C! Magazine December 2020

F E AT U R E We pre se n t a d e e pe r d ive in to th e Le xus ES 350 pre mium e xe c utive saloon , th e tw ic e -w in n in g C! b e st in c lass aw ard e e !

ALL-NE

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HONDA CITY RS T H E D R I VE S

TUNER

WHEEL 2WHEEL

• 2020 GEELY OKAVANGO URBAN • 2020 JAC T8 ULTIMATE • 2020 SUZUKI DZIRE GL+ • 2020 FORD RANGER 2.0L WILDTRAK 4X2 • 2020 SSANGYONG REXTON 4X4

• PORSCHE BOXSTER GTS • MERCEDES-BENZ SLS AMG

• SUZUKI BURGMAN STREET • YAMAHA XSR155

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PhP 195 ISSUE 228 DECEMBER 2020

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

EDITOR’S NOTE

e are coming up now to the end of a very odd year. One of the things that has come out of this is, we hang out online more than ever. That is important because it allowed us to do something we never really could sort out efficiently.

People liked showing up at our office, or looking us up on the track or at events. They would chat but often they would just listen. And we get that, as we were exactly the same, hoping for the chance to sit down and listen to people like racecar driver Pocholo Ramirez and his entire racing family who would love to tell stories.

Quite often at our events, we would carve out time just to be able to chat with people. But it was never all that easy to organize, and often it was pushed back by the work we actually had to do. Well, in the time of this pandemic, we kind of migrated to hanging out in Zoom chats and the like. And we started inviting people to watch and ask questions. And people said they enjoyed it.

Now we are hitting around 25 episodes already of something that started on a whim as Cars Casually. We began by talking about exactly what we normally do in the office, and we just went from there. We talked new cars, old cars, tuning and Formula 1. We teased Paolo a lot. But also, we started answering questions.

And we learned a lot. We ended up doing shows (yes, people actually called them shows) that were born from a viewer

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

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question via Facebook or YouTube or Viber or a phone call. We gave our opinions, such as “No, your grandmother may not be all that happy in an SUV after she has had to climb up it a few times.” We learned a few things from people in other countries as well; did you know there was such a thing as logbook service in some countries? Logbook service basically means that your under-warranty service doesn’t necessarily need to go through your dealer. The whole learning process we have gone through has been surprisingly multi-faceted.

Something else we learned is that we weren’t as pigeonholed as we were told. Yes, we take great joy in telling you how a new Porsche handles. Of course we do. But a lot of this is bringing us back to our roots, talking about cars that are far more accessible and arguably far more important to most people. What do we really think about the huge wave of cars made in China? Do we actually have something positive to say about a Ford? The one we really liked was about safety. Given how much we push traction and stability systems, one viewer asked, “What are the least costly ways to get those features in a new car?” Brilliant question. We will talk about it and we hope you join us.

So, as we should always say and most especially should say now, thank you. Thank you for helping us get through a tough year with all the support and challenge and fun that you have.

Thank you for letting us explore new things and giving us your opinions and ideas.

Stay safe, stay healthy. Be humble. Be kind. And thank you.

COVER S TORY

CONTENTS DECEMBER 2020 / IS SUE 228

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2021 HONDA CITY RS Better Than Last Time

“In a world where crossovers and higher ride heights are becoming more popular, I am glad Honda stuck to the decision on making the City instead of following the trend.”

— Nicolas A. Calanoc Executive Editor

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FE ATURES

CONTENTS DECEMBER 2020 / IS SUE 228

6

40

2020 LEXUS ES 350

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2020 KIA STONIC

The Reigning Executive Sedan Benchmark

Bang-for-the-buck style

DECEMBER 2020 • C-MAGAZINE.COM

THE DRIVES

CONTENTS DECEMBER 2020 / IS SUE 228

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GEELY OKAVANGO URBAN

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JAC T8 ULTIMATE 4X2

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SUZUKI DZIRE GL+

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FORD RANGER 2.0L WILDTRAK 4X2

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SSANGYONG REXTON 4X4

8

The New MPV Standard?

Industrial Practicality

On the Road More Travelled

DECEMBER 2020 • C-MAGAZINE.COM

Purpose with a touch of Indulgence

The Midsize SUV Comfort King

E X TR A TIME

CONTENTS DECEMBER 2020 / IS SUE 228

49 10

CELEBRATING THE DRAGON

As we continue to soldier forward during these challenging times, we discover a fruitful lifeline through Don Victor Farms’ delicious and nutritious super food

DECEMBER 2020 • C-MAGAZINE.COM

TUNER

CONTENTS DECEMBER 2020 / IS SUE 228

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BOOSTED!

By Francis G. Pallarco

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AUTOMATIC TRANSMISSION FLUID MAINTENANCE Should I Flush or Should I Change?

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60

PURE AND SIMPLE

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SLAMMED SCARLET

Subtle mods make this Boxster GTS even more fun to drive.

Who wants a stock supercar anyway?

WHEEL 2WHEEL

CONTENTS DECEMBER 2020 / IS SUE 228

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TWO WHEELS ONLY

By Maynard M. Marcelo

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AUTOHUB GROUP OPENS TRIUMPH MOTORCYCLES SHOWROOM

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YAMAHA MOTOR PHILIPPINES AND CARE PH REACHED OUT TO TYPHOON ULYSSES VICTIMS IN BICOL

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BIKE REVIEW: YAMAHA XSR155

DECEMBER 2020 • C-MAGAZINE.COM

BIKE REVIEW: SUZUKI BURGMAN STREET

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JABBRE

USA tech advanced Motocom that Won’t Break The Bank

REG UL ARS

CONTENTS DECEMBER 2020 / IS SUE 228

02

20

Carl S. Cunanan

Georges B. Ramirez

EDITOR’S NOTE

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21

Nicolas A. Calanoc

Paolo de Borja

APEX AND APERTURES

SLIPSTREAM

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Chris Van Hoven

Angel S. Rivero

INSIDE LINE

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ON THE EDGE

DECEMBER 2020 • C-MAGAZINE.COM

EVENT HORIZON

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MONTHLY BUYER’S GUIDE

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OUR PICKS : TOP 5 CARS IF SANTA’S SLEIGH BROKE

By Nicolas A. Calanoc

APEX AND APERTURES

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

Give Your Car Some Love

“It made me realize that the perfect Christmas gift to your car and to yourself was doing just that: super clean your car.”

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don’t know about you, but one of my guilty pleasures online is to watch extreme interior detailing videos.

Especially the kind where there is so much dirt inside the car that it literally looks like a farm hit by a tornado. But with a few tools, my favorite being the carpet extractor, and a lot of elbow grease, you can turn that disaster into a dream.

In my family, we have our workhorse Toyota Innova that has definitely seen better days. The outside will really need a lot of work that I cannot do, for now. But the interior was something that for the longest time, I wanted to work on. Admittedly, it has been neglected for more than a decade, having been dirtied and stained since we never bothered to replace the car matts when they broke. So, I saved up for the tools required to do what I always wanted to do as seen online: an extreme interior detail.

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I must admit, all the neglect that our family has done to the car was finally getting its revenge on me. I was covered with sweat and exhaustion by the end of the day, but there was a satisfaction that is hard to replicate. To see the dirty interior transform to something that was close to brand-new was amazing. To learn how to remove and put back the seats of the car instilled confidence on taking a car apart. And to have the Innova’s interior feel so fresh was priceless.

It made me realize that the perfect Christmas gift to your car and to yourself was doing just that: super clean your car. There is a certain satisfaction of giving your car that has been loyal to you a second lease in its life of servitude. So, for this Christmas, give it a shot.

It doesn’t have to be as extravagant with carpet extractors and detailed brushes, but see how far you can go in cleaning your noble steed.

Merry Christmas everyone! And thank you for the opportunity of letting me help you in your automotive journey!

INSIDE LINE

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

In a Blink

“The fact that there were so many launches this year (even if they were virtual) shows me that the automotive industry is poised for a comeback. And we can certainly use every bit of good.”

nd just like that, 2020 has come to a close. It’s been a veritable roller coaster ride over the past nine or so months, and the auto industry felt every bit of the ups and downs the year had to offer. The first few months of the COVID-19 pandemic saw a stall in automotive sales, forcing some dealers to close shop. The industry is slowly bouncing back, however, with sales steadily gaining ground with every passing month.

Despite the epidemic, there was no shortage of car launches this year, which is a testament to the confidence automotive manufacturers have that sales levels will eventually come back to normal. Toyota, in particular, showed no signs of stopping, launching updated models of the Wigo, Vios, Hilux, and Fortuner, even introducing a completely new product — the Corolla Cross — in the market. Even sister company Lexus has a few launches up their sleeves this year. Other brands have launched new cars as well. Honda introduced their updated CR-V and all-new Honda City, while Kia launched their Stonic, early to a rising trend in more affordable personal cars. New cars were introduced by Geely such as the Azkarra and Okavango, Maxus added the G50

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to their stable, and Mitsubishi quietly launched their Xpander Cross as well.

This isn’t even a comprehensive list of launches this year, just the ones I can remember off the top of my head. But the point I’m eventually trying to lead up to is this — despite one of the most crushing blows to the automotive industry in probably decades, it still remains hopeful and optimistic that things will eventually go back to normal. After all, these companies wouldn’t invest millions in product planning and marketing if they saw a dismal outlook in the future. The fact that there were so many launches this year (even if they were virtual) shows me that the automotive industry is poised for a comeback.

And we can certainly use every bit of good news and optimism right about now. As we say goodbye to 2020 and usher in a brand-new year, let’s face it with the hope that things will eventually go back to normal, that industries will not just recover, but apply new learnings from this year that make them bounce back stronger than ever, and that 2020 remains a small blink in history as a year where humanity was brought to the brink, but persevered and prevailed through hard work, kindness, and humility. See you all on the other side, and may you all have a wonderful New Year!

C-MAGAZINE.COM • DECEMBER 2020

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ON THE EDGE

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

We’ve come a long way, baby…

ike a lot of us, I too, was stunned when Romain Grosjean’s car exploded into flames as it crashed into the barrier in the 2020 Bahrain Grand Prix. A sight I haven’t seen in a very long time.

The race had just gotten started, so the cars were fully laden with fuel, and just as they were all coming up to speed, it happens. I can only imagine that it was Grosjean’s attempt to avoid the raucous unfolding on the left side of the straight, and with a quick glace, he swiftly moved to the right. Given the width of the track and the limited rear view of race cars, he was probably surprised when he clipped the front end of the Russian Daniil Kvyat’s car sending him into the barrier.

Even more amazing is how Grosjean, for the most part, walked away from it. After reviewing the various photos and videos, it seems even the mighty strength of composite material has its limits. In a photo showing the front half of the car being hoisted, it shows how the cockpit, Halo device, roll bars, and fuel cell were intact or at least in one piece, and the tail end on the trackside of the railing.

It seems the heavier half of the car found itself on the other side of the railing’s support post and literally split the car in two. In yet another

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photo, it’s what seems to be the engine wedged between the railings and the support post.

Gosh! The fuel must have sprayed everywhere!

Many safety features were used and tested in this accident. Aside from the more obvious ones like the composite cockpit, Halo and Hans devices, there are the fire retardant suits with pull out handles built into the shoulders as well as balaclavas and fire and rescue marshals equipped with the same gear.

They go through training programs that are consistently upgraded.

Most sports are dangerous, even Polo and American football to name two, but obviously, there are a lot more. I suppose some do put effort into safety development, but I can’t recall one that has taken it to the levels they do in F1. If you recall the accident of Niki Lauda in 1976, it was oftentimes other drivers that came to the rescue, as they were the only ones equipped to get in the flames. Lauda burnt his lungs and face, and was very close to death. And he was the lucky one then. When getting out amid all the flames, a driver can be disoriented and might make a mistake and escape in the wrong direction.

