C! Magazine June 2020

SPECIAL F E AT U R E !

We drive the heavilyupdated Mazda2. Could it be the best car in its class?

FERRARI F8

TRIBUTO The most aerodynamically efficient standard series mid-rear-engined berlinetta in Ferrari’s history is here.

THE DRIVES

SECTIONS

VOLVO S90 D4 • JAGUAR XE-R DYNAMIC • MAZDA CX-30 SIGNATURE AWD

EX TRA TIME: CAR PHOTOGRAPHY TIPS • FOCUS ON: MOTORING IN THE TIME OF COVID • TUNER: 1970 DATSUN 240Z , 1980 FORD ESCORT RS MK2, & MORE • WHEEL2WHEEL: BMW R1250GS HP

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

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

SPECIAL F E AT U R E !

We drive the heavilyupdated Mazda2. Could it be the best car in its class?

FERRARI F8

TRIBUTO The most aerodynamically efficient standard series mid-rear-engined berlinetta in Ferrari’s history is here.

THE DRIVES

SECTIONS

VOLVO S90 D4 • JAGUAR XE-R DYNAMIC • MAZDA CX-30 SIGNATURE AWD

EX TRA TIME: CAR PHOTOGRAPHY TIPS • FOCUS ON: MOTORING IN THE TIME OF COVID • TUNER: 1970 DATSUN 240Z , 1980 FORD ESCORT RS MK2, & MORE • WHEEL2WHEEL: BMW R1250GS HP

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

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

CARRERA CHRONOGRAPH GMT

An essential tool for today's younger generations, hungry for travel and adventure.

TAG Heuer epitomizes the Avant-Garde from its creation in 1963 right up to the brand new Heuer 02 line, and including innovative pieces such as the ultramodern Connected Modular, the TAG Heuer Carrera collection.

A fantastic occasion for the Swiss watch brand to unveil a new chronograph version equipped with a GMT function. This new model adopts the design codes and DNA of the Heuer Carrera, featuring the original "3-6-9" counter layout from 1963. The chronograph minutes and hours are at 3 and 9 o'clock, with the permanent small second at 6 o'clock and the date window at 4:30, completed by the GMT function. It is the first time that TAG Heuer has added this complication to its prestigious TA manufacture movement.

The second time zone, an ultra-practical feature that can be adjusted with the crown, is read using the lacquered red hand and the black and blue ceramic bezel, which has a 24-hour GMT scale. To ensure optimum legibility, the GMT hand has been ingeniously mounted in a secondary position — between the hour and minute hands — enabling it to pass over the indexes and skim the GMT scale.

The Heuer 02 manufacture movement, visible through the skeleton dial, is housed inside a solid 45 mm steel case, water-resistant to 100 meters. As daring as it is refined, this model boldly demonstrates the height of the Swiss watch brand's avant-garde technology.

EDITOR’S NOTE

So this has been an interesting few months. wonder how we are all going to look back on all this. Whether it is us as individuals or students of history much later on. Will the world have done right?

Will it have done wrong? Will we have made a difference?

It’s easy to see the horrible stuff happening. The deaths that have occurred, those that probably will. The truly evil things that have happened while all this is going on.

And yet, there is positive stuff too.

Babies have been born, and even within our little circle of family and friends of the C! Group, we have welcomed new life.

We also have seen people go deep into their friendships and their interests. Groups got tighter, more supportive, more friendly. Neighbors actually got to know each other.

We learned to cook, to clean, to fix our cars, we learned to drive. We saw blue skies without the haze of what we take as normal life just going on.

There are always those that will bring that black cloud back of course, whether literally or figuratively. But many have realized that what we thought we needed, we just don’t. We have learned (or relearned) that we can fix our cars ourselves quite often, or clean our air conditioners, or

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

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set up our computers. Or clean a ceiling when we try to fry bacon that is still frozen.

We have learned a lot about our pets. That’s nice.

I’ve learned to actually edit videos. Not all that well, and what I do pales in comparison to those that know what they’re doing. But still, it’s a fun new skill.

And it helps us in what we do.

We tell stories. We learn stuff and we in turn try to communicate what we learn to others.

I always go back to traveling with a seasoned journalist for the first time, and I was stuck as to what to put on an airport entry form. I couldn’t consider myself a journalist, or a reporter, or a writer, or a photographer, or even a real editor. Not by training, not by experience, certainly not in comparison to those I know.

I still feel that way. I still feel that I have a lot to learn.

And a lot of work to do.

I think, after going through what may well be called the great pandemic of 2020, or the great mess, or whatever, I think that we should all remember the same things.

We have a lot to learn.

We have a lot of work to do.

And for that, we are truly lucky.

Stay well, stay safe, be kind, be humble.

COVER S TORY

CONTENTS JUNE 2020 / IS SUE 222

34 FERRARI F8 TRIBUTO

Ferrari at its Finest

“So, the F8 Tributo has power. Check.

It’s got blistering straight-line performance. Check.

None of that means much if it doesn’t translate to equally excellent performance on the track. But this is Ferrari. Who are we kidding?”

— Chris Van Hoven Managing Editor

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FE ATURES

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MICRO ROAD WARRIOR

MY RIDE EXPO MANILA 2020 DEBUTS IN SMX A different kind of car show

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A FIERCE CONQUEROR

Driving the Ranger Ranger Raptor in the Sand Dunes, Mountains of Vietnam

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THE DRIVES

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VOLVO S90 D4 Swedish Excellence

30 JAGUAR XE R-DYNAMIC SE 2.0 DIESEL

Guilt Free Driving Pleasure

32 MAZDA CX-30

SIGNATURE AWD The Kitted Niche Master

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E X TR A TIME

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PICTURE PERFECT

Beginners Guide to Car Photography

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FOCUS ON

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COVID-19 AND THE AUTOMOTIVE INDUSTRY

How our beloved carmakers are coping with the pandemic and the new normal.

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TUNER

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BOOSTED!

By Francis G. Pallarco

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OLD-SCHOOL MECCA

Here’s what went down during the 19 Kopong Kopong Event.

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TIMELESS

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THE REAL THING

Here’s a stunning 1970 Datsun 240Z time capsule

Ever come across a matching numbers Ford Escort RS?

WHEEL 2WHEEL

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TWO WHEELS ONLY

By Maynard M. Marcelo

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2021 APRILIA TUONO 660

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FIRST LOOK: 2020 KAWASAKI Z650

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2020 DUCATI SCRAMBLER ICON DARK LAUNCHED IN SECOND RIDEPH EVENT

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FIRST LOOK: 2020 CFMOTO 300SR

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GEAR REVIEW: HIT AIR SHOCK BUFFERING SYSTEM - HS-6 VENTILATION MODEL

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BIKE REVIEW: BMW R1250GS HP The Best Just Got Better

REG UL ARS

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Carl S. Cunanan

Georges B. Ramirez

MONTHLY BUYER’S GUIDE

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Nicolas A. Calanoc

Paolo de Borja

EDITOR’S NOTE

APEX AND APERTURES

SLIPSTREAM

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Chris Van Hoven

Angel S. Rivero

INSIDE LINE

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ON THE EDGE

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EVENT HORIZON

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OUR PICKS : TOP 5 MOST INFLUENTIAL AWD CARS

By Nicolas A. Calanoc

Can you CatCh up? www.c-magazine.com

APEX AND APERTURES

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

Proud of the Automotive Industry

“There were no people. There was no heavy traffic. There was no life outside. All we had was empty streets and barren places.”

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y the time you are reading this, you have probably experienced what people call the “new normal” which has been happening since March. I clearly remember how it started because it happened on my birth-week where, just like everyone else, we were supposed to follow a routine.

And then all at once, this cycle we have been accustomed to for as long as I can remember changed overnight. There were no people.

There was no heavy traffic. There was no life outside. All we had were empty streets and barren places. Everyone was stuck at home.

A few days later, people had to help people out simply because this pandemic was taking people away from this earth. So doctors, nurses, maintenance crews, guards, police officers, soldiers, and all that we now call frontliners had to answer the call of duty against this new war that was to a global scale.

At first, I thought “what can our industry do

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to help?” because let’s face it, at first glance, people think we are all about commercialism.

But in less than a week, I was surprised on what the Automotive Industry has done.

Internationally, the brands we are used to seeing make the fastest and most expensive cars in the world went straight into producing medical parts and protective apparels to help hospitals in combating the pandemic.

Locally, our manufacturers helped transport frontliners, fed them daily, and donated anything to help. Clearly, these car companies care about the people around them.

In what may seem as the darkest time for the world right now, it truly brings out the best in good people that surround us. And it’s great to see that we didn’t stand idle and wait for change to happen. We acted upon it. It may not be much, but it is surely a step to a better tomorrow. We have no idea how the world will be in the next few months, but I am certain that we as a people will make it through because of the good in all of us.

INSIDE LINE

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

Electric Vehicles: It’s Your Chance to Shine

here’s no point in denying it: the Covid-19 pandemic has hit the automotive industry hard. Covid-19 has triggered unprecedented lockdowns across the world, resulting in disrupted supply chains, job and salary cuts, production stoppages, and a significant decrease in demand. Yet despite the turbulent times we’ve been witnessing, there is one clear beneficiary to this whole mess: the environment.

With people staying home and the streets clear of carbon monoxide, people everywhere have begun to see skies clearer than they have been in the past 40 years.

My Facebook feed is still heavily populated by photos of mountain ranges never seen before from the balconies of city apartments, now easily visible without clouds of smog obstructing the view. The air is getting better to breathe too. Looking at China — cutting back on driving, flying, and coal consumption during its attempt to restrain the effects of the virus have reduced carbondioxide emissions by the equivalent of a year’s worth of emissions in a New York State. People have seen what a petrol-less future could look like, and they’re not that eager to go back to the way things were.

In Europe, where EVs are far more prominent, sales for petrol and diesel-

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powered cars in the continent fell by more than half during lockdown, but registrations of battery-powered cars surged 23 percent, according to analysts. There are a few reasons why I think EVs could get a significant boost once we start life in the “new normal.”

THERE WILL BE A RENAISSANCE OF INDIVIDUAL TRANSPORTATION

As more and more people start applying social distancing in their lives, they’ll start shifting away from ride sharing and commuting when venturing out of their homes into the world (if they can help it) and prefer to use their own private cars for their personal use. If we take the SARS outbreak in China as a point of reference, the fear of risking infection led to consumers avoiding public transportation, resulting in increased demand for cars. It’s pretty safe to say we’ll be seeing the same trend happen even after this is all over.

EVS ARE CONSTANTLY AND CONTINUOUSLY IMPROVING

Electric Vehicles are much better now than they were five years ago, and they’ll be even better in the next coming years. The rate at which EV technology advances is dizzying, and they’re closer to competing with petrol cars in terms of range than ever before. A series of models will be introduced this year and next year in global

markets boasting maximum ranges of 500 kilometers, making the EV option even more attractive to potential buyers. As more and more governments offer subsidies and tax exemptions, EVs are reaching cost competitiveness as well, and may even be financially beneficial.

EMISSION REGULATIONS WILL CONTINUE

Before Covid-19, countries around the world have already been adopting CO2-reduction plans to curb emissions and pollutants, and that’s not going to change. European regulations dictate that car manufacturers must cut average emissions of new produced cars to an average of 95 grams of CO2 per kilometer from 2020 onwards. CO2 compliance will eventually lead to an effective electrification of at least 30-40% of new vehicles by 2030. So far, there has been no sign that regulations such as these will be lifted or postponed. So if you were a car manufacturer struggling with the effects of the pandemic, where would you rather cut costs — investments that go towards developing EVs, or producing more petrol cars?

The momentum that electric vehicles enjoyed before the Covid-19 pandemic hit will definitely slow down, same as all other industries affected by the virus. But once the dust settles, the stage is clearly set for EVs to reemerge stronger than ever.

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ON THE EDGE

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

Tito Luis

n the midst of this quarantine period, we have lost yet another pillar in Philippine Motor Racing history to other causes other than the virus, Luis Camus.

The first time I met him was in the late ‘60s, a tall blue-eyed friend of my dad’s that was an absolute “petrol-head”. I’ll never forget this one day at my dad’s bowling alley, Coronado Lanes, which was where half of Landmark Makati is now, he showed up in this coollooking fast-back. I was a kid that could reel out just about any car that rolled by, but I couldn’t place this one. If my memory serves me right, it was made from a Toyota Crown or Corona, maybe even both, sculpted into this really hot-looking car, I was so amazed!

For a while, he worked in Delta Motors, which was Toyota then, and it was here that the racing bug bit him good and hard. Toyota was a fast-growing car company that needed to prove itself against the big American and European carmakers. Motor racing was the proving ground and Toyota had a big and formidable team then, and he was immersed in it.

He soon moved on and focused on his own company, but by then, he was addicted and raced his personal racecars. Like most, he started with touring cars or saloon cars as they were called then and a little rallying thrown into the pot as well.

During the dark ages of Philippine Motorsport, a result of a ban on all sports that

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used petrol during the energy or fuel crisis, he eventually started to join dad on the South East Asian tours. Like my father, he too would be seduced into racing formula cars, and as he was a tall and heavyset man, getting out of those narrow formula tubs was cumbersome, to say the least. He eventually went back to what looked like a touring car but was like a prototype that was safer yet had the feel of the formula car.

Throughout this period, he continued to build all sorts of interesting cars or buy technologically leading-edge cars; it was always exciting in his house. In Malaysia, they had the Group 5 touring car category called Super Saloon, which in a nutshell, was free and open, so long as you had the silhouette of the production-based car. Finally, this was heaven-sent for Tito Luis. He built a monocoque (single-shell cabin) and attached the front and rear suspension as well as the running gear of an Elfin Formula Atlantic car including its 1600cc twin-cam Toyota 2TG engine, and mounted it with a fiberglass body of a Toyota Celica. Naturally, he had to pull out the side fenders to cover the wide slicks plus added some aerodynamic enhancements.

So, it was now a lightweight mid-engine Celica with the suspension, brakes, and transmission of a Formula Atlantic car. It was absolutely amazing, his engineering masterpiece!

The beauty of it wasn’t just an interesting exercise, it was fast. Winning the 1600 class wasn’t even a thought, he had his eyes set on

the big guns and the overall wins. His nemesis was an Australian race driver who had also built a similar beast in the form of a Mazda R7, but it was still a front-engine rotary engine.

He certainly had found his happy place.

Sometimes I would actually see an idea spawn before my eyes during a conversation, and before long, it would become a reality.

Mind you, this Colin Chapman type of mind wasn’t just limited to cars; it went into construction materials, mining, and just about anything really, even his annual New Year canon. His mind was just fertile like that; he was never afraid of failure and had a robust, pioneering spirit to go with it. Needless to say, he was one of the founders of the revival of circuit racing in the Philippines with the Subic Speedway in 1994.

To me, he was also my Tito. He was that cool Tito that you could hang with, and often, I did. He always supported me in my endeavors but always warned me of the cold, hard facts as well, which was great as I was oftentimes overzealous. He was Godfather at my wedding, even gave me a car to use to take foreign buyers in at one time.

I would tell him that racing trips without him were dull. He was always positive and the life of the trip. I could probably write a book on all the adventures we shared and all those fond memories will always be kept close to my heart.

I take a bow and God Speed to you, Tito Luis.

Chickenini!

SLIPSTREAM

Paolo de Borja D E P U T Y E D I TO R

Lessons and Takeaways from Quarantine

s the world slowed down to fight the COVID-19 pandemic, we gradually realized that it will take a while for things to get back to the way they were.

We even coined the term “new normal” as an acknowledgement that our old way of life might not come back exactly to how it was before the coronavirus. As we ride through these challenging times, there is still a ton of uncertainty in the air — so it is understandable how a number of us have felt anxious about the current situation and for what has yet to come. Despite of the unthinkable hardships, however, there have been silver linings along the way.

