn is quite plain, it’s already stitched and sculpted much like a sports car.

It’s also light, but precise making it pleasurable to hold whether in heavy traffic or open roads.

The ride is thankfully softer than most BMW sedans, soaking up most of the bumps and nearly all of the noise. It’s not a floaty, thankfully, resisting enough body roll to be encouraging in the corners. And to be honest, the understeer from the front-wheel drive configuration is hardly evident in most situations. It only really makes itself felt at higher cornering speeds that only a few will dare.

When compared to the very first X1, this current generation is easily a drastic difference. Indeed, it may have lost much of the edge and perhaps charming quirkiness the original had. Still, there’s no mistaking the maturity it has taken on in order to better play the role compact SUV. The X1 will appeal to far more drivers now with tastes of the expensive feel sure-footed handling offered in droves in more expensive models.

SPECIFICATIONS — 2020 BMW X1 sDrive18d xLine Engine: Inline-4, 1995 cc, dohc 16V, Direct Injection Intercooled Twin-Scroll Turbodiesel, 8-Speed AT | Max Power: 148 bhp @ 4000 rpm | Max Torque: 258 lb-ft @ 1750-2750 rpm 0-100 km/h (0-62mph): 9.4 sec. | Top Speed: 204 km/h (127 mph) | Fuel Mileage: 21 km/L overall | Price as Tested: PhP 3,090,000.00 | Plus: Improved styling, larger more practical size, more agreeable price. | Minus: Significantly less standard equipment. |

Rating: 9/10

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The Drives

GEELY COOLRAY SPORT The Valedictorian

Words by Kevin C. Limjoco Photos by Isabel N. Delos Reyes & Nicolas A. Calanoc AFTER THE FIRST couple of hours of testing, I got out of all-new 2020 Geely Coolray Sport and tried to do a “slow-clap,” I failed. Instead, I popped out and gave the car a rousing standing ovation! Great job Geely! As soon as the words left my mouth, I caught myself, stood quietly and realized how incredible the journey has been for the brand. For the Philippine market, much like another in-house China brand Chery and China-owned former British brand MG (Morris Garage) where the first initial investors who introduced the brands were not core automotive people but courageous businessmen, Geely was not successful when they first entered our market in 2011. The products failed mostly from the lack of aftersales consumer support and inexperience in a fiercely demanding landscape and not because the products were actually poor and undesirable.

Geely is a private company in Taizhou, Zhejiang, China where it was founded in 1986. They entered the automotive world as Geely Auto in 1997. The new headquarters is in Hangzhou. The first Geely car to be sold in the Philippine market was the Panda (also known as the LC). Timing in any enterprise is essential and, once again parallel to MG, Geely’s second coming into our market is perfectly timed with a perfect storm of all-new strong products combined with the support

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of a very experienced and large company, insuring that the brand and its consumers will absolutely get the required sustenance and foundation to thrive.

Geely launched in the Philippines in late 2019 with the huge and diverse Japanese conglomerate Sojitz Corporation as its new principal distributor. Sojitz has nearly 60 years of experience in the Philippine automotive market working in partnership with Mitsubishi Philippines with a 49% stake. Sojitz committed completely to Geely for our market as the Sojitz G Auto Philippines Corporation now that Mitsubishi Motors is part of the alliance group of Renault, Nissan, Infiniti, Datsun, Dacia, Renault-Samsung (coming in independently to the Philippine market under Legado Motors, Inc. which is the sole distributor of GAC vehicles), Lada, Alpine Cars, and Venucia. Sojitz is so vested in the automotive industry that they own dealerships, licenses, and distribution in many parts of the world. They also own the distributorship of Mitsubishi Fuso for the Philippines. In the US market for example, Sojitz owns the Northern California-based BMW/Mini dealerships in Concord, Berkeley, and San Rafael with an Audi dealership in Concord as well. Other brands, logistics, financing, parts and services handled by the Sojitz Automotive Division in Russia, Thailand, Puerto Rico, Argentina, Brazil, Ukraine, Japan,

France, Pakistan, India, Senegal, Sudan, Sri Lanka, Mali, Niger, Guinea, Iran, Iraq, Mexico, and Mauritius are: BMW, Subaru, Chery, Mini, Hyundai, Isuzu, Mitsubishi, and KTM. For the Philippines, Sojitz has huge interests in other industries: Nickel and Cobalt mining, fertilizers, flour (that includes the popular Fuwa-Fuwa breads), sugar, ink compounds, real estate, and financing.

So, with such a solid financially secure distributor principal operating Geely in the Philippines, there is no doubt that the brand has the fundamentals to succeed in our market. The head office is in the pilot branch in North EDSA with a nationwide dealership network target of 30 by the end of 2021. Geely Philippines begins its reentry into our market with the subcompact crossover called the Coolray (also known as the Binyue in other markets) in three variants with more models scheduled to be introduced within the year. Our top-spec Sport test unit seen here in Orange comes with painted-red brake calipers on all corners, model-specific body kit, comprehensive equipment, and a very stylized multi-material Bourdieu/black interior.

The Geely Coolray was designed by Guy Burgoyne, the British Head and VicePresident of Geely Design in Shanghai and his international design team. The Geely Design group has studios in Shanghai, Coventry (United Kingdom), Frankfurt (Germany), Gothenburg (Sweden), Barcelona (Spain) and Los Angeles (USA). Before Geely, Guy worked with Volvo, Renault, and General Motors. His design team is about 900 strong.

Guy also designs for LYNK & CO, a new global

The Drives

brand jointly-developed by Geely Auto and Volvo. Geely Motors employs more than 50,000 people, operates 12 plants, five global R&D centers in Hangzhou (x2), Gothenburg Sweden, Coventry UK and Frankfurt, Germany. Before I delve deeper with the Coolray Sport I would like to quote Guy about the focus of his design; “We developed the Coolray for a new generation of younger consumers that want sports orientated dynamic vehicles, we wanted to make something different from the norm and with a focus on making premium a standard option.”

Against its direct competition, the Geely Coolray (L:4330 mm x W:1800 mm x H:1609 mm x WB:2600 mm) is slightly smaller (but with a longer wheelbase) than the GAC GS3 (L:4350 mm x W:1820 mm x H:1680 mm x WB:2560 mm) but larger than the MG ZS (L:4314 mm x W:1809 mm x H:1648 mm x WB:2585 mm). For further perspective, the

Ford EcoSport (L:4325 mm x W:1765 mm x H:1656 mm x WB:2519 mm) is the smaller than all the three previously mentioned models but has the very best sounding audio system. The Coolray took over four years to develop. It uses Geely’s new global B-Segment Modular Architecture (BMA), which is heavily influenced by Volvo’s CMA platform. It has a high-degree of flexibility and scalability as well as the latest advancements in the fields of safety, connectivity, new energy, and autonomous driving. The Coolray comes with a range of smart features that brings greater convenience to the everyday driver. The Sport model can park itself while you witness the process on the 360˚ camera central display that also projects Blind spot detection when signaling to change lanes, turning and opening doors.

The Coolray is essentially the most affordable full-featured Volvo that you can

buy in our market. The 174 bhp / 188 lb-ft of torque 3-cylinder dohc 12-Valve direct injection intercooled turbo 1.5-liter engine, XC40 chassis derivative, excellent 7-speed wet Dual-Clutch transmission, electronics, switchgear, and inspiration are all sourced from Volvo which has been owned by Geely for almost a decade now. Keep in mind that Geely now also has a commanding stake at Lotus and just bought into Daimler AG. The Coolray Sport has a smart key with keyless entry, push-button ignition, adaptive cruise control, lovely small steering wheel with paddleshifts and full remote controls, stability control, 18-inch alloys wrapped with exemplary 215/55R18 95V Continental UltraContact UC6 tires, brilliant and crisp 10.25-inch infotainment center monitor with QD link (you can actually record video and make any camera a “dashcam”) and 6-speakers, three drive-modes (in the “Balanced” drive mode, the instruments turn yellow with matching ambient lighting that extends to the rear passenger seats, in Eco-mode the light theme is blue and the Coolray behaves and shifts up sooner to help save fuel, in Sportmode, the scheme is appropriately red and the engine really comes alive), nicely designed jet-throttle inspired e-shift gear knob, 7-inch configurable LCD instrument panel, electronic brake, panoramic moonroof, 6 SRS bags, full-LED lighting, quad-exhaust system with a unique soundtrack, 5-year / 150,000-kilometer factory warranty, 5 exterior colors to choose from depending on variant, and the dynamic performance of acceleration from 0-100 km/h in 7.8 seconds, 196 km/h top speed, and 15.8 km/L overall fuel efficiency.

If I were to buy the Geely Coolray Sport however, I would get it in white so the contrasting colors are highlighted more effectively. After a week testing the Coolray Sport I can say it is the new best-in-class.

The designs are fresh and distinctive. The build-quality is outstanding, it feels very solid yet nimble. It drives with so much spunk and maturity. The steering is light but tight while the smooth shifting response of the transmission would embarrass much more expensive vehicles. It is the swiftest, most exciting, and most comprehensively packaged sub-compact crossover you can buy today in our market.

SPECIFICATIONS — 2020 Geely Coolray Sport Engine: Inline-3, 1477 cc, dohc 12V, Direct Injection Intercooled Turbo, Dual-VVT, 7-speed DCT | Max Power: 174 bhp @ 5500 rpm | Max Torque: 188 lb-ft @ 1500-4000 rpm 0-100 km/h (0-62mph): 7.8 sec. | Top Speed: 196 km/h (122mph) | Fuel Mileage: 15.8 km L Overall | Price as Tested: PhP 1,198,000.00 Plus: Excellent build-quality, bursting with desirable equipment, most powerful engine in its class, most dynamic in its class, feature-rich. | Minus: Audio quality could be improved further, no rear climate control vents. |

Rating: 9.5/10

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JAC M3 REFINE Cabby in Play

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes INSPIRED BY THE HEAVY-DUTY light commercial vehicle, the Nissan NV200 (popularly used as the default taxi for New York and London cities), this is the JAC M3 Refine compact-MPV. The rear-wheel driven JAC M3 actually looks better and has stronger projector headlights compared to the longer wheelbase front-wheel driven Nissan. The M3 Refine is surprisingly very accommodating, offering a lot of capacity for its P895,000.00 price tag supported with a full 5-year factory warranty. The JAC M3’s exterior design is very similar to its larger turbodiesel-powered M4 brother but it has better looking proportions.

I wish JAC had named their MPVs with less confusing monikers though, I’m amazed that BMW hasn’t acted on it.

The M3 Refine’s adult 7-seater capacity is genuine (stitched fabric surfaces) with reasonably good legroom even in the thirdrow bench while still having more rear trunk storage than expected. The JAC brochure indicates an 8-passenger capacity and does have the proper seatbelts too but for maximum comfort I recommend only two people for the third row. The second and third-row benches are well-padded and comfortable but do not offer adjustments to slide the benches fore or aft, or recline the backrests but they do fold flat and tumble to increase cargo volume. The second row has three ISOFIX mounts which is excellent. The third row is a 50/50 split and can be folded and tumbled independently to increase rear storage capacity further.

The hydraulic steering is nicely weighted but a little sluggish. The 5-speed manual transmission works and engages well with smooth clutch actuation. The standard steel wheels with hubcaps wrapped with Chao Yang Radial RP26 195/65R15 95H tires are very industrial. Upgrading the wheels to nice aftermarket alloys wrapped with more premium rubber would drastically improve the ride and handling abilities of the M3 Refine. To keep the M3 Refine motivated, I had to deliberately drive a touch more aggressively. The brakes, discs up

front and drums at the rear, do have ABS with EBD and do work well but they feel wooden.

The suspension needs to be weighted down to get more favorable ride comfort but in doing so also labors the normally aspirated 118 bhp / 111 lb-ft @ 3500-4500 rpm 1.6-liter engine. I hope JAC Philippines offers the more useful 144 bhp / 155 lb-ft @ 2000-4400 rpm turbocharged 1.5-liter engine in the near future.

Our white test unit did come with standard rear parking sonar but it should have included a rear camera, then again, the single-DIN basic audio system doesn’t have Bluetooth connectivity and powers only two front speakers. Thankfully, JAC installed rear

panels in the third-row that accommodate two additional speakers, so you can easily upgrade the audio to a proper double-DIN infotainment system that would fit after removing the old system and frame.

I completely appreciate that the Philippine JAC distributor, Triesenburg Auto Corporation, endeavors to sell maximum valued products to their customers which inevitably results in potential packaging compromises. Thankfully the newer models from JAC do have considerably better fit-andfinish as well as packaging, for example, the upcoming all-new S4 compact crossover looks great with tremendous potential.