A major push in this direction came when Sir Jackie Stewart made it his advocacy after his experience in a 1966 Grand Prix accident.

To give you an idea, Grand Prix accidents

claimed fourteen casualties in the 1960’s, and it dropped down to twelve by the 1970’s, in the 1980’s, it was down to four, two in the 90’s and there were no more F1 deaths until the young Frenchman Jules Bianchi in 2015. To date, thankfully, there hasn’t been any, and I certainly hope it stays that way.

One would think with such a track record of safety development, and with this accident as a testimony to that fact, FIA and track officials would be sitting on their laurels, but instead, a full-blown investigation is being launched. They look into things like safety devices & gear, marshals’ response and equipment, medical team’s car and track assessment and the like. It is looked at much like an aircraft investigation, trying to learn all they can from every little bit of evidence and constantly seeking to find better and safer ways to conduct races. Using the latest that technology has to offer, as well as even developing new technology and methods to further the cause.

It is the years of a culture so focused on just that, which allows walking away from an accident like this to be a reality…

After watching the accident and what transpired after it, I couldn’t help but hear that old Virginia Slim’s commercial tag line “You’ve come a long way, baby!”

SLIPSTREAM

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

Silver Linings

he COVID-19 pandemic has brought about some significant changes in Metro Manila roadways in 2020. Much of these have been focused on efforts for more efficient public transportation and more sustainable options to go from Point A to Point B. One of the biggest among these is Metro Manila Development Authority’s (MMDA) implementation of the the EDSA bus carousel a few months back. Sure, there have been some growing pains in terms of decongesting the 28.3-km highway but this has been a positive step towards giving more importance to the commuting public. Loading and unloading zones are now placed directly under the MRT stations and the buses are provided with their own lane throughout the thoroughfare. The commuters also don’t have to fight for a spot in the buses since the implementation of such stations allow for a more efficient (but still developing) queuing system. The closure of the U-Turn slots in the northern parts of EDSA have caused heavy traffic in its initial implementation but the theory behind it is meant to benefit all road users. The use of Mabuhay Lanes around the different cities have also been encouraged by the agency in an effort to decongest EDSA. There have been supporters and critics alike throughout this process but this developing system looks to be a step in the right direction.

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“Much of these have been focused on efforts for more efficient public transportation and more sustainable options to go from Point A to Point B.”

The earlier parts of the lockdown, however, discouraged the use of public transportation in order to contain the spread of the virus.

In effect, many were compelled to search for alternative modes of transport – among those that stood out are bicycles. In effect, one of the other commendable projects we’ve seen during this pandemic is the addition of proper bicycle lanes in different LGUs. We have seen bike lanes put up in the past be unsuccessful due to the improper implementation (narrow lanes and lack of bollards). It’s also pretty neat to see how road users seem to be more respectful of such bike lanes. In the past, some motorcycles would still use these lanes meant for bikers. Such is not the case anymore in areas like BGC where bikers come to ride and get coffee on weekends. Friends who are unable to meet at their usual restaurants and cafes have used bicycles as a way to do activities together while social distancing. Pop-up coffee spots have been seen all over social media where these bikers are able to take a breather with a good cup of iced latte.

The pandemic has been grueling for everyone this year. And although COVID19’s impact on the economy and even mental health cannot be understated, the ramped-up efforts for a more efficient public transportation system and availability of bicycle lanes are welcome silver linings during challenging times.

C-MAGAZINE.COM • DECEMBER 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

‌The‌ ‌DOT‌ ‌Pushes‌ ‌for‌ ‌MoTourismo‌

he tourism sector has been among the hardest hit by the negative effects of the still-ongoing COVID-19 pandemic; and in response to this situation, the Philippine Department of Tourism (DOT) in the last three months, has stepped up its game to stimulate domestic tourism once more. All within the parameters of the latest safety protocols set by the government, of course. This remains an ongoing effort to hopefully re-invigorate the economies of provinces who suffered massive losses from the sudden absence of its usual, large-spending visitors.

If you will remember, Nissan Philippines immediately took it upon themselves to support the Department of Tourism in spreading the word that certain holiday capitals — such as Baguio City — are slowly and safely reopening to tourists. They championed the revitalization of land travel as a means of safe tourism in the Philippines — and this concept was very positively received by Filipinos. Going on road trips in private vehicles allowed people to feel safer and more in control of the environment they’re in — and has thus successfully opened the doors for tourists to trickle into several local holiday destinations of late.

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Well, this time, the DOT is also ready to invite domestic travelers on two wheels!

In a campaign dubbed ‘MoTourismo,’ the Department of Tourism (DOT) and the Tourism Promotions Board (TPB) of the Philippines encourage Filipinos to rediscover the country’s many beautiful sights while on their motorcycles. The MoTourismo project is also a collaboration with the Department of Transportation (DOTr), RidePH, and a plethora of motorcycle rider clubs and associations in the Philippines.

“By initiating this safe, yet very thrilling and worthwhile campaign to promote motorcycle tourism through the TPB, we want to restore the confidence of the public to travel domestically and to help the tourism industry bounce back from the negative impact of the COVID-19 pandemic crisis,” shared Tourism Secretary Bernadette Romulo-Puyat during an online press conference.

“The tourism industry refuses to ride into the sunset!” exclaimed TPB’s COO, Atty. Anthonette Velasco-Allones.

Furthering that they will also be tapping select motorcycle riders to appoint them as tourism ambassadors who can help promote motorcycle travel as a secure and viable mode of transportation to explore the country in search of fun and diverse experiences.

The benefits of such a tourism stimulus are vast — it can largely help locals who have lost their jobs; jumpstart small businesses; and this may also help struggling tour operators stay afloat by giving them the opportunity to create new tour programs to be offered to visiting riders. Furthermore, this may also serve as a good platform to thoroughly disseminate information about the recommended health and safety protocols for travelers.

Atty. Velasco-Allones also shared that — fingers crossed — when all their plans come into fruition, they may soon also be able to offer subsidies to motorcycle riders who need to take a COVID RT-PCR test as part of the requirements to travel to other provinces.

They are working on partnering with the PGH in order to be able to extend subsidized COVID swab tests, to make the prospect of visiting other holiday destinations more attractive, especially during this time when everything we need to do seems to have gotten more expensive and more complicated.

Hopefully, these efforts to encourage and educate Filipinos on how to safely rediscover the Philippines — and its delicious regional food along the way — while on two wheels shall bear fruit and will help us heal as a nation.

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

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A D V E RT I S I N G

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The Drives

GEELY OKAVANGO URBAN The New MPV Standard?

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes GEELY PHILIPPINES HAS had a heck of a consistent stream of successes. I honestly can’t remember any brand in the Philippines that has had three consecutive and compelling all-new general consumer products released in such a short period of time. The newest model to be released to the public is this MPVsegment-challenging Okavango. By the way, I like the way Geely has been naming their vehicles in their Western alternatives. It makes so much sense and makes each vehicle more relatable by helping to create even more depth and character that is lasting with each product.

As many of you may have already discovered, the moniker Okavango is inspired by the

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Botswanan national Moremi Game Reserve Delta which was named as one of the Seven Natural Wonders of Africa. The 1000th site to be officially inscribed on the UNESCO World Heritage List which is also both a permanent and seasonal home to a wide variety of wildlife that include the lion, leopard, African buffalo, African bush elephant and both the black rhinoceros and white rhinoceros.

The Okavango is a genuine individualized 7-adult seater mid-size crossover with tremendous variety of possible seat configurations, 19 in total with a maximum luggage load capacity of 2,050 liters with both rear rows folded flat. Our top-spec Porcelain White Urban variant test vehicle was a pre-production unit. There is an even more affordable Comfort variant that retails for P120k less but I would recommend committing to the Urban model which more than justifies the extra cost.

Unlike with the newly C! awarded best in their classes Azkarra and Coolray models that use Geely’s new global B-Segment

Modular Architecture (BMA), which is heavily influenced by Volvo’s CMA platform, the more substantial Okavango uses Geely’s modular NL platform. This platform was created also with Volvo’s influence but the engineering focus was on larger heavier duty SUVs and crossovers. So, the Okavango distinguishes itself from its smaller stablemates by being less flamboyant and less driver-centric, while still maintaining the new attractive distinction of corporate design and build quality.

Aside from the deliberately familiar family design resemblances, the excellent engine configuration of the mild hybrid Azkarra is used without the electric rear drive.

Dynamically, the Okavango performs more like a stretched Coolray rather than the plush Azkarra for several reasons. The Coolray uses the same standard turbocharged engine sans the mild hybrid system and uses a rear torsionbeam suspension on the shortened BMA platform instead of the more sophisticated fully independent system employed in the Azkarra. So, even if the Azkarra is the current middle child in the model range in terms of size and capacity, it is loaded with way more equipment and luxuries making me consider it to be the flagship of Geely in our market.

The Okavango does not have the transient extra rear traction assistance and weight found in the Azkarra so the ECU has been calibrated for more frequent use of the 48V EMS system now committed to the front wheels. The Okavango compared to the 5-seater Azkarra is 4835 mm long (316 mm longer), 1900 mm width (69 mm wider), 1780 mm height (86 mm taller), with a 2815 mm wheelbase (145 mm longer), but it is approximately 65 kg lighter. So, in a straight line the larger Okavango is actually quicker. It is also more fuel efficient on a daily basis compared to the opulent Azkarra.

In a direct assault against the long-standing segment standard, the Toyota Innova V, the Okavango is longer by 100 mm, 70 mm wider, and 50 mm lower with a 65 mm longer wheelbase, while being about 250 kg lighter.

The Geely is considerably more equipped, more dynamic, brimming with updated technology, larger and more spacious. The

Okavango Urban also bests the competitive Maxus G50 Premium in every single aspect for P40,000.00 more while looking more like an SUV instead of a mini-van.

The ride of the Okavango Urban can be a little taut when underloaded despite having exemplary 225/55R18 95V Continental UltraContact UC6 tires but settles nicely with

three people on board. The Urban distances itself from the Comfort model by having eight speakers instead of only four, larger rolling stock, leather seating, folding side mirrors, additional side and curtain airbags, outstanding crisp 360⁰ panoramic cameras, and the neat uniquely designed roof rails. This is the new class standard.

SPECIFICATIONS — 2020 Geely Okavango Urban Engine: Inline-3, 1477 cc, dohc 12V, Direct Injection Intercooled Turbo, Atkinson-Cycle, 48V EMS, Dual-VVT, 7-speed DCT | Max Power: 190 bhp @ 5500 rpm Max Torque: 221 lb-ft @ 1500-4000 rpm | 0-100 km/h (0-62mph): 9.4 sec. | Top Speed: 200 km/h (125 mph) Governed | Fuel Mileage: 15.9 km/L Overall Price as Tested: PhP 1,328,000.00 | Plus: Excellent build quality, bursting with desirable equipment, very feature-rich, attractive, a new segment standard.

Minus: Full assisted power is still transient but thankfully more frequent, choppy ride, 10kW mild hybrid (60kW Plug-In Hybrid much better). |

Rating: 9.5/10

C-MAGAZINE.COM • DECEMBER 2020

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The Drives

JAC T8 ULTIMATE 4X2 Industrial Practicality

Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes JAC MOTORS HAS LAUNCHED their best pick-up truck yet: the award-winning T8. The automotive industry’s monikers have gotten considerably more confusing over the past few years exacerbated by the steady and bountiful influx from our region. The T8 pick-up truck exterior aesthetically looks familiar which is deliberate. Where it distances itself by design from the competition is in the interior.

The contrasting brown leatherette is quite

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appealing but it actually conversely exposes some fit-and-finish issues with the abundant hard plastics, which is a pity. The analog gauge clusters are straightforward and good; however, the central LCD information screen is dated.