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“Despite the unthinkable hardships, however, there have been silver linings along the way.”

SELF-DISCIPLINE

Although some have thrived while being limited to the walls of their homes, there are still quite a number who did not initially realize the grappling difficulties of a work-from-home setting. What I found helpful in addressing this issue was setting up a fixed schedule on weekdays despite being stuck at home. Albeit the 6:30AM alarms and rush hour traffic, this means following a routine as if I’m at the office; complete with allotted time for lunchbreaks and short breathers in the afternoon.

SENSE OF UNITY

In the earlier parts of the lockdown, news articles and posts highlighted the difficulties frontliners went through each day in the absence of public transportation and the physical and mental exhaustion they experienced due to the large number of patients coming in. But it was also during these early days when we witnessed everyone

else showing their support and appreciation for the frontliners. There were even private citizens who prepared packed meals every day for delivery to different hospitals in Metro Manila.

REDISCOVERING THE KITCHEN

The fast-paced lives we are accustomed to surely had some disadvantages. For instance, being on-the-go meant more take-outs as not everyone had the luxury of time to prepare homecooked meals on the daily. During the lockdown, however, many were able to rediscover the appreciation for cooking at home, whether alone or with loved ones.

POWER OF DIGITALIZATION

The past three months have been one of the most challenging periods for the local automotive industry. With mass gatherings disallowed and movements restricted, the industry has taken a big hit. Dealerships have closed, sales have steeply declined, and grand car launches across all brands have been cancelled. Yet, industry players refuse to be taken down as they remained proactive in their efforts. For instance, we’ve seen the Geely Azkarra digitally launched to the media and public last May. Globally, Lexus has revealed the LC Convertible, while Nissan finally introduced the much-awaited GT-R50

by Italdesign. The COVID-19 pandemic may have halted the world to a standstill in recent months, but it might also be beneficial for us to recognize that technology has never been as advanced as it is today. It’s no question that times are changing, but we have tools and technology at our side, which we can use to our advantage as the world slowly recovers from the ramifications of the pandemic.

C-MAGAZINE.COM • JUNE 2020

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EVENT HORIZON

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

Clear Skies: The Silver Lining Still Not a Silver

he world has recently seen the sharpest drop in global carbon emissions since anyone can remember.

Sadly, it is not due to a unified epiphany of humankind recognizing that climate change will someday lead to our own demise. Nope — nobody really opted-in to stay home for weeks and postpone all travels. Rather, COVID-19 happened. And hundreds of millions of people had no choice but to stay put to comply with their community lockdowns. There was no virtuousness there... but frankly, I’ll take it! While the world feared and lamented — Mother Earth got herself some sort of a break.

According to a scientific study, the daily emissions of greenhouse gasses plunged by 17% this April, in comparison with the same time last year. Concurrently, multitudes of reports about big cities enjoying such clean air and clear skies circulated through social media. All of a sudden, backdrops of coastlines and mountainscapes that had long been obscured by thick city smog, delightfully reappeared for city-dwellers to enjoy.

Although these are indicative of a huge plunge in air pollution and carbon emissions, it is still not sufficient for us to celebrate — for we still have the remaining 83% of greenhouse gasses floating around our planet. Nevertheless, it is a leap in the right direction. Perhaps, dare I think, people will appreciate the pleasures of this ‘free trial’ of clean urban air. Perhaps this time, they would seriously consider the thought of purchasing

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“The daily emissions of greenhouse gasses plunged by 17% this April, in comparison with the same time last year.”

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a hybrid or electric vehicle. After all, clean air also has its economic contributions in maintaining good respiratory health within the constituents of the community.

Corrine Le Quere, a professor of Climate Change at the University of East Anglia explained that “As countries slowly get back to normal activity, over the course of the year the annual decline is likely to be only about 7% (because of the offset), and that is only if some restrictions to halt the virus will remain in place.”

Pandemics and crises, therefore, are not sustainable means to curb Climate Change.

Seriously addressing the problem requires strong policies and for governments to comply with them. In order for the world to fulfill the goals of the Paris agreement (in an effort to prevent our planet from heating too much and hitting catastrophic levels), carbon emissions must fall to a net of zero by the middle of this century. This is according to the Intergovernmental Panel on Climate Change. So clearly, although the lockdown gave us a head start, we as a people, still have an absolute long way to go.

It looks like the real lesson from this pandemic is that we must collectively shift our energy production away from fossil fuels.

Perhaps we can expedite our shift to electric vehicles in Southeast Asia, and hopefully, our respective governments will recognize the value of this shift, and provide greater incentives. COVID-19 did not solve our pollution and emission problems — it just gave us a free taste of the clean city air that could be.

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

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The Drives

VOLVO S90 D4 Swedish Excellence

Words and photos by Paolo de Borja

ARE YOU IN THE MARKET for a luxury sedan but have grown tired of the gorgeous but predictable German models? Well, let me present to you the 2020 Volvo S90 D4.

This Scandinavian saloon flaunts modern and robust lines. Upfront is a sharp and handsome design. It’s equipped with LED headlights with Daytime Running Lights (DRLs) running horizontally from each side of the two lamps. Believe it or not, these DRLs are actually inspired by Thor’s hammer: Mjölnir.

Active bending lights were a treat to witness as I drove the S90 around the city in the dark.

The backend is indisputably stylish and unique as well thanks to the C-shaped taillights.

Beautiful 19" 5-triple spoke matt tech diamond

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cut alloy wheels also come standard for this trim. The trunk opens and closes with the touch of button, a necessary feature to have for a vehicle in this class.

The four-cylinder twin-turbocharged diesel engine might seem underwhelming for a luxury car in this class but it performs quite well upon gaining a bit momentum.

Complementing the engine is an 8-speed automatic transmission.

The S90 may be more affordable than its German counterparts but doesn’t scrimp on style, premium comfort, and technology.

Inside, I was greeted by an interior that’s simplistic and neat while still strikingly luxurious. It looks just effortlessly beautiful.

Facing me was a digital instrument cluster with crisp graphics. The engine is started by neither an ignition nor a push-start button, but with a small knob on the center console — a nifty touch. Soft and leather materials meticulously construct majority of the cabin, particularly the dashboard, steering

wheel, center console, and door panels. The dashboard is visual ecstasy. It’s highlighted by a 9-inch touchscreen display at the heart of the infotainment system. My first thoughts on this was it’s like having an iPad-like device planted between blade-like air-conditioning vents. It’s not all about size, too. The system’s got good-looking graphics. It was also intuitive and quick to respond as I navigated and swiped through the controls. One advantage of having such big screen is that everything is organized properly and it’s easy to read each function on display. The 2-zone climate control is equipped with clean zone interior air quality system for the comfort of occupants.

What I particularly appreciated about the S90 was how fitting it is as either as a driver’s or passengers’ car. As the pilot, the experience

I had surrounded by leather and soft materials, along with generous, up-to-date technology was extremely pleasant. The S90’s seats are one of the most comfortable car seats I’ve ever traveled with. You can also trace the origins of the car with the small Swedish-inspired tags on the sides. If you don’t feel like driving yourself, the rear provides excellent legroom as well thanks to the slim design of the front seats. It’s ideal for businessmen and executives who’ve been used to the German luxury models and want something different.

In a world where premium cars have seen a marriage between luxurious and sporty notes in design and the way they drive, the S90 sits tight as a purely luxury vehicle. The suspension beams with sophistication and delivers a very relaxed ride. It also does a

decent job blocking out external noise and tire noise. It feels like a proper Volvo. And it wouldn’t be a Volvo if it’s not packed with an array of safety technology. Safety features include pedestrian detection system with large animal detection, lane keeping aid, pilot assist, adaptive cruise control, run-off road mitigation, road sign information, cross traffic alert, driver alert, rear collision warning, and park assist. Pilot Assist is a semi-autonomous driving system, which works up to 130 km/h on clearly marked roads.

The Volvo S90 may not be as hair-raising as its more popular rivals, but it keeps close to the respected identity the Swedish marque has built for itself over the decades with a smooth, luxurious drive, elegantly minimalistic cabin, and a collection of safety features.

SPECIFICATIONS — 2020 Volvo S90 D4 Engine: Inline-4, 1969 cc, dohc 16V, Direct Injection Intercooled Twin-Turbodiesel, 8-Speed AT | Max Power: 188 bhp @ 4250 rpm | Max Torque: 295 lb-ft @ 1750-2500 rpm 0-100 km/h (0-62mph): 8.2 sec. | Top Speed: 225 km/h (140 mph) Governed | Fuel Mileage: 6.42 L/100 kms. overall | Price as Tested: PhP 3,995,000.00 Plus: Simplistic yet unique and beautiful exterior, modern Volvo safety features, impressive 9-inch touchscreen display | Minus: Arguable considering the price and identity of the Volvo brand but engine performance is still not at par with usual rivals |

Rating: 9/10

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The Drives

JAGUAR XE R-DYNAMIC SE 2.0 DIESEL Guilt Free Driving Pleasure Words and photos by Nicolas Calanoc

I USUALLY HAVE my apprehensions when it comes to sporty diesel sedans because they usually aren’t as smooth to drive as I’d like them to be due to their inherent nature of being a diesel. For me, a vehicle’s athleticism isn’t dictated by sheer speed. It is determined by its predictability to control and ability to move dynamically, which puts diesel engines at a disadvantage. On another end, being a premium sedan is derived by an experience that transcends from the norm, this is from the way it feels to drive to what it provides. With so many things to juggle around, we check if the Jaguar XE R-Dynamic SE 2.0 Diesel pulls it off the balance of sporty, premium, and diesel efficient in one complete package.

From the company that made the arguably most beautiful car (the Jaguar E-Type), the XE takes a more understated approach that simply has the right proportions all throughout. It shows its fangs though through the R-Dynamic add-ons like the grille, spoiler, and skirts that give it the sports sedan look many will be attracted to.

When you step inside and take a seat, you will notice the snug fit thanks to the partial bucket seats that hold you in the tight corners while remaining comfortable during heavy

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traffic. The driver’s seat also has a memory function to assure you get the exact perfect seat every time. Everything in this car is supple to the touch wherein the materials feel just right. Granted there are a few buttons left thanks to the integration of touchscreen displays all around, every button left has a nice distinctive click to them.

As much as the interior is premium, the experience of using the Jaguar XE feels in an even higher level. The digital gauge cluster for starters is programable to have either a dual gauges that make it more of a city car with a lot of easy-to-read information, or a single center gauge that gives the essential information to attack the winding mountain roads spiritedly with focus. Dominating the center console is a responsive and easily configurable touchscreen. Despite all the digitization, the Jaguar XE still delivers an analog ambiance by making the whole interior blend so well through uncompromised quality.

With the Jaguar XE being a diesel, it was undoubtedly going to win in the fuel efficiency department with a whopping 16.6 km/L combined efficiency, with highway driving hitting 20 plus km/L. But the question that remains is how this diesel sporty sedan

The Drives

performs versus its gasoline competitors.

Definitely the naturally aspirated gasoline engines deliver a smoother and linear power delivery with a lot of power at the end. The Jaguar XE on the other hand has a lot of torque that is impressively controllable and predictable after your first 10 minutes with the car. The Jaguar XE feels so dialed in as a sports sedan despite being diesel. It is definitely hard not to love the more you spend time driving it around doing daily tasks in, around, and out of the city.

It can be argued that there are better driving machines besides the Jaguar XE. And they are

probably right. The thing is though, for buyers in this category, you probably won't be bringing it to the track anyway. Also, driving up mountain roads will most likely be a weekly occasion at best, leaving this category more for the city and highways. Clearly, Jaguar has spent time talking to people who buy cars in this category and made sure they checked all the boxes on what they wanted and needed. The end result is a car that gives enough sports car sedan to enjoy, but a whole lot of premium and efficiency to be driven every day. When you put it in that perspective, the Jaguar XE makes one great car that makes the joy of driving guilt free.

SPECIFICATIONS — 2020 Jaguar XE R-Dynamic SE 2.0 Diesel Engine: Inline-4, 1999, dohc, 16V, CRDi, Turbocharged, 8-Speed Automatic Transmission | Max Power: 178 bhp @ 4000 rpm | Max Torque: 318 lb-ft @ 1750-2500 rpm 0-100 km/h (0-62mph): 8.1 sec. | Top Speed: 228 km/h (142 mph) | Fuel Mileage: 16.6 km/L Combined | Price as Tested: PhP 4,390,000.00 | Plus: Equal parts efficient and fun to drive, understated looks, fantastic interior and equipment | Minus: Not as predictable as NA gasoline engine sports sedans |

Rating: 9.5/10

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The Drives

MAZDA CX-30 SIGNATURE AWD The Kitted Niche Master

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes

THIS IS THE TOP-RANGE all-new premium compact crossover from Mazda, the CX-30 Signature AWD in tasteful metallic Machine Gray. It costs a significant P200k more than the mid-level pure front-wheel drive Sport variant.

At first, I was concerned about the extra weight that tips a touch over 100 kilos (220 pounds) more while being propelled by the same ubiquitous 2.0-liter SkyActiv-G engine. That is a lot of weight that certainly labors the CX-30 Signature model powerplant, losing about two-tenths of a second of acceleration from rest to 100 km/h in a straight line. Once you are traveling above 60 km/h on the road, however, the Signature model handles with better feel and balance. In real-world terms, 99.9% of the drivers and passengers will not perceive the weight dynamically though you will have to pay for a touch more for fuel given the same driver behavior and routines.

More importantly, if you are single or have a very small family, you will appreciate the

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benefits of spending that extra cash for the enhanced all-weather peace-of-mind thanks to the excellent i-Activ AWD combined with the smart GVC Plus system (torque-vectoring) that monitors and automatically adjusts to driving conditions at 200 times per second. Buyers will also enjoy the new solid 12-speaker BOSE® audio, powered driver’s seat, powered liftgate, moonroof, windshield-projected HUD, 360° View Camera, adaptive Radar Cruise Control, a slightly larger fuel tank (by 3 liters), enhanced I-ACTIVSENSE and a bit more kit! The interior is slightly quieter and perceptively more elegant compared to the Sport model because of the marginally better interior materials and additional sound insulation. So yes, you do get more for the money and the passenger experience is also better.

The CX-30 crossover is technically positioned between the CX-3 and the CX-5.

In many territories, the CX-30 actually replaces the smaller CX-3 already. To further

differentiate the CX-30 from the CX-3 in the US, Mazda applied the revised 186 bhp 2.5-liter SkyActiv-G engine to the marginally larger crossover. For many other markets, like ours, the noble 153 bhp 2.0-liter, is used instead with the emphasis on fuel efficiency.

Just like the Sport FWD model, the CX-30 is an inch wider, almost an inch taller, and almost 5 inches longer than the CX-3 while using a significantly more rigid chassis that is 3.3 inches longer with a 300-liter larger trunk as well. In fact, the CX-30 uses a shortened

version (by 2.3 inches) of the all-new Mazda3’s chassis. So, I would like to say that the all-new crossover is a Mazda3 on stilts but that would be oversimplifying the effort. The Mazda3 sedan for example is actually a whopping 10.5 inches longer than the CX-30. Mazda cleverly engineered the 4.8 inches taller CX-30 to feel as spacious while having a larger trunk by 198 liters compared to the 3 sedan. The rear suspension is still a torsion-beam like the Mazda3 but the calibration is even more supple despite the thin 215/55R18 95H Toyo

ProxesR56 tires on darker-toned alloys with the same design of the CX-30 Sport. I wish this variant had the same designed alloys on the new Mazda2 but at 18 inches instead of narrow 16-inchers.

The Mazda CX-30 is an effortless crossover that you quickly enjoy with your friends who will appreciate the rear aircon vents, the versatility, classy interior, fabulous audio quality, and the supportive seats. It is without a doubt an attractive and diligent small crossover.