SPECIFICATIONS — 2020 JAC M3 Refine Engine: Inline-4, 1590 cc, dohc 16V, Multi-Point Injection, VVT, 5-Speed MT | Max Power: 118 bhp @ 6000 rpm | Max Torque: 111 lb-ft @ 3500-4500 rpm 0-100 km/h (0-62mph): 13.6 sec. | Top Speed: 168 km/h (105 mph) | Fuel Mileage: 8.6 L/100 kms. Overall | Price as Tested: PhP 895,000.00 | Plus: Inspired by the Nissan NV200 cabby, comfortable seats, capacity, versatility, strong air conditioner, utilitarian. | Minus: Needs more pep, steel wheels, needs a better audio system, no front fog lamps, pedestrian interior packaging, leaf-spring rear suspension. |

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IT’S BEEN A LONG WAIT, BUT NISSAN IS FINALLY BRINGING IN THE 370Z TO THE PHILIPPINE MARKET. THE OLD ADAGE “BETTER LATE THAN NEVER” CERTAINLY FITS THE BILL HERE, AS THE 370Z ADDS A HEALTHY DOSE OF EXCITEMENT TO THE NISSAN LINEUP, PROVIDING A RAWER, GRITTIER SPORTS CAR EXPERIENCE THAN ITS BIGGER BROTHER, THE FLAGSHIP NISSAN GT-R. 42

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Not much has changed with the 370Z’s exterior since its last refresh, and that’s not necessarily a bad thing. As a testament to Nissan’s design team, the sleek, aerodynamic roofline and bumper design, complemented by auto-leveling Bi-Xenon HID projector headlamps and vertical LED daytime running lamps, have stood the test of time well – no small feat considering the car was introduced to the global market more than a decade ago. Large 19-inch forged alloy wheels from RAYS house, 245/40 R19 tires up front, and 275/35 R19 tires at the rear. Inside, you’re treated to a bit of nostalgia as the 370Z’s cabin remains largely the same. Supportive leather sports seats feature power slide and recline adjustments, plus height and lumbar adjustments for the driver.

The leather-wrapped steering wheel comes with audio, communication, and cruise control functions, while a large central tach is nestled in between a smaller speedometer gauge to the right, and a multiinformation display on the left. Three more gauges at the center of the dash indicate oil temperature, battery voltage, and the time, while a 6.8-inch Blaunpunkt touchscreen handles entertainment and communication duties, powering an 8-speaker (plus

subwoofer) Bose audio system. Powering the 370Z is Nissan’s tried and tested VQ37 engine that produces 332 hp and 269 lb-ft of torque mated to either a 6-speed manual or 7-speed automatic transmission with manual mode.

Fulfilling the promise made to us during the 2018 Philippine International Motor Show, Nissan is also bringing in the 370Z NISMO, which introduces a slew of upgrades to its exterior and interior. The 370Z NISMO features NISMO design front and rear bumpers, side sills, rear spoiler and door mirrors, giving the Nissan 370Z NISMO a more aggressive and aerodynamic look, while enhancing front and rear downforce. It also gets unique NISMO exclusive 19-inch forged alloy wheels by RAYS with a twin five spoke design and a charcoal gray machine finish with 245/40 R19 tires up front and 285/35 R19 tires at the rear. Changes to the interior include various NISMOstyled elements including Recaro Sport Seats and steering wheel wrapped in leather and Alcantara, NISMO red tachometer and NISMO badging. The powerplant gets a significant power tweak as well, providing 350 hp and 276 lb-ft of torque mated to a 7-speed automatic transmission.

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N We have tested and enjoyed testing every single generation through the years, so naturally one develops a fondness for particular models, my personal favorite until this generation was the twin-turbo Z32, not just because it was the car that I coveted during my university years in the US, but mostly because of its outstanding abilities in a period when most cars on the street were boring, even plebian. While mostly the British and the Japanese were enjoying the right-handed Skyline tour-de-force, the rest of the world had the simpler and purer Z® car.

This new 370Z NISMO builds on an already exemplary car with very deep abilities. Power on the 3.7-liter V6 is up from 332 bhp to an incredible 350 bhp managed by a slick 6-speed manual transmission featuring the world’s first synchronized downshift rev-matching system, SynchroRev Match, which makes you feel like a flawless professional racecar driver combined with a viscous limited slip differential driven by a carbon-fiber driveshaft! Nissan describes the automated heel and toe system as thus, “The SynchroRev Match® function automatically controls and adjusts engine speed when shifting to the speed of the next gear position, essentially “blipping” the throttle to smooth out any up/down shifts. This not only allows the driver to focus more on braking and steering, it improves the smoothness of gear shifts by reducing the typical “shock” when the clutch is engaged. The system can be deactivated with a button next to the shifter for drivers who prefer to shift on their own.” IT WORKS!!!

The old Brembo brake system was scuttled for unique brakes built by Akebono for Nissan. The system on the NISMO uses high-rigidity brake hoses, R35 Special II brake fluid, 14.0-inch front/13.8-inch rear rotors and 4-piston front/2-piston rear painted-red aluminum calipers. They work flawlessly.

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2020 NISSAN 370Z PREMIUM Engine: V6 Location: Front-Mounted, Longitudinal Displacement: 3696 cc Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, Continuously Variable Valve Timing Fuel Injection: Direct Fuel Injection Max power: 332 bhp @ 7000 rpm Max torque: 269 lb-ft @ 5200 rpm Transmission: 7-Speed Automatic or 6-Speed Manual, Viscous Limited-Slip Differential, Rear-Wheel-Drive Drag Coefficient: .30 cd Front suspension: Double Wishbone Aluminum Alloy with Aluminum Subframe, Stabilizer Bar, Coil Springs, with Damping Force Electronically Controlled Rear suspension: Independent Multi-link (4-link) Aluminum Alloy, Stabilizer Bar, Coil Springs, with Damping Force Electronically Controlled Fuel Capacity: 72 liters L x W x H: 4265 mm x 1845 mm x 1315 mm

While the cabin stays true to its original design, it still emphasizes every bit of the 370Z's performance aspect.

Wheelbase: 2550 mm Ground Clearance: 125 mm Brakes: Nissan Sports Brakes Front: 14” (355 mm) ventilated discs with 4-piston calipers / Rear: 13.8” (350 mm) ventilated discs with 2-piston calipers, ABS, Vehicle Dynamic Control, EBD, Stability Control System Wheels: Front: 9 x 19” RAYS Forged Alloy; Rear: 10 x 19” RAYS Forged Alloy Tires: Front: 245/40R19; Rear: 275/35R19 Weight: (dry) 1582-1594 kg. (3488-3514 lbs.)

Weight Distribution: 55:45 0-100 km/h (0-62 mph): 5.2 seconds Top Speed: 250 km/h (155 mph) Governed Fuel Mileage: 19 mpg (8 km/L) City; 26 mpg (11 km/L) Highway Price: PhP 2,897,000.00

2020 NISSAN 370Z NISMO Engine: V6 Location: Front-Mounted, Longitudinal Displacement: 3696 cc Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, Continuously Variable Valve Timing Fuel Injection: Direct Fuel Injection Max power: 350 bhp @ 7400 rpm Max torque: 276 lb-ft @ 5200 rpm Transmission: 7-Speed Automatic, Viscous Limited-Slip Differential, Rear-Wheel-Drive Drag Coefficient: .29 cd Front suspension: Double Wishbone Aluminum Alloy with Aluminum Subframe, NISMO Stabilizer Bar, Coil Springs, with Damping Force Electronically Controlled Rear suspension: Independent Multi-link (4-link) Aluminum Alloy, NISMO Stabilizer Bar, Coil Springs, with Damping Force Electronically Controlled Fuel Capacity: 72 liters L x W x H: 4330 mm x 1870 mm x 1315 mm Wheelbase: 2550 mm Ground Clearance: 125 mm Brakes: Nissan Sports Brakes Front: 14” (355 mm) ventilated discs with 4-piston calipers / Rear: 13.8” (350 mm) ventilated discs with 2-piston calipers, ABS, Vehicle Dynamic Control, EBD, Stability Control System Wheels: Front: 9.5 x 19” NISMO RAYS Forged Alloy; Rear: 10.5 x 19” NISMO RAYS Forged Alloy Tires: Front: 245/40R19; Rear: 285/35R19 Weight: (dry) 1609 kg. (3547 lbs.)

Weight Distribution: 55:45 0-100 km/h (0-62 mph): 5.1 seconds Top Speed: 250 km/h (155 mph) Governed Fuel Mileage: 18 mpg (7.6 km/L) City; 26 mpg (11 km/L) Highway Price: PhP 3,888,000.00

HISTORY OF Z CARS Words: Paolo de Borja

NISSAN 240Z (S30)

NISSAN 280ZX (S130)

NISSAN 300ZX (Z31)

NISSAN 300ZX (Z32)

NISSAN 350Z (Z33)

NISSAN 370Z (Z34)

NISSAN’S Z CARS have an illustrious

It used the same 2.8-liter engine from the

career that dates back to the 1960s. And no

previous generation, but was equipped with

through significant changes as Renault

extensive history on the Japanese brand’s

a turbocharger in 1981 that bumped power

purchased 37 percent of the company and

lineage of sports cars would be possible

up to 178 bhp and 203 lb-ft. of torque.

new management led to the creation of

without mentioning Yutaka Katayama – the Father of the Z-Car.

Introduced in 1983, the third-generation

At the turn of the century, Nissan went

new models in the Altima and Maxima. And

Z in the 300ZX (Z31) was totally redesigned

in 2002, the fifth-generation Z was debuted

with a wedged shape and looked much

as the Nissan 350Z (Z33). The new coupe

the beginning of a legacy that continues

more of a Grand Tourer than a sports car.

took design cues from the classic 240Z. It

up to this day. The 240 was a reference

In 1985, the Datsun badge was replaced

also paid tribute to those that came before

to the 2.4 displacement engine, while

with Nissan’s. The most powerful Japanese

by removing the X after the Z. Under the

the Z connoted to the internal codename

sports car at the time, the 280ZX came

hood was a 3.5-liter V6 that made 283 bhp

Project Z. The US market was graced with a

with an all-new 3.0-liter turbocharged V6

and 274 lb-ft. of torque. In 2005 and 2007,

2.4-liter inline-6 engine that made 149 bhp

that sent power to the rear wheels with

the engine was upgraded to 296 hp and

and 146 lb-ft of torque with a masculine

197 bhp and 227 lb-ft of torque for the US

306 hp, respectively.

bulk on its long hood. In Japan, the Fairlady

market. Other countries received the 300ZX

Z received two engine options – a smaller

with 3.0-liter engine capable of making 158

370Z (Z34) was introduced. It’s lighter,

2.0-liter inline-6 and a more powerful

bhp and 173 lb-ft of torque.

shorter, and wider compared to the 350Z.

The 1969 arrival of the 240Z marked

2.0-liter inline-6 that was also fitted in the

The third-generation was unveiled in

In 2009, the sixth and current generation

Under the hood is a 3.5-liter V6 that

Skyline 200- GT-R. During its run from

1989 as the 300ZX (Z32). Its styling is one

produces 328-350 bhp and 266-270 lb-ft

1969 to 1978, the sports car received two

that turns car guys’ heads up to this day.

of torque. Power goes through either a

updates. The first came in 1974 when it was

The 300ZX is the sleekest of the first three

6-speed manual or a 7-speed automatic

renamed as the 260Z (S30), while the final

generations yet even more masculine. It

with paddle shifters. It has a SyncroRev

edition came in 1975 as the 280Z (S30).

came with a 3.0-liter V6 and the popular

match system that rev matches during

3.0-liter twin-turbo intercooled V6 that

downshifts.

In 1978, Nissan introduced the secondgeneration as the 280ZX (S130) with a fresh

produced 296 bhp and 283 lb-ft. of torque.

design. The new model was larger and

In the 1990s, Japanese manufacturers had a

has spanned for over 40 years now, and

more premium than its predecessor. The X

Gentleman’s Agreement that limited sports

it has rightfully become one of the most

was added after the Z to signify how much

cars to a maximum of 276 hp (272 bhp);

recognizable names in the world of sports

bigger and more luxurious it has become.

and the 300ZX was the first one for Nissan.

cars today.

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The legendary story of Nissan’s Z-Cars

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And as it stands, you’re owning more than a sports car with the 370Z – you’re owning a piece of automotive history as well.