In the China market, the JAC T8 is offered with both gasoline and diesel versions, short wheelbase and long wheelbase versions, and 4x4 or 4x2. Our blue test unit, the top-spec “Ultimate model”, was a short wheelbase 4x2 variant that is actually slightly longer than a new Toyota HiLux. The attractive and very useful Thule roof rack, purposeful rear bed rollbar, and hitch ball mount are optional dealer installed items. There is also a P70,000.00 cheaper variant offered which JAC Philippines named the “Luxury” model which looks very similar but has some key features removed. The Luxury model uses rear drum

brakes instead of disc, loses the smart key with push-button ignition, loses the folding mirrors, loses the front sonar and 360⁰ camera parking feature, and also loses the comprehensive safety suite that includes stability, traction, hill-start hold, and tire pressure monitoring, and others. So you are losing way more than the value of the price reduction which is why I would highly recommend buying the top-spec model which is already reasonably equipped and priced well.

Compared to a Toyota HiLux 2.4J 4x2 5-speed M/T that retails for P952,000.00 with 15-inch steel wheels, rear drum brakes, no front fog lamps, and halogen headlights that is 5,285 mm long, 1,800 mm wide, and 1,700 tall with a wheelbase of 3,085 mm, the JAC T8 is 5,325 mm long, 1880 mm wide, and 1830 mm tall with a slightly longer wheelbase of 3,090 mm. The Toyota has a stronger turbodiesel engine though by 11 bhp and 17 lb-ft of torque. But what the JAC T8 has standard are HID headlights, LED rear lights, 18-inch alloys wrapped with Chao Yang SU318 H/T 265/60R18 110T tires, an 8-inch infotainment system with 6-speakers and parking cameras, bed-liner, full safety equipment, smart key, cruise control, multi-function steering wheel, side stepboards, and more. Its most formidable direct competition is the larger and more powerful Maxus T60 Pro 4x2 which comes with less equipment and less creature comforts to even out comparable costing.

The JAC T8 has an approach angle of 29.6 °, break-over angle of 23.5 ⁰, and departure angle of 22.4 ⁰ with a ground clearance of 220 mm. It has a payload of 900 kg. So, as you can see on paper, the JAC T8 has the ingredients to perform with competence the expected duties required of it. Its pricing and packaging certainly can be compelling for new and fleet buyers.

SPECIFICATIONS — 2020 JAC T8 Ultimate 4x2 Engine: Inline-4, 1999 cc, dohc 16V, Direct Injection Intercooled VGT Turbodiesel, 6-Speed MT | Max Power: 137 bhp @ 3600 rpm | Max Torque: 236 lb-ft @ 1600-2600 rpm 0-100 km/h (0-62mph): 12.8 sec. | Top Speed: 154 km/h (96 mph) | Fuel Mileage: 11.23 kms/L Overall | Price as Tested: PhP 998,000.00 | Plus: Affordable utility, nice contrasting interior appointments, good value, good standard equipment, good transmission, comfortable. | Minus: Fit and finish, numb steering, narrow and conservative powerband, a bit too industrial. |

Rating: 8/10

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SUZUKI DZIRE GL+ Purpose with a touch of Indulgence Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes WHAT WAS ONCE THE STANDARD of its size, having won best-in-class at the 14th C! Awards, the 3rd-generation Suzuki Dzire admirably continues to be a very viable contender in the mini compact segment. The Suzuki Dzire has been recently updated in its primary market, India, where the little overachiever is also expertly manufactured.

After a of week testing the Dzire in its signature top-spec Premium Oxford Blue GL+ variant it is obvious why the model is very successful in India as it absorbs our common road surfaces very well while offering fairly

abundant and realistic standard equipment.

Sure, I can go on and swiftly point out areas that need attention, and I will, naturally. But I would rather share with you all how much fun I had zipping around in the little subcompact sedan first. Despite the very modest OE-fitted Apollo Alnac 4G 185/65R15 88H tires wrapped around nice-looking alloys, the suspension has been set up to handle punishment. The Dzire is based on the current 4th generation of the Suzuki Swift that uses the lightweight HEARTECT platform which is a very good place to start but the compliance is calibrated for less sport and more of everyday driving comfort for the daily grind. The GL+ model also comes with a unique automated sequential gearbox which Suzuki calls “ASG” which is a 5-speed electro-mechanical transmission without a torque converter. The clever system works well in the Dzire because it maximizes the power from the tiny normally aspirated

1.2-liter gasoline engine like a manual but with the ease of use and convenience of an automatic. However, unlike an automatic the ASG functions like a robotic autopilot that physically shifts gears with motors that simulate the timing of a clutch. The results are better fuel economy and dynamic performance without having a third pedal to manipulate.

This system sounds great, and it is, however it really only works well with engines that produce torque that is less than 200 lb-ft. With power exceeding that, the system would have to be built with considerably more complexity and cost which is why the system is actually rare now in the current industry. Some examples of cars tested in the past that used the principles of the technology in supreme applications were the Pagani Huayra, BMW M5 (E60) / M6 (E63) and the Ferrari F355 F1.

So, unlike the giants of the automotive world that have used the principles of the system before, the Dzire’s transmission settings cannot be user configurable, you have to adapt to it and learn how to work best together. It is hardly complicated but the adoption is swifter with drivers with experience driving manuals.

Interestingly, almost all the key points that I would like to address in improving the Dzire are found in the newly updated model in other markets. The biggest update that I wish was offered in our market is the new LED projector lights. At P698,000.00, the Dzire is not the most inexpensive in its segment but it is one of the best performing sedans you can get with excellent seating and compliance for four adults. I like that the rear seats have their own air vents for better passenger comfort.

The steering could be sharper but then again that is why the Swift model exists for those looking for more driver connection. The infotainment system is dated and needs a better set of six speakers.

As small, affordable, and well-built sedans go, the Suzuki Dzire is a very good solution.

It is very fuel efficient, uncommon, and can be quite fun. Suzuki Philippines has very attractive promotions going on at the moment.

With the upcoming improvements without adjusting the retail price too much, the Suzuki Dzire could easily be at the top of its game again soon.

SPECIFICATIONS — 2020 Suzuki Dzire GL+ Engine: Inline-4, 1197 cc, dohc 16V, Multipoint Injection, VVT, 5-speed AGS | Max Power: 82 bhp @ 6000 rpm | Max Torque: 83 lb-ft @ 4200 rpm 0-100 km/h (0-62mph): 10.8 sec. | Top Speed: 176 km/h (110 mph)| Fuel Mileage: 24.3 km/L Overall | Price as Tested: PhP 698,000.00 | Plus: Very good build-quality, good feature-set, attractive, comfortable, very good fuel economy. | Minus: No cruise control, does not have the new LED projector headlights with DRL, no colored multi-information display, no smart key with start/stop ignition, no rear sonar with rear camera, no automatic climate control, and no navigation. |

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Rating: 8.5/10

FORD RANGER 2.0L WILDTRAK 4X2 On the Road More Travelled Words and photos by Nicolas A. Calanoc IT WAS ONLY WHEN I WAS OUT on a date with the new 2020 Ford Ranger 2.0L Wildtrak 4x2 that I realized how powerful of an impact that the nameplate has become in such a short amount of time. The term Wildtrak is synonymous not only to tough, but to Ford’s best as my date was taking pictures and sending it to her friends. But I am here to tell you right now: this car is more than skin deep.

But before we dive into that, we must address the elephant in the room: The Ford Ranger 2.2L FX4 4x4. Due to popular demand, that particular model was released for those who want off-road capability at the faction of the cost. So if you look purely at the price-tag, the off-road capable FX4 4x4 is PhP 39,000 cheaper than the flashy Wildtrak 4x2, which at face value will make you ask: “Why even get the Wildtrak 4x2?” Upon further investigation and testing, you will see that this choice is not about one path being better than the other, but a crossroads with 2 completely different but amazing destinations.

So, if you are looking for an off-roader, clearly the FX4 4x4 is the clear winner. But what the Wildtrak 4x2 has up its sleeves might make you reconsider. I think the biggest

difference is that the Wildtrak 4x2 sports the same new 2.0L diesel engine as the one used in the Ranger Raptor, but only single turbo. But despite its smaller displacement, it churns out 20 bhp more power and 25 lb ft more torque than the FX4. The rest are niceties to consider like the LED headlamps, the Wildtrak badging, the Wildtrak interior, dual climate control, voice activation Sync 3, and 6 airbags, among others.

As you can see in this sibling rivalry, both the FX4 4x4 and the Wildtrak 4x2 have their own strengths and merits that boil down to personal preference. For a guy like me that adores going to the road less travelled, the FX4 is a classic off-roader that has a 2020 touch to it. For the majority though that go on the road more travelled and want to do it with style and substance, the Wildtrak 4x2 sounds like the perfect plan.

But now let’s go out of the Ranger family tree and take the Ranger Wildtrak 4x2 versus the competition out there where they too have dressed up versions of their respective 4x2s.

It might boil down to preferential taste at this point, but there is something that the Wildtrak 4x2 has that gives it a mechanical advantage: a locking rear differential. In a nutshell, a locking differential makes both rear wheels spin at the same rate by “locking” it. This is not ideal for normal road conditions when turning is required, but this is super helpful in off-road conditions where you want to send torque to the tire with traction. So long story short: the Ford Ranger 2.0L Wildtrak 4x2 is the inbetween of a regular 4x2 and a 4x4. Or the way I see it, a 4x2 with a slight advantage for when things get slippery in a soft-road or a mild offroad condition.

If you have always been a fan of the Ford Ranger Wildtrak, now is your opportunity to have one while being reasonable, budget wise.

What is also great is that even if it is 4x2, it has some level of more capability compared to its 4x2 competitors with the locking rear differential. When you put those two factors together, the Ford Ranger 2.0L Wildtrak 4x2 is the best reasonable pick-up out there which has all the niceties and a tad bit more capability which I hope other manufacturers can follow suit.

SPECIFICATIONS — 2020 Ford Ranger 2.0L Wildtrak 4x2 Engine: Inline-4, 2996, dohc, 16V, CRDi, Turbocharged, 10-Speed Automatic Transmission | Max Power: 180 bhp @ 3500 rpm | Max Torque: 310 lb-ft @ 1750-2500 rpm 0-100 km/h (0-62mph): 11.0 sec. | Top Speed: 180 km/h (112 mph) | Fuel Mileage: 15.1 km/L Combined | Price as Tested: PhP 1,455,000.00 | Plus: Ford’s Sync 3 with Android Auto and Apple CarPlay, Wildtrak interior, Locking Differential | Minus: More fond of the FX4 Grille (but that’s personal taste) |

Rating: 9.5/10

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The Drives

SSANGYONG REXTON 4X4

The Midsize SUV Comfort King Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes SSANGYONG RECENTLY UPDATED their excellent 2nd generation (Y400) mid-size Rexton SUV. The local updates were very subtle yet still noteworthy beginning with a new honeycomb front grille flanked by headlights that now feature Titanium Grey bezels. The look is enhanced by a new shade called Marble Grey that gives it a more premium aesthetic. Inside, the new Rexton gets a larger 8-inch infotainment display but still uses 6 speakers (other markets get a 9.2inch screen supported with HD 360⁰ multiple cameras), LED interior lighting, and a smart key fob that can now activate the headlamps and tailgate via remote. All this is backed by a new 5-year FREE Periodic Maintenance Service program with 5-year or 100,000km warranty. Ironically, though I appreciate the minor design improvements, the Rexton’s look was already regarded as the best in its class. Since its introduction, the Rexton has narrowly lost out to the Ford Everest twice in the C! Awards on the grounds of dynamic power, slightly smaller capacity despite having

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a longer wheelbase, infotainment system, lack of standard ISOFIX mounts, and a limited dealership network. And I cannot emphasize enough that we are talking about the smallest of margins in each factor.