SPECIFICATIONS — 2020 Mazda CX-30 Signature AWD Engine: Inline-4, 1998 cc, dohc 16V, Direct Injection, Atkinson-cycle, VVT, 6-speed AT | Max Power: 153 bhp @ 6000 rpm | Max Torque: 148 lb-ft @ 4000 rpm 0-100 km/h (0-62mph): 8.8 sec. | Top Speed: 205 km/h (128 mph) | Fuel Mileage: 6.5 L/100km Overall | Price as Tested: PhP 1,990,000.00 | Plus: Good looking, quiet cabin, much more upscale than the Sport model, 12-Speaker BOSE® audio, definitely much better than the CX-3 in every way. | Minus: Pricey. Sport variant may be more compelling, can’t wait for the new trick SkyActiv-X engine. Additional PhP 16,800 for White Leather Interior. |

Rating: 9/10

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cover story • ferrari f8 tributo

WORDS

C H R I S VA N H OV E N PHOTOS

J E R E L A . FA JA R D O

cover story • ferrari f8 tributo

The mid-rear, V8 engine configuration lies at the heart of the Ferrari brand, exemplified by legendary supercars such as the 288 GTO and F40, and iconic production models like the 360 Modena, 458 Italia, and more recently, the 488 GTB. It’s with these V8 berlinettas that Ferrari is at its purest, most honest, and most vivacious, which is what makes the new Ferrari F8 Tributo all the more special – and most of all – important.

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Billed as the replacement for the 488 GTB, the F8 Tributo is given the seemingly impossible task of finding a balance between the all-out, track-bred performance levels of the 488 Pista, and the more accessible road-friendly characteristics found in the 488 GTB. Of course, when you throw words like “impossible” to Ferrari, they’ll find ways to make it happen.

And making this happen begins with the first thing you see from the outside – its design.

IT’S ALL ABOUT AERODYNAMICS The F8 Tributo is the most aerodynamically efficient nonspecial series mid-rear-engined berlinetta in Ferrari’s history.

Improving on the 488 GTB’s already stellar aerodynamic design is no small feat. Strict aerodynamic constraints set by Ferrari’s aerodynamics department were applied by the Ferrari

Styling Center to achieve a 10% increase in aerodynamic efficiency compared to the 488 GTB. Taking some cues from the 488 Pista, the F8 Tributo uses what’s called an S-Duct at the center section of the front bumpers, which takes high pressure air flow and deflects it upwards through the front of the hood. Ferrari states that this innovation alone accounts for a 15% overall increase in downforce compared to the 488 GTB. For brake cooling, a dedicated ventilation system was developed specifically for the F8 Tributo, which consists of two ducts on the outside of the front of the car that draw cold air directly to the discs, cooling not just the brakes, but the entire wheel arch. Over at the rear, Ferrari once again takes what they’ve learned from the 488 Pista and applies it here, with a modified spoiler that increases rear downforce without increasing drag. The result is a further 25% increase in downforce over the 488 GTB, while simultaneously

offering a drag reduction of 2%. The underbody plays a role in increasing downforce as well, with rearward-angled front radiators, front and rear diffusers, and vortex generators attributing to an additional 25% increase in downforce form the 488 GTB. Its exterior styling reflects its improvements in aerodynamics as well. The F8 Tributo carries an exterior design language that honors all the mid-rear-engined V8 sports cars that came before it. Take for example its new rear screen. Ferrari enthusiasts will notice similarities with one of the more distinctive design elements from the F40, now modernized and made from an ultralight aerospace-derived polycarbonate that offers a peek at the award-winning Ferrari V8 engine. New, more compact horizontal LED headlights lead into aerodynamic intakes that are integrated into the bumper.

The F8 Tributo’s side profile is dominated by muscular front and rear wheel arches and redesigned side air intakes for the

intercooler. At the rear, the new rear spoiler wraps around the taillights, which gives the impression of a lower center of gravity. Another nod to earlier 8-cylinder berlinettas is the return to the classic twin light cluster taillights.

A DRIVER-ORIENTED CABIN

Ferrari isn’t always known for their interiors, but every element of the dash, door panels, and tunnel has been completely redesigned specifically for the F8 Tributo. It remains delightfully driver-centric, with a new-generation steering wheel, smaller, thinner, more oval in shape, and easier to use than ever; and a classic Ferrari instrument cluster with its central rev counter always within the driver’s focus. It also features new round air vents in aluminum or carbon fiber – a motif found throughout the cabin. The redesigned leather seats are extremely supportive as expected, enhanced by aluminum or carbon fiber components.

cover story • ferrari f8 tributo

AN ENGINE WORTHY OF ITS ACCOLADES

2020 FERRARI F8 TRIBUTO Engine: 90° V8 Location: Middle, Longitudinal Displacement: 3902 cc Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, Continuous Variable Valve Timing Fuel Injection: Direct Fuel Injection, Intercooled Two Twin-scroll IHI/ Honeywell Turbos Max power: 710 bhp @ 8000 rpm Max torque: 568 lb-ft @ 3250 rpm Transmission: F1 7-Speed Getrag Dual-Clutch Automatic, RearWheel-Drive, Electronic Limited-Slip Differential (E-diff3) Drag Coefficient: .31 cd Front suspension: Independent, aluminum, double wishbones,

It’s important that we talk about the engine that powers the F8 Tributo. Ferrari is especially proud of their three-time International Engine of the Year awarded V8 Twin-Turbo engine – the most powerful V8 ever used in a non-special series Ferrari. The best engine of the past 20 years, says the awardgiving body. Well, we believe them. The 3.9-liter unit delivers an astounding 710 bhp at 8000 rpm and a seat-rocking 568 lb-ft of torque at 3250 rpm, with a specific power output of 182 bhp per liter. That’s an increase of 50 bhp and 7 lb-ft over the 488 GTB it’s slated to replace. And while we could fill an entire page enumerating the technical innovations that make this engine so special – new cam profiles, a new exhaust manifold, strengthened pistons and cylinder heads, weight reductions, and the like – Ferrari’s goal of coming close to the performance bar set by the 488 Pista is achieved by a sum of parts beyond the engine. Things like more compressed cool air being drawn to the engine thanks to repositioned air intakes, an extensively modified exhaust layout, and improvements to the software such as a new boost reserve control strategy making every ounce of power available instantaneously as the driver demands it; Adaptive Performance Launch which optimizes torque delivery to suit the level of grip on the road; and the rev limiter’s “Wall Effect” strategy which cuts off right at the redline of 8000 rpm instead of gradually limiting revs towards the limit. The result of all this is a white-knuckle inducing 0-100 km/h acceleration of 2.9 seconds, a quarter mile time of 10.2 seconds at 223 km/h, and a top speed of 340 km/h. What all that really translates to is pure driver exhilaration.

THE IMPORTANCE OF VEHICLE DYNAMICS

So, the F8 Tributo has power. Check. It’s got blistering straight-line performance. Check. None of that means much if it doesn’t translate to equally excellent performance on the track. But this is Ferrari. Who are we kidding? The Ferrari engineers have gone through incredible lengths to make sure

coil springs, anti-roll bar, & SCM-e (magnetorheological suspension control).

Rear suspension: Independent, aluminum, multi-link, coil springs, anti-roll bar & SCM-e (magnetorheological suspension control).

Fuel Capacity: 78 liters (20.6 gallons) Trunk Volume: 198 liters.

L x W x H: 4611 mm x 1979 mm x 1206 mm Wheelbase: 2650 mm Brakes: Brembo® Front 6-piston Caliper, Vented 15.7" (398mm) Carbon Ceramic discs & Rear 6-piston Caliper, Vented 14.2" (360mm) Carbon Ceramic discs, ABS, EBD, Dynamic Stability Controls, Ferrari Dynamic Enhancer Plus (FDE+), F1-Trac, & Side Slip Angle Control (SSC 6.1).

Wheels: 20” x 9J front & 20” x 11J rear Forged Aluminum Alloys.

Tires: P245/35R20 95Y front and P305/30R20 103Y rear Michelin Pilot Sport Cup 2 Weight: (kerb) 1435 kg. (3157 lbs.)

0-100 km/h (0-62 mph): 2.9 seconds 0-200 km/h (0-125 mph): 7.6 seconds ¼ Mile: 10.2 seconds @ 223 km/h (139 mph) Top Speed: 340 km/h (211 mph) Fuel Mileage: 15 mpg (21.5 l/100km) City / 19 mpg (10.8 l/100km) Highway Price as tested: US$ 275,580.00 (North America Starting Price)

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cover story • ferrari f8 tributo

the F8 Tributo is, at its heart, fun to drive and easily accessible by a wide variety of driver skill levels. One of the important factors contributing to improved driving dynamics is Ferrari’s latest version (6.1) of Side Slip Control (SSC), which allows the driver to enjoy some oversteer at the limit before intervening. The system works in conjunction with the new Ferrari Dynamic Enhancer (FDE+), which subtly controls the brakes when entering corners for a faster exit. It’s able to operate in both RACE and CT-OFF modes either in low or high grip conditions. In RACE mode, the car is operating at maximum performance, with Ferrari estimating a 6% improvement in speed over the 488 GTB when coming out of bends with the same steering wheel activity. In CT-OFF mode, the car is a little more forgiving, making it easier for less-skilled drivers to hold the car at oversteer for a longer period of time. Fun? Check. Ferrari explains that unlike a standard stability control system, FDE+ is designed to deliver maximum performance that is as exploitable as possible. The traditional ESC system does kick in when necessary, however. Tying it all together is a significant weight reduction that cuts off a total of 40 kg compared to the 488 GTB, shaved off from lighter engine components and the use of ultralight materials on the car’s exterior bodywork.

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“ Its design pays deep respects to the 8-cylinder berlinettas that have come before, with highly exploitable performance and handling while remaining delightfully road friendly and easier to drive on a daily basis. ”

C! RATING 10 ⁄ 10

A FITTING TRIBUTE So, we’ve got an award-winning engine, a multitude of enhancements to vehicle dynamics, an improved aerodynamic structure, and components borrowed from the more aggressive 488 Pista. Its design pays deep respects to the 8-cylinder berlinettas that have come before, with highly exploitable performance and handling while remaining delightfully road friendly and easier to drive on a daily basis. The F8 Tributo set out with a very specific goal, and they’ve achieved it with aplomb. Then of course, there are the rumors that this could very well be one of the last production V8 berlinettas we’ll see before the advent of hybridization and smaller displacement V6 engines. Whether that’s true or not, the F8 Tributo is aptly named, and one heck of a send off.

MICRO ROAD WARRIO Affordable supermini cars have had their own special draw for quite a long time now.

My first experience with the type growing up was with my late cousin Bobby Cox’s 1st generation 1978 Mitsubishi Colt with the innovative Super-shift transmission which was a 4-speed manual with a mechanical low and high range. Following that cool little car was another cousin, C!’s catalyst and in-house motorcycle champion Miguel Bichara’s heavily modified 2nd generation 1981 Toyota Starlet. The allure of these mighty little cars is instantly tangible. The driving experience is intimate and very tactile. With the obvious consideration of affordability and fuel efficiency, these city cars are also inherently versatile and practical.

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Special Feature

WORDS K E V I N C . L I M J O C O

PHOTOS A N D R É A S N . D E L O S R E Y E S

OR C-MAGAZINE.COM • JUNE 2020

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Special Feature Famously, Japan has their own unique light automobile category called Kei cars which are even smaller but still allowable on the highway. Kei cars are awesome! They are very trendy, loaded with technology, and very versatile. The premium European models, like from MINI and FIAT, are at their own uniquely desirable segments, but in our Philippine market their acquisition costs can still be very challenging for buyers looking for a stylish, dynamic, and comfortable mobility solution. The newly updated Mazda2, tested and seen here in sedan form, is the sweet spot in the genre.

The new Mazda2 literally sits in between the gauntlet of entry-level subcompacts and the premium segment. To sweeten the deal further, Mazda Philippines offers both the hatchback and sedan variants in the same Elite trim packaging and pricing which has been massaged to sell at a lower price than its predecessors. Buyers are literally now getting way more for less money.

The new facelifted Mazda 2 is on its 4th generation mid-cycle. Thus, with the new fresh surfaces come significant interior updates that are consistently in line with the current Mazda family model range sans the BT-50 pick-up truck. The current chassis is very good and is actually derived from the CX-5 platform. The previous 3rd-generation Mazda2 was already an excellent little car which used the shorter and narrower DE chassis from Ford’s

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Fiesta. When the pre-facelifted model Mazda2 launched 6 years ago, it already came with heady improvements and more capacity. The new Mazda2 has also once again been brand-engineered for the North American market where it is sold as the 2020 Toyota Yaris. When Toyota still had the Scion brand, they used the previous generation Mazda2 as well and called it the iA a few years back.

For 2020, the Mazda2 now comes with new fully-LED headlights with automatic leveling and DRL, an exterior facelift on both ends to complement the new-look headlights, revised suspension for better ride comfort and handling, standard G-Vectoring Plus to extend the fun factor and safety, better interior insulation, better sealing materials, and new surface materials (contrasting fabric brown and black accents), updated good-sounding 6-speaker 7-inch MZD Connect central control screen infotainment system with smartphone-mirroring, guided rearcamera and rear parking sensors, and lovely newly designed aluminum alloy wheels.

The 1.5-liter SkyActiv-G engine, 6-speed automatic transmission with Sportmode and steering-wheel paddleshifts (leather-wrapped steering wheel with infotainment remote controls), Smart key with push-button ignition, climate control, sport-tuned electric rack-andpinion power steering and all-disc brakes

Special Feature

are all carried over from last year’s model with minor recalibration. The sedan variant tested here in Metallic Soul Red weighs about 57 pounds more than the hatchback. It is about 11 inches longer, sits 1.1 inches lower, has the same width, has an identical 5.5 inch ground clearance compared to the hatchback but it actually has 23 liters less interior capacity and 67 liters less trunk volume on paper with their ISOFIX-equipped foldable split rear-seats in their fixed positions. The seats have been redesigned for better comfort and posture, not just resurfaced. Unfortunately, in order to optimize domestic pricing, Mazda Philippines was forced to not install standard cruise control, front fog lamps, i-STOP and i-ELOOP to extend fuel economy and reduce emissions further.

We received the new Mazda2 Elite sedan test unit days before the COVID-19 Quarantine Lockdown so we were able to do our standard comprehensive testing. Stepping into Mazda’s entry level subcompact, you immediately see the

familiar and distinctively high standard design and fitment associated with its larger siblings. I appreciate how Mazda adjusts their packaging scale in regard to affordability and characteristics by capacity and consumer needs while maintaining the least amount of compromises as possible.

Mazda’s unique pedigree focused on the driving experience is obvious even in the Mazda2. The modest power is balanced with the fairly light weight yet the car feels substantial and planted.

The steering response is the best in the segment by a large margin which is also fully adjustable telescopically and for tilt.

It may be electronically boosted but the communication is direct with balanced feel. The Mazda2 is best used with no more than four adults on board. It may be lithe but the energetic 1.5-liter engine can get overwhelmed if it’s burdened with too much weight. Besides, if you want maximum passenger comfort you really don’t want to squeeze another person in the rear. Driving solo with the Sport-mode enabled, the

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Special Feature

2020 MAZDA2 ELITE SEDAN Engine: Inline-4 Location: Front, Transverse Displacement: 1496 cc

Stepping into Mazda’s entry level subcompact, you immediately see the familiar and distinctively high standard design and fitment associated with its larger siblings.

Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, S-VT Dual Variable Valve Timing with intelligence.

Fuel Injection: Direct Fuel Injection Max power: 106 bhp @ 6000 rpm Max torque: 103 lb-ft @ 4000 rpm Transmission: 6-Speed Automatic, Front-Wheel-Drive Drag Coefficient: .28 cd Front suspension: Independent MacPherson struts with stabilizer bar.