We had the opportunity to drive both the Nissan 370Z NISMO and GT-R NISMO around the Silverstone circuit in England a few years back, getting a good feel of how the two machines differed in terms of handling and performance. While Nissan’s GT-R is a precise, highly refined tool loaded with tech designed to keep your nose pointed in the right direction with a lot less effort on the driver’s side, the 370Z’s charm lies in its rugged sportscar authenticity, with nothing but careful and thoughtful prodding of the accelerator delivering power to the rear wheels to keep yourself in check. Even the engine notes are different, with the 370Z angrier, more brash, as if it had something to prove to its older brother.

The 6-speed manual transmission variant of the Nissan 370Z is set at PhP 2,779,000, while the 7-speed automatic variant can be had for PhP 2,879,000. The NISMO-specced 370Z, on the other hand, is priced at PhP 3,888,000. While the 370Z is starting to show its age, there aren’t many options in the market that offer a legitimate sportscar experience with the thrill of over 300 horses for under the PhP 3-million mark.

And as it stands, you’re owning more than a sports car with the 370Z – you’re owning a piece of automotive history as well.

C! Picks

FAVORITE CONVERTIBLE So it’s summer once again and a road trip to one of the many lush beaches of Luzon sounds like the perfect getaway. Whether you brave the long drive to Pagudpud, Ilocos or the twisty, mountainous roads leading to Baler, Aurora, there’s no better vehicle to cruise in than a fun-driving convertible with the top open. Take out those sunglasses and prepare to be thrilled by the wind blowing in your hair as members of the C! Team make their picks on their favorite cabriolets on the market right now.

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CONVERTIBLE

Ford Mustang 5.0 V8 GT Premium Convertible Price: PhP 3,718,000.00

DO YOU KNOW WHAT’S better than feeling the exhilaration of driving on an open road with the wind whipping through your hair? Driving on an open road with the wind whipping through your hair while hearing the glorious growl of a good old V8 engine. The Ford Mustang 5.0 V8 Convertible doesn’t just give you the thrill of a top-down experience, but it thrusts it upon you with the sheer power of 460 horses and 420 lb-ft of torque. Gone are the days of Ford’s floaty muscle cars too, as the Ford Mustang

Convertible delivers a pliant ride on uneven surfaces while remaining planted through the twisties, thanks to its MagneRide dampers, varying suspension stiffness as much as 1,000 times per second. The cabin is also a great place to be, with the top up or down, with a large touchscreen display powering 12 speakers using Ford’s SYNC3 system, which comes with Android Auto and Apple CarPlay connectivity. If you’re looking for the top-down experience, then this is one of the best cars to deliver it. ◼

Chris Van Hoven Managing Editor

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FAV O R IT E C O N V E R T IB LE

PREMIUM SPORT

BMW Z4 sDrive M40i Price: US$ 70,245.00 as tested

IT HAS TAKEN ME a lot longer than expected to warm up to convertibles, which is really odd, I know, especially since I also love motorcycles.

So, in theory, I should be pining for a drop-top so I would enjoy the best of both mobility worlds; the comfort and security of being in a car with the exhilaration and the visceral connection with the environment that only a motorcycle can truly deliver. Perhaps it was the traditional list of dynamic compromises associated with convertible variants of hugely desirable cars that I couldn’t reconcile with; the

weight gain, the body flex, the lack of insulation (NVH) with the top up, packaging and so forth. Yes, there are notable personal standouts when done right like in the current Mazda MX-5 RF and Ferrari California/Portofino, which use intricate powered retractable hardtops instead of soft tops for better rigidity, safety, and improved NVH while still looking good.

The retractable clam-shells are my preferred middleground for convertibles, that is until the all-new 2020 BMW Z4 M40i soft-top.

It is more expensive than a Mazda but certainly

more attainable compared to a Ferrari. Yes, there are healthy amounts of fantastic examples from other different manufacturers, from a Ford Mustang GT, to the limited BMW Z8 to my ultimate favorite, but completely unattainable, the Pagani Zonda F Roadster. But the one I would actually buy, if all the stars aligned correctly, is the said BMW Z4 M40i. In a straight line and on sweeping curves, the 382 bhp BMW Z4 sDrive M40i roadster walks away from its 335 bhp Toyota Supra GR brother even if it is about 60 pounds heavier.

The soft-top functions very quickly and it's expertly insulated. It will operate up or down in less than 10 seconds at speeds of up to 50 km/h. I would handily take a BMW Z4 M40i over the more expensive Porsche 718 Boxster S!

The steering is exceptional with very good communication and precision. The new chassis is very rigid, could be BMW’s finest effort, in fact, for a convertible. I barely felt any flex and you feel completely immersed with the Z4’s performance abilities; open-top flare accompanied with snarling exhaust notes! The very well-performing M Sport brakes, Olympic 8-speed gearbox, and meaty mixed alloys help manage the silky smooth turbocharged 3.0-liter inline-6 as it catapults to 100 km/h from rest in 4.1 seconds with a speed governed 250 km/h top speed in total comfort while still getting incredible fuel efficiency! It is the absolute best Z4 ever, it is very well-appointed, enormously rewarding and entertaining to drive, and has a usable trunk. ◼

Kevin C. Limjoco President / Founding Editor / Editorial Director

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PREMIUM SPORTSCAR

Jaguar F-Type Convertible R-Dynamic 2.0L Turbo Price: PoA

BECAUSE THIS IS A WISHFUL thinking choice, I am sure most of you will be asking why I am choosing the entry-level F-Type over the V6 supercharged AWD variant. It’s simple, because it is more than enough for what I intend to use it for.

For something as beautiful as the Jaguar F-Type, the successor of the arguably most beautiful car: the Jaguar E-Type, it’s more of a lifestyle than anything else.

If I was looking for a serious sportscar, I would have chosen the coupé version that was fully loaded. But for something to enjoy 7 days a week, the Jaguar F-Type 2.0L Turbo is more than enough in my book. ◼

Nicolas A. Calanoc Executive Editor

ROADSTER

Porsche 718 Boxster Standard Price: PhP 5,750,000.00

WHEN PURCHASING COLLECTIBLE CARS like convertibles, it’s always advisable to go for the top-of-the-line variant. After all, that means more power, better trim, and hopefully, better resale value down the road.

Yet Porsche provides plenty of reason to go for the 718 Boxster Standard. Its 2.0-liter turbocharged flat four already produces 300hp. It comes with a 7-speed double clutch transmission.

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Its roof is already power retractable, and available in the gorgeous velvet red.

Granted, the Boxster S has half a liter more of displacement, 50 more horsepower, and the Chrono Plus Package. Yet is all that really worth an additional million pesos?

There are many other convertibles out there — some for more, some for less — but few offer the positively sticky handling of a mid-engine sports car

like this. Tipping the scales at just 1.3 tons, you’ll be hard pressed to find any other car that can conquer twisties and the race track with such ferocity and dynamism as this.

Once a car crosses the 300-hp threshold, it’s frankly quite difficult to fully utilize all that power. With the Boxster Standard, its limits are quite attainable and will still be very exciting for a long time to come. ◼

Iñigo S. Roces Contributing Editor

THE MX-5 RETRACTABLE FASTBACK is the latest addition to Mazda's hugely popular line of MX-5 variants, since the model was first launched in 1989. It was literally the model that revived the world's passion for roadsters, because of its inherent simplicity, affordability and the car's total balance.

This latest variant continues to carry the timeless styling and values which have made the model the world's best-selling open-top, two-seat roadster — only this time with the additional safety, security, and functionality of a power-retractable hardtop, but still with the classic form of a fastback.

I love that this roadster is relatable, attainable, and just everybody's favorite

sportscar — which does not bank on absolute speed, but on absolute driving fun!

The compact packaging makes it highly maneuverable and always a joy to drive — even as an everyday car. And to top it all off, the Philippines is home to one of the tightest, most passionate Miata/MX-5 Clubs in Asia — the Miata Club of the Philippines — and that means you'll never be short of great company to drive around with, and to discuss everything Miata with. ◼

SPORT

Angel S. Rivero Contributing Editor

PERFORMANCE CAR - SPORT

Mini JCW Convertible Price: PhP 4,200,000.00

TRUTH BE TOLD, there are way more powerful and more expensive cars in this segment. But nothing comes close when it comes to encapsulating the allure and drama of summer driving enjoyment than being behind the wheel of a Mini John Cooper Works (JCW) Convertible. Aside from style and performance, the Mini is just one of those special cars that continues to possess a lot of charm and personality all on its own.

FAV O R IT E C O N V E R T IB LE

Being a John Cooper Works (JCW) variant means it contains all the right ingredients for an absolutely fun drive starting with a highly responsive, 228 horsepower, turbocharged four-cylinder engine with an eight-speed automatic transmission. Renowned for its agility, the Mini JCW doesn’t disappoint either when it comes to tackling corners with a sport-tuned suspension, electronic locking differential and

Mazda MX-5 RF with Nappa Leather Interior Price: PhP 2,410,00.00

matching Brembo brakes to safely bring it to a halt once you’ve reached your destination. The inviting interior provides ample room up front, while the convertible top can be opened halfway like a sunroof or totally open.

Since the journey itself takes up a good portion of the summer adventure, driving a Mini JCW Convertible will ensure that it becomes nothing short of exhilarating. ◼

Francis G. Pallarco Tuner Editor

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

IN PARTNERSHIP WITH

Our timeless classic, rewritten in bronze.

With an ever-changing patina that reects the passing years.

A single red hand that marks the present day. And a future that’s yet to be written.

The story continues.

Big Crown Bronze Pointer Date

EEXXTR TRAA TITIM MEE

B EG I N N E RS GU I DE TO MAKI N G YO U R OWN CU P O F CO FFEE Making coffee can be such a task, so much so that it has become a rising business to meet the demand of people who crave for a freshly brewed cup of coffee. If you take the time though, to roll up your sleeves for a few minutes, you will be surprised on how manageable it is to prepare your own cup. The results will surprise you! So, you can ditch that sachet of powdered sugar with bits of coffee and take this little journey of making your own cup of joe.

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COFFEE GROUNDS As much as we would recommend you getting whole beans and grinding them yourself, we are taking baby steps in this coffee-making experience. The safe side is to go to your local supermarket that sells pre-ground coffee. If you’re a little adventurous, we highly suggest going to your favorite coffee shop that sells a variety of coffee beans and grounds.

In the coffee world, there is a debate whether you should buy them coarsely ground or fine. For the methods we are doing, either should be fine. Finely ground coffee is more for espresso machines.

Anyway, for beginners, what will probably matter more is the roast of the beans, which is categorized by type of roast:

LIGHT ROAST

LIGHT ROAST Light roasts come with the lightest color and a pronounced acidity. They also have no oil on the surface. The origin flavors are heavily retained since the beans are not being subjected to too much heat. These also contain the most caffeine.

MEDIUM ROAST

MEDIUM ROAST Similar to the light roast, medium roasts have no oil in the beans’ surface, but they have a heavier body and lighter grain taste.

This roast usually has a balance of flavor, aroma, and acidity. Compared to light roasts, this has less caffeine. But medium roasts have more caffeine than Dark roasts.

DARK ROAST These roasts emit a dark color, like chocolate or black. This roast tends to have an oily surface, thus dark roasted coffees usually have a shiny surface. If light roasts taste more of the origin of the bean, the flavors you get out from here are more from the roasting process, thus the flavor you get from here is either bitter, smokey, or burnt.

This also has the least caffeine.

Just keep in mind that since the coffee grounds will be purchased grounded, its shelf life won’t last as long once opened – so buy just as much coffee as you need on a monthly basis. They should also be stored in an airtight container at room temperature away from direct sunlight. Don’t put it in the refrigerator either! If you do, your coffee will taste like a mix of everything inside it.

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TYPES OF COFFEE E SP RE SSO An ounce of highly caffeinated coffee with a creamy top. The espresso, aka "short black," is the foundation of every espresso-based drink such as the Americano and Latte.

A ME RI CA NO The Americano is a popular beverage that originated from World War II. A small, single espresso shot is made into a larger coffee drink by pouring a sizable amount of hot water.

CA P P UCI NO The Cappuccino is basically a Latte but with more foam and chocolate above the espresso and steamed milk.

LATTE Concocted with a single espresso and topped with steamed milk, the Latte could be considered as the introductory coffee beverage. Acidity and bitterness from the espresso are balanced out by the milk.

FRA P P E The Frappe is a traditionally coffee-based beverage that serves as an icy, refreshing treat. It is often mixed with different flavors and syrups before being topped with whipped cream.

GLACE A cold treat for a hot summer day, the Glace is highlighted by a scoop of vanilla ice cream floating on top of the coffee.