In the home market, the SsangYong Rexton gets a more profound facelift that replaces the entire headlight system to a complex quad-lens HID and LED DRL assembly together with completely new front and rear ends with LED foglamps and new rear LED signature lighting.

This new facelifted model also gets an 8-speed automatic gearbox, more power (+21 bhp and 15 lb-ft more torque), and new equipment that includes full digital instruments.

Since the vast majority of mid-size SUV buyers in our market seldom maximize the off-road capability of their versatile people

movers, the overachieving Rexton should really be considered. The biggest factor holding back its commercial success is price. There is a less expensive 4x2 variant at P1,760,000.00, which is an incredible price drop by P500,000.00, but the list of equipment omissions and changes are also too severe. The Rexton is a sevenseater (5 adults + 2 small children) with proper locking differentials, selectable all-wheel drive and an ultra-utilitarian yet trick quadframe Advanced High Strength Steel (AHSS) chassis with the most compliant multi-link suspension handling the rear live axle in its class. The refined seven-speed automatic transmission, care of Mercedes-Benz, works very well with the healthy 2.2-liter turbodiesel which is supposedly also technically inspired

by Mercedes-Benz. At this point, as currently

specified, the Rexton and the Everest’s most formidable competition in our market is the newly heavily updated Toyota Fortuner which literally and theoretically melds both wellsized SUV’s best attributes. Only after I spend enough time comprehensively testing the new Fortuner will I make a definitive declaration.

I love the upscale interior design with well-selected polished switchgear and caramel leather with abundant quilted stitching.

The Rexton is a looker inside and out. The 255/50R20 105H rolling stock are now Nexen N-Priz RH7 tires instead of the previous Hankook DynaPro HP2, which work very well with the extensive NVH efforts in the Rexton that is thankfully immediately obvious as soon as you shut the doors as the engine is fairly loud. The climate-controlled (powered heating or cooling) front seats of the Rexton are well designed and very comfortable. The second row can be tilted or folded only, but the range of incline is exceptional making rear comfort the best in class. The third-row rear climatecontrol vents on the Rexton come from one direction and are located low in the right-side passenger panel. The third row seats look nice but are best used for very small children. The four-wheel-drive works well but the attack angles are conservative. The water wading depth of the Rexton is rated at 350 mm (some tests suggest it may manage up to 600 mm).

When the new 2021 Rexton arrives next year, I hope that SsangYong Philippines package them even more aggressively while maintaining its attainability. If they do, then SsangYong just might have a true holistic best-in-class soon.

SPECIFICATIONS — 2020 SsangYong Rexton 4x4 Engine: Inline-4, 2157 cc, dohc 16V, Direct Injection Intercooled E-VGT Turbodiesel, 7-speed AT | Max Power: 178 bhp @ 4000 rpm | Max Torque: 310 lb-ft @ 1600-2600 rpm 0-100 km/h (0-62mph): 11.1 sec. | Top Speed: 192 km/h (120 mph) | Fuel Mileage: 10.4 l/100 kms. City / 6.9 l/100 kms. Highway | Price as Tested: PhP 2,260,000.00) Plus: Good-looking inside and out, well featured, the quietest and most refined in its class, best on-road comfort in its class. | Minus: Lacks optional but desirable equipment, engine power could be much stronger, no ISOFIX mounts, limited dealer network. |

Rating: 9.5/10

C-MAGAZINE.COM • DECEMBER 2020

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BETTER THAN

LAST TIME C OV E R STO RY

WORDS & PHOTOS N I C O L A S A . C A L A N O C

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WORDS AND PHOTOS

NICOLAS A. CALANOC I WAS WORRIED ABOUT WRITING THIS COVER STORY FOR THE SHEER FACT THAT BY THE TIME THIS IS RELEASED, THE ALL-NEW HONDA CITY WOULD HAVE BEEN MAKING ITS ROUNDS ALL OVER THE METRO. BUT NOW THAT I AM HERE WITH TIME TO REFLECT ON THE CAR, I THINK IT IS GOOD TIMING FOR US HERE AT C! MAGAZINE TO BE TALKING ABOUT THE HONDA CITY NOW THAT THE AUTOMOTIVE MARKET HAS SETTLED.

Nowadays, when a nameplate jumps from one generation of a platform to another, the design languages are similar in such a way that the approach to something new is something safe. I don’t blame car manufacturers for doing this. It allows familiarity of what works to grab the interest of the new car buyers without making the early adapters of the old generation feel left out. But in the case of the all-new Honda City, my oh my, is the design of this all-new one leaps and bounds from the old. Love it or hate it, I think the risk is a remarkable move at the very least.

It's easy to be skeptical with the drastic change, especially knowing that the previous Honda City was a well-loved and well received vehicle. I remember back when the 10th-generation Honda Civic came out and people found it too radical, edgy, and aggressive. But now, it is a design that everyone has come to accept and love.

Unless you are living under a rock, the prototype 11th-generation Honda Civic was revealed a month and a few weeks back, and the reception is as varying as a bag of trail mix. Some love it. Some hate it. And some were left with more questions than answers.

Here is the interesting thing about the 11th generation Honda Civic prototype: it looks like the bigger brother of the Honda City. I remember the day it was revealed, I had to pull out my photos because it looked all too familiar. And yes, to my suspicion: they look closely similar. So, in some sort of way, this Honda City is a sneak peak of what is to come for the next generation Civic.

And if this is any indication of the future, I think we are in for a treat.

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Before we get to the good stuff, I think there is something that must be addressed: the engine. This is where the keyboard warriors will come in and preach that we should have gotten the 1.5L diesel engine or the 1.0L inline-3 turbocharged engine.

And sure, we could have, but I believe Honda Cars Philippines is thinking of both the long game and of all their customers.

Yes, this 1.5L is the same trusty engine from the last generation, but that means both generations will be supplied with the same spare parts and will be serviced by

C OVER STORY

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mechanics that know the ins and outs of the same engine. Of course, none of this will matter to me if it didn’t drive well.

If the previous generation had things to resolve, I would be demanding for a newer and better engine. But this 1.5L engine did great before and still does great in this allnew Honda City.

Some may argue that either the previous Honda City looks sportier or that the allnew one looks more gentle or domesticated.

And they are not wrong. I would agree with them since that is a matter of looks. When

you sit inside the all-new Honda City and drive it, you will change your adjectives just as I have. I said the same things prior to driving it. But after, what I had mistakenly called “docile” was actually “disciplined”.

This time around, the all-new Honda City was definitely more planted and stable, which is evident with a wider and lower dimension. This translated to a lower center of gravity, which I as a driver enjoy a lot. This in turn makes for a more pleasant and safer drive. In a world where crossovers and higher ride heights are becoming more

popular, I am glad Honda stuck to the decision on making the best sedan possible instead of following the trend.

I do get the appeal of crossovers and there is a good reason on why they are becoming popular, but sedans are here to stay because of its inherent efficiency, comfort, and the drivability they deliver thanks to physics and its design. With that being said, the all-new Honda City is not only a fantastic sedan in its class, but what I hope is an indicator of what is to come with the all-new 11th-generation Honda Civic.

If there is one thing (almost) everyone will agree on, it will be the interior and standard equipment of the all-new Honda City across the board. I’m certain that Honda Cars Philippine’s product planner spent his or her overtime making sure that whichever trim their future owner acquires, they would feel that their money was well spent and that they would have no remorse in getting a trim higher.

We got the opportunity to test all 3 trims.

All automatic trims were mechanically the same with the 1.5L gasoline engine and

2021 HONDA CITY RS Engine: Inline-4 Location: Front, Transversal Displacement: 1,498 cc Cylinder block: Aluminum Alloy Cylinder head: Aluminum, dohc, 4 valves per cylinder Fuel Injection: Programmed Fuel Injection (PGM-FI) Max power: 121 bhp @ 6,600 rpm Max torque: 107 lb/ft @ 4,300 rpm Transmission: Continuously Variable Transmission Drag Coefficient: 0.30 cd Front suspension: Macpherson Strut with Coil Spring Rear suspension: Torsion beam with Coil Spring Fuel Capacity: 40 liters L x W x H: 4,553 mm x 1,748 mm x 1,467 mm Wheelbase: 2,600 mm Brakes: Front: 10.3” (262 mm) Ventilated Discs with SinglePiston Aluminum Fixed Calipers Rear: 9.0” (229 mm) Drum with ABS and ESP Wheels: 16 X 6J Aluminum Alloy Wheel Tires: 185 / 55 R16 Weight: (kerb) 1,120 kg (2469 lbs.)

0-100 km/h (0-62mph): 9.5 sec.

Top Speed: 190 km/h (118 mph) Fuel Mileage: 14.5 km/L Overall Price as tested: Php 1,048,000

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C! RATING 9.5 ⁄ 10 PLUS

Fit and finish, infotainment system that comes with Android Auto and Apple Carplay, refined ride

MINUS

some may find the styling too tame or a departure from the previous generation

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THE CITY RS, AT FIRST SIGHT, MAY LOOK LIKE THAT SAME GUY, BUT IN SPORTS ATTIRE. BUT REALLY, IT ISN’T THE CASE FOR THIS CAR. WHEN YOU LOOK DEEP INTO THE ALL-NEW CITY RS, IT IS MORE THAN SKIN DEEP. JUST TO GET IT OUT OF THE WAY, I CAN EASILY SAY IT COMES WITH RS DESIGN FRONT GRILLE, R16 RS DESIGN WHEELS, AND RED STITCHING INSIDE. BUT IF YOU TAKE A CLOSER LOOK AT THE RS, IT HAS UPGRADES LIKE FULL LED HEADLIGHTS THAT SATISFY BOTH FORM AND FUNCTION.

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CVT. they all also had the highly desired Android Auto and Apple Carplay. If you haven’t experienced a week with it yet, it will most likely change the way you choose cars.

The entry-level Honda City S had all the essentials for what I would call a 2021 subcompact, down to the R15 wheels and tires. The Honda City V, my personal favorite, was an upscale in materials, got a rear ventilation for the rear passengers, and R16 wheels with the appropriate tires. If the City S was the athletic fresh-off college kid, the City V was getting that same kid and putting on a well-fitted suit. So where does that leave the City RS? The City RS, at first sight, may look like that same guy but in sports attire. But really, it isn’t the case for this car. When you look deep into the all-new City RS, there is more than skin deep. Just to get it out of the way, I can easily say it comes with RS design front grille, R16 RS design wheels, and red stitching inside. But you take a closer look at the RS, it has upgrades like full LED headlights that satisfy both form and function. It comes with a multi-view rear camera system and 8 speakers instead of 4. It comes also with 6 airbags instead of 4 from the other trims. To keep up with the metaphors, the all-new Honda City RS is what that well-suited fresh-off college kid aspires to be in the next 5 years, better overall inside and out.

That, though, is the brilliance of the all-new Honda City line-up: there is a trim tailor-fitted for you. The budget-conscious buyers would be more than happy with the City S. Those who want something more stylish will look at the City V. As for the City RS, the additionals and upgrades you get, though not needed, are well worth the extra you will have to pay for because more than just a sportier face, it is also a safer car with the additional airbags and LED headlights.

The subcompact class has always been a tight competition that the all-new Honda City clearly dominates through a well-priced line-up that is mechanically remarkable to drive. As for the City RS, I believe it is more than Honda fully loading an exceptional car. I believe that the all-new Honda City RS takes the lead and shows everyone what I hope to be the new standard of subcompacts in the next 5 years.

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COVER STO RY

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Feature

THE REIGNING EXECUTIVE SEDAN BENCHMARK 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

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Feature

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Feature

The Lexus ES 350 has become a very desirable executive saloon that can reliably serve its owner and passengers proudly.