Rear suspension: Torsion-beam.

Fuel Capacity: 44 liters (11.6 gallons) Trunk Volume: 368 liters.

L x W x H: 4340 mm x 1695 mm x 1485 mm Wheelbase: 2570 mm Brakes: Front 10.2-inch (258 mm) ventilated discs with 1-piston calipers / Rear 9-inch (228 mm) solid discs with 1-piston calipers, ABS, EBD, Dynamic Stability Controls, & G-Vectoring Control Plus.

Wheels: 16” x 5.5J Multi-spoke Aluminum Alloys.

Tires: P185/60R16 86H Dunlop Enasave EC300+ Weight: (kerb) 1068 kg. (2350 lbs.)

0-100 km/h (0-62 mph): 9.5 seconds Top Speed: 197 km/h (123 mph) Fuel Mileage: 32 mpg City / 40 mpg Highway Price as tested: PhP 995,000.00

C! RATING

9.5/10 P LU S The very best in its class, nimble, attractive, full-featured, fun to drive and efficient.

M IN U S No front fog lamps, no cruise control, no i-STOP and i-ELOOP.

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Mazda2 does behave with more heightened attention as it holds the 6-speed automatic longer between each shift with a touch more throttle response. The strong chassis could handle more power. After the first 300 kilometers of testing, I reasonably wished that Mazda fitted in the 129 bhp (111 lb-ft of torque) slightly higher compression version of the 1.5-liter engine that was used in the ND MX-5 which also revs to 7,000 rpm! That extra oomph would have made the new 2 considerably more entertaining but it would have also degraded its everyday fuel efficiency. Perhaps Mazda will consider a special high-performance variant in the future. As it stands, the Mazda2 is the most dynamic in its class and the most upscale.

The standard all-disc brakes are also very good, also the best in its class. Oddly enough, the North American Toyota Yaris variants use rear drum brakes instead of solid discs like in our market.

So, for buyers looking for a new enjoyable subcompact that they can afford with the least amount of compromises, the new facelifted Mazda2 is the new segment standard in two flavors at the same price.

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MY RIDE EXPO MANILA 2020 DEBUTS IN SMX WORDS AND PHOTOS

ANGEL S. RIVERO

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Feature

The My Ride Expo 2020 was a different kind of car show that featured luxury, 4x4, electric, and classic cars and bikes. They also raffled off tons of prizes!

L

ast February 19-21, My Ride Expo Manila 2020 — the country's first international modified cars and bikes exhibition — was held at the SMX Convention Center within the Mall of Asia grounds in Pasay City. The show ran on an interesting concept — it offered the participants of the modified cars and bikes competition the chance to win big cash prizes. It also gave its visitors the chance to win a plethora of raffle prizes, which together, amounted to Php 7,000,000 in value. These hefty raffle prizes included 5 Toyota Wigos, 5 bikes, a hundred laptops, and a parade of other gadgets. Participants only had to buy tickets to get greater chances in the draws. A one-day entry ticket cost Php 250.

The event was organized by Pinnaclemena Events Corporation (PEC), a Dubai-based company represented by an all-female managing-partner team consisting of Ms. Jennefer Beduya and Ms. Diji Shujahi.

“Filipinos are renowned around the world for being car lovers and experts in car modifications... and the excitement for cars and bikes in the local community is big as well! This is one of the reasons we decided to bring to the Philippines this exclusive exhibition catering to the masses as well as the car and bike enthusiasts,” explained managing partner Jennefer Beduya, of their unique business venture.

Judges in the auto and bike modification open categories were: Filipina car racer, Gaby dela Merced; car modifier and racer, Angie King; and yours truly, as a motoring journalist representing C! Magazine.

PEC managing partner, Diji Shujahi, shared that “While conceptualizing the idea for My Ride Expo Manila 2020, the management always knew that we wanted a show that would entice the masses to visit the venue. The public response to our Expo has been phenomenal. With tickets costing just Php 250, they get a chance to win prizes worth Php 7 Million. In fact, we have daily raffle draws for 60 days leading up to the Expo, and every day, a lucky winner has been receiving a branded smartphone/tablet!”

Among the eye-catching vehicles that we found at the expo were an outrageously modified Ford Ranger Raptor; an adorable, racing-tuned, and well-preserved Ford Escort; and an amazing Volkswagen 1303s that was 100% EV — completely modified by its proud owner, Engr. Norman, who sourced all parts locally and even invented some of the parts himself!

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A FIERCE CONQUEROR DRIVING THE RANGER RAPTOR IN THE

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SAND DUNES, MOUNTAINS OF VIETNAM

WORDS

PHOTOS

PAOLO DE BORJA

AUTHOR AND FORD PRESS

Feature

VIETNAM IS A BEAUTIFUL COUNTRY WITH A COLORFUL HISTORY AND A PROUD CULTURE. From the scenic landscapes of its provinces to the marvelous French-influenced architecture in Hanoi and Ho Chi Minh City that’s accompanied by a rich food scene, it’s easy to see why this Southeast Asian nation has become one of the most popular destinations for travelers from across the globe.

Fueled by strong, thick Vietnamese coffee and ecstatic for the off-road adventure ahead, I joined a caravan of Filipino journalists and headed to Vietnam with the Ford Motor Company to dance and play with the imposing Ranger Raptor supertruck in the magnificent mountains of Dalat and vast sand dunes of Mui Ne. A 300-km drive from Ho Chi Minh City, the city of Dalat is a popular vacation spot among Vietnamese for its valleys, temperate weather, and pine trees – much like how Baguio City is for us Filipinos. It also served as our first official stop for the Ranger Raptor adventure in Vietnam. Just 19-km from the hotel in Dalat is Doi Co Hong is where we got the chance to test the Raptor’s updated Terrain Management System (TMS) and its six modes in a total of seven off-road stations.

On-road modes for the Raptor include Normal and Sport, which came in handy in the twisty mountain roads. Hill Descent Control was engaged for the first station as it required me to carefully but confidently bring the Raptor down from the top of a hill.

For the duration of this section, electronics did the trick while my right foot was simply

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hovering above the brake pedal. The system continually adjusts braking pressure to help control slippage and maintain a constant preset speed. The Raptor then flexed its 4x4 expertise along a steep, 45-degree, and slippery coarse path that called for 4-Low and the rear differential lock to be turned on.

Further down the trail, two rocky stations also employed the Raptor to turn on the rear differential lock but now accompanied by Rock Mode for smoother controllability. It

was in these stations where I witnessed the pickup maneuver on rugged, uneven terrain with only three wheels on the ground at times. At Station 5, I got a preview of what was to come at Mui Ne as I engaged Baja Mode for a short stint of high-speed, dusty ecstasy. The Raptor’s focal point, whether for gearheads or regular consumers, are its Fox shocks – and boy was it crafty at high-speeds.

On a different note, many have questioned the Raptor’s identity as a pure pickup, but no

Feature

The Ranger Raptors leaving trails of dust after an exhilarating day in Doi Co Hong

The Ranger Raptor's Hill Descent Control working its magic down a steep downhill at Station 1

other truck in the market even comes close to how agile and lively it is to drive in an open, rugged territory. The Ranger Raptor is simply a level of its own.

With steep downhill paths and rocky terrain conquered, it was time to engage Gravel Mode to get back up to base camp.

This mode is designed to inspire confident driving on uneven roads with a little bit of speed through smoother gear shifts to minimize wheel slip. The trails I encountered were no joke. But as a rookie on the off-road stage, the TMS, along with guides situated in different stations, sure made it a lot easier for me to navigate the Raptor and learn onthe-fly.

A total of four hours was spent at Doi Co Hong to study and exercise for ourselves the trails and the off-road capabilities of the Raptor before heading back to the hotel to rest up for the highlight of the trip — the sand dunes of Mui Ne.

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Feature

The hulking pickup truck was also a treat to drive on the twisty countryside roads of Vietnam

The next morning, we departed Dalat for a 205-kilometer, 5-hour drive to Mui Ne. Similar to long trips at home, the drive provided a good opportunity to try out the Ranger Raptor’s new driver assistance technology in a mix of city, highway, and twisty roads. The Autonomous Emergency Braking (AEB) with Pedestrian Detection and Vehicle Detection was particularly helpful with motorcycles as we made our way out of the city. And while I’m on the topic of new features, the Ranger now has a high-mount USB for a more seamless installation of a dashcam. Sure, the inclusion might not sound so groundbreaking but a high-mount USB clears the windshield of obstruction caused by dash cams’ cables.

On the expressway, the new Lane Keeping System was a welcome addition as we cruised with our favorite Spotify playlists and posed for the camera crew riding an Everest. It was in the second part of the drive to Mui Ne when I really took in the genius of the Fox suspension system. The drive brought us to kilometers of open but jagged provincial roads. Of course, we had to keep the pace of the lead car. And trust me when I say he didn’t hold back in attacking pot holes that would have damaged regular vehicles at speeds we travelled in. The Raptor remained agile and stable as I maintained speeds of at least 80 km/h.

As we got past the rough roads, we started seeing a dazzling landscape– sandy open fields from left to right, along with bare hills sitting beside a lake. We knew were approaching Mui Ne.

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Feature

THE TRUCK’S OFFROAD CAPABILITIES WERE IN FULL-EFFECT AS I TANGOED WITH IT ON THE VARYING SURFACES — HILLY AND SOMEWHAT FLAT — OF THE WILD DESERT. UTMOST MOMENTUM WAS REQUIRED TO MAKE OUR WAY ATOP THE HILLS. Who knew there’d be sand dunes in Vietnam? I certainly did not. When I think of dunes, it’s usually the Sahara or Erg Chebbi that come to mind. And in this sandy haven, the Ranger Raptor felt right at home. With Ranger Raptor’s 2.0-liter Bi-Turbo diesel engine, 10-speed automatic transmission, and long-travel Fox shock absorber system at my disposal, I departed the starting point with a driving instructor for the most awaited segment of the whole trip. I put the

supertruck on 4-High and engaged Sand Mode before trying out Baja when I gained a bit more confidence. Sure, some knowledge on how to maneuver a vehicle on deep and loose sand were imperative for the activity.

But the Raptor sure made it easier for offroad newbies like yours truly. The truck’s off-road capabilities were in full-effect as I tangoed with it on the varying surfaces — hilly and somewhat flat — of the wild desert. Utmost momentum was required to make our way atop the hills. There was some exciting sliding involved as I reached higher speeds, but I was able to easily correct it — impressive for a high pickup truck. A profound connection between the Raptor and the terrain was witnessed.

The 2020 Ford Ranger Raptor is on top of the food chain when it comes to highperformance trucks in the region. Its ability to jump and travel high speeds on sand, mud, gravel, and water wading is incomparable.

On rocky terrain, the Raptor crawls with confidence thanks to the combined effort of its off-road technologies. The Ranger Raptor has been a popular gem to the eyes of many since its launch, and this latest adventure with the high-performance truck in Vietnam emphasizes its excellence.

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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

For us, innovation must always serve function. For example, raising our bezel by 2mm has improved the grip.

Just a little.

When you care about watches, just a little matters a lot.

Aquis Date

E X TR A TI M E

Picture Perfect Beginners Guide to Car Photography We take so much photographs of cars that it is about time we give you the basics on what it takes to get a good car photo!

WORDS

NICOLAS A. CALANOC

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E X TR A TI M E

I

f there is one thing we are known for in the industry, it is our good photography of cars and bikes. It comes with the territory and with the print format, wherein every error made will be seen in the finished printed output. The truth is: we didn’t start out great right off the bat. In fact, up to this day, we are still learning about photography.

Throughout the years though, we have gotten better, making our photos more consistent. And by working with industry giants, we surely learned a thing or two.

We cannot promise you that by the end of this, you will be making coverworthy photos, but we hope to be a stepping stone on making your next car photos worth more than a thousand words.

Before we start anything, we must know what camera we are using. By knowing what our camera is capable of, we can then use the advantages of the platform to get the shots we want.

DSLR

TYPES OF CAMERAS

DSLR DSLR is short for Digital Single-Lens Reflex (SLR), which is a camera that has an optical viewfinder that displays the view through the camera lens. The “single lens” in the name is a reference to this feature that the single lens serves both in taking photographs and for the viewfinder. The “reflex” portion refers to the reflection of light. DSLR Cameras are equipped with mirrors that guide light from the lens into the viewfinder by reflecting it upward, hence the term “reflex.” The light that is reflected upward falls on the viewfinder focusing screen; after passing through the screen, it then proceeds through a pentaprism or pentamirror to the viewfinder eyepiece window. The advantage of this is that what you see through the viewfinder is the actual reflection of what you are taking a photo of, allowing an accurate depiction of the path you will get. Versus the other types of cameras, DSLRs are heavy and huge, but that makes them sturdy, well built, and have a lot of options for different types of lenses.

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Mirrorless

Smartphone

Mirrorless With mirrorless cameras becoming smaller, more powerful, and versatile, these are setting the stage for the new era of professional cameras. Just like the DSLR, it also uses the single lens for both taking photos and for the viewfinder. But unlike the DSLR where the light bounces to a viewfinder, the light from the lens directly goes to the sensor, which is both responsible for the viewfinder and capturing the photo. These cameras are smaller and lighter than the DSLR, which is a huge advantage for long shoots and transporting. They have a lot of versatility thanks to the use of adapters for different lenses. Two things to keep in mind because of the nature of the mirrorless cameras is that the viewfinder will have a little latency when trying to capture a moment and

More than the equipment, it is the photographer. So don't be discouraged if you feel like you lack equipment. Just keep practicing with what you can get and you will learn more about the art of photography.

extra caution is required in changing lenses because it is easy to get the sensor dirty.

Smartphone Some might be surprised on this entry but believe us when we say that smartphones have come a long way in their capability in taking photos. At the end of the day, it doesn’t really matter much on what takes the great photo as long as it was taken, and smartphones are a testament to that. In fact, many photography contests now have a mobile category. These smartphones have very powerful sensors, are lightweight, and most have a manual mode so that you can adjust the settings.

The things to keep in mind though, are that the lenses are fixed, the zooms are usually digital, and the pixel density is not as high as the other two.

So in relation to the amount of light coming in, having a bigger aperture makes a photo brighter/overexposed while having a smaller aperture makes the photo darker/underexposed.

In an artistic application, the bigger aperture allows more scattered light to come in, which causes more blur in the background and foreground.

Having a smaller aperture makes light more focused when going through the iris, making the background and foreground clearer.

CAMERA SETTING TO KNOW

Shutter Speed On a traditional camera, there is a literal shutter that separates the light from coming in from the film that absorbs it. So in the most literate of senses, shutter speed is the time that the shutter allows light to come in and expose the film. In our case, since we are using digital, it is the control of how much light gets to the sensor.

Knowing this, it follows that the faster the shutter speed: the less light goes in, which results in a darker image or termed as underexposed. Having a slower shutter speed allows more light to come in, which results in a brighter image or termed as overexposing.

In an artistic application, having a faster shutter speed freezes the action while having a slower shutter speed makes motion blur more possible.

Focal Length Focal length, usually represented in millimeters (mm), calculation of an optical distance from the point where light rays converge to form a sharp image of an object to the digital sensor or 35mm film at the focal plane in the camera.

I know that is it technically, but the layman’s way of seeing it in relation to 35mm, the higher the focal length, the more zoom the lens has while a focal length lower than 35mm gives you a wide view. Therefore, fish-eye lenses have a focal length of 16mm while zoomed lenses go around 200mm.

Aperture Small f-22

ISO Back in the days of film photography, films had standards dictated by ISO, which stands for International Standards Organization. They ended up giving numerical value used by digital and film cameras alike to define the light sensitivity of the recording medium. The lower the number is, the less grainy the photo becomes.