BREWING EQUIPMENT There are two major methods to brewing coffee at home. One is with filter/pour over brew devices like Chemex, Hario V60, and Kalita Wave. This method gives a cleaner profile in terms of flavor since the output is filtered. The other method is the immersion brewing device like the AeroPress and French Press, which relies on the coffee submerged in the hot water, then “pressing” the coffee output separating it from the grounds.

There are so many resources online on how to use the different methods. If you ask us though, we find that the French Press method is the beginner method to enjoy a fresh cup of brewed coffee. You can use scales and thermometers to take coffee making down to a science, but it never hurts to eyeball measure your coffee. The more you do it, the more you learn on how you want your coffee. First take was too strong? Lessen the grind on the next one.

Was it not hot enough? Maybe increase the burner heating the water. In the process and journey of making the perfect cup of coffee, you will learn a lot more about coffee.

So without further ado, here are the basics on how to French Press:

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HOW TO FRENCH PRESS

Add coffee grounds to French Press

Steep with lid for 3 minutes

Fill French press halfway with hot water (207 F/ 96 C)

Plunge slowly with the weight of your hand

You can see that in making coffee, keeping the temperature is really important. Some actually make sure their mugs are warmed up by pouring extra hot water to it and throwing it out.

Preheating the equipment helps a lot. Also make sure that after making your coffee that you keep all your equipment clean to maximize the flavor.

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Bloom/ mix the coffee and hot water for 1 minute

Add remaining hot water

Serve all the coffee, don’t leave it in the French Press any longer.

This is only the beginning when it comes to making freshly brewed coffee. Once you get the hang of this and you see the joy in making fresh coffee, give the other methods a try or even invest in an espresso machine where you can make so many kinds of coffee styles. Whether it is to save money or for the joy of making something from scratch, we highly encourage you to make your own cup of coffee!

IN SEARCH OF A BADGE'S GREATNESS

F O C U S ON HINO SETS SIGHTS ON TRUCKBASED MINI-BUS PUVS Veteran truck and bus-maker Hino aims to thrive by providing commuters with 21st-century PUVs to replace what have evolved from those classic World War II-era SUVs. Words & Photos: Gelzon de la Cruz

FOCUS ON: HINO

After rolling out those deep, sky blue buses that were the latest word in modern mass transport back in 1970's Metro Manila, 45-year old Hino Philippines now puts metal into those tall-boy, air-conditioned public transports that weave through traffic alongside crouched-down, smokebelching and open-windowed jeepneys.

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From producing those ubiquitous Metro Manila Transport Corp. (MMTC) open-air ordinary buses and air-conditioned Love Buses (named after the hip original Herbie the Love Bug movie franchise) four decades ago, Hino now champions the nation's initiative to replace traditional public utility jeepneys (PUJs) with modern, organization-operated public utility vehicles (PUVs).

Hino Motors Philippines Corp. (HMP), the country's longest-operating truck and bus manufacturer, is the survivor of numerous economic crises that have hit the manufacturing

Hino's modern PUVs and top spec Grandeza bus at the HMP factory grounds

sector the hardest and which have forced the automaker to go beyond the conventional on numerous occasions to keep servicing their essential foreign debt. Theirs is a story similar to the entire nation's and, if anything, it shows how Hino is a bonafide stakeholder in nation-building.

Apparently, what's good for the country is good for Hino, and vice-versa.

And this move to ante-up and push for controversial but necessary change once again isn't a sappy attempt at past glory, no sir, but actually shows the striking savvy of old-school, steely-eyed industrialists still at the helm of HMP.

EN EL AUTOBUS But, but, those are mini-buses! It's how irate drivers and operators have taken to dismissing the modernized public utility vehicles (PUVs) that are now replacing their passenger jeepneys. They're absolutely right, just not in the way they intended, and much to the benefit, and amusement, of the riding public.

Replacing homegrown transports that were adapted from five-seat, all-terrain quarter-ton trucks used in World War II, modern PUVs are no longer jeepneys but are now actual buses•globally recognizable transports meant for 20 or more

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FOCUS ON: HINO

passengers. Modern PUVs are mini buses that you'd board and walk through upright, can accommodate over a score of seated or standing passengers, come with air-conditioning, of course, and are built on factory-new truck platforms.

Buses.

And it's with buses, for many decades, that Hino Philippines made its mark in this market.

Within five years of being set up here in 1975, Hino had delivered 200 full-sized units to serve as Metro Manila's groundbreaking, first-ever airconditioned city commuter Love Buses followed by 500 more units to update the metro's mass transport system. Putting those 700 Metro Manila buses in context, it eventually took Hino 41 years to accumulate 20,000 units sold for an average of 490 units a year.

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“Theirs is a story similar to the entire nation's and, if anything, it shows how Hino is a bonafide stakeholder in nation-building�

HMP chairman Vicente T. Mills, Jr.

TRUCK-MAKER TOUGH In the 1980's, in addition to truck and bus assembly operations, and seemingly in response to the 1983 political-economic crisis, Hino started bus body building, bus exportation, and the manufacture of specialized heavy-duty bottler trucks.

When the next challenge came along, the Asian financial crisis of 1997, Hino was caught off-guard on the eve of their transfer to their new plant in Canlubang, Laguna in 1998. But, they rallied once again and opened new revenue streams with vehicle-rebuilding operations, starting body rehabilitation in 2000 and then vehicle repowering services in 2005.

HMP chairman Mills says these crises not only caused them to expand their operations downstream but also to go into unconventional areas such as cassette-tape and furniture manufacturing and export--all these to make sure they had the currency to pay off foreign loans. Put another way, these crises compelled Hino to go native, enterprising and resilient.

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FOCUS ON: HINO

“Hino's diminished bus business can be replaced and even surpassed almost overnight by new demand ... under the country's PUV modernization program.�

SHIFTING SALES After 2009 when they introduced their Series 300 light-duty truck line, and by 2010 when they delivered 489 trucks to Coca-Cola Philippines, the bulk of Hino's sales had started to shift away from buses and over to light, medium, and heavy-duty haulers.

Until 2013, Hino sales would remain busdriven, with sales numbers that year showing 566 buses sold compared to less than half that count in trucks with just 273 in unit sales. But after that, competition from cheaper bus imports would finally take its toll on Hino's bottom-line.

In 2014, Hino broached the 1,000-units total annual sales threshold only because a 20-percent decrease in bus sales was greatly offset by a nearly 200-percent increase in truck sales. That year, they sold 451 buses and almost double that number in haulers, 799 trucks, all these resulting in 1,250 units in annual sales.

The trend would continue, truck sales outnumbering bus sales and driving unprecedented volume growth of almost 50 percent overall in 2014, over 60 percent in 2015, and over 40 percent in 2016, and again in 2017.

All these even before and as mere lead up to when Hino's participation in the PUV modernization program would see them building passenger bodies on their bestselling Series 300 light-duty truck chassis.

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BUSES TO TRUCKS AND BACK TO BUSES The 2,481 units of light-duty trucks sold by Hino in 2017, 61 percent of their total sales volume, was a hefty 22 percent of that year's total market demand of 11,200 units. And demand for those light-duty trucks•the underpinnings for modern PUVs that started coming on line in 2018--is expected to double and then quadruple because of this jeepney-replacement program. Ironically, Hino's diminished bus business can be replaced and even surpassed almost overnight by new demand for light-duty truck platforms under the country's PUV modernization program. And Hino knows it.

By the end of 2019, Hino was leading the pack after delivering almost 400 Class II and Class III modern PUV units built on lengthened Series 300 XZU342L chassis. And all their sales to date are for new PUV mini-buses rolled out with Hino-built

bodies, playing to their strength as an experienced and fully equipped bus-body builder.

Looking further down the road, they've also opened themselves up to contract builders that would increase their cab and chassis truck variant sales as well. They've already commissioned and tested a next-gen PUV model with a Centro-built passenger body and a larger roof-mounted airconditioning pack that's typically mounted on full-sized commuter buses.

When they went public with their modern PUV designs back in 2018, HMP Chairman Vicente T. Mills, Jr. said, “our goal is to contribute to the improvement of our current transport system and make it sustainable while addressing the needs of our passengers." We'd put real stock in what they're saying because, apparently, their long game takes what's good for the country as being just as good for them. Now, that's smart.

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2020

TransSportShow 29th Edition

May 21-24 I 10am - 9pm I SMX Convention Center Manila Halls 2-4, Mall of Asia Complex, Pasay City

For Inquiries: 0917-5322637, 0917-5322648, 8571-7551 | transsportshow@gmail.com

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

A P R IL- M AY 2 0 2 0 / IS S U E 2 21

BOOSTED!

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

MECHANICAL MISHAPS Of broken clutches and other mechanical components that could break down

ike any other car nut, yours truly went to the well-attended swap meet organized by “The How’s Your Project Car” Facebook group which aims to uplift and give new meaning to our local car scene.

Held at the Techno Hub parking lot, it was car stuff galore indeed ranging from mufflers to just about anything including die cast and T-shirts. While poring over one of the random pile of parts on display I couldn’t help but overhear one person vividly recounting his experience with a broken clutch. Even though it may sound pretty normal, but hearing it firsthand caught my attention because; I experienced the same thing numerous times in varying degrees and in different cars. You see, the thing is with these fluid-type clutches is that if left unchecked; the clutch master cylinder can develop leaks until there’s no

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more fluid left because the rubber caps inside deteriorate over time. As a result, this will cause the hydraulic clutch system to lose pressure and in effect won’t be able to shift the transmission in any gear.

There was this one time I recall, I was driving my Corolla (AE92) along Ortigas avenue one evening and all of a sudden I couldn’t shift the transmission in gear or any gear for that matter. Making matters worse, pumping the clutch pedal sent my foot all the way to the floor effortlessly without any pressure at all. I immediately knew then that I had a busted clutch master cylinder. Luckily, the Shell Oasis gas station as it was known back then was still open and I managed to limp my car there in first gear for a temporary fix. Then there’s another time where I was just a few blocks shy from my house when my wife’s Honda City acted up without warning and wouldn’t shift. I just rammed it into

“What’s amusing is that a defective clutch master cylinder or clutch cable can be considered as minor breakdowns, but it’s a crucial component that could render any manual transmission equipped car useless.”

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second and made it home where it got fixed the next day outside the garage. Even cabletype operated clutches aren’t exempt from breakdowns as incorrect adjustment may cause it to prematurely wear out and eventually snap in extreme cases. In such cases, it wouldn’t be possible to shift gears at all.

What’s amusing is that a defective clutch master cylinder or clutch cable can be considered as minor breakdowns, but it’s a crucial component that could render any manual transmission equipped car useless.

Making matters worse is the fear and anxiety it brings, most especially if it happens on a deserted road or right smack in the middle of nowhere. Thankfully, because of those experiences, it has taught me to regularly inspect vital under hood components such as the brake and clutch fluid reservoirs.

Observing for any changes in terms of fluid level or signs of discoloration, which are telltale indications, that it needs servicing.

This is something that applies to the rest of the car or any vehicle for that matter. A practice that’s more commonly known as “Preventive Maintenance” that promotes longer service life. While its no guarantee that the car won’t require any servicing or replacing a part, the bottom line is that doing so will prevent unplanned or shall I say unexpected visits to the auto repair shop. There’s a logical reason why it’s called preventive in the first place.

Keep on fixin’ and remember say NO to stock and keep it tuned!

Events

SUPER SPRINT CLINIC Honing better drivers on the track Words by Jill Elicano Tan Photos by Mickie Carbonell

THE SUPER SPRINT TEAM recently held their first ever Clinic at BFCT Marikina East Terminal. The day started off with a brief classroom discussion on the basics of sport driving and followed with a FAQ session and having the group “walk the track.”

The objective of the day was to hone each participant’s driving skills and improve their times. The team gave personalized instruction all day as runs were scrutinized and each participant were given tips to cut their lap times.

Attendance at the clinic was capped so participants could receive individual training. And while the team was focused on their goal, the atmosphere was kept light and fun as the camaraderie was built among the instructors and

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participants, as is usual with Super Sprint and Grupo Toyota events.

The afternoon session had the wireless timing system used as a teaching tool, allowing instructors and drivers to monitor times and progress for the rest of the day. The instructors analyzed possible improvements that could be done by the drivers to achieve better times from the first to the last run of the day. The event was complete with medics, marshals, and most amenities as with a regular race to ensure safety and provide maximum value to the participants. A target time was given to each driver, and at the end of the day, all drivers successfully hit their mark and most of them drove in even faster.