There was never anything fundamentally wrong with Lexus’ entry-level mid-size saloon that was introduced back in 1989 as the V20 along with the LS400 flagship. But personally it bothered me that car buyers were paying way more than they should have for better-dressed Toyota Camrys for several generations until finally, with the 6th generation XV60 in 2012, Lexus switched things up by using the slightly longer version of the modular K-platform shared with the more upscale Toyota Avalon (XX40). Cynical, I know.

But when the current 7th generation XZ10 model was released in late 2018, my personal perspective toward the ES series finally changed completely. Now using a more appropriate version of the TNGA-K modular platform, that is once again shared with the Avalon (XX50), the new Lexus ES runs on a 1.8 inches longer wheelbase, an inch wider, and 3.1 inches longer body with 45 liters more trunk space and 473 liters more cabin space compared to the Camry (XV70). The result of the additional proportions and substantial equipment upgrades between the ES 350 and a Camry also powered with a 3.5-liter V6 is approximately a 100-pound difference.

C! RATING 10 ⁄ 10 PLUS

The executive sedan standard with more spunk than you would expect from a traditionally stoic saloon. Brilliant 1,800watt 17-speaker Mark Levinson Premium Surround Sound Audio System, well equipped, very smooth and ultracomfortable.

MINUS

Price, no wireless smartphone charger, low resolution rear parking camera, manual rear-door sunshades.

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Feature

2020 LEXUS ES 350 Engine: V6 60° Location: Front, Transverse Displacement: 3456 cc Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, VVT-iW intake, VVT-i exhaust Fuel Injection: Port and Direct Fuel Injection Max power: 302 bhp @ 6600 rpm Max torque: 267 lb-ft @ 4700 rpm Transmission: 8-Speed Automatic, Front-Wheel-Drive Drag Coefficient: .29 cd Front suspension: Independent MacPherson struts with coil springs, gas-pressurized shock absorbers and stabilizer bar.

Rear suspension: Independent Multi-link, coil springs, gaspressurized shock absorbers with trailing arm Steering: Rack-in-Pinion, Electronic Power Steering (EPS) Fuel Capacity: 60 liters (15.9 gallons) L x W x H: 4960 mm x 1865 mm x 1445 mm Wheelbase: 2870 mm Brakes: Front 12” (305 mm) ventilated discs with floating-

The Lexus ES is available in multiple variants and powertrains in different markets that include Hybrids, F Sport, and AWD options. Lexus Philippines expertly decided on a single offer at the moment that has the majority of all the goodness in a very balanced package. On a side note, the ES has grown considerably over time and gained so much desirable standard equipment that it actually has a longer wheelbase and a body that is almost as long as the original LS. The new triple Bi-LED headlights are awesome and the dual exhaust chrome tips in the rear bumper actually house authentic pipes. The huge HUD system is very crisp and is filled with all the information you need which includes navigation, which is good because the graphics on the main screen looks dated, unfortunately.

The new Lexus ES 350 is so good now that despite producing modest dynamic power compared to its direct premium luxury executive competition in our market such as the BMW 5-series, Audi A6, and Mercedes-Benz E-class, it has won bestin-class in the annual C! Awards twice because of its uniquely balanced packaging and focus on real-world comforts for its customers. Certainly, without a price increase I would want the optional adaptive active suspension to help enhance the daily ride even further together with a wireless charging pad.

The ride quality is already exceptional but the pitch and roll of the supple suspension damping could be flattened a bit more.

The biggest negative surprise I had with the ES was the lowresolution quality of the image output on the 12.3-inch central infotainment system that also did not have the expected 360-degree camera coverage either. The control touchpad is quirky and the interface is not as intuitive as other systems in this class but you get used to it eventually. What made me forget about all that though is the truly magnificent 1,800-watt 17-speaker Mark Levinson® PurePlay sound system; Lexus claims that it is the most advanced soundstage technology available in the stable and features speakers placed higher within the cabin to reduce reflections as well as create tonal synergy and nuances not found in any other vehicle.

The handsome and sleek Lexus ES is a wonderful car to drive and ride in. I even love the standard thick floor car mats

type single-piston caliper / Rear 11.1” (282 mm) solid discs with floating-type single-piston caliper, ABS, EBD, BA, Traction & Stability Controls.

Wheels: 8J x 18” Split-five spoke Aluminum Alloys with noisereduction.

Tires: P235/45R18 94W Bridgestone Turanza TOO5A Weight: (kerb) 1655 kg. (3649 lbs.)

Weight Distribution: 59:41 0-100 km/h (0-62mph): 6.7 sec.

Top Speed: 216 km/h (135 mph) Governed Fuel Mileage: 22 mpg City / 32 mpg Highway (8.8 L / 100 kms. Overall) Price as tested: Php 4,478,000.00

which help improve sound absorption along with increasing interior comfort and panache. Despite being a mature executive saloon, the ES 350 is a strong performer. The dependable and potent V6 engine works very well with the new 8-speed automatic gearbox that can also be managed via steering wheel paddles. The power delivery swells linearly and characterfully, descriptions which I thought I would never use for a Lexus ES. I am more than satisfied with the healthy power though it’s best not to be too aggressive either as the standard brakes, though very competent for normal driving, can be overwhelmed.

Even without the optional adaptive suspension, the standard ES setup allows a good degree of entertainment without compromising its core duties of compliance. It is still not a sport sedan and I’m glad that it isn’t. Yet under the right hands and driving conditions, the ES can deliver and sustain some very strong figures. It is no longer a sloppy and unattractive appliance. There is a sufficient amount of driver controls to tailor the driving experience to suit the occasion. The Lexus ES 350 has become a very desirable executive saloon that can reliably serve its owner and passengers proudly. I have never said it before, but I will now: I want a Lexus ES 350! It isn’t cheap but you do get what you pay for!

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Feature

2020 KIA STONIC BANG-FOR-THE-BUCK STYLE WORDS AND PHOTOS

PAOLO DE BORJA

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Feature

T

he Kia Stonic recently entered the Philippines as the South Korean automaker’s most affordable crossover model. It’s positioned right under the Seltos and shares a number of characteristics with the Soluto. Despite its small stature and competitive introductory price, the Stonic is a badass mini subcompact crossover with a ton to offer.

EXTERIOR The Stonic may be Kia’s cheapest offering in the local crossover lineup and one of the most affordable models in its segment but it sure does not scrimp on style. I did not have to look too deeply to see how the crossover embodies the design language found in modern Kias today. The signature ‘tiger-nose’ grille slots in between the slim and side-swept projector-type halogen headlights. It doesn’t have foglights, but it is equipped with daytime running lights (DRL) for the top-of-the-line model featured here. The aggressive front look is themed by sharp corners and a twotone color scheme found on the DRL housings and signature black cladding of the crossover.

The addition of the roof rails makes the car more appealing. I’m looking forward to seeing some Stonics carrying cargo on its roof when on the highway.

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Feature

The two-tone colorway fits well with the Flash Yellow of this EX variant; also visible on the roof, a-pillars, and side mirrors. The chrome door handles provide some contrast to the bright yellow and black colors. Silver faux skid plates on the front and rear bumpers top off the color arrangement. Standard on all variants are 16-inch alloy wheels with 195/60R16 tires as well.

Despite its position as an entry-level model, I appreciate that Kia did not hold back in giving the Stonic a stunning look with the combination of all the design elements. Having Peter Schreyer design the car also doesn’t hurt.

INTERIOR Apart from the gorgeous exterior, the Kia Stonic also boasts a handsome and daring interior for a member of its class. The black fabric seats and plastics on the dashboard and door sidings are done impressively. Sure, hard plastics dominate the cabin but I think it is imperative to manage our expectations depending on the car we are looking at.

Materials finished in piano black are integrated on the dashboard, air-conditioning vents, steering wheel controls, and center console. I especially adore the silver line that runs across the piano black finish on the dashboard – definitely leveling up the premium experience inside the affordable crossover. Speaking of premium features, the highest variant gets a smart entry system coupled with a push-start button. It has two cupholders on the center console and a bottle holder for each of the four doors. Power windows and door locks come standard on all variants. In typical crossover fashion, the rear seats can be folded 60:40 for versatile cargo loading. Cargo capacity is at 325 liters behind the rear seats.

ENGINE AND DRIVING IMPRESSIONS I mentioned that the Stonic shares some characteristics with the Soluto. Both are powered by the same 1.4-liter inline-4 motor.

But while the automatic variant of the Soluto has a 4-speed, the Stonic is equipped with a 6-speed automatic. The automatic variant makes 99 bhp at 6,000 rpm, while the 5-speed manual transmission puts out 94 bhp at 6,000 rpm. Both have a maximum torque rating of 97 lb-ft at 4,000 rpm. The Kia Stonic is unsurprisingly agile considering its small package and the turning radius is impressive.

I can imagine it to be a preferred drive in tight and traffic-ridden urban roads, but also a joy to have on weekend trips.

TECHNOLOGY AND SAFETY The most remarkable part of the Stonic’s interior personally is in its technology.

Slapped in the middle of the dashboard is an 8-inch infotainment system. On this aspect, the crossover is unrivaled in its class as it’s equipped with Apple CarPlay and Android Auto. The system is connected to four speakers and two tweeters, regardless of variant. The rear camera can be viewed on the display with dynamic guidelines to assist when parking. I wouldn’t mind getting stuck in traffic with this one.

In terms of safety, all variants come standard

with dual front airbags and ABS. The rangetopping EX then gets active stability control and hill-start assist. These go to show how even economy cars have come a long with regards to technology and safety.

CONCLUSION Overall, the clean and dynamic lines of the combined with the well-constructed and generous interior arguably make the Kia Stonic a top contender in an ever-growing subcompact crossover segment. And at PHP 925,000, it certainly deserves the second-look for those in the market.

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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.

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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

CELEBRATING THE DRAGON WORDS: KEVIN C. LIMJOCO

PHOTOS: ANDRÉAS N. DELOS REYES AND LUIS MACALINCAG

THE VERY FIRST TIME I EXPERIENCED AN EXAMPLE OF DRAGON FRUIT WAS IN THE LATE 80’S IN SINGAPORE. I was there representing my high school Track & Field team for all 400-meter events over three days at a regional international school sporting event when I stepped out during one of the long breaks to meet up with the late and great Mr. Hubertus Wriedt for coffee. It was during that lively talk that I saw the curious looking white fruit (Pitaya Blanca, Selenicereus Undatus) highlighted with multiple edible black seeds. Hubertus, being a very knowledgeable and highly distinguished gentleman, noticed my curiosity and pointed out that the exotic looking fruit was very nutritious and delicious.

He continued on to add that it was a fruit originally sourced from semi-tropical vining and epiphytic Cacti in Central America. I had never eaten a fruit from any Cacti ever, so I was intrigued and sampled a few portions and I honestly did not fully enjoy the initial taste.

Since then, for many years, mostly in posh international hotel restaurants, I would recognize the pulp of the fruit as well as its robust pinkish bracteoles skin that resembles what could be an egg of a fabled dragon. On random occasions, I would eat the white pulp hoping to be rewarded with sweet samples that I could finally rave about but unfortunately most examples where only slightly sweet at best. Instead, I would eat the fruit for its high-value vitamins and fiber.

It would be many years later when I discovered the considerably more flavorful and sweeter red dragon fruit (Pitaya Roja, Hylocereus Costaricensis) originally from Costa Rica. If you haven’t had the opportunity to try one yet, please do yourself and your family a huge favor and do so. You won’t regret it. But do be extra careful with the sweet red juice that generously pours out of the fruit as it may temporarily stain table materials and clothing. That red/deep pink juice is rich in Lycopene, which has been linked with lowering the risk of

prostate cancer. So aside from the interesting appearance, feel and delicious taste, dragon fruit, which is now recognized as a Super Food, has additional vital nutrients that are very beneficial to our general health and wellness. Dragon fruit also has antimicrobial and antifungal properties.