Shutter Speed Fast

Aperture Big f-5.6

Focusing

Shutter Speed Slow

Without getting into too much detail because this can be a full topic on its own. The basics of focusing are manual and automatic. As much as you will probably be using automatic focus on car photography, manual focus does have its place by allowing you artistic control especially on the artsy still shots.

Aperture and f-stop Aperture comes from the Latin word apertūra, which means “opening.” In the world of photography, aperture is a controllable iris that can be wide-open or narrowed down to control the light coming in. In relation to aperture, the f-stop is the ratio of the lens’ focal length to the diameter of the entrance pupil. You probably have seen the settings f/2.8, f/4, f/5.6, f/8, so on and so forth until like f/32. It being a fraction, it means that f/2.8 is a way bigger aperture compared to f/32, which is the tiniest opening.

Focal Length

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E X TR A TI M E

"THERE IS A TERM CALLED THE GOLDEN HOUR WHEREIN THE BEST LIGHTING COMES AFTER THE SUNRISE OR BEFORE THE SUNSET. THIS IS THE IDEAL TIME TO SHOOT BECAUSE NOT ONLY ARE THE COLORS GREAT, BUT THE LIGHT ISN’T HARSH..."

METERING

With all the basic settings in mind, we can now discuss about metering, probably the last thing to keep in mind before taking a shot.

Metering is how your camera determines what the correct shutter speed and aperture should be, depending on the amount of light that goes into the camera and the ISO. Back in the old days of photography, cameras were not equipped with a light “meter”, which is a sensor that measures the amount and intensity of light.

Fast-forward to today, cameras have built in light meters that can be set to either spot metering, which is when the camera gauges the brightness on the spot you are focusing on, or centered-weight metering, which gauges the brightness of the center of the viewfinder.

When you are using either Aperture Priority, Shutter Priority, or Program Mode, your camera will do the metering automatically while you set which setting is priority for you. When in manual mode though, you must adjust the aperture and shutter speed at your given ISO to get the proper metering.

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Metering Outside - Correct Exposure

Metering Viewfinder - Correct Exposure

Metering Outside - Overexposed

Metering Viewfinder - Overexposed

Metering Outside - Underexposed

Metering Viewfinder - Underexposed

Use the location and lighting to your advantage. For instance, the dark grills and spotlight effect make for a dramatic effect on the photo.

TIPS

Location No matter how good-looking the car is, a bad background can ruin your photo.

Pick a nice spot where to shoot your car. Pay attention to the background, making sure it is not cluttered. See also if the car blends well or stands out just right. The location alone can make or break a car photo.

Reflections What makes car photography one of the most difficult kinds of shoots not only because of the size of the subject, but also because you must pay particular attention to the reflections of the car.

Sometimes reflections may add style to the photograph, but generally the white patch of light hovering a good portion of the car hides the details, then can make a car photograph look from amateur to professional-looking.

Time of Day with Lighting There is a term called the Golden Hour wherein the best lighting comes after the sunrise or before the sunset. This is the ideal time to shoot because not only are the colors great, but the light isn’t harsh compared to 12 noon. But, you can shoot any time of the day, just recognize the strengths of each time spot. For races, a lot of sun is nice to make freezing action shots. For the Golden Hour shots, try to incorporate the beautiful background and lighting with it.

Treat it like a human When taking a photo of a car, treat the headlights like the eyes of the car. So as much as it takes effort to go low to line-up with the headlights, you will be surprised at the results. So just the same, you can go slightly lower to have a more heroic look and slightly higher and wider to get a friendlier look. Go ahead and explore different angles.

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E X TR A TI M E

CONCLUSION

At the end of the day, you can have all the knowledge about photography, but the best way to learn is to keep practicing. You will make a lot of mistakes like all professional photographers have, but if you are willing to learn, read, and practice: you are well on your way to becoming a good car photographer.

"CREATIVITY NEEDS TO EXTEND BEYOND THE LENS. FIND CREATIVE WAYS TO SHOWCASE YOUR WORK AND GET IT SEEN. STRAIGHT UP TENACITY, HARD WORK AND DETERMINATION WILL ALWAYS BE PART OF THE EQUATION, SO GET TO IT." — JIMMY CHIN

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IN SEARCH OF A BADGE'S GREATNESS

F O C U S ON

COVID-19 AND THE AUTOMOTIVE INDUSTRY How our beloved carmakers are coping with the pandemic and the new normal.

Words: Gerard Castillo

FOCUS ON: AUTO INDUSTRY AND COVID-19

Back in December of 2019, a virus emerged in Wuhan, China that caused patients to experience severe acute repiratory syndrone. In plain English, these were pneumonia-like symptoms that eventually led to difficutly of breathing, and in worse cases, death. In time, this virus would eventually spread to different parts of the globe and cause one of, if not the greatest pandemics of our time.

The Coronavirus 2019 or COVID-19 as we know it has ravaged the world in a span of rougly 6 months.

It has affected millions of innocent people and left thousands dead in its wake, including medical frontliners such as doctors, nurses, and others who fought valliantly to try and stem the tide.

Apart from the cost to lives, COVID-19 has likewise dealt a severe blow on the global economy as many companies have been forced to temporarily shut down operations in order to help

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prevent the spread of this dreaded silent killer.

Moreover, many countries and cities have been put under lockdown to help do the same. Here in our own neck of the woods, Metro Manila and a large part of Luzon were placed under Enhanced Community Quarantine wherein people were relegated to their homes and were only allowed to go out for medical emergencies and to puchase essential items like food and medicines. yet even this had to be subject to a Quarantine Pass.

THE AUTO INDUSTRY AND COVID-19

Among the industries hardest hit by the pademic and the lockdown was the automotive industry.

Carmakers from every country and niche were forced to cease production operations due to the slowdown in demand as well as their own supply chains. With people stuck at home, the last thing on their minds was to purchase a new ride.

So how did the carmakers cope, you ask?

▪ Re-tooling their factories to help out: The global health crisis, as bad as it was, was actually an opportunity for everyone to help out in any way they could. The demand for personal protective equipment such as face shields, along with ventilators, and breathing simulators was addressed by major manufacturers who re-tooled their factories and used their technical know-how not only to produce such necessities but to try and improve on existing designs. Some of the big names include: • Ferrari • Lamborghini • Porsche • Toyota • Nissan Each of these companies did their best to churn out as many of these goods as possible. Rather than be idle, they utilized and shared their resources for the greater good.

▪ Sharing their resources with frontliners: Manufacturing PPEs and breathing apparatus sets was not the only way carmakers helped in the COVID-19 fight. Marques such as Toyota Motor Philippines, Isuzu Philippines Corporation, Hyundai Asia Resources Inc, and JAC Philippines lent out their own vehicles to government agenices like the Department of Transportation, as well as to big compnies like PLDT to provide rides for frontliners.

With public transport services being placed on hold, frontliners needed a a safe and reliable way of getting to and from their places of assignment during the crisis. These companies and institutions joined forces and heeded the call.

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FOCUS ON: AUTO INDUSTRY AND COVID-19

▪ A new way of doing business: While manufacturing was on hold or re-directed to more useful resorces, sales and marketing efforts still had to go on. This, however, entailed a few adjustments such as work from home setups, utilizing online and communication tools to touch base with customers and other contacts and the like. This writer got his daily fill of emails from manufacturers letting everyone know that they're still alive and striving to keep things going. And indeed, it was a good sign that life does indeed go on.

▪ Caring for customers: The buzzword during the ECQ was Extended. This pertained to warranty coverage that was set to expire and Preventive Maintenance Service that was scheduled to take place within the ECQ period. Carmakers asured their customers that these, along with amortization payments for some customers, would be extended to a later date without any penalties. it's all designed to give clients total peace of mind and lessen the things they needed to be concerned about.

STARTING OVER: A NEW NORMAL

Like anything in this world, life had to go on for everyone, including carmakers. This is why many of them have resumed operations for both their production and dealership facilities. Production, for instance, has resumed for Ferrari, Lamborghini, Porsche, and Audi, just to name a few. As for dealerships, almost everyone has reopened their dealers to the public, particularly the sales and after-sales units.

Various automotive dealers around the country have established new health and safety protocols as well as social distancing measures as they slowly re-open.

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Automotive brands have taken up the call to combat COVID-19 in their own way by re-purposing facilities to assist in manufacturing protective equipment, or by transforming current products to help assist healthcare workers.

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FOCUS ON: AUTO INDUSTRY AND COVID-19

While they did resume operations, they did so under a new normal — a way of doing things while still keeping in mind the health and safety of all. It entails a well-rounded approach that looks after the well being of: ▪ Employees: Each employee has to undergo a temperature test and rapid testing before being allowed to report for work.

Once at work, they must wear a face mask and for some, PPEs. Their workstations have also been positioned in such a way that promotes social distancing. And they are required to regularly practice handwashing and sanitzing to prevent the spread of germs.

▪ Facilities: Every nook and cranny of the factory, and dealerships was and still is being regularly disinfected.

Handwashing and sanitizing stations have been put in place in strategic locations to encourage everyone to practice this healthy habit. And facilities have been clearly marked to help promote social distancing and healthy hygiene.

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While carmakers have pledeged to welcome customers with the same professionalism and courtesy as before, they had to do so with a more cautious approach to ensure the health and safety of both their employees and their customers.

â–Ş Customers: While carmakers have pledeged to welcome customers with the same professionalism and courtesy as before, they had to do so with a more cautious approach to ensure the health and safety of both their employees and their customers. Social distancing and wearing of face masks are pretty much a given. Handing out of business cards is discouraged to prevent the transmission of germs. Customers are likewise advised to set an appointment before viewing the vehicle of their choice or having their own vehicle serviced.

And sales advisors have been encouraged to continue using online and other communication tools to touch base with their valued clients.

Brands like Toyota have adapted to the new normal through innovative software solutions designed to assist their customers with periodic servicing and repairs.

Everyone from Nissan Philippines, Ford Philippines, Kia Philippines, Volkswagen Philippines and Hyundai (with its cleverly dubbed Guidelines for Protection and Safety or GPS) have done this. Toyota has even taken things a step further with its MyToyota PH app that allows clients to avail of services such as set up appointments using their mobile device.

Yes, the COVID-19 has really altered everyone's lives forever. Hopefully, it would not have only brought out the best in us but will likewise make us more caring about our own well being as well as of those people around us. Continue to stay safe, everyone!

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Making better drivers for tomorrow

Follow our road safety facebook account roadsafetybycmag

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

J U NE 2 0 2 0 / IS S U E 2 2 2

BOOSTED!

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

CARBURETOR BLUES Imprecise, leaky, temperamental, and finicky

t’s a pity that today’s carcrazy youth will never get up close and personal with what’s called a carburetor.

They will never experience what’s its like to flood one, or having to pull the choke lever and perform such archaic practices. In addition, they will surely shrug their heads when encountering brands such as Weber, Solex, Dell’Orto, SU, Stromberg, Rochester, Carter, and the dinner plate-sized Holley (4-barrel) Dominator Series plus many more. Being an integral part of the internal combustion engine, it has come a long way since automobile pioneer Karl Benz first developed it during the late 19th century. Despite evolving into various designs and configurations by numerous persons, its integral purpose has remained constant, which is to blend the air and fuel as it enters the combustion chamber.

A carburetor works the moment air goes towards the opening, which is then forced to pass through a narrow kink called a venturi.

This causes a drop in pressure, which in turn creates suction on the fuel pipe, which draws fuel that trickles down to precisely calibrated

I

orifices (referred to as jets) in the fuel path of the carburetor. This rapidly moving mixture of air and fuel passes through the throttle valve, which is then sucked into the cylinders to create engine combustion. How much fuel flows depends on the position of the throttle valve or the ‘Butterfly Valve’ that swivels open and closes the pipe. As we all know, this is connected to the throttle pedal that most of us love to put flat on the floor. As such, during Wide Open Throttle (WOT) situations, gobs of air and fuel flow to the cylinders making the engine produce more power so that the car goes faster.

Whether it’s tuning a single or multiple carburetors for more power, the main objective here is that it can never be too rich (too much gas) or too lean (not enough gas). In a perfect world, it should put out a stoichiometric ratio of 14.7:1 (air to gasoline ratio), meaning that for each mass unit of gasoline, 14.7 mass units of air are required.

Back in the day, digital air/fuel ratio gauges or monitors were non-existent so most resorted to good old-fashioned spark plug reading. This method entails making a full pass and then pulling out the plugs for inspection. Ideally,

“Call it old-school, but there’s something magical about a Holley fourbarrel carburetor on a big block engine or an array of Weber side draft carbs on any inline four or six-cylinder engine that looks so right.”

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every plug tip should exhibit a brownish color. Black, sooty plugs mean it’s too rich while white or light gray plugs indicate a lean mixture. You could say a lot of trial and error was required back then to get it right. There’s also what’s known as a ‘demon tune’ where most tuners would apply that last-minute adjustment on the carb and rev the heck out of it before it races. Whether they’re adding more fuel or air or just clearing out the jets is anyone’s guess. It’s just a customary voodoo kind of ritual that they do.

Technically speaking, there are now modern EFI units that look like a fourbarrel carburetor but it’s actually a fully programmable fuel injection unit. Then there’s that glorious sounding Individual Throttle Bodies (ITB) set up that directly replaces the stock EFI and can be customtuned. These modern alternatives can make tuning much easier and precise, but it doesn’t compare with the old-school carburetor tuning which gives a more personal feeling of involvement. Simply turning the idle screw or fiddling with what emulsion tubes to use with what main jets and its corresponding auxiliary venturis on Weber is a science all its own. Or making the primary and secondary throttle linkages work simultaneously with two-barrel downdraft OE carbs. Call it oldschool, but there’s something magical about a Holley four-barrel carburetor on a big block engine or an array of Weber side draft carbs on an inline four or six-cylinder engine that looks so right. There’s something about it that evokes a visual language all their own and strongly personifies raw power in the mechanical sense. In fact, whenever I think about our twin Weber 45 side draft carbureted 3T engine, I swear I could still hear its throaty intake sound.

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

Tuner

Events

OLD-SCHOOL MECCA Here’s what went down during the 19 Kopong Kopong Event.

Words by Francis G. Pallarco Photos by Jordan Aparicio

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IF THERE WERE one old-school event truly worth attending, then the 19 Kopong Kopong old-school meet would be the one. Nothing comes close to it, whether in terms of quality restored/ modified cars and sheer number of spectators.

This was held at the Camp Aguinaldo Parade Grounds, where the epic gathering brought together once again old and new acquaintances fueled by a common passion for classic machinery from the seventies to the eighties. Aside from drooling over the cars and getting inspired to start/finish those never-

ending car projects, the event also takes us back to simpler times. Times when Greenhills used to be the place for cruising around in a souped-up car looking for street racing action.

From Toyota mango coupes to Starlets, Lancers, Volkswagens, Escorts and more, the gathering surely had something to whet up the mechanical appetite of every enthusiast. But taking home the Best of Show Award was the immaculately intact Volkswagen Westfalia Camper while other showstoppers include Archt. Mike Peña’s Ford Escort, Dodo Bautista’s

WIP Corolla Coupe, the yellow DX Coupe of William Ang, Neal Medrano’s Karmann Ghia, the Celica of Jess Nuñez, the well-preserved Corolla Coupe of Joey Sulit, the show-winning 40-Series Land Cruiser Pickup of Egai Ortiz Luis and many more.

The 19 Kopong Kopong old-school event was organized by the guys from Classic Toyota Club Philippines namely, Marlon Bautista, Manny Martinez, Junnie Crisostomo, George Villongco and Paul Samson.

To showcase the cars of a bygone era is their main aim as Junnie

Crisostomo explains further, “Our event is organized by enthusiasts, for the enthusiasts so that we may have a real enthusiasts’ show to preserve the classic car sub-culture in the country.