Though the Super Sprint Series is only on its 2nd year, they brought with them years of experience of participating and organizing motorsports events with the pool of instructors on hand for the day. Aside from the regular Super Sprint team members Myk Mamiit, Donna BarretMamiit, Jill Elicano-Tan, Robert Tan, Jayjay Pompa, Lester Shih, and Efren Moncupa, close friends and newest members of the team JP Castellano and Christopher Cadiz were valuable additions to the organization, with an appearance by Danby Yaptinchay.

Other members of Team Super Sprint are Mars Ocampo, Dana Estoque, Kaloy Santos, Ariz Montoya, Paul Castellano, and Camille Ciruela.

The 2020 Super Sprint Series is presented by Toyota Manila Bay/ Toyota Manila Bay Parts & Service In cooperation with Project Vector, Partspro, Fixstop Auto Service Also brought to you by CleanShine Master, Walter Sound and Stage Lighting, Wika Residensiya, AutoPerformance Ph, DynoPro Philippines, Runstop PH, Fabrix Eco Filter PH, Pegasus Autolamp Philippines, Aguila Auto Glass, Hazardboy Performance Parts, SmartFuels2Race, BrandAide Inc., Edgesport, and Prautotype Auto Restoration. #SuperSprint #SS2020 For more info, follow Super Sprint and Grupo Toyota on Facebook or contact 0917-8565455 or email supersprintph@ gmail.com.

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THE RIGHT STUFF IT’S NOT JUST ANOTHER HONDA CIVIC

WORDS

FRANCIS G. PALLARCO PHOTOS

LEO JOHN CORDOVA

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guess most car enthusiasts would agree when I say that there are cars that immediately grab your attention and there are some that attract admiration in a more understated manner. What’s more, it gets even more interesting the closer and the more you look. Aside from the correct details, it just ‘feels proper’ everywhere you look.

Whether it’s the combination of parts used or the quality of workmanship, there’s just something about it that makes it a benchmark build. I have seen, featured and judged a lot of Civic (EK) hatchbacks, but this particular one owned by Henry ‘Henrybird’ Chua ranks high up on my list along with a few select ones.

The build started out back in 2014 where the original plan was to build a proper racecar powered by a K20 swapped engine. Having previously built straight catalog builds of a Mugen (EG) Civic and a fully decked-out Spoon themed S2000, Henry didn’t have any second thoughts when he chanced upon a legit Japanese import 2000 Civic (EK9) Type-R as the basis for his build. His build approach was to source out all the aftermarket and OE parts that he needed first to make everything go smoothly. But it was also during this period where the build took a turn as Henry recalls, “At that time it took awhile for the parts to arrive because most of the conversion parts came from the States. While waiting I was able to purchase some rare parts

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YELLOW The prevalent color theme stretches all the way inside where the rare Recaro SR3 'Wildcat' and the cloth inserts on the door cards give it great detail.

like an authentic signed Spoon gauge, yellow Recaro seats, aftermarket hood, and the J-Blood front bumper, which is the first one in the Philippines. With all the aftermarket parts I had, I decided to make it into a show car first.”

Now before it could enter a car show, it has to have that impeccable paint finish. Known for his numerous car show-winning creations, Richmond Sunga of Autogenix Carworkx was tasked to execute the body and paint.

But not before fitting and aligning the J-Blood aftermarket bumper and Vis Racing hood and finally laying down a fantastic paint finish in bright yellow shade. Other details that make up the

exterior include several items from Spoon Sports such as the side mirror, decals and rear wing. It also has a Devsport front splitter that’s similar to the super rare ones that ARC Magic sold back in the day.

The interior came next where apart from the rare Recaro SR4 seats covered in a yellow wildcat fabric; Henry managed to locate a Spoon gauge, which is something even rare and pretty expensive. What’s even better is that Spoon founder and president Tatsuru Ichisima signed it himself making it quite a catch. The performance theme continues all the way with a custom 4-point roll cage, the K-Tuned race-

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soon. What’s more, despite having so many aftermarket items, everything looks spot on and doesn’t look or feel overdone. Its just right judging by the awards it garnered during the 2016 and 2017 Manila Auto salon, it is that good. In fact, this Civic has even been featured in various international media outfits. Lastly, Henry sums up his build as he says, “This build wouldn’t have been possible without passion, but more importantly its all about what makes me happy, the experience it brings, the knowledge I’ve gained and the people I’ve gotten to meet along the way. As they say you only live once so might as well live life to the fullest.”

Specifications

1997 Honda Civic Type-R (EK9) — Henry “Henrybird” Chua — ENGINE: K20A Integra DC5 Type-R engine ENGINE MODS: Blox headers, K-Tuned fuel rails and fuel regulator,, Spoon strut bar, Spoon oil cap, Spoon sparkplug cover, Spoon radiator, Spoon valve cover, Spoon intake tube, Spoon air filter, Spoon mid-pipe, Spoon N1 muffler, Hasport engine mounts ENGINE MANAGEMENT: Hondata KPro (ver3) ECU HORSEPOWER: 200 WHP

spec billet RSX shifter box and shifter plus more. Of course, it wouldn’t be complete without the requisite Spoon goodies such as the Spoon steering wheel, shift knob and rearview mirror.

It wasn’t long before Henry turned his attention to what was under the vented hood. For this type of ‘Cost is no object’ kind of build, what lurks beneath should be something truly special. Henry called upon the Autogenix Carworx crew to slide in a K20A engine taken from an Integra (dc5) Type-R engine to satisfy his urge for more go. But before mounting the engine, the entire engine bay was shaved and everything that wasn’t

SPOON PLEASE The K20Engine swap is also home to a bunch of Spoon goodies that's good for around 200 horses.

deemed necessary was removed tucked or relocated. It’s definitely a custom job but the K20 engine sure looks like it belonged there save for a plethora of Spoon items and more. With the Spoon theme prevalent in most of the entire car, its only fitting that it rolls on 16-inch Spoon SW388 wheels shod in Bridgestone Potenza Tires providing much needed traction. Peering through the front wheel spokes are Spoon brake calipers and matching rotors. Out back, the Function 7 control arms and sub frame can’t be missed while BC Racing coilovers can be found on each corner.

Overall, this one awesome build that wont be emulated or topped any time

EXTERIOR MODS: J-Blood front bumper, Devsport splitters, Vis racing monster hood, Spoon wipers, Spoon gen3 side mirror, Spoon rear wing, Spoon windshield banner, Spoon rear banner, Spoon side stripe decals, Golden Eagle speed holes INTERIOR MODS: Recaro SR4 yellow wildcat, K-Tuned Race spec billet shifter, Defi gauges, NRG quick release adaptor for steering wheel, Spoon shift knob, Spoon steering wheel, Spoon gauge, Spoon rearview mirror, Custom roll cage ROLLERS: Spoon SW388 Wheels (16x7), (205/50R16), Spoon Lug nuts BRAKES AND SUSPENSION MODS: Spoon Monoblock brake caliper, Spoon rotors, BC Racing coilovers, Function7 Sub frame, Function7 Lower control arms PAINT AND BODY: AutoGenix Carworx

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FULL CIRCLE CHECK OUT THIS ACCORD’S JOURNEY THROUGH DIFFERENT BUILD PHASES

WORDS

PHOTOS

FRANCIS G. PALLARCO

JOEY YEPEZ

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emember the Japan Consumer Credit Service (JACCS) liveried Honda Accord racecar? Think Japanese Touring Car Championship (JTCC) in the 90’s with Naoki Hattori driving the MoonCraft prepped Accord running huge slick tires, ultra lowered suspension and a sleek aero package. And who could forget the unmistakable JACCS multi-color paint scheme as well. Truth be told, I haven’t because I still have an unassembled Tamiya model kit of the exact racecar along with other kits gathering dust.

Fortunately that’s not the case with this Accord owned by Adrian Hubert Agcamaran of Shop 105. From a basic streetcar, he has painstakingly built it to become a streetcar, street/track car, full racecar, and back to being a street/ track/show car. Truth be told, this Accord has undergone an interesting journey spanning numerous parts, three engines, and way too many wheels and tires. But despite the deviation, what’s constant is that it continues to put out even more horsepower.

“Started out as my mom’s company car until no one was using it, so in went a sound system and joined SPL competitions for Bio Bass Audio Shop in 2000. Bolt-ons came next like filters, plug wires, SMT headers, Altezza-type taillights, rims and of course “cut” springs. Back then it hung out at places such as White Plains and Libis where

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the original 2.0-liter engine eventually got a manual transmission.” It sounds so simple but I’m sure most of us started out just like Adrian did in an era when things were simpler.

The build became performance driven in ’06 the moment the subwoofer box left the trunk as Adrian quips, “I joined legal drag racing events running a ported and polished, single cam VTEC head, cam gears and a tuned ECU. It was fine until a friend suggested an H22 engine swap, which made more

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power and wider range of aftermarket support. I got into track day events and eventually got sponsored by Ultra Racing in 2012 for Circuit Showdown, which became FORS. Upgraded the engine with aftermarket cams, port and polished head, aftermarket intake manifold, cam gears and tuned ECU, and made 215 hp on the dyno.

After a few years Adrian found himself buying engine number three, the one that currently propels the Accord. Its actually the result of

TRUE NATURE The Racepak LCD gauge and the stout turbocharged engine under the hood should give a clear picture as to what this build is all about.

wanting even more power together with the lure of Wiseco forged pistons and I-beam connecting rods that were on sale that proved to be too hard for him to resist. Since they were aiming for serious power levels by using a turbo, the engine was fully rebuilt using only the best aftermarket parts from the Darton sleeves to the intimidating Borg & Warner S362 turbine. “I was aiming for 350 hp, but after a few passes on the dyno the engine reached 400 hp. It was last year when it reached the 500 hp mark at 14 psi. Still craving for more but this will do for now. Aiming for 800-900, but it needs another set of internals since some parts can only handle 650-700 hp. But we still plan to up the boost to around 1.5 bar.”

Its not just all about power either as it was used for circuit racing which means its purely business underneath with a host of aftermarket suspension components’ including the full range of Ultra Racing’s chassis stiffeners to prevent the unibody from flexing. The most obvious one being the fender bracing beneath the vented front fenders. It relies on Brembo brake calipers and Runstop rotors to bring it to a halt while the wheels/tires can vary depending on the occasion ranging from Buddy Club’s to Enkei’s.

It’s not an easy build, but Adrian says his biggest challenge was entering the Accord during last year’s Manila Auto Salon. “Not just for me, but my car and my shop as we rebuilt everything in-house from the ground up.” The

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work included the interior where the Honda Accord EuroR Recaro seats take center stage along with other rare bits for a truly functional yet performance themed interior. Highly suggested by the serious Racepak IQ3 race dash on the instrument panel. As for the exterior, Shop 105 refinished it in a shade of blue, but not before prepping the Stillen front lip and rear wing that’s highly reminiscent of JTCC for a quality paint job. Taking home top spot in the Best 90’s Mid-Size Sedan category speaks loudly about their work as he adds, “I’m so proud of my crew at SHOP105 who worked day and night.

Its a memorable experience which scratched one off my bucket list.”

Apart from being a great build and all, what I like most about it is that Adrian has gone full circle with it from streetcar, racecar, to street/track/show car where he calls it “all show and go”.

But on another note, I also see it as a full circle tribute for her late mom who gave the car to him and passionately rebuilt it from stock to be the best it can be. Plus the fact that he didn’t get rid of it and will never part with it says a lot.