There is a hybrid Golden Pitaya variety that was grown in Israel that has a white pulp with yellow on green combination skin that tastes closer to a kiwi or a pear than a traditional dragon fruit with a sweetness factor effectively in between the white and red pulp varieties but often times the pulp can be bitter to slightly sour-ish.

The fourth variety looks and feels completely different, it grows smaller with the resemblance that can be described as a lemon with hard spikes. It is regarded as the highest grade of the natural dragon fruit family being the very sweetest of them all but it is also more difficult to grow and least common so they are traditionally also the most expensive to buy commercially. Originally from Ecuador, northern South America, this thorny yellow dragon fruit (Pitaya Amarillo, Hylocereus Megalanthus) has a juicier and a slightly more translucent pulp texture compared to the other varieties. The finest examples are sourced from Palora, which is located in the heart of the Ecuadorian Amazon rainforest‌ that is until now. More on this later.

Generally, in addition to the other beneficial plant compounds and antioxidants like polyphenols, beta-carotene, carotenoids and betacyanins, the main nutrients in 100 grams of dragon fruit pulp contains the following: Calories: 268 Protein: 4 grams Fat: 0 grams Carbohydrates: 29 grams Fiber: 7 grams Iron: 8 % of the RDI Calcium: 11 % of the RDI Magnesium: 18 % of the RDI Vitamin C: 11 % of the RDI Vitamin E: 4 % of the RDI Dragon fruit is essentially low in calories but rich in vitamins, minerals and beneficial plant compounds that may contribute to battling chronic diseases and inflammation. Dragon fruit may also promote the growth of healthy bacteria in the gut, which is associated with a healthy gastrointestinal tract. Dragon fruit’s high supply of vitamin C and carotenoids may offer immune-boosting properties as well.

Flower end pit

Bracts

Flesh

Skin Seeds

Areole

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E X TR A TI M E Dragon fruit also produces iron along with vitamin C, a combination that may improve your body’s absorption of this important mineral. Dragon fruit is a great source of magnesium, a nutrient needed for over 600 biochemical reactions in your body.

About 25 years ago, local grocery stores and specialty supermarkets began actively selling small quantities of both imported white and red pulp dragon fruits initially sourced from our region: Vietnam, China, Malaysia, and Indonesia. Sometimes the market would also import fruit from Australia, Florida, and the Caribbean.

An unripe dragon fruit would be green though very unlikely to be offered in grocery stores as only ripe fruits are cut off the vine during harvest period. Seeing some spots on the skin is normal, but too many bruiselike splotches can indicate that it’s overripe. Much like an avocado, a ripe dragon fruit should be soft but not mushy. Because of the robust protection of the skin, dragon fruit should last much longer than most fruit on shelves, commonly lasting up to 8 days if the quality from the grower is good. And when refrigerated, can last an additional 10 days. So, dragon fruits generally handle transit fairly better than most fruits, however, there are two other factors that need to be discussed: cost and quality. Dragon fruit may be cultivated in many regions around the world now because it is a super food in high demand but like in all popular organic goods, there are almost infinite nuances and variables affecting production cost, quality, and consistency.

Currently, there is no definitive study on the history of the exact origin of the three naturally grown dragon fruit varieties. But for an abridged recap, the dragon fruit grows on the Hylocereus Cactus which is also known as the Honolulu queen, whose flowers only open in darkness. The plant is native to southern Mexico, Central America and northern South America. It said that Spanish traders, priests, soldiers, and conquistadors who had experienced local consumption of Pitaya from these territories in the 15th and 16th centuries were the first to bring the exotic fruits to Europe and Asia, which is why they are known and recognized by other names such as the strawberry pear and pitahaya. The Spanish name pitahaya also refers to several other species of tall cacti with flowering fruit.

For our region however, it was the French who introduced the fruit into Vietnam over a hundred years ago to be grown in commercial quantities for export.

When the French left Vietnam in 1954, it was the US Armed Forces that interestingly would continue growing the fruit for its fighting men and women precisely because of the vining cacti’s extreme hardiness and the fruit’s high nutritional and hydration values combined with its resilient skin. When US forces left in 1975 ending the war, the Vietnamese took over the dragon fruit farms left behind by the Americans. Laos and Cambodia also grew the fruit but it would be the Vietnam that would become the world’s leading exporter of dragon fruit to date, followed by Thailand, Israel, northern Australia,

southern China, the Philippines, Florida and Hawaii.

The Cacti itself, also known locally as “Saniata,” is a climbing plant with aerial roots. It has very minimal impact on agricultural land since its roots absorb nutrition above ground after its initial shallow establishing root base. So, when you are driving around and see odd-looking thick vines making their way up cement walls, trellises, and concrete posts you can now recognize that it is a dragon fruit cacti plant. Unlike sugar cane, for example, which not only requires great quantities of resources to grow, harvest, and process, and more critically the areas used to grow them become singularly dedicated to only one crop, the cacti will not exhaust the fertility and taint the soil. The challenging part, like any high yielding perennial crop, is that it can take anywhere from five to eight years for a single growth from seed to mature and produce fruit. For commercial growers they expedite the process by using verified high-quality cuttings which drastically reduces the growing period to as fast as a year to three years while also insuring the likelihood of a consistent quality fruit as well.

A mature fruit bearing plant’s productivity commonly has four to six fruiting cycles a year with some yielding even ten times a year, and if cared for properly will continue to be a bread-winner for 22 to as long 35 years before it begins to produce less yield. If it is allowed to grow naturally, a single

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plant can grow over 20-feet long as it climbs on a big tree. Generally, a farmer can expect a yield of 11 to 16 tons of fruit per hectare. And in the Philippines, the cacti can literally weather through El Niño, La Niña, typhoons, and drought if established properly.

I can personally attest that this is absolutely true having visited and explored both Don Victor Farms, the original home base in Tagaytay, Cavite and the exponentially larger one in Nasugbu, Batangas on the same day right after Super Typhoon Rolly (Goni) hit the country and both sites looked unfazed.

Which now leads to the main subject of this special C! Extra Time Feature on Don Victor Farms and the Agbeam Farms’ fantastic Build-a-Farm Enterprise Program. I am so happy that our agricultural countrymen have been exhaustively working on producing our own unique dragon fruit for both our domestic needs and international exports since the early 90’s. The results of these outstanding efforts translate to better retail pricing to end consumers, very healthy job and investment opportunities for our farmers and countrymen, lower industrial impact to our agricultural land, and domestic access to abundant premium quality produce.

Don Victor Farms is not the only large-scale dragon fruit grower in the Philippines. For example, the Palaya Natural Farm in Cayabu, Tanay Rizal, has 68-hectares of farmland with over 36,000 Pitahaya (dragon fruit) posts. Each of their posts are

E X TR A TI M E

said to produce 40-50 kilos of fruit each year. Like Don Victor Farms, they are striving to be a leading Pitahaya producer and distributor in the Philippines.

However, they are a diversified agribusiness with the principal focus of providing livelihood to the 500+ families within the communities surrounding the Palaya Farm. With Don Victor Farms, the business strategy is different but no less noble. Don Victor Farms / Agbeam Farms currently have 50 hectares of land with close to 75,000 dragon fruit posts.

Both groups want to create hope, opportunity, and prosperity for their countrymen albeit in different ways, one is focused in one provincial area while the other is open to servicing/producing well beyond the island of Luzon using their proprietary systems.

Don Victor Farms began its life as a modest coffee bean enterprise on less than 2-hectares of land in Tagaytay, Cavite by Victor Macalincag, the beloved grandfather of Agbeam Farm’s energetic and dynamic founder and president, Luis Macalincag. Don Victor was an enormous influence and supporter of Luis.

So much so that when Luis built-up the new farm, he named the product branding after him out of gratitude, respect and admiration. Today, Victor Macalincag’s legacy lives on through the Don Victor brand and through the business and advocacy initiatives of his grandson, Luis.

Luis grew up spending some of the most significant experiences of his life on his grandfather’s farm. So, when Don Victor wanted to sell the farm, Luis negotiated with him to keep it in the family with the promise that he would run the business himself and committed to profitability within 3 years but he would switch crops. It was on the third year of toil that Luis discovered the dragon fruit, the red variety to be specific. The white pulp variety at this point in the very early 2000’s was the focus of the burgeoning industry so committing to the red variety was certainly a huge risk at the time.

Luis and his team focused on bespoke research and development to optimize not just the actual farming/production activities but also the strategic business structure to realize the dream of producing the finest quality red dragon fruit in the country that could genuinely successfully compete in the export market as well domestic.

Luis is confident that Agbeam’s competitive edge is the meticulous process that they exercise in farming, fruit picking, packing, and transporting their produce which is consistently fresh, vibrant and richly flavored. Agbeam follows international standards in orchard management to guarantee its farms’ sustainability and safety. They give detailed attention to every factor that impacts the fruit’s quality and yield at each stage of the crop. They check the fruit’s maturity carefully before harvest to ensure that it is picked in peak condition, and hence, will ripen

perfectly by the time it gets to consumers. They conduct rigorous quality checks before packing, and the fruit is immediately transported to distributors for consistent freshness. They recognize that the key to effective cultivation is the harmonious synchronization of all aspects of farming; usage of the precise inputs and proper crop management practices. Agbeam Farms now has the combined experience of 20 years in the business and has created new systems for unique contract growing to partners to expand the business even further for symbiotic prosperity.

I was very impressed with Luis’ team and the results of their cumulative efforts. I also want to acknowledge his personal advocacy for Empowerment/Equality of Women in the workplace, so much so that Agbeam Farms employs a higher percentage of women compared to men.

Their new formulas are applied to the Don Victor Build-a-Farm program which enables Filipinos to own their very own dragon fruit farm in different customable tiers:

E X TR A TI M E Fund You or your chosen partners will fund a dragon fruit farm. You can opt to use your own property or to lease an area of land from Agbeam.

Run Choose to run the farm yourself (with their guidance), OR allow them to run it for you.

Develop They will help you develop your farm. They will assist you and give you access to relevant information, seeds, techniques, technology, and even protection.

Sell Agbeam Farms buys all produce from you and take care of distributing them to local and export markets. All proceeds from their purchase will be your income.

Monitor You’ll be able to manage and monitor your farm from anywhere in the world through their online management portal.

Management You can choose to manage your own farm or opt to let them run and monitor everything on your behalf. They can help you systemize and operate the farm for optimum production and profit. They can also provide training for you and your farmhands.

Inputs They can provide seeds, fertilizers, plant protection products, and other resources you’ll need for your farm and for successful dragon fruit production.

Audits They will regularly evaluate your farm and offer sound recommendations for maintaining and improving its efficiency, profitability, and sustainability.

Distribution Agbeam will buy all the raw produce from you. They will identify their quality classification, distribute them fresh, semi-processed, or processed in local and export markets.

Profitability A Harvest Marketing Agreement that promises that Agbeam purchases 100% of your produce, guaranteed. They won’t take shares from your profit. This is your business and revenue from sales will be 100% yours.

Agbeam Farms believes in our country and our countrymen.

They are more than a singular farm but a farm enterprise with programs that answers issues on farming know-how, marketing, using technology to allow transparencies for stakeholders and financing through bank partnerships. Luis wants the Philippines to become the second largest global dragon fruit producer next to Vietnam by also helping to

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revive Philippine agribusiness when we need it most now to help in our country’s recovery from the current pandemic. He wants Agbeam Farms to be the #1 in the world with the red variety and a leader with their upcoming homegrown organic new Nieto Phoenix yellow variety. Agbeam Farms already is a leader in our local market providing produce to larger farms, restaurants, hotels, and supermarkets. Their red variety dragon fruit is the very best quality and the most delicious that I have ever eaten. All the nutrients and goodness are the bonus to the consumption.

If you are reading this and have idle land that you want to activate, by all means check out http://agbeamfarms.com/ for more information and engagement.