It is also the first time we’ve decided to include '88-'99 model cars just to cover the whole century. Being a nonprofit oriented car show, the event was mainly sponsored by members and friends of Classic Toyota Club Philippines. This explains why there's no door fee, entry fee or membership fees. Even the trophies were simply handcrafted by enthusiasts.”

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HERE’S A STUNNING 1970 DATSUN 240Z TIME CAPSULE WORDS

PHOTOS

FRANCIS G. PALLARCO

JUN VINLUAN

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t’s none other than a Datsun 240Z all right. But it’s more than just another seventies-era sports coupe as it redefined what an affordable sports car should be. More importantly, it helped establish Datsun in the States.

But it wouldn’t be what it is now without the efforts of the late Yutaka Katayama, President of Nissan Motors USA operations (1960-1977) and widely known among Z enthusiasts as "Mister K". Aside from being responsible for persuading the top brass in Japan to finally develop a sports car, he also saw it fit to change its name. Back then, Nissan marketing executives in Tokyo wanted to call it the “Datsun Fairlady Z”, but Katayama saw otherwise having understood the American market.

Allegedly, it is said that he personally removed the “Fairlady” badge from every car during its first shipment and so thus, it became simply known in America as the 240Z. Rebadged or not, I personally think it is hands down one of the best-looking cars to ever come out of Japan. Simply because it embodies the integral design elements of what a sports car should look like. From the long hood to the swooping fastback roofline and the short rear overhang, it is one finely sculpted piece of automotive machinery. And it wasn’t just all about form as it came well equipped that it could rival the competition during that time period.

Standard four-wheel independent suspension consisting of lower control

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arms with MacPherson struts up front and wishbones with Chapman struts and a differential with half shafts at the rear.

When it came to power, it had a 2.4-liter, straight-six engine with twin sidedraft Hitachi carburetors, built under license from SU carbs that was factoryrated at 150 horsepower and manual transmission, of course.

Today, the 240Z remains highly desirable and collectible, ranking up there with other all-time Japanese

DRIVER BASICS The no-frills interior provides a stark contrast against the highly cluttered modern interior of today's automobiles.

and European sports coupe greats. It’s getting expensive too as last January an unrestored and near mint example with only 30-plus thousand kilometers sold for over three hundred thousand dollars or roughly 15 million something pesos on an online used car auction site in the States. A staggering amount for such an amazing and unworldly well-kept vehicle, if I may say. It’s but just a dream for most car enthusiasts, but not for Architect Michael T. Peña

“FROM T HE LON G HO O D TO T HE SWO O PING FAST B AC K ROOFLIN E AND T HE SHO RT RE AR OVE RHANG, IT I S O NE FI NELY SCULPT E D PIE CE O F AUTO MOT IVE MAC H I NERY. ”

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who fulfilled his after years of patiently waiting for the right one as he narrates, “I had a college classmate who drove a 240Z and I immediately fell in love with the car. But like most teens, at that time it was just a dream. Fast-forward after almost 40 years, I still pursued that dream but it was difficult to get one in immaculate condition. It was during the 2011 Transport Show when I first came across this orange 240Z, but I was sure back then that it was a keeper. However, an opportunity presented itself after a few years and being at the right time, the right place and with extra cash, I finally bought the car of my dreams.

Proving the quality of work that was put into this 240Z, the body and paint hasn’t been retouched or repaired one bit since its 2010 restoration work.

Junie Castro previously owned this 240Z, who spared no expense in doing a complete nut and bolt restoration. The result speaks for itself as every panel lines up with crisp sheet metal detail on almost every inch and all the trim

pieces are intact and well preserved. As for the interior, Michael adds that the dashboard, sidings, seats, and ceiling are all factory original, even the Hitachi radio is still working together with the telescopic antennae, and that rarity is hard to find after almost 50 Years. All the rubber seals and weather strips were sourced new from the California Z Store, but the diamond pattern vinyl carpet remains original. But the interior detail that strikes me the most would have to be the deeply recessed instrumentation cluster similar to a Corvette with matching trio of gauges and the deep dish three spoke steering wheel that strongly evokes a sports carlike look and feel.

Looking at the straight-six engine, visions of dropping in an exotic, twin cam, cylinder head from OS Giken together with a bundle of snakes’ type header immediately cross my mind. But in this case, Michael opted to upgrade the Hitachi twin carburetor setup with a trio of Mikuni side draft carburetors.

TIME CAPSULE Given the rarity of unmolested 240Z's in existence, this perfectly exemplifies why it is highly coveted by almost every car enthusiast.

Not only are they easier to tune, but also more efficient as it provides fuel to each cylinder. But the biggest plus factor would have to be the glorious sound emanating from those six barrels that’s just pure aural bliss. Purists need not fret as the original twin carb setup is safely tucked away should the need to bring it back to factory stock arises.

Other upgrades that Michael has done include the 15-inch SSR Wheels, which lends a vintage vibe to the 240Z while aftermarket lowering springs help it achieve a slightly lower than stock ride height. Ultimately making this 240Z look even better and something that doesn’t make it lose its character or value.

Hard to believe, but this is a 50year old coupe that continues to possess an amazing style and value.

It certainly took some time, but the Datsun 240Z is finally getting the appreciation it deserves both in price and collectability. Very much like our featured car, but then again, this is not just an ordinary car now is it?

Specifications

1970 Datsun 240Z (S30) — Architect Michael T. Peña — ENGINE TYPE: L24, 2.4-liter, Inline-6 cylinder, SOHC ENGINE MODS: Mikuni 44PHH Side Draft Carburetors, K&N Air Filters TRANSMISSION: 5-Speed manual HORSEPOWER: 150 HP (Factory Figures) SUSPENSION: Front: McPherson struts. Coil springs.

Lower wishbone. Anti-roll bar.

Rear: Independent with Chapman struts, lower wishbones, telescopic dampers Eibach Lowering Springs, Cusco front and rear strut bars ROLLERS: SSR Speed Star Racing Mk3 Wheels (15x7) Bridgestone Potenza RE002 Tires (205/55R15) INTERIOR: Original seats, dashboard, ceiling, instrumentation, Hitachi AM/FM Radio with power antenna EXTERIOR: Original rear spoiler, Headlamp clear lens covers

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THE REAL THING EVER COME ACROSS A MATCHING NUMBERS FORD ESCORT RS?

WORDS

FRANCIS G. PALLARCO PHOTOS

JOEY YEPEZ

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his one’s undoubtedly a motorsports icon that’s best described as a rear-wheel drive rally legend. Winning numerous world rally championship titles, hardly any other car has influenced rallying or enjoyed success as the Ford Escort Mk2. Personally speaking, it's just one of those cars that immediately conjures up devilish thoughts of taking a corner sideways at opposite lock while flat out on the throttle. 100% analog and fun to drive, it continues to be highly tunable with plenty of aftermarket and OEM parts in the UK. Just one bit of downside though, there’s only quite a handful left on our shores.

So the chances of buying, let alone even finding one locally can be considered almost impossible in this day and age.

Luckily, I stumbled upon this fresh and correctly built Ford Escort RS Mk2 owned by Architect Michael T. Peña who recounts how his affinity for it all started, “Back in college, I couldn’t believe how my friend was always winning at the drags. It was a run-down Ford Escort that was actually a “Wolf in sheep’s clothing.” It wasn’t until later on when I found out that its “Kent” engine had the revolutionary “CrossFlow” cylinder head design. This was during the late '70s and early '80s where having headers in your car was already considered cool. Then Ford Philippines brought in the Ford Escort RS in very limited numbers, but it was so expensive at that time. Ford Philippines maintained the 1.6 Kent engine for tax purposes but carried the slant nose cone, quad headlights, rubber rear spoiler, original RS instrumentation and it was a very special car.”

Fast-forward to today where Michael was looking for an Escort RS for his personal car collection when he got a call from a friend as he quips, “True enough it was a 1980 Ford Escort RS, locally purchased with matching numbers from Ford Philippines.” Once a deal was made, off it went to Alex Isip of Alex Car Restoration where an assessment of what needed to be done was the first order of business. Simple

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as it sounds, it’s a crucial step in any car restoration or custom build as this determines the car’s purpose whether it’s complete or partial restoration or resto-mod. That and the corresponding level of work to be done and the amount of parts needed. Ultimately, they decided to perform a complete nut and bolt restoration given that the car was very straight according to Michael. The only exception was some panel work done on the lower portion of the doors. He also adds that all the factory seam welds were still intact and the engine bay had no rust. Overall, Michael believes that the car never had a collision and was probably kept in a garage the whole time, which explains its immaculate condition.

INTACT Much of the interior remains original including the RS specific instrumentation with the exception of the Recaro N-Joy Seats

Power comes from the famed 1.6-liter, Kent engine named after the plant where it was produced (This follows Ford’s tradition of naming engines back then). Despite the urge to swap a 2.0-liter engine, his purist standpoint and sense of originality kept him from doing so. Factory-rated at less than a hundred ponies, it might not possess the qualities of the larger 2.0-liter engine or the breathtaking twin cam Cosworth BDA engine. But the compact Kent engine is highly responsive to tried and tested ways of making extra power. Something Michael knows about and instilled here, which now enables it to generate more horsepower. The fully rebuilt engine now sports a port and polished cylinder

Tuner to achieve that period look and feel.

As for the exterior, the first thing that catches your attention would be the period-correct Ford RS Team livery on the side and the matching windshield banner. Something, which in my opinion really establishes the car’s true nature.

Not to be missed, of course, are the RS rear spoiler and RS nose cone with quad headlights that complete the RS-look.

The lights are tricky in the sense that these are uniquely sized as Michael found out while trying to locate a couple. Hugely different from the usual Japanese “old-school” sealed beams that more or less adopt a universal diameter size. Making it even more challenging when it comes to sourcing parts. Then again, who said that great things could be easily accomplished? But together with Alex Isip of Alex Car Restoration, Michael has fulfilled his dream of creating a period-correct time capsule despite all the challenges. I reckon all it needs now is an empty stretch of winding dirt road.

Specifications

1980 Ford Escort RS (Mk2) — Architect Michael T. Peña — ENGINE: 1.6-Liter, Inline-4, OHV, Pushrod Type, Crossflow head, Cast iron head and block ENGINE MODS: Fully rebuilt engine with ported and polished cylinder head, Weber 32/36 DGV Carburetor, K&N Air Filter, MSD Ignition, Burton Headers, Burton valve Cover

head, bigger valves, an aftermarket performance camshaft, headers, a brand-new Weber DGV carburetor and a Burton valve cover just for looks.

Simple and effective. That pretty much sums up the Escort’s suspension composed of MacPherson struts, sway bars, and a solid differential out back with nearly indestructible leaf springs.

Aside from going over the suspension to replace worn out components, the shocks have been upgraded for better ride and handling. As for the wheels, it rolls on Compomotive ML wheels with the unmistakable “BananaType” design that’s highly associated with rallying, of course. But Mike’s committed effort to make the Escort even more period-correct resulted

KENT The 1.6-liter engine has been fully rebuilt with a prepped cylinder head, aftermarket performance camshaft and a brand-new Weber DGV carburetor that equate to more ponies than stock.

in acquiring a set of RS 2000 specific wheels sized 13x6” in polished finish and black centers, which it now uses.

Basic and minimalist it may be, the interior does have everything a driver needs, including an authentic AM/FM analog radio. Vital engine signs emanate from the authentic Ford RS instrumentation with a 220 Km/h speedometer, rev counter, oil pressure, water temp, and gas gauge.

Mike claims the upholstery was mostly intact including the door cards, ceiling and even the rear seats that they were surprised to find it in good condition when they removed the seat covers. The only upgrade was the addition of Recaro N-Joy seats, which he had reupholstered using authentic RS seat fabric design

TRANSMISSION: Manual 4-Speed, Competition Clutch SUSPENSION: Monroe Shock Absorbers BRAKES: Front Discs and Rear Drums ROLLERS: Compomotive ML “BananaType” Wheels (13x7); Dunlop LM4 Tires, (205/60R13) INTERIOR: Recaro N-Joy Seats, RS Gauge Cluster, Ford OE Rubber Seals EXTERIOR: Ford RS Team Livery from DMB UK, Original RS rear spoiler, Cibie rear courtesy lamp, Ford RS “Droop Snoot” Nose Cone BODY & PAINT: Alex Car Restoration using Cromax Automotive Refinishes

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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.

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

J U NE 2 0 2 0 / IS S U E 2 2 2

TWO WHEELS ONLY

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

The New Normal

f there’s one thing this COVID-19 pandemic taught us, it’s that the only constant thing in this world is change.

One day we’re all going about our usual business, then the following day we’re all quarantined inside our houses, indefinitely. Overnight all businesses closed, factories halted production, public transportation grinded to a halt, domestic and international flights got cancelled, major events got postponed indefinitely, entire communities got locked down, and it seems things aren’t going back to the way things were in the foreseeable future. Not unless they find a cure really fast. Welcome to the new normal.

A lot of people are confused when they hear ‘the new normal’ but the truth is it’s quite simple; the new normal requires us to limit our interaction with one another to lessen, if not prevent, the spread of COVID-19. To do this we should always wear a surgical mask (or equivalent) whenever we’re outside our

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places of residence, practice good personal hygiene and regular hand washing, avoid going to crowded places, always bring hand sanitizer or rubbing alcohol anywhere you go, practice personal distancing of at least two meters, bow instead of shaking hands during business meetings, work from home as much as possible, encourage teleconferencing instead of physical meetings, etc. It may be difficult at first, but it’s not impossible to do. Especially when your family’s safety is at risk.

Experts say it takes more than two months before a new behaviour becomes automatic - 66 days to be exact. I guess two and a half months into our government imposed Enhanced Community Quarantine, or ECQ, gave us ample time to adjust to this new normal. Perhaps more difficult is accepting the fact that we’re going to live this way for a very long time. From here onwards we’re not allowed to watch movies in movie houses, watch live concerts, watch ball games, watch car and motorcycle racing, attend conventions, attend trade shows, go

to bars, hangout in malls, attend bike shows, attend product launches, and countless other ‘normal’ things we took for granted before the pandemic. Again, until the world finds the cure for COVID-19.

Thankfully, health experts encourage riding bicycles, electric scooters, and motorcycles instead of taking mass transportation like jeepneys, buses, and trains. However, riding with a pillion is strictly prohibited because of social distancing, even if you and your pillion live in the same house. I know it’s silly but I guess the authorities would rather prohibit back riding than check the affinity of all the motorcycle riders and their passengers at every checkpoint, which is obviously time consuming (and also a lame excuse and anti poor). Lucky are those who already know how to ride and own their personal motorcycle, but sadly not for their family members who don’t. If this is the new normal, then it’s time to new-normal-proof yourself. Now is the best time to learn how to ride a motorcycle, don’t you think?

share the road check your mirrors for motorcyclists

a reminder from

ride safe.

stay alive.

Wheel2Wheel

News

2021 APRILIA TUONO 660 Words and photos by Maynard M. Marcelo TWO YEARS AGO Aprilia unveiled the RS 660 Concept at the 2018 EICMA show in Milan, Italy. The RS660 is a middleweight sportbike powered by 100hp parallel-twin based on the RSV4 motor. At the 2019 EICMA show Aprilia finally unveiled the production version of the RS 660 and according to Bikerbox, Inc., the Philippine distributor of Aprilia motorcycles, the RS 660 will be arriving late this year if things improve with regards to the COVID-19 situation wreaking havoc all over the country, and the rest of the world.

Another big news at the EICMA 2019, however, is the Tuono 660 Concept

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Aprilia revealed right after unveiling the production RS 660 sportbike. As you can well see in these photos we took, the Tuono 660 Concept looks almost ready for production. But we surmise it will be officially launched later this year as a 2021 model.

Unlike the RS 660, the Tuono 660 parallel-twin is tuned more for street riding and will make around 95 horsepower, which is only 5 horsepower less than the RS 660.