Specifications

1995 Honda Accord — Adrian Hubert Agcamaran Shop 105 — ENGINE: H22A (JDM-Spec), 2.2-Liter, Inline-4, DOHC, 16v w/VTEC ENGINE MODS: Wiseco forged pistons, K1 technologies connecting rods, Darton cylinder sleeves, Port and polished cylinder head by SRD motorsports, Skunk2 intake manifold match ported by SRD motorsports, Skunk2 (70mm) throttle body, Injector Dynamics (1050cc) fuel injectors, Golden Eagle fuel rail, Golden Eagle adjustable cam gears, Golden Eagle vacuum log, Rocket custom camshafts, Supertech valve springs, Skunk2 retainers, Kstuned balancer shaft delete kit, Kstuned manual timing belt tensioner, Borg & Warner S362 turbine, Tial blow-off valve, Mac solenoid boost controller,

Tial 44mm wastegate, Speedfactory 600-800hp front mount intercooler, All piping by Profab, Machine work by EDMEL engine rebuilders OTHER STUFF: Speed factory billet distributor cap cover, Speed factory coolant filler neck, Speed factory H-series thermostat housing, Kstuned coil-on plug plate, Vibrant performance (-16an) fittings, bungs and coolant hose, SARD (2row) radiator with custom 2 dual speed fans, NRG Engine damper, Grams (320lph) in-tank fuel pump ENGINE MANAGEMENT: Honda S300 V3 Tuned by gertooning, Honda CPR kit, PLX devices wideband kit, Racepak SQ3 Street gauge, Blitz SD boost gauge, Blitz SD oil pressure gauge, Blitz SD oil temp gauge, Blitz SD fuel pressure gauge TRANSMISSION MODS: JDM (T2T4) 5-speed LSD

transmission, ACT Stage 5&6 clutch kit HORSEPOWER: 503hp @14psi SUSPENSION MODS: Yellow speed racing coilovers, Hardrace front/rear camber kit, Hardrace rear lower control arm, Hardrace rear toe arms, Ultra Racing front (upper/lower) strut bar, Ultra Racing (27mm) front sway bar, Ultra Racing front fender bar, Ultra racing rear (upper/lower) 2-point strut bar, Ultra Racing (19mm) rear sway bar, Energy Suspension polyurethane bushings, Prothane Polyurethane bushings rear bushings, Custom electronic power steering pump WHEELS P1 Buddy Club Wheels (17x8, +32 offset), GT Radial SX2 tires (225/45R17) BRAKE MODS Brembo (4-piston) front brake calipers, 300mm front brake rotors, Runstop rear brake rotors

INTERIOR MODS CL7 Honda Accord EuroR Recaro front seats with Recaro railings, CL7 Honda Accord EuroR Recaro rear seats split 40/40, Cheddas auto adjustable shifter, Racespec (1-din) switch panel, Momo Montecarlo steering wheel, NRG short hub, NRG quick release steering wheel kit, Racepak IQ3 Race Dash EXTERIOR MODS: Stillen v2 front lip and side skirts, JDM Accord SiR rear lip, JDM Accord SiR smoke headlights, Philips X-Treme Ultinon LED bulbs, JTCC Accord rear wing BODY & PAINT: Shop 105 using Nippon paints ICE: Pioneer 5050bt 2din radio, Hertz 10inch sub woofer, Focal expert series separates, Zapco 5ch amplifier

professional detailers, Nipponpaintph, Fabrixph, Runstopph, yellowspeedcoilovers, Skunk2racing, Kstuned, Stage21bodykits, Evanscoolantsph, Edmel, Gertooning, Enoclubricants, 2nermagazine, Glassproph Accordtunerph, jdmundergroundph FOR INQUIRIES: SHOP 105 The shop specializes in regular preventive maintenance procedures including underchassis repairs, check engine diagnostics, wheel alignment, car aircon services, engine modification, paint and body works.

Magsaysay Street, Manggahan, Pasig city (beside INC) Visit our Facebook page shop105 (Adrian) 09178510347 (Mike) 09151508248

KUDOS TO: Shop105, Bigberts

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HERE’S A CIVIC THAT HOOKS UP ON ALL FOURS WORDS AND PHOTOS

FRANCIS G. PALLARCO

T

raction. That’s one of drag racing’s toughest challenges, figuring out how to lay down that power once the “Christmas Tree” flashes on the starting line. Its every drag racer’s concern, but everyone knows that launching a Front Wheel Drive (FWD) let alone a fully modded Honda Civic involves some kind of power struggle to get it off the line. This explains why some FWD Honda drag racers in the States have adopted an All Wheel Drive (AWD) system in the hopes of gaining more traction. With various aftermarket companies now supplying their driveline conversion needs, the fastest AWD Civic in the States with over a thousand horsepower has already posted 7-second quarter-mile runs, proving its efficiency. Something Brian Pagdilao Justado and Michael Lim sought out to emulate by combining their tuning/building talents plus resources to build the first ever AWD Civic drag car in the Philippines.

The task of taking a front-wheeldrive vehicle and adapting an allwheel-drive setup is daunting to say the least. Acting as the integral components for the AWD conversion consists of a transmission from a K-series engine CR-V together with its AWD transfer case while the rear differential and propeller shafts are from a 1988 Civic Wagovan (Think of Bisi Eizoha’s blue Civic Wagon). It may sound simple enough on paper, but it’s far from a “bolt-on” affair as it involves a lot of custom fabrication, which they all did in-house. It’s a mix of surplus Honda parts together with aftermarket driveline parts. Given its scarcity and demand, it has also become a challenge as Michael points out, “Sourcing AWD parts can be difficult like the viscous coupler and the rear differential. It is very hard to find nowadays and with the growing popularity of Honda AWD race cars, it has come at a very expensive price.”

The base for this build is a drag prepped Civic shell that Mike and Brian were supposed to campaign using an

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all-motor set up. But not anymore as they rebuilt a K24 engine block, which they de-stroked (shortening the stroke of the engine) down to 2.2-liters as Brian comments, “A lower stroke allows us to turn up the boost and lessen turbo lag.” The fully built bottom end was then topped off with a K20 Type-R cylinder head running Skunk2 Stage 2 camshafts. A Borg Warner S372 turbine that’s rated to support up to 1100 hp was chosen to generate boost that’s hooked up to a wonderfully crafted KLM turbo exhaust manifold.

The transmission was fortified with a race-spec Graf dog-engagement gear set while an Exedy Hyper clutch makes sure it can handle all that torque.

“Me and Mike are not very famous like other shops but when we posted our AWD build on social media, we wanted to show that it was “Purely Pinoy Made” from the engine to the chassis. Back then no one considered us a threat to the game since we were obviously underdogs. In fact, only a few believed it will run, but we remained focused to finish the build. On our first dyno using pump gas it made 620 whp. On the second run, we used E85 and C85 race fuel and made 907 whp with plenty of room for more, but we decided to put it on the track to tune the suspension and weight. Our first debut run was at the First Millionaires Cup in Clark Speedway last December 2019, with a best time of 10.05 seconds winning the Super Pro Championship Class. During the first leg of the NDRC last January 2020, we made it again and became the Quick-8 category champion with 9.3 seconds and 1.4sec 60-ft time, and also 1st runner up in Super Pro Class where we were supposed to be the champion but later disqualified because our windshield cracked. Our next goal

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Tuner

is to reach the 8 second barrier and hopeful we can achieve it.”

Personally seeing this AWD Civic take off the starting line during the first leg of the NDRC is impressive to say the least. It comes out of the hole like a bullet and hits the timing beams in 9 seconds. The all-wheel drive system and drag slicks all around contribute to the compact’s stability at high speeds.

The power distribution of the AWD system remains front bias which Brian says is around 60/40, but it hooks up pretty well as Michael explains, “The AWD system actually addresses the traction issues we have in our local racetrack, unlike in the States where the track is prepped. That’s the reason why our local FWD cars don’t have enough grip to lay down their high hp engines. Fortunately with our AWD system there’s minimal wheel spin.”

Power-wise, the AWD system can Specifications

1995 Honda Civic (Hatchback) — K-Lab/Automedics and Team Spoiled Sports Racing SSR Builder - Brian Pagdilao Justado Builder/Tuner – Michael Joseph Lim — ENGINE: K24 engine block (De-Stroked) to 2.2-liter, K20 Type-R Cylinder head (Un-Ported) ENGINE MODS: Traum Forged Pistons, Pauter Connecting Rods, Drag Cartel Stage 2 camshafts, KLM savage turbo exhaust manifold, Xcessive (center feed) intake manifold, K-Tuned (80mm) Throttle body, Grams (2200cc) Fuel injectors, Magnafuel external fuel pump, Golden Eagle Fuel rail, Ferrea Valvetrain OTHER STUFF: K-Tuned water filler, Drag Cartel Oil Cap, J’s racing Engine Damper, Haspro engine mounts, Koyorad Radiator, AN fittings and lines, Straightline Motorsports oil catch can TRANSMISSION: Honda CR-V Transmission w/ Graf Gearbox 4-Speed Dogbox, Exedy Hyper Twin Racing Clutch DRIVELINE: Honda CRV AWD Transmission and Transfercase, 1988 Honda Civic Wagovan propeller shaft and rear differential ENGINE MANAGEMENT: AEM EM2 EMS HORSEPOWER: 907 whp @ 32 psi

handle up to 1400 hp with the billet bell housing according to Michael, but adds that deciding when to release that power is the key to achieve the best e.t. possible. “For example you have a 1000 hp car at 37psi boost, at first gear during launch you should limit boost to 7-10psi to minimize wheel spin and as you gain speed, that’s where you start turning up the boost.”

This build is certainly a game changer because there are now several AWD drag cars that are already in the works. But what’s important is that Brian and Mike has done the impossible and proved that it works with a 9 second time slip and awesome performance off the line. Despite breaking some components along the way their learning curve just keeps on developing with an influx of even more aftermarket parts to reach that 8-second goal. Best of luck!

QUARTER MILE E.T.: 9.311 seconds @157 mph or 252 km/h at Clark International Raceway INTERIOR MODS: Auto Meter Phantom Tachometer and Gauges, PLX Wideband Gauge, Momo steering wheel, Switch Panel, Fire suppression system, KTuned shifter, Kirkey Aluminum Seat, Safety harness SUSPENSION MODS: BC Racing Coilovers (14/16 Spring rates), BWR Rear Subframe Connector, HCP Rear Lower Control Arms ROLLERS: Front: Weld Racing Magnum Import Wheels (15x9), M&H Racemaster Drag Slicks (9.5/24.5-15) Rear: Weld Racing Magnum Import Wheels (15x8), M&H Racemaster Drag Slicks (8.5/24.5-15) OTHER STUFF: Rollcage by Matt of JCT Racing, Graphics by Splat Decals SPONSORS: Liqui-Moly Philippines, Ryan Intud of Bagful of Goodies (BOG), Jason Alconel of Iwater, Zeon Paroginog of CodeZ Project S04 Parts Trading, Fast Western Petroleum Corp, K92 paint, Splat Decals KUDOS TO: Jesus Tanpinco Jr. for providing us the cylinder head, Paulo Rojas for the L.A. Sleeves, Steve Maramba /Paul Chiu – K24 Block, Jonathan Jaudines of Jwires, Eric Lim, SVD Autoparts, Code Z, Richmond Autoparts, Edgesport, JK autoparts, JCT Racing, Staging Lanes, EDMEL Engine Rebuilder, JDEM Parts

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

So it pays to follow the schedule.

A SAFETY REMINDER FROM

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

A P R IL- M AY 2 0 2 0 / IS S U E 2 21

TWO WHEELS ONLY

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

A Summer to Remember

t’s summertime once again and we should be riding to our favorite summer destinations.

But not this time, unfortunately. We are now on our third week of the Luzon-wide Enhanced Community Quarantine (ECQ) brought about by the deadly COVID-19 pandemic, and there’s a likely chance that it will be extended for another week or two, if not longer. It depends upon the situation. But I’m not complaining. If staying inside the comforts of our home is all it takes to stop the spread of COVID-19, then I’ll gladly do it. I’ll do it for my family, for our communities, and for our country. Not everyone gets to be as lucky as we are. I’m referring to the frontliners in this difficult battle; the healthcare workers, the doctors, the nurses, the police, the military, the barangay officials, the security guards, the grocery staff, the market vendors, the fast

I

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food workers, the food delivery guys, the bank tellers, the pharmacy employees, the garbage collectors, and many more to mention.

The frontliners are the ones risking their lives so that we can be safe from the threat of COVID-19. Let us show our appreciation for all their hard work and sacrifices whenever, wherever possible. Thank them, smile at them, give them a generous tip if you can, and show them they are an important part of our society.

If not for anything else, this pandemic taught us to be humble, and that everybody plays an important role in our society. That regardless of your status in life, even the lowliest of jobs make a big difference in our daily lives.

We will defeat this virus, no doubt. But let us not forget the important lessons it taught us: Observe social distancing, wear surgical masks in public, always practice good personal hygiene, don’t hoard essential stuff, and most important of all, be kind to everyone.

Last March 15, upon the imposition of the

month long ECQ all non-essential businesses in the country ground to a halt. The entire motorcycle industry included. Like on pause, factories closed, motorcycle dealers closed, motorcycle repair shops closed, even motorcycle events got cancelled. But apparently there’s one particular aspect of the motorcycle industry that was spared. In fact, they even prospered. And it’s no other than the motorcycle food deliveries. When we’re all holed up inside our homes, these honest and hard working guys become our runners so we don’t have to. They bought your favorite food, groceries, and even medicines for us.

Somehow, they provide some semblance of normalcy in times of crisis. When you have food delivered, offer them a cold glass of water, a snack perhaps, a small tip, or just simply smile. These guys will surely appreciate it. And please, don’t ever cancel your orders. They have a family to support too, you know. Stay safe, everyone!

share the road check your mirrors for motorcyclists

a reminder from

ride safe.

stay alive.