I leave you, dear reader, with Luis’ own resounding words: “Morale is down in the country because of the pandemic’s impact but through Agbeam’s Don Victor Build-a-Farm Enterprise Program, there is hope. Hope in PH agriculture and economy through high value crops, agriculture technology and supply chain integration to give the country a fighting chance.

Go back to farming, but this time high-value crop farming.

Farming is our heritage; it is our destiny.”

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

D ECE MB E R 2 0 2 0 / IS S U E 2 2 8

BOOSTED!

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

TUNING BLUES Figuring out the right approach to car modding

hen it comes to car modification, there are no written rules as to how one should go about it.

But what’s important is that it should have a plan and should always be in preparation for the next mod in line with what the car is going to be used for. Most importantly, it should be a fun and insightful learning process. Having said that, here are some things to consider to point you in the right direction towards finishing your build.

Engine modification if done right will yield more power, but this also involves a cause and effect that will determine if it’s still streetable or not. By increasing the horsepower and torque output levels of an engine, it should make it consume more fuel, run louder, run hotter and depending on the mods, will generally require more care and maintenance.

Keep in mind also that using a power adder such as a turbocharger on a stock engine will increase its chances of breaking in the long run. Simply because the stock n/a pistons wasn't meant to handle all that pressurized intake charge. Either get a turbocharged engine or fortify the engine’s internals with forged pistons and so on before adding a turbo.

Similarly, modifying the suspension also involves trade offs and advantages. Coil overs may perform well on the track, but some

W

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may find it too stiff for everyday street use.

Thankfully, most coil overs have damper settings to change from track to street use.

Lowering the suspension certainly does wonders in terms of overall handling, but it also can be troublesome over humps and steep driveway ramps.

Have a plan.

Is it going to be a dedicated track car or a street and track car? A track car is all about function: gutted, lightened and uncomfortable with minimal regard for aesthetics unless it makes it faster. A streetable, mildly tuned car isn’t as fast nor will it perform like a dedicated track car. Time to make a decision.

System Complete Make sure that the ancillary components surrounding the mods are also fortified.

These are stuff such as fuel pumps, regulators, engine mounts and so on that are crucial in order for the engine to function efficiently.

Stop Better Having a more powerful engine means that the stock brakes would be inadequate for the increase in power and speed. This is why it is necessary to upgrade it with larger rotors and calipers, or better yet a big brake kit upgrade. Don't forget the stainless steel braided lines.

Hire a Specialist Special aftermarket parts don’t come cheap so always entrust your speed parts only to someone who’s knowledgeable about what he’s doing and in a reputable shop that’s known in the industry and enthusiasts alike.

Dyno Tuning This is where all the magic happens as the dyno serves as a real-time guide whether the set up is making or losing power. Dyno tuning allows the tuner to test and adjust the settings in a controlled environment where the slightest of changes can be measured.

Overall Maintenance Now that the whole engine and the car is built and running properly, this means maintaining it with the proper lubricants and fluids to keep it running at its peak. Not to mention replacing the usual items that need replacing.

Driving Capability The need for more power and speed is the driving force behind tuning, but it also requires a higher set of driving skills. Going fast is one thing, but going faster than one has ever gone before takes preparation and experience.

Wishing all a Blessed Merry Christmas and a Happy New Year!

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.

Tuner

Aftermarket

AUTOMATIC TRANSMISSION FLUID MAINTENANCE Should I Flush or Should I Change?

Words by Francis G. Pallarco

AUTOMATIC TRANSMISSION FLUID

This fluid lubricates the rotating components of the automatic transmission which includes the various gears and torque converter in order to function properly. The type of automatic transmission fluid depends on the technology of your car’s transmission: traditional, CVT, DCT, DSG, etc. So, always check the car manufacturers recommended type of ATF to prevent premature transmission damage.

TO CHANGE OR FLUSH?

Having the automatic transmission fluid checked/serviced is part of routine maintenance, just like having an engine oil change. Transmission gears require good quality fluid to deliver power from the engine to the drive wheels, shifting automatically to provide the best power and efficiency. But before deciding whether to flush or simply exchange the fluid, the first step is to understand the differences between the two.

Transmission Fluid Change

This procedure only changes around 50% of dirty fluid from the transmission oil pan and does not remove all harmful contaminants.

Normally consumes around 4-6 quarts.

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Transmission Fluid Flush

This procedure gets rid of all the fluid from the pan, the oil cooler lines, as well as the torque converter and gets rid of most of the contaminants. Normally consumes around 10-12 quarts.

WHAT’S THE DIFFERENCE?

The main difference is the amount of fluid being exchanged from the transmission as well as the method in which the fluid is being exchanged.

During a transmission service (drain and fill) around 30-40% of the fluid will be changed. When performing a transmission flush (removal of oil trans oil pan) around 80-95% of the old fluid will be exchanged and the filter must be replaced.

WHICH ONE SHOULD I GET?

There are different factors to consider before coming to a decision. First thing to consider is when the last time the fluid was changed. If it’s a secondhand car and there’s no way to find information, start by draining the fluid and have it checked by a technician before deciding what to do based on the fluid condition. A general rule of thumb would be to change the ATF every 50,000 kilometers, regardless of car manufacturers’ specifications or type of fluid used.

FLUID TYPES

Remember to use only the type of ATF specified/recommended by the vehicle’s car manufacturer. Different fluid specifications contain different additives and ingredients, which is why it’s important. The most common type of transmission fluid is the DEXRON and MERCON series. This is what most car manufacturers’ use today. There are also synthetic-based ATF which provide different properties such as longer life and effectiveness in high heat.

Continuously Variable Transmission (CVT) Fluid

This type of automatic transmission seamlessly changes through a continuous range of effective gear ratios. Very different from conventional automatic transmissions as it requires a CVT-only specific fluid.

Do not use ordinary ATF on your CVT to avoid transmission damage.

How often should the CVT fluid be changed?

This depends on how you drive your car. Normal average daily drivers wait until 60K to replace their CVT fluids, while others change at 30 or 40K. Always check the car owner’s manual and the condition of the fluid before changing. This will give a more accurate answer if you need to replace it.

Sealed CVT Transmissions

It is not uncommon to have sealed automatic transmissions these days whether CVT or conventional automatic as they come filed with longer-lasting fluid. They don't even have a dipstick in order to check the fluid level. If this is the case, have it checked/replaced based on the car manufacturer's recommended service interval.

BOTTOM LINE

Remember, when it comes to caring for your transmission, always refer to the recommendations provided by your manufacturer. How often should the ATF be changed or flushed will vary depending on your specific vehicle and the way it is used.

C-MAGAZINE.COM • DECEMBER 2020

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Subtle mods make this Boxster GTS even more fun to drive.

Tuner

PURE AND SIMPLE WORDS

FRANCIS G. PALLARCO PHOTOS

JUDE ORNOPIA

C-MAGAZINE.COM • DECEMBER 2020

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Tuner

I

f owning a third-generation (981) Boxster S is already good enough, just imagine if it were a GTS variant?

This is because, among the Boxster (981) variants the GTS is the one to have.

For starters, it comes loaded with all the correct driver-oriented features that would surely make any car enthusiast grin from ear to ear.

Features like, additional power from its 3.4-liter, flat-six engine, better handling with revised suspension components, and a unique exterior appearance that differentiates it from the less S models and base Boxster variants. Having said

that, the only question from here on would be, how to make it even better?

Like most enthusiasts who’ve been bitten by the aftermarket tuning bug, Kyle Uy of Eurotechnik in Cebu not only wanted his Boxster GTS to look even better but also gain more ponies. When it comes to modern-day supercar tuning, Keith Bryan Haw of Importhookup knows exactly which direction to put such exotic builds as he explains, “It all started when Kyle approached me to do a collaboration for his Porsche Boxster GTS, which also acts as his shop car.

Basically, he just wants to enjoy the car and maximize its potential. Since it's a GTS edition already, there's not much

ESSENTIALS The Boxster's fullyfunctional interior with analog gauges and alcantara wrapped steering wheel promotes sheer driver involvement without any distractions.

we can do on the exterior, so we just gave it a mild race-look using GT4 parts and mainly focused on the engine to give it more horsepower.”

Factory-rated at well over 300plus ponies, the good news is that the 3.4-liter, flat-six engine now generates even more. The mods started with a basic K&N Air filter that allows more airflow towards the engine. To channel all that additional air going to the cylinders, a larger (82mm) throttle body and plenum from IPD replaces the stock (74mm) throttle body and plenum set-up. Apart from the increase in power and torque levels, this mod also shows a significant improvement in throttle response. The stock exhaust system was also replaced with a complete CARGRAPHIC exhaust system that’s lighter and designed for maximum flow at high engine speeds. Most importantly this lets the Boxster emit a raucous and ripping exhaust note. To let the engine take full advantage of the various aftermarket components installed, a Cobb Stage-2, ECU upgrade bumps up the Boxster’s power levels by as much as 50 horses or more. Simply put, this essential mod replaces the conservative factory settings with more aggressive calibrations that coincide with the engine mods.

To perfectly achieve the desired ride height down to the last mm and further improve the overall handling, the stock dampers were tossed in favor of KW Variant 3 coilovers. Highly adjustable in terms of lowering and damping (compression/rebound) capabilities, what’s also great about it is that it’s also compatible with Porsche’s Active Suspension Management (PASM) that lets the driver select from three modes: ‘Comfort’, ‘Sport’ and ‘Sport Plus’. Neatly tucked closely to the finely radiused wheel arches are 21-inch Michelin Pilot Sport tires that replace the stock 20-inch, tire/wheel combo.

The wheels are Brixton Forged CM8 Targa Series wheels with a semi-gloss, spoked wheel center and a glossfinished outer lip, giving it a unique look set against the Boxster’s white

Tuner

exterior. To add a little detail to the exterior, given that the body lines of the Boxster is already stunning. They went ahead by adding simple exterior details which includes, Porsche 981 GT4 Side vents and a Porsche 981 GT4 Ducktail.

Subtle details that definitely give more character to this Boxster GTS. Overall, this kind of approach towards tuning/modifying what is an already spectacular car to begin with should be emulated as a requisite starting point. Guiding principles in the interest of keeping it simple and most importantly, performance-driven. But I guess that’s the best part of our car hobby; we all get to play with our cars how we see fit. Personally, I hope you don’t deny yourself a modification that makes your car more fun to drive.

Specifications

2016 Porsche Boxster GTS (981) — Kyle Uy Eurotechnik Cebu — ENGINE 3.4-Liter, DOHC, 24-Valve, Flat-6, Aluminum block and heads, Direct fuel injection ENGINE MODS K&N High-flow air filter Innovative Pro Design IPD (82mm) Competition intake plenum CARGRAPHIC Exhaust & Manifold Cobb Tuning / Stage-2 Map

"This kind of approach towards tuning/modifying what is an already spectacular car to begin with should be emulated as a requisite starting point."

TRANSMISSION 7-Speed, Dual-clutch automatic with Manual shifting mode HORSEPOWER & TORQUE 330 hp @ 6700 rpm, 273 lb-ft @ 4500 rpm (Factory Ratings) SUSPENSION MODS KW Variant 3 Coilovers with PASM ROLLERS Brixton Forged CM8 Targa Series Wheels,3Piece Construction, Step-lip (F-21x10, R-21x12) Michelin Pilot Sport 4S Tires (F-245/30ZR21, R-295/25ZR21) EXTERIOR MODS Porsche 981 GT4 Side vents Porsche 981 GT4 Ducktail

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SLAMMED SCARLET

Who wants a stock supercar anyway?