The good news is that the Tuono 660 will feature the RS 660’s full APRC electronics suite which includes the six-axis IMU, traction control, wheelie control, up/down quickshifter, cornering ABS, engine brake control, and selectable riding modes. Other features are the dual fairing with winglets to aid downforce and the triple LED headlight configuration.

If the year 2020 looks dire, at least we have something to look forward to next year. For the meantime let’s hope and pray that the current COVID-19 situation improves.

News

Wheel2Wheel

FIRST LOOK: 2020 KAWASAKI Z650 Words by Maynard M. Marcelo Photos by Author and Kawasaki AFTER THREE YEARS the Kawasaki Z650 finally got a (slight) upgrade. For MY 2020, the Z650 gets a noticeably sharper styling that now strikes a better resemblance to the entire Z family, from the tiny Z125 all the way up to the Z1000. Leading the update is a new LED headlight with a new compact two-piece cowling. It also gets a centrally located LED position light. Complementing the new LED headlight are redesigned tank shrouds and radiator covers that are sharper and edgier for a more menacing look. Rider and passenger comfort are enhanced with a thicker and wider urethane seat that complements the styling.

While the chassis and suspension components are carried over from the previous model, the 2020 Z650 now complies to Euro 5 emissions standard courtesy of a redesigned exhaust system with a larger volume catalyser. Power remains the same at 67.1 bhp but peak torque is slightly down by 1.3 ft-lb. Like before, the only electronic rider aid available is ABS. There are no rider modes or traction control available on the Z650.

Another welcome improvement is the new multifunction color TFT instrument panel that shows gear position, fuel gauge, shift light, Economical Riding Indicator, and the ability to connect with a smartphone via Bluetooth. When used with the “Rideology The App” (available for Android and IOS) it allows the rider to quickly access vehicle info, log routes, record riding conditions, and share these info with other riders using the app. Telephone notifications like missed calls, text messages, and emails can also be set to appear on the dash.

Price for the 2020 Kawasaki Z650 is yet to be announced by Kawasaki Philippines so please stay tuned to our Facebook page for updates.

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News

2020 DUCATI SCRAMBLER ICON DARK LAUNCHED IN SECOND RIDEPH EVENT Words by Maynard M. Marcelo Photos by Randy Silva-Netto and Ducati

A WEEK BEFORE the governmentimposed Enhanced Community Quarantine took effect, Ducati Philippines launched the newest addition to the Scrambler family; the Scrambler Icon Dark. The launch was held during the second RidePH Cafe event organized by classic motorcycle lover and veteran motoring journalist Mr. Jay Taruc held at the Metrotent Convention Center in Ortigas, Pasig City.

Featuring a new matte black finish, the Ducati Scrambler Icon Dark is targeted towards motorcycle customisers who would treat it as their blank canvas. But it’s more than just a fancy paint job, the new Scrambler Icon Dark features a new LED

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headlight with DRL and glass lens, a new Ducati Multimedia System ready instrument cluster with fuel gauge and gear indicator, blacked-out cylinder heads with brushed aluminum fins, a new hydraulic clutch control with adjustable lever, a dual-channel Bosch Cornering ABS, and a new flatter and more comfortable seat for the rider and passenger. What everybody will appreciate, however, is the Scrambler Icon Dark’s price. At PhP 599,000, it is PhP76,000 less expensive than the regular Scrambler Icon priced at PhP 675,000. That blacked-out treatment suddenly looks very enticing, even if you don’t like black. Contact Ducati Philippines for more details.

News

Wheel2Wheel

FIRST LOOK: 2020 CFMOTO 300SR Words by Maynard M. Marcelo Photos by Author and CFMoto THE ENTRY-LEVEL SPORTBIKE segment will get more exciting this year when the 300SR from CFMoto arrives in a month or two, depending on the COVID-19 situation. The 300SR is the sportier fully faired version of the naked 300NK, and they share its perky 292.4cc single cylinder, liquid-cooled, fuel injected, 4 valves, dohc motor that’s rated at 29 hp at 8750 rpm and 17.33 lb-ft of torque at 7250 rpm mated to a 6-speed gearbox.

First seen as a race concept at the CFMoto booth in EICMA last November, the 300SR features aggressive styling with a sharp front end treatment that houses the split LED headlights and LED daytime running lights. But unlike the race concept, the production 300SR has an

underslung exhaust system rather than the Akrapovic and a J.Juan front brake caliper instead of Brembo.

Like its naked sibling, the 300SR also comes equipped with UpSide Down fork in front and a monoshock rear suspension. Braking hardware consists of a single disc setup in front and rear with standard dual-channel ABS. The 300SR also features a fiveinch color TFT screen with Bluetooth connectivity, two riding modes (Sport and Rain), and a slipper-clutch.

CFMoto Philippines has yet to announce the price of the 300SR, but we surmise it to be lower than the 215k asking price of the 400NK. For more updates please check out our Facebook page.

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Bike Review:

BMW R1250GS HP THE BEST JUST GOT BETTER WORDS

PHOTOS

MAYNARD M. MARCELO

RANDY SILVA-NETTO

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W When I received a call from Mr. Gil Balderas, the Deputy Sales Director of BMW Motorrad Philippines, asking if I would like to join them on a long ride to Vigan, Ilocos Sur using the new BMW R1200GS HP, I automatically said yes even without looking at my calendar to check if I had any prior commitments on those dates. Not only are those invites few and far in between, but the thought of taking the new BMW R1250GS HP on a long ride was too tempting to pass up.

The following week we were invited to attend the ride briefing at the RSA BMW Motorrad showroom in Libis, Quezon City to familiarize ourselves with the bike’s controls and electronics.

Facilitating the briefing was Mr. Toto Villanueva, a certified BMW Motorrad instructor. Thankfully, the controls of the R1250GS HP is similar to the previous liquid-cooled R1200GS Rallye, a bike I’m very familiar with. Having ridden the bike numerous times in the not-so-distant-past, it didn’t take long for me to get familiar with the new bike’s controls and switches. Even the riding position felt very similar. That’s because most of the upgrades are hidden beneath the surface of the boxer-twin engine covers.

For the R1250GS, BMW increased the displacement from 1170cc to 1254cc. This was achieved by increasing both the bore and stroke from 101 mm x 73 mm to 102.5 mm x 76 mm, resulting in a 9 percent bump in power to 136 hp at 7750 rpm from 125 hp, and a 14 percent gain in peak torque to 105 lb-ft from 92 lb-ft. But that wasn’t the highlight of the new R1250GS, it’s only the beginning. The big news is its new variable

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valve timing system, a first for BMW Motorrad if I’m not mistaken, dubbed the ShiftCam System. This ingenious system uses an electronic actuator to literally shift the camshaft along its axis that has two different cam lobe profiles for each intake valve; one small cam (low lift) for partial load and one big cam (higher lift) for full load. The shift between these two cam profiles happens at 5000 rpm or when the ECU detects an increase in load. How they managed to squeeze an actuator and a longer intake cam in there is beyond belief, but it certainly transformed how the R1250GS delivers its power.

The R1200GS was never short on power for the type of adventure-touring riding it was designed to do, but BMW engineers thought they could extract

more power from the boxer-twin and make that power more accessible. For the R1250GS, not only did it make more power and made it more accessible earlier in the rev range, it also passed the more stringent Euro 5 emissions requirements. This was readily apparent when we were on our way to Vigan. On the expressway the R1250GS HP felt more relaxed in 6th gear while cruising at a steady 100 km/h (set on the cruise control), but instant power for overtaking can be had with just a little bit crack on the throttle, with no need to downshift a gear or two. The ShiftCam system certainly made the already flexible boxertwin even more flexible. You can let it crawl in first gear without touching the throttle or let it fly to its 218 km/h top speed in sixth gear very quickly. Owners

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of the liquid-cooled R1200GS will certainly feel the difference especially during roll-on acceleration.

Manila to Vigan is roughly 400 kilometers but riding the R1250GS HP it feels significantly less, thanks to its comfortable ride and rider-friendly ergonomics. The R1250GS HP we used are equipped with BMW’s Dynamic Electronic Suspension Adjustment (ESA) and with just a flick of a switch you can automatically or manually adjust the rear suspension’s preload to “Min” or “Max” depending on your bike’s load or desired ride height.

If you’re unsure how to adjust your suspension then you can let the bike choose the right one by setting the Ride Modes Pro to Road for a plusher ride, Dynamic for a more sporty on-road feel,

or Enduro Pro for off-road use. While the preload settings only apply to the rear shock, Dynamic ESA effectively controls both the rear shock and the front Telelever front suspension. I switched from Road to Dynamic and vice versa a couple of times to see the difference and I can actually feel the suspension tense up on Dynamic, making turn-ins feel snappier. It also made the ride a bit bumpier so I left it on Road most of the time.

Fiddling with the bike’s plethora of electronic adjustments is very intuitive, and fun, thanks to the new 6.5-inch color TFT display that functions as the main control hub for just about everything on the R1250GS HP. Aside from showing pertinent rider infos like speed, engine rpm, fuel level, and

NEW FEATURES The R1250GS is identifiable by a large TFT screen, new cam covers that say "Shift Cam", and the rerouting of the exhaust headers. The new headers not only get the exhaust gases to the catalytic converter quicker to comply to Euro5, it also gets routed behind the crash guard for better protection.

Nice.

gear, the TFT screen can be paired with your mobile phone via Bluetooth to show incoming or missed calls, text messages, emails, navigation, and even music. Navigating through the menus are done via the scroll wheel on the left hand grip and switchgear. A BMW App is available for Android and IOS devices to show additional info about the bike but it’s not required for connectivity.

The TFT screen’s display is clear and vibrant even in direct sunlight. But when evening comes the TFT screen backlight adjusts automatically to reduce glare. We spent the night at Hotel Luna in Vigan right after the party hosted by Mr. Ronald Singson.

The following day, instead of heading south to La Union with the BMW Motorrad group, my crew and I decided

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to ride further north to visit some of the popular tourist spots in Ilocos Norte.

Our first stop from Vigan was the Paoay Church. Everytime I pass by Ilocos Norte I see to it that I drop by this beautiful Spanish colonial-era church built in 1694 with it's 24 magnificent buttresses. It’s truly a sight to behold.

While eating Ilocos Empanada at a roadside stall right across the church we contemplated where to go next.

We eventually decided to visit the giant wind turbines in Bangui, another popular tourist attraction in Ilocos Norte. We were in no hurry to get there so we took our sweet time enjoying the roads and savouring the soothing seaside views.

We got to Bangui just in time for lunch. After eating a hearty meal of Ilocano delicacies at the Kang Kang Windmill Cafe I took the R1250GS out to the beach to try its Enduro Pro mode. Like the R1200GS before it, the R1250GS also possess extreme stability and balance in off-road environments. In Enduro Pro mode the bike’s suspension is electronically optimised for riding in extreme offroad conditions. It also disengages the traction control to allow power drifts, which is really fun, especially with the R1250GS extra power. A new feature on the R1250GS I really like is Hill Start Control. It’s like the brake-hold feature on some late

A TRUE ADVENTURER The R1250GS HP felt incredibly balanced even in off-road environments.

Enduro Pro mode automatically adjusts the suspension and other electronic aids optimized for off-road riding.

"MANILA TO VIGAN IS ROUGHLY 400 KILOMETERS BUT RIDING THE R1250GS HP IT FEELS SIGNIFICANTLY LESS"

model cars and you can activate it, say for example when you stop on an incline, by tapping on the front brake lever twice. This will automatically engage the rear brake, which will stay engaged until you apply some throttle.

I find this useful when stopping at toll booths. Another active safety feature is Dynamic Braking Control. This safety feature automatically rolls off the throttle in panic braking situations for quicker and more stable stops during emergencies.

It was nearly 4 pm when we left Bangui for Pagudpud, and by sundown we were at the Patapat viaduct. It was then when we finally decided to complete the north Luzon loop instead of going back to Vigan. From Pagudpud we rode towards Tuguegarao City where we had a quick dinner, then rode further south to Ilagan City, Isabela where we spent the night. The following day before lunch time we rode to Santiago City also in Isabela to meet up with some fellow motorcycle rider friends at DM Prime Motors and Mugen Alfonso. From Santiago City we rode straight to Manila and before midnight I was back at the RSA BMW Motorrad showroom in Libis, Quezon City to return the R1250GS HP. After spending 5 days and 1342 kilometers with the R1250GS HP it gave me enough time, not to mention enough mileage, to thoroughly test and appreciate everything the bike has to offer but still I can’t get enough of it. It’s a bike that will compel you to find every excuse just to ride. I’m quite sure current R1250GS owners feel the same way. Now there may be faster and sportier adventure-touring bikes out there but very few can match the versatility and well rounded abilities of the GS that makes it truly one of the best do-anything, go-anywhere motorcycles on the planet. If you love riding motorcycles and haven’t tested the R1250GS yet you owe it to yourself to try it even once. You will thank me for it, promise.

Specifications: BMW R1250GS HP — Engine: EFI, Air/liquid-cooled 4-stroke flat twin engine, 8 valves, dohc | Displacement: 1254cc | Max Power: 136hp @ 7750 rpm | Max Torque: 105 lb-ft @ 6250 rpm Transmission: 6-speed | Seat Height: 820.42mm | Tire, front: 120/70 R 19 | Tire, rear: 170/60 R 17 | Brakes, front/rear: 2 Disc/Disc abs | Fuel Capacity: 20 liters | Curb Weight: 249 kg Price: PhP 1,585,000.00 | Plus: Infinitely adjustable for every type of rider, more powerful and flexible motor, comfortable long-distance tourer, go anywhere ability, easy handling characteristics, and fun to ride factor. | Minus: Not much. |

Rating: 10/10

C-MAGAZINE.COM • JUNE 2020

97

Wheel2Wheel

Gear Review

HIT AIR SHOCK BUFFERING SYSTEM HS-6 VENTILATION MODEL Words by Maki Aganon Photos by Author and Maynard M. Marcelo HIT AIR IS A TECHNICAL COMPANY with one objective in mind. Improve safety and reliability in motorcycle gear.

They are very particular in studying motorcycle related injuries and they found out that most critical and fatal injuries are received in the head, neck or chest.

The Japan-based company Mugen Denko Co., LTD, in Nagoya is widely received in over 30 countries like China, Spain, Turkey, Sweden, Korea, France and more, heavily patronized, even by national police. The wearable airbag system is Japanese Protection Technology that started out as a gear for horseback riding, that eventually focused also on motorcycle safety in all aspects of riding nature.

With the influx of CE Rated Jackets in the market, Hit Air offers extra protection, through a shock buffering airbag system, that protects the critical areas, standard riding jackets cannot.

The shock buffing airbag wraps throughout the chest, back, neck and waist, that inflates in split seconds, in case of an accident. A heat-resistant, sturdy wire is connected to the bike and the jacket, so that whenever a rider is ejected via accident, it quickly enables the airbag.

I was able to try out one of their products during a travel event for a weekend. The HS-6 Ventilation Model is a Padded Riding Jacket with the S-System airbag installed. The material is Outer Shell: 600D and Ripstopwater

98

JUNE 2020 • C-MAGAZINE.COM

resistant Polyester, Polyester Mesh inner lining, Neoprene neck guard, and Polyurethane airbag tube. It comes in two, stylish color combinations. It also has reflective print for night riding, and additional chest padding options.

We started our ride early in the morning. The jacket kept me warm in the cool morning air. When it got a bit hotter outside, I opened the vents for air to flow through the mesh lining on both arms and back. Upper arm, cuff and waist straps provide best fitting. Halfway through the day, we caught a wild drizzle. Thanks to the Poly-outer shell, water seeping through is very minimal.

It also dries really fast. The jacket comes

with CE HEXA lightweight honeycomb material on shoulders and elbows as standard, with a soft back padding too.