Wheel2Wheel

News

NORMINRING-BIKERBOX, INC. OPENS IN DAVAO Words and photos by Maynard M. Marcelo LAST MARCH 7, 2020, Bikerbox, Inc., in partnership with Norminring Motorbikes of Davao opened their first branch in Mindanao. Bikerbox, Inc. is the official distributor of Aprilia and Moto Guzzi motorcycles in the Philippines. They also carry assorted premium brands of helmets, riding gears, and motorcycle accessories.

Mr. Mike Bondoc, CEO of Bikerbox, Inc., said they will be bringing in the same stocks they sell in their main branch in Manila at no extra cost so motorcycle enthusiasts in Davao and nearby provinces need not go very far.

According to Mr. Jondi Lacson, CEO of

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Norminring Motorbikes, they are very happy to introduce the premium Aprilia and Moto Guzzi brands in Mindanao.

Aside from sales, they are also stocked with spare parts and equipped with state-of-the-art facilities manned by qualified technicians to perform repairs and periodic maintenance not just on Aprilia and Moto Guzzi motorcycles, but just about any motorcycle in the market. Norminring Motorbikes is also the official dealer of Ducati, Kawasaki, KTM, and Royal Enfield in Mindanao.

Norminring-Bikerbox, Inc. is located at Pelayo st. corner Gen. Luna, Downtown, Davao City.

Wheel2Wheel

Adventure Across Borders The Suzuki Raider J Crossover Mindanao Ride WORDS AND PHOTOS

MAYNARD M. MARCELO

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A

month before the imposition of the Luzonwide Enhanced Community Quarantine brought about by the CoVid19 pandemic, we were lucky enough to sneak a long ride in Mindanao using the new Raider J Crossover, Suzuki’s newest dual-purpose underbone. Our ride started at the Dahilayan Adventure Park in Bukidnon, where we also tested the bike’s off-road capabilities

in the park’s challenging ATV trail. It was our first real taste of the Raider J Crossover and I must say we were pretty impressed with its off-road capabilities. It didn’t take long before we were zooming up and down the pine covered trail.

Early the following day, we set off to our first destination, the Delmonte Pineapple Farm in Manolo Fortich, Bukidnon some 17 kilometers away.

Our convoy of twenty bikes plus two police escorts made our way through the narrow roads until we reached the

national highway, where we were able to test the bike’s on-road handling.

When we reached the Delmonte Pineapple Farm we were given ample time to ride around the vast plantation.

After a brief photo opportunity we made our way towards Amaya View in Cagayan De Oro, Misamis Oriental for our lunch break. From Amaya View, we rode 182 kilometers to Cathedral Falls in Lanao del Norte. It was our longest non-stop ride so far, thankfully the Raider J Crossover is so effortless to ride and has a comfortable seat so we barely felt tired. Another 84.1 kilometers ride and we finally reached Hoyohoy Highland Resort in Tangub City, Misamis Occidental where we stayed for the night.

On our third day, we made a courtesy visit to the Suzuki 3S Shop in Ozamis City to give the staff there a first glimpse of the Raider J Crossover. While in Ozamis, we also made a quick stop at the nearby Cotta Fort historical landmark.

After eating lunch at Johann’s, the convoy rode straight to Dipolog via Oroquieta City. After a leisurely 130-kilometer ride we arrived at the Dipolog Sunset Boulevard. From there, a short hop to Dapitan and we reached the historical Jose Rizal Shrine for some more photo opportunities. Another 10 kilometers to the Dakak Park & Beach Resort concludes our 3-day Bukidnon to Dapitan Mindanao ride.

Our almost 600 kilometers ride allowed us to thoroughly test the new Suzuki Raider J Crossover. From trails, rough roads, and long stretches of highways, the Raider J Crossover conquered everything with flying colors. Along the way we validated Suzuki’s claim of 60-plus kilometers per liter fuel efficiency, we reached sustained speeds of 105-plus km/h on the open highways, and best of all, we tested its capabilities in real Philippine road conditions while enjoying some of the best attractions in the process. The Suzuki Raider J Crossover is indeed ready for any adventure across borders.

Do check it out at your nearest Suzuki motorcycle dealer.

Wheel2Wheel

SUPERMID, OR SUPERBIKE? 2020 DUCATI PANIGALE V2

International Press Test, Jerez, Spain WORDS

MAYNARD M. MARCELO PHOTOS

DUCATI PRESS

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Wheel2Wheel

W

hen Ducati launched the Panigale 959 in 2016, nobody could quite figure out what category it belonged to. Is it a liter bike or a middleweight? Ducati settled the controversy by calling it the Supermid, or a Super Middleweight. When Ducati’s superbike offering at that time boasts an almost 1299cc engine capacity, I guess you can call a 959cc L-twin a middleweight, in Ducati’s sportbike hierarchy, at least.

While the Panigale 959 replaced the 899 that replaced the 848 that replaced the 749 that replaced the 748 prior, the Panigale V2 didn’t follow the natural model progression with an increased engine capacity. Instead Ducati chose to stick with the tried and proven 955cc Superquadro engine and focused on further refining the already capable

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platform. Perhaps to differentiate it from Ducati’s V4 offerings, they dropped the 959 and adopted a simpler, and more descriptive name; Panigale V2.

And for this reason, Ducati Philippines sent Mr. BJ Ang, current Ducati Cup Philippines Champion, and yours truly halfway across the world to Jerez, Spain, when everything was still fine with the world, to try out the new Panigale V2 at the Circuito de Jerez Angel Nieto MotoGP racetrack.

ENGINE AND TRANSMISSION The 955cc Superquadro engine is a gem of an engine, dishing out plenty of low and mid range torque with an inline-4-like top end rush to its 10750 rpm redline. Rated at 155 hp, it now earns the distinction of being the most powerful sub-1000cc V-twin in Ducati’s inventory. For the V2, Ducati managed

to extract 5 more horsepower (from the 959 Panigale’s 150 hp) and 1.47 lb-ft additional torque while meeting Euro 5 standards. This was achieved by using a redesigned under-engine muffler, higher-flow fuel injectors, and a more efficient airbox with revised ducts feeding cool air from reshaped air inlets beneath the twin headlights.

959 Panigale owners will be especially jealous of the Panigale V2’s new Ducati Quick Shift EVO with autoblip and lean-angle awareness, courtesy of the V2’s new six-axis Bosch IMU, for quick up and down shifts through the buttery smooth 6-speed gearbox.

Circuito de Jerez has plenty of high speed sweeping corners and during my familiarity laps I went into several of these left and right hand corners a gear too low or sometimes too high, affecting my cornering and exit speeds. With the

Wheel2Wheel

DQS EVO you can safely get away by up or down shifting a gear even while fully leant over without upsetting the V2’s solid cornering stability. From first gear, up shifts are taken fluidly at low revs but also noticeably quicker near the rev limit.

HANDLING AND RIDE Like the Superquadro motor, the Panigale V2 also retains the 959’s aluminum monocoque frame. Attached directly to the cylinder heads, the diecast monocoque aluminum structure also houses the airbox, air filter, throttle bodies, and uses the Superquadro motor as a stressed member for better mass centralization. From a styling standpoint, the most noticeable update to the Panigale V2 is not only the Panigale V4 inspired fairings, but also the use of a single-sided swingarm

adopted from the 1199/1299, and more elegant looking 5 Y-spoke wheels.

It’s difficult to deduce the Panigale V2’s handling without discussing the important role played by its new electronics package now featuring a Bosch six-axis IMU, perhaps its biggest dynamic improvement over the 959.

The new electronics package raises the bike’s active safety and dynamic control by instantly detecting the bike’s roll, yaw, and pitch angles, then feeds all these information simultaneously to the ABS Cornering EVO, Ducati Traction Control EVO 2, Ducati Wheelie Control EVO, Ducati Quick Shift EVO, and Engine Brake Control EVO, for a smoother and more controllable ride. Three preset riding modes are available: Street, Sport, and Race. Each mode can be personalised to rider preference.

Circuito de Jerez is 4.428 kilometers long with two long straights punctuated in between by a mixture of two short straits, eight right handers, and five left hand corners. Setting a fast lap requires getting your braking points and desired cornering lines right otherwise you risk overshooting to the soft gravel traps. Two journalists in our session did, so I was extra careful to pick my braking reference points during our familiarization laps around the circuit.

I started off with the Street riding mode. This mode provides the full 155 hp but has the softest throttle response of the three.

From Street I switched the riding mode to Sport on our second track outing. This time the throttle response is noticeably more quicker than on Street mode, but still provides a healthy dose of rear wheel lift mitigation under

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hard braking. As I picked up speed I learned to trust the ABS Cornering EVO more and more throughout the day, adjusting my braking points later and later to scrub off excess speed sometimes to the point where I’m already well inside the corner. The bike didn’t run wide nor did it stand up. It just followed my desired line like it’s on rails. This thing is truly amazing.

It was on our third of five track outings when I began to become fully comfortable with the Panigale V2. Even on Race mode where there's the least amount of electronic intervention, the electronics suite never failed to provide confidence inspiring stability and composure even at near race pace. Thanks in part to the new DTC EVO 2, a more sophisticated traction control system derived from Ducati’s MotoGP experience. The system not only acts on the basis of instantaneous rear wheelspin but also its variation.

Depending on the wheelspin and lean angle information it receives from the 6-axis IMU, the software significantly improves out-of-the-corner power control to ensure faster, and smoother intervention. In layman's terms, you can pin the throttle in any gear and at any angle and trust the rear tire to maintain traction even in sub-optimal grip conditions.

Our track testing was done on near perfect riding conditions. A bit chilly for us Asians, but with sunny blue skies most of the day. Nevertheless, Ducati installed grippier Pirelli Supercorsa SP V2 race tires on our test bikes for maximum riding enjoyment.

Stock tires are Pirelli Diablo Rosso Corsa II. The Panigale V2 features a fully adjustable (spring preload, compression, and rebound damping) 43 mm Showa BPF in front and a fully adjustable Sachs monoshock in the rear. Both ends can be fine tuned for comfort when riding on the road or for maximum control when riding on the racetrack. I didn’t bother fiddling with the standard shock settings because honestly they’re spot on for me out of the box. A Sachs steering damper keeps unwanted barshakes at bay. Also worth mentioning is the powerful brake setup of the V2. The ABS Cornering EVO somehow transformed the otherwise

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Wheel2Wheel

lower spec Brembo M4.32 monoblock calipers into something truly adequate, providing predictable and nonintrusive ABS intervention.

CONTROLS AND COMFORT 959 Panigale owners will immediately feel at home on the Panigale V2, except for the seat height which is taller at 840 mm. Riders with short legs like me will have a bit of a stretch to reach the ground with both feet, and I’m 5 foot 7. There are slight improvements to the ergonomics aimed at improving comfort, like a longer seat to allow better fore and aft movement and 5 mm thicker foam. A welcome improvement is the 4.3-inch color TFT instrument panel that features a user-friendly graphic interface for browsing menus, adjusting

A SUPERBIKE IN SUPERMID CLOTHING: The Panigale V2 may be a re-skinned Panigale 959, but it now packs more power, a more sophisticated electronics package, and other important upgrades to make it a more compelling choice.

settings and identifying the selected riding mode. Ride modes can be selected or adjusted using the rocker switch on the left hand switch gear. Clutch and brake levers are span adjustable to accommodate different hands.

VERDICT There was never a time during our track testing when I felt I was riding anything less than a full-on Superbike.

If not for the existence of the Panigale V4S and V4R, the Panigale V2’s mixture of speed, sublime handling, advanced electronics package, and even handsome good looks could qualify it as flagship material. But it’s not. As good as the Panigale V2 may be, it still lives in the shadow of its bigger siblings. But it’s a clear reminder that we really don’t

"...THE PANIGALE V2 IS NOT ABOUT BRUTE FORCE; IT’S ALL ABOUT FINESSE, ACCESSIBLE PERFORMANCE, AND TOTAL CONTROL."

need 200 plus horsepower superbikes to have fun on the racetrack, and most especially on the road, where we spend most of our time riding. Besides, there is satisfaction to be had in being able to pin the throttle wide open longer than a few seconds without scaring yourself in the process.

At PhP 1,150,000 the Panigale V2 is priced way below the entry level Panigale V4 (PhP 1,595,000), but put it in the same ballpark of flagship Japanese superbikes like the Suzuki GSX-R1000R (PhP 1,169,000) and the Yamaha YZF-R1 (PhP 1,099,000) with more power and mostly the same electronics package. Having said that, you must really want a Ducati to forego those powerful alternatives. However, the Panigale V2 is not about brute force; it's all about finesse, accessible performance, and total control. It’s like that elegant chic that knows a thing or two about martial arts, and will not hesitate to use it when provoked. The Panigale V2 has the ability to humble bigger and more powerful bikes above its class. The question now is, is it a Supermid, or a Superbike?