To sum things up, wearing a Hit Air Jacket gives me extra, extra peace of mind when I ride. I believe most riding jackets serve their purpose to protect impact points during a crash, what more a jacket equipped with a hi-tech shock buffering system. With a price tag of P37,520, you're getting extra protection, a good value to invest on motorcycle riding safety.

Hit Air Philippines has 5 dealers in Luzon, 7 stores in Visayas and Mindanao. A total of 12 stores nationwide by the end of April 2020.

M AGAZINE'S

BUYER'S GUIDE PICK-UP

THE EVERYDAY WORKHORSE

BUYER’S GUIDE

TA K I N G O N T H E C L A S S

PICK-UPS T

he original pickups are what made 4-wheeled vehicles turn from a luxury form of travel into a workhorse that has changed the automotive game ever since. Still true to its purpose, these are the reasons why pick-ups are not only popular, but also a must-have in everyone’s garage:

Ride Height With an average of 220mm in this category, it is one of the highest vehicles from the ground you can buy off the showroom. With a ride height this high, it allows the driver to comfortably go through potholes, ditches, and rough roads without any damage to the body or undercarriage.

This makes Mid-Size TruckBased SUVs a popular choice here in the Philippines.

100

JUNE 2020 • C-MAGAZINE.COM

The Flat Bed With enough space at the back to fill a queen-sized bed, you can haul almost anything with a pick-up as long as it is strapped in properly. And with a payload capacity of at least 1000kg, the possibilities of work for the pick-up segment is endless!

Beyond Road Use In this class, a huge chunk of buyers prefer to get the 4x2. And that’s alright! With the power and technologies of today, these vehicles can handle soft roads easily. For those who crave to go through the harsher off-road courses, they should get the 4x4 variants. Even fresh from the showroom, these pick-ups can ruck it out.

BUYER’S GUIDE

Pick-Up

Chevrolet Colorado Chevrolet Colorado

Engine/Drive: Front / Rear or Four

Body/Seats: 4 dr Pick-Up / 5

POWERTRAIN

L/W/H: 5347mm/2132mm/1785mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 3096mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1519-1882kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

2.5 4x2 LT

D

2.5T

I4

163

280

6M

12.2

180

8.5

11.1

S

2

N

S

N

N

1,256,888

—

2.8 4x2 LT

D

2.8T

I4

200

369

6A

10.1

200

9.6

12.6

S

2

N

S

N

N

—

1,272,000

2.8 4x2 LTX

D

2.8T

I4

200

369

6A

10.1

200

9.6

12.6

S

2

N

S

N

N

—

1,422,000

2.8 4x4 LTZ

D

2.8T

I4

200

369

6M/6A

10.1

200

9.6

12.6

S

2

N

S

N

N

1,539,888

1,571,888

PhP (MT)

PhP (AT)

Ford Ranger Ford Ranger

Engine/Drive: Front/ Front or Four

Body/Seats: 4 dr Pick-Up/ 5

POWERTRAIN

L/W/H: 5354-5398mm/1860-2028mm/1821-1873mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 3226mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6M/6A

11.2

180

10.3

13.2

S

2

Curb Weight: 2289-2204kg

INTERIOR

Stability

USB/ AUX/BT

N

S

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

Leather

Sun Roof

2.2 XLS 4x2

D

2.2T

I4

160

284

PhP (MT)

PhP (AT)

N

N

1,032,000

1,092,000

2.2 XLS 4x4

D

2.2T

I4

160

284

6M

11.2

180

10.3

13.2

S

2

S

S

N

N

1,181,000

—

XLS Sport 4x2

D

2.2T

I4

160

284

6M/6A

11.2

180

10.3

13.2

S

2

S

S

N

N

1,062,000

1,122,000

XLS Sport 4x4

D

2.2T

I4

160

284

6A

11.2

180

10.3

13.2

S

2

S

S

N

N

—

1,211,000

XLT 4x2

D

2.2T

I4

160

284

6M/ 6A

11.2

180

10.3

13.2

S

2

N

S

N

N

1,176,000

1,236,000

FX4

D

2.2T

I4

160

284

6M/6A

11.2

180

10.3

13.2

S

2

S

S

N

N

1,256,000

1,316,000

2.0 Wildtrak 4x2

D

2.0T

I4

180

310

6M/ 10A

10.4

190

8.5

11.5

S

4

S

S

S

N

1,390,000

1,455,000

2.0 Bi-Turbo Wildtrak 4x4

D

2.0TT

I4

213

369

10A

9.8

200

8.5

11.5

S

4

S

S

S

N

—

1,695,000

Raptor

D

2.0TT

I4

213

369

10A

9.8

200

8.5

11.5

S

4

S

S

S

N

—

1,998,000

C-MAGAZINE.COM • JUNE 2020

101

BUYER’S GUIDE Pick-Up

Foton Thunder Foton Thunder

Engine/Drive: Front/ Rear or Four

Body/Seats: 4 dr Pick-Up/ 5

POWERTRAIN

L/W/H: 5320mm/1970mm/1870mm

PERFORMANCE Torque (lb-ft)

Wheelbase: 3105mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1800kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

E

D

2.8T

I4

160

207

5M

15.3

140

10

15

S

2

N

S

N

N

840,000

–

4x2

D

2.8T

I4

160

207

5M/5AT

15.3

140

10

15

S

2

N

S

N

N

988,000

1,098,000

4x4

D

2.8T

I4

160

207

5M

15.3

140

10

15

S

2

S

S

N

N

1,248,000

–

PhP (MT)

PhP (AT)

Isuzu D-Max Isuzu D-Max

Engine/Drive: Front/ Rear or Four

Body/Seats: 4 dr Pick-Up/ 5

POWERTRAIN

102

L/W/H: 5295mm/1860mm/1795mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1519-1882kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

RZ4E LS 4x2

D

1.9T

I4

150

258

6M

12.7

170

10.2

18.2

S

2

S

S

N

N

3.0 LS 4x2

D

3.0T

I4

163

280

5M/5A

12.1

170

8.1

16.1

S

2

S

S

S

N

1,320,000

1,390,000

3.0 LS-A 4x4

D

3.0T

I4

163

280

5M/5A

12.1

170

8.1

16.1

S

2

S

S

S

N

1,630,000

1,700,000

JUNE 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2095mm

SAFET Y

PhP (MT)

PhP (AT)

1,209,000

1,299,000

BUYER’S GUIDE

Pick-Up

JAC T6 JAC T6

Engine/Drive: Front/Rear

Body/Seats: 4 dr Pickup/5

POWERTRAIN

L/W/H: 5315mm/1830mm/1815mm PERFORMANCE

Torque (lb-ft)

TM

0-100 km/h

Wheelbase: 3090mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1815kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

4x2 1.9

D

1.9T

I4

133

236

5M

145

9.8

15.8

S

2

N

S

S

N

915,000

—

4x4 1.9

D

1.9T

I4

133

236

5M

145

9.8

15.9

S

2

N

S

S

N

1,090,000

—

Maxus T60 Maxus T60

Engine/Drive: Front/ Front or Four

Body/Seats: 4 dr Pick-Up

POWERTRAIN

L/W/H: 5365mm/1900mm/1809mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 3155mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 2030kg

INTERIOR

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Pro 4x2

D

2.8T

I4

148

266

6M/6A

12.7

180

8.3

14.3

S

2

N

S

N

Elite 4x4

D

2.8T

I4

148

266

6A

12.5

180

8.1

14.1

S

2

S

S

S

Leather

PRICE Sun Roof

N

PhP (MT)

PhP (AT)

998,000

1,078,000

—

1,328,000

C-MAGAZINE.COM • JUNE 2020

103

BUYER’S GUIDE Pick-Up

Mazda BT-50 Mazda BT-50

Engine/Drive: Front/ Rear or Four

Body/Seats: 4 dr Pick-up / 5

POWERTRAIN

L/W/H: 5365mm/1850mm/1821mm PERFORMANCE

Fuel

Displacement (L)

Config.

Power (bhp)

Torque (lb-ft)

2.2L 4x2

D

2.2T

I4

150

277

6M/6A

TM

3.2L 4x4

D

3.2

I5

200

347

6A

0-100 km/h

10.4

Top Speed (km/h)

180

Wheelbase: 3220mm

SAFET Y

City km/L

Highway km/L

ABS

Airbags

9.8

13.9

S

2

7.5

13

S

5

Curb Weight: 2052-2218kg

INTERIOR

Stability

USB/ AUX/BT

S

S

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

N

1,350,000

1,395,000

S

N

—

1,550,000

Mitsubishi Strada Mitsubishi Strada

Engine/Drive: Front/ Rear or Four

Body/Seats: 4 dr Pick up/ 5

POWERTRAIN

104

L/W/H: 5280mm/1815mm/1780mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

200

10.7

16.7

S

2

Curb Weight: 1777- 1820kg

INTERIOR

Stability

USB/ AUX/BT

N

S

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

GLS 2WD

D

2.4T

I4

178

317

6M/6M

10.4

GL 4WD

D

2.5T

I4

136

239

6M

15

170

8.3

14.3

S

2

S

S

N

N

1,175,000

GLS 4WD

D

2.4T

I4

178

317

6M

10.4

200

10.7

16.7

S

2

S

S

N

N

1,465,000

—

GT 4WD

D

2.4T

I4

178

317

5A

10.4

200

10.7

16.7

S

7

S

S

N

N

—

1,710,000

JUNE 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 3000mm

SAFET Y

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

1,175,000

1,250,000 —

BUYER’S GUIDE

Pick-Up

Nissan NP 300 Navara Nissan NP 300 Navara

Engine/Drive: Front/ Rear or Four

Body/Seats: 4 dr Pick-Up/ 5

POWERTRAIN

L/W/H: 5255mm/1850mm/1840mm

PERFORMANCE Torque (lb-ft)

Wheelbase: 3150mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1767-1946kg

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

D

2.5T

I4

161

297

6M

11.5

170

15.5

21.5

S

2

N

S

N

N

917,000

—

4x2 Calibre

D

2.5T

I4

161

297

6M

11.5

170

15.5

21.5

S

2

N

S

N

N

952,000

—

4x2 EL Calibre

D

2.5T

I4

161

297

6M/7A

11.5

170

15.5

21.5

S

2

S

S

N

N

1,050,000

1,113,000

4x2 EL Calibre Sport Edition

D

2.5T

I4

161

297

6M/7A

11.5

170

15.5

21.5

S

2

N

S

N

N

1,170,000

1,229,000

4x4 EL

D

2.5T

I4

161

297

6M

11.5

170

15.5

21.5

S

2

S

S

N

S

1,229,000

—

4x4 VL

D

2.5T

I4

187

332

6M/7A

10.8

180

10.5

16.5

S

2

S

S

S

N

1,372,000

1,423,000

4x4 VL Sport Edition

D

2.5T

I4

187

332

7A

10.8

180

10.5

16.5

S

2

S

S

S

N

—

1,519,000

RAM Ram 1500 RAM Ram 1500

Engine/Drive: Front/ Four

Body/Seats: 4 dr Pick-Up/ 5

POWERTRAIN

Laramie Crew Cab

Fuel

Displacement (L)

G

5.7

L/W/H: 5817mm/2017mm/1951mm

PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

V8

395

410

Wheelbase: 3061mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

8AT

—

—

—

—

S

6

Curb Weight: 2733kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

N

—

3,490,000

C-MAGAZINE.COM • JUNE 2020

105

BUYER’S GUIDE Pick-Up

SsangYong Musso SsangYong Musso

Engine/Drive: Front/ Rear

Body/Seats: Pick-Up/5

POWERTRAIN

4x2

Fuel

Displacement (L)

D

2.2.T

L/W/H: 5095mm/1950mm/1840mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

177

310

Wheelbase: 3100mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6A

10.4

170

8.1

16.1

S

4

Curb Weight: 1850kg

INTERIOR

Stability

USB/ AUX/BT

N

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

N

—

1,495,000

Toyota Hilux Toyota Hilux

Engine/Drive: Front/ Rear or Four

Body/Seats: 4 dr Pick-Up/ 5

POWERTRAIN

106

L/W/H: 5255mm/1835mm/1810mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1850kg

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 2.4 J

D

2.4T

I4

147

253

5M

14.5

160

8

16

S

3

S

S

N

N

924,000

—

4x2 2.4 E

D

2.4T

I4

147

295

6M

14.2

160

8

16

S

3

S

S

N

N

1,015,000

—

4x4 2.4 E

D

2.4T

I4

147

295

6M

14.2

160

8

16

S

3

S

S

N

N

1,171,000

—

4x2 2.4 G

D

2.4T

I4

147

295

6M/6A

14.2

160

8

16

S

2

S

S

N

N

1,189,000

1,264,000

Conquest 4x2 2.4 G

D

2.4T

I4

147

295

6M/6A

14.2

160

8

16

S

3

S

S

N

N

1,337,000

1,412,000

4x4 2.8 G

D

2.8T

I4

174

310/332 6M/6A

13.8

180

8.2

16.2

S

7

S

S

N

N

1,491,000

1,621,000

Conquest 4x4 2.8 G

D

2.8T

I4

174

310/332 6M/6A

13.8

180

8.2

16.2

S

7

S

S

N

N

1,647,000

1,777,000

JUNE 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 3085mm

SAFET Y

WA N T T O G O FOR A RIDE?

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Enjoy all of our best stories, instrumented test reviews, and so much more, from our pages to your screen!

Updated comprehensive buyer’s guide Car reviews Videos Feature stories Deep archives spanning almost two decades of dedication and passion!

Our Picks Born in the 1970s, All-Wheel Drive was a system that was born from Four-Wheel Drive with a purpose to go really fast while maintaining all the traction needed. This technology started in racing series like the World Rally Championship and has ended up on our daily drives, making them safer on the road and more fun on the track. To celebrate this feat, we list down what we think are the top 5 most influential AWD cars of all time!

Words by Nicolas A. Calanoc

05 Mitsubishi Lancer Evolution VI (1999-2001) Admit it, all the Mitsubishi Lancer Evolutions are cars to drool for and could have easily filled this list. But if we had to choose one, it definitely has to go to the Evo VI for its heritage on the WRC together with Tommi Mäkinen and for its huge improvements from its predecessor, which is a feat of its own. The results were not only the RS and GSR trim, but also Tommi Mäkinen versions of it.

04 Subaru Impreza WRX (1992-2000) It was obvious that if the Lancer Evolution was going to be on this list, it would mean that the Subaru Impreza WRX had to be right beside it. Unlike its rival, the Impreza WRX was a long-standing platform that got improvements throughout its years competing. It has its fair share of wins as well, giving it a heritage that is undeniable.

03 Nissan Skyline R34 (1999-2002) This honestly was a tough choice. All Skylines were good.

The current one gives such a commanding presence while the R33 earned it the nickname: Godzilla. But if we had to boil down the most influential one of them all, it has to go to the Nissan Skyline R34 for being the top choice of Gran Turismo players and Brian O'Conner’s ride of choice when he went for Nissan’s finest.

02 Porsche 959 (1986-1993) Okay, I’m sure you were waiting for a Porsche to get on this list. But believe me, it has earned its spot for good reason. The Porsche 959, at the time, was clearly the most technologically advanced car out there with many firsts, which includes an all-wheel drive system with a driverselect torque split. And remember back then, they were a small independent company that turned into a giant today because of innovations like these.

01 Audi Quattro (1980-1991) Let’s start out with the fact that this car was so good that it ended up as a nameplate on every Audi that uses all-wheel drive. To think, the Audi Quattro started out as a development car to compete in one of the deadliest and most cut-throat competitions in the world: World Rally Championship’s Group B. It was because of this car that proved all-wheel drive wasn’t just for slow all-terrain vehicles, it was meant for cars to fly in the air and take corners like a champ.

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