Specifications: 2020 Ducati Panigale V2 — Engine: efi, liquid cooled, L-twin, 4 stroke, 8 valves | Displacement: 955cc | Max Power: 155 hp @ 10750 rpm | Max Torque: 76.7 lb-ft @ 9000 rpm | Transmission: 6-speed Seat Height: 840mm | Tire, front: 120/70-17 Pirelli Diablo Rosso Corsa II | Tire, rear: 180/60-17 Pirelli Diablo Rosso Corsa II | Brakes, front/rear: F/R: 2 Disc/Disc abs Fuel Capacity: 17 liters | Curb Weight: 200 kg | Price: PhP1,150,000.00 | Plus: Faultless electronics package, sublime handling, and handsome good looks.

Minus: Difficult to reach side-stand while seated |

Rating: 10/10

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WHEN WAS THE LAST TIME YOU HAD AN OIL CHANGE? The engine oil is the lifeblood of your vehicle.

It keeps the many components of the engine working efficiently, and it helps reduce the accumulation of varnish and carbon from collecting on the engine. As oil collects heat, varnish and carbons during the course of protecting and keeping the engine running smoothly, it eventually becomes a sludge, no matter how good the oil is. That’s when you should have your oil changed.

kEEp YOUr CAr WELL-MAINTAINED.

M AGAZINE'S

BUYER'S GUIDE

COMPACT SUV THE URBANIZED ALL-AROUNDERS

BUYER’S GUIDE Compact SUV

GAC GS4 GAC GS4

Engine/Drive: Front/Front

Body/Seats: 5 dr Crossover

POWERTRAIN

1.5 Gas Turbo

Fuel

Displacement (L)

G

1.5T

L/W/H: 4510mm/1852mm/1708mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

151

174

Wheelbase: 2650mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6A

9.5

180

10.4

18.4

S

4

Curb Weight: 1565kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

S

—

1,228,000

Honda CR-V Honda CR-V

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr SUV/ 5

POWERTRAIN

100

L/W/H: 4571mm/1855mm/1667mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1505-1732kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

2.0 S

G

2

I4

154

140

CVT

10.2

180

10.8

15.9

S

6

S

S

S

N

—

1,668,000

V Diesel

D

1.6

I4

120

221

9A

11.2

182

15.3

22.7

S

2

S

S

S

N

—

1,698,000

S Diesel

D

1.6

I4

120

221

9A

11.2

182

15.3

22.7

S

6

S

S

S

N

—

1,868,000

SX Diesel AWD

D

1.6

I4

120

221

9A

9.6

202

15.3

22.7

S

6

S

S

S

S

—

2,138,000

A P R I L / M AY 2 0 2 0 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 2660mm

SAFET Y

BUYER’S GUIDE

Compact SUV

Hyundai Tucson Hyundai Tucson

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

L/W/H: 4480mm/1850mm/1660mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2670mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1466-1773kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

2.0 GL

G

2

I4

155

142

6M/6A

10

194

10

13.3

S

1

N

S

N

N

1,368,000

1,448,000

2.0 CRDi GL

D

2.0T

I4

176

295

6M/6A

10

188

15.9

20.7

S

2

N

S

N

N

—

1,715,000

2.0 CRDi GLS

D

2.0T

I4

176

295

6A

10

188

15.9

20.7

S

2

N

S

S

N

—

1,885,000

JAC S7 JAC S7

Engine/Drive: Front/Front

Body/Seats: 5 dr SUV/ 7

POWERTRAIN

2.0 DCT

Fuel

Displacement (L)

G

2.0T

L/W/H: 4790mm/1900mm/1760mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

187

207

Wheelbase: 2750mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

DCT

—

170

8.8

14.8

S

6

Curb Weight: 1790kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

S

—

1,490,000

C - M A G A Z I N E . C O M • A P R I L / M AY 2 0 2 0

101

BUYER’S GUIDE Compact SUV

Kia Sportage Kia Sportage

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

L/W/H: 4480mm/1855mm/1645-1655mm

PERFORMANCE Torque (lb-ft)

Wheelbase: 2670mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1452-1759kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

LX Gas

G

2

I4

148

142

6A

11.1

180

9.1

17.1

S

2

N

S

N

N

—

1,290,000

LX Diesel

D

2.0T

I4

185

297

6A

9.9

195

11.1

12.8

S

2

S

S

N

N

—

1,545,000

2.0 GT-Line Diesel

D

2.0T

I4

185

297

6A

9.9

195

11.1

12.8

S

6

S

S

S

S

—

1,820,000

Mazda CX-5 Mazda CX-5

Engine/Drive: Front/ Front or Fourr

Body/Seats: 5 dr SUV/ 5

POWERTRAIN

102

L/W/H: 4550mm/1840mm/1675-1680mm PERFORMANCE

148

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6A

10.2

194

8

11

S

6

Curb Weight: 1514-1668kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

FWD Pro

G

2

I4

155

FWD Sport

G

2

I4

155

148

6A

10.2

194

8

11

S

6

S

S

S

S

—

1,890,000

AWD Sport

G

2.5

I4

190

185

6A

8.2

210

10.2

12.8

S

6

S

S

S

S

—

1,990,000

AWD Sport Diesel

D

2.2

I4

173

332

6A

11.3

190

14.5

22.5

S

6

S

S

S

S

—

2,350,000

A P R I L / M AY 2 0 2 0 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 2700mm

SAFET Y

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

1,730,000

BUYER’S GUIDE

Compact SUV

MG RX5 MG RX5

Engine/Drive: Front/Front

Body/Seats: SUV/5

POWERTRAIN

Style AT

Fuel

Displacement (L)

G

1.5T

G

1.5T

L/W/H: 4545mm/1855mm/1719mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

166

183

I4

166

183

Wheelbase: 2700mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6M

9.8

180

11.1

7.1

S

2

7A

9.8

180

11.1

7.1

S

2

Curb Weight: 1501kg

INTERIOR

Stability

USB/ AUX/BT

N

S

S

S

PRICE

Leather

Sun Roof

PhP (MT)

N

N

1,058,000

—

S

N

—

1,228,000

PhP (AT)

Nissan X-Trail Nissan X-Trail

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

L/W/H: 4630mm/1820mm/1695mm

PERFORMANCE Torque (lb-ft)

Wheelbase: 2706mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1524- 1604kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

2.0L 4x2

G

2

I4

141

148

CVT

10

180

9

13.7

S

2

S

S

N

N

—

1,534,000

2.5L 4x4

G

2.5

I4

169

172

CVT

8.7

200

12.5

17.2

S

2

S

S

S

S

—

1,820,000

C - M A G A Z I N E . C O M • A P R I L / M AY 2 0 2 0

103

BUYER’S GUIDE Compact SUV

Peugeot 3008 Peugeot 3008

Engine/Drive: Front/ Front

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

2.0 HDi Allure

Fuel

Displacement (L)

D

2.0T

L/W/H: 4365mm/1837mm/1639mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

163

255

Wheelbase: 2631mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6A

9.2

189

—

20.1

S

6

Curb Weight: 1400kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

S

—

1,990,000

Subaru Forester Subaru Forester

Engine/Drive: Front/ Four

Body/Seats: 5 dr SUV / 5

POWERTRAIN

104

L/W/H: 4625mm/1815mm/ 1730mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1532-1555kg

INTERIOR

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

i-L

G

2

H4

156

145

CVT

10.3

190

11

6

S

6

S

S

i-L with EyeSight

G

2

H4

156

145

CVT

10.3

190

11

6

S

6

S

S

i-S with EyeSight

G

2

H4

156

145

CVT

10.3

190

11

6

S

6

S

S

A P R I L / M AY 2 0 2 0 • C - M A G A Z I N E . C O M

Torque (lb-ft)

Wheelbase: 22670mm

SAFET Y

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

1,648,000

N

—

1,748,000

S

—

1,878,000

S

BUYER’S GUIDE

Compact SUV

Subaru XV Subaru XV

Engine/Drive: Front/ Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

L/W/H: 4465mm/1800mm/1570mm

PERFORMANCE Torque (lb-ft)

Wheelbase: 2665mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1458kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

2.0i

G

2

H4

148

145

CVT

10.8

190

8.6

14.3

S

6

S

S

N

S

—

1,468,000

2.0i-S w/ Eyesight

G

2

H4

148

145

CVT

10.8

190

8.6

14.3

S

6

S

S

S

S

—

1,718,000

2.0i-S w/ EyeSight GT Edition

G

2

H4

148

145

CVT

10.8

190

8.6

14.3

S

6

S

S

S

S

—

1,818,000

Toyota Rav4 Toyota Rav4

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

L/W/H: 4600mm/1855mm/1685mm

PERFORMANCE Torque (lb-ft)

Wheelbase: 2690mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1520-1585kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

4x2 Active

G

2.5

I4

200

180

8A

8.5

200

9.4

13.2

S

7

S

S

N

N

—

1,450,000

4x2 Active +

G

2.5

I4

200

180

8A

8.5

200

9.4

13.2

S

7

S

S

N

N

—

1,629,000

4x2 Premium

G

2.5

I4

200

180

8A

8.5

200

9.4

13.2

S

7

S

S

S

N

—

1,999,000

4x4 Premium

G

2.5

I4

200

180

8A

8.2

200

9.4

13.2

S

7

S

S

S

N

—

2,174,000

C - M A G A Z I N E . C O M • A P R I L / M AY 2 0 2 0

105

BUYER’S GUIDE Compact SUV

Volkswagen Tiguan Volkswagen Tiguan

Engine/Drive: Front/ Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

1.4 TSI DSG Comfortline

Fuel

Displacement (L)

G

1.4T

L/W/H: 4426mm/1809mm/1703mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

148

184

Wheelbase: 2604mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

7DCT

9.2

180

7.7

13.7

S

6

Curb Weight: 1640kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

N

—

2,259,000

CAN YOU CATCH UP?

THE ULTIMATE AUTOMOTIVE AUTHORITY

www.c-magazine.com

106

A P R I L / M AY 2 0 2 0 • C - M A G A Z I N E . C O M

Our Picks In this time of the year, the heart of Switzerland was supposed to host the much-awaited Geneva International Motor Show 2020. But due to unforeseen circumstances, the show had to unfortunately be cancelled. That doesn’t stop us from bringing the cars to you though! So here are the top 5 cars we were hoping to see in the metal during the 2020 Geneva Motor Show: Words by Nicolas A. Calanoc

05 Volkswagen Golf Mk. 8 GTi For hot-hatch lovers out there, this quintessential Volkswagen Golf GTi is definitely something we all want to see. Not only is this a design cue that is understatedly beautiful, but it is also a car attainable by most.

TOP 5 CARS WE WANTED TO SEE IN THE 2020 GENEVA MOTOR SHOW

05

04

03

02

04 Mercedes-Benz Vision AVTR This car is clearly inspired by the movie Avatar with its neon color scheme. But more than a visual execution, the Mercedes-Benz AVTR is the company’s idea of Advanced Vehicle Transformation and the future of mobility with ideas like organic batteries and rear-wheel drive electric motors.

03 BMW Concept i4 When a company embodies the electrification of their core brand, you can't help but want to see it. You just want to see it in person.

This is the case for the BMW Concept i4. With concept cars like these, it is clear where a brand’s design is evolving to. There are so many questions where BMW sees their future, which the BMW Concept i4 answers clearly.

02 Lexus LF-30 When you see the two letters "LF" from Lexus, you know it means something big. That is their designation for concept cars, just like the LFA. The Lexus LF-30 is in a whole new direction though, trading powerful combustion engines for futuristic electric motors that promise to deliver a dynamic drive that the future can only bring.

01 McLaren GT Verdant by McLaren Special Operations This takes production to a whole new level of masterclass innovation. From the bespoke craftsmanship of cashmere used for the first time in a supercar to its unique satin tri-tone paint, the McLaren GT Verdant is not only a feast for the senses, but puts everyone in the supercar game on their toes.

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A P R I L / M AY 2 0 2 0 • C - M A G A Z I N E . C O M

01

TAG HEUER CARRERA CALIBRE HEUER 02 Chris Hemsworth works hard and chooses his roles carefully. He handles pressure by taming it, and turning it to his advantage. #DontCrackUnderPressure was coined with him in mind.

Official Service Center: WATCHWORKS. 2/F ALI MALL, Araneta Center, Quezon City,