WORDS

PHOTOS

FRANCIS G. PALLARCO

JORDAN APARICIO

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imeless. That’s how I view this outstandingly gorgeous, modern-day supercar from MercedesBenz. Designed and built

by AMG, this is the SLS AMG coupe that takes close inspiration from the 1950’s era Mercedes-Benz 300SL, with its iconic “Gullwing” doors. It’s a wonderful aesthetic and functional design feature that has made an immense impact in the history of automotive design.

Staying true to its roots, it’s a roadgoing sports car that also embodies the long hood and short rear deck proportions, further defining the car’s true nature. Nestled behind the grille with a three-pronged star, sits a handbuilt, 6.2-liter, V8 engine pumping out close to 600 horsepower. This comes

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mated to a seven-speed dual clutch automated manual transaxle that sends all that power rushing to the massive rear tires. An all-aluminum chassis with modern suspension underpinnings ensure its agility when driven spiritedly. The SLS AMG may not possess stratospheric horsepower levels like most of its rivals, but it has all of the vital features any car enthusiast would be content with such as; power, performance, style and of course, those gull-wing doors that’s guaranteed to grab anyone’s attention.

With the SLS AMG being a car of such caliber, it seems there’s not much to aesthetically improve it or make it faster. But in today’s realm of supercar tuning, it has become the norm where a stock supercar just won’t create a buzz at the local cars and coffee meet.

FRAME-OFF Aside from ensuring the fit and finish of the body kit, this build required separating the entire body from its aluminum frame to allow a proper and immaculate paint finish.

Thankfully, there are custom car shops like Jworks Unlimited where supercars get transformed into car show-worthy pieces with matching performance to back up its looks. Headed by John Lee, this shop has a lengthy list of build accolades and continues to cater to the latest hyper cars. This level of tuning/ modifying has also become mainstream in our local car tuning scene as more and more aftermarket companies have been catering to the needs of the highend supercar and luxury SUV segment.

For this project, Jworks Unlimited began with the exterior where they meticulously installed a limitededition body kit from PRIOR Designs. Exclusively developed and

Tuner carbon ceramic discs and uprated calipers to match the increased horsepower levels resulting from the ECU remap and aftermarket exhaust.

Aside from having the coolest doors ever invented, its historical significance, impressive technology and high-performance capability, this highly modded SLS AMG coupe also looks way better than its stock counterparts. In fact, it’s so good and properly executed that it took home the Best of Show Contemporary award including placing first in the European GT class and the highly contested Best in Paint award during the 2019 Trans Sport Show.

Specifications

2013 Mercedes-Benz SLS AMG — Jworks Unlimited — ENGINE 6.2-Liter, V-8, 36-valves, DOHC, N/A ENGINE MODS Capristo Full Exhaust Custom Map Tuning

manufactured in Germany, the Black Edition kit comes with a front and rear bumper, wider front fenders, wider rear over fenders, side skirts and hood.

The installation coincided with the owner’s desire to have a complete color change, which necessitated a complete frame-off build. It’s an arduous task, but a necessary one in order to properly paint the underside and all the tight spots. The result speaks for itself as the SLS AMG has taken on a new attitude with its wide fenders and more aggressive-looking front bumper treatment. The red exterior color also came out flawless with subtle accents of black over a few components to break the monotony and add detail.

If you’re going to make a statement in a car show, nothing speaks louder than a fully dropped supercar. Raising it to the desired driving height or dropping it fully flat to the ground at the touch of the button is an Airforce Air Suspension Kit Gold Package. Just like coil overs, these are also highly adjustable in terms of ride height and damping characteristics. What’s even great is that it’s a bolt-on kit for the

BEST OF SHOW Its stunning looks and quality craftsmanship resulted in getting the Best of Show and Best in Paint awards during the 2019 Trans Sport Show.

SLS AMG that comes with everything needed. Filling every inch of the void created by the wider fenders, PRIOR Design Super light, 3-piece wheels were chosen in 20- and 21-inch diameter.

The wheels come in a special black finish with a matte-colored wheel center and super gloss outer lip that coincides with all the black accents found on the exterior. High-speed rated Michelin Super Pilot Sport tires make sure this SLS AMG stays on the black top at all times.

Despite leaving the AMG hand-built engine mod-free, they did manage to perform a custom ECU remap and install a complete Capristo valved exhaust system. What’s great about their valved exhaust system is that it offers the best of both worlds through its remote-controlled capability to emit an aggressive exhaust note or a more subdued sound so as not to wake the entire village.

Because of the added horsepower, the brakes were literally given an upgrade with an AMG carbon ceramic brake kit from Brembo. It’s an AMG performance kit that comes with huge

TRANSMISSION AMG Speedshift 7-speed, Dual-clutch automatic SUSPENSION MODS Airforce Air Suspension Kit Gold Package SLS performance air struts (front & rear), Four air bags, Air tank, Viair 444C compressor, Computerized air control system, BRAKE MODS AMG Carbon Ceramic Brakes by Brembo SLS AMG ceramic brake discs (front & rear), TS disk brake pads, Fixed calipers (front and rear) WHEELS & TIRES Prior Design 3-pc Forged Super light Wheels Custom Color (F-20x10, R-21x12) Michelin Super Pilot Sport Tires (FEXTERIOR MODS Limited Edition PRIOR Design PD Black Edition Wide body aero dynamic kit Font and rear bumper, front fenders, rear over fenders, side skirts and hood.

BODY & PAINT Custom Bloody Red Refinish by Jworks Unlimited CAR SHOW AWARDS 2019 Trans Sport Show Best of Show Contemporary Class Best in Paint European GT Class (First Place)

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

So it pays to follow the schedule.

A SAFETY REMINDER FROM

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

D ECE MB E R 2 0 2 0 / IS S U E 2 2 8

TWO WHEELS ONLY

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

Learn to Ride

hen the Philippine government imposed strict community quarantines last March due to the coronavirus pandemic, a lot of individuals switched to riding motorcycles for their personal mobility. But due to lack of proper training, a lot of these new riders got into accidents. Riding a motorcycle may look easy, but the truth is there is a lot of science involved than simply balancing on twowheels. Then again, learning to balance on a bicycle is a good start. But the real challenge of riding a motorcycle is changing directions.

You see, a motorcycle, no matter what type, is at its most stable when running in a straight line. In fact, the gyroscopic effect of the spinning wheels will keep the bike upright even without a rider onboard given it has enough forward momentum. That’s the same principle why you can ride with no hands on the handlebar when coasting downhill on your bicycle.

Changing directions on a motorcycle means disrupting that fine balance by

W

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applying positive force on the handlebars.

Pull on the right handlebar to turn left and pull on the left handlebar to turn right. It’s called countersteering, and believe it or not, a lot of seasoned motorcycle riders do this unconsciously and not even know it.

It may seem counterintuitive but that’s the only way to effectively turn a motorcycle. And it only gets trickier the heavier the bike gets and the faster you go. No amount of modern electronics will help you negotiate a corner without first learning the proper techniques of cornering. Yes, active electronics like adjustable riding modes, traction-control, cornering ABS, and active suspension can make riding easier and a whole lot safer. But it won’t teach you how to effectively steer a motorcycle.

The good thing is, everything can be learned, and it’s not too late for anyone who wishes to learn how to properly ride a motorcycle. The internet is full of tutorials for those who don't have the time, nor the money, to enroll in riding schools like the Honda Safety Driving Center or the annual California Superbike School Philippines courses. But

of course there’s nothing better than to have actual professional riding instructors teach you in real time.

So if you can, I highly suggest that you enroll yourself in one, or both, of the riding schools I mentioned above. They have resumed accepting a limited number of students with strict social distancing protocols. If you fancy buying a Ducati, Ducati Philippines also offer special Ducati Riding Experience classes for their clients. The point is you should first invest in your riding skills before investing on a superbike.

A good tool to start learning on is the Suzuki Burgman Street featured in this issue. Its automatic transmission and low weight will allow you to concentrate more on the difficult task of riding than shifting gears manually. After mastering the skills of riding a scooter you can then move to a higher displacement bike like the Yamaha XSR155 with a manual transmission. Riding a motorcycle may not be for everyone, but it’s always better to have tried and failed than to not have tried riding at all.

share the road check your mirrors for motorcyclists

a reminder from

ride safe.

stay alive.

Wheel2Wheel

News

AUTOHUB GROUP OPENS TRIUMPH MOTORCYCLES SHOWROOM Words and photos by Maki Aganon THE INTERNET BROKE last September 2019 when a photo of Mr. Willy Tee Ten circulated online, saddled on a Triumph Scrambler 1200 XE captioned "Welcome to the @autohub_group @officialtriumph" It has been one of the most anxiously awaited moments in Philippine Motorcycle Industry welcoming Triumph Motorcycles to complete the European Motorcycle Manufacturers lineup, for such a long, long time.

The popularity of motorcycle modern-classics in the Philippines sparked way back in 2015 with the return of cafe racers, transforming standard bikes into retro-classics by means of custom bike building and fabrication. One of the most popular references were Triumph Bonnevilles customized as Trackers, Scramblers

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and Cafe Racers. The rest is history.

The demand was further amplified by annual events like Motobuilds Pilipinas, Bop N' Roll, Distinguished Gentlemans' Ride, frequented by Bike Nights and Tambikes, Bikes and Breakfast, and more.

Triumph, one of the most iconic and world's oldest brands, partnered with Autohub Group as they enter the vibrant motorcycle market. The group is more than excited to make a dream into a reality, and they celebrate this milestone through opening its doors.

"We've been selling bikes prior to launching since March of 2020, as we prepare to transform the area to become the first Triumph Motorcycle Sales and Service in the Philippines," shared by Monzit Purungganan, Marketing Manager for Triumph

Motorcycles Philippines. "We are looking forward to working with DGR Philippines next year, and hopefully it will be one of the bigger events we'll be participating in. The reception of the old and current community is very positive, and we welcome everyone to our service center, wherever or however they acquired their Triumph," he added.

The best selling units are the Triumph Bobber and the Street Twin.

The initial batch of shipment is already sold out as of writing. The latest released model, Triumph Trident, is also expected to arrive early next year.

"This showroom is our first major step for Triumph in the Philippines.

We wanted to keep the brand's authenticity. All the elements you see here, shelves, modules and panels were all imported to keep the value, heritage and quality," shared by Sammy Montecastro, General Manager of Triumph Motorcycle Philippines.

"This is not yet final, we wanted to improve, especially the service center area. Our goal is to welcome every Triumph owner to feel confident with the bikes they enjoy. We are also looking into other potential subdealers outside Metro Manila, and we are looking forward to it in the near future," Sammy added.

The showroom features the Triumph Bobber TFC #667 of 750 out from the Triumph Factory to be auctioned for a good cause. Part of the proceeds will be given to the PGH Medical Foundation.

About 10 motorcycle models are ready to roll out including the Bonneville T120, Scrambler 1200XC, Tiger 900 GT, Rocket 3 R and Street Twin. It's surprisingly missing the Thruxton range to represent the authentic Cafe Racer segment. Official merchandise is also available for customers and enthusiasts alike to complete the Triumph experience.

Test rides are also available by scheduled and advanced booking.

Visit their Showroom at Triumph Motorcycle Philippines, Inc. 324 Ortigas Ave., North Greenhills, San Juan Metro Manila.

Tel: +63917 118 35 89

News

Wheel2Wheel

YAMAHA MOTOR PHILIPPINES AND CARE PH REACHED OUT TO TYPHOON ULYSSES VICTIMS IN BICOL Words by Maynard M. Marcelo Photos by YMPH LOCATED ALONG THE typhoon belt in the Pacific, our country is visited by an average of 20 typhoons every year, five of which are often destructive. Just recently a string of powerful typhoons wreaked havoc in many places in the country, leaving thousands of people homeless.

Yamaha Motor Philippines, Inc. (YMPH) partnered with CARE PH, one of the world’s largest humanitarian organizations in the country that also

leads community emergency responses.

As the pandemic continues to rage on, the strife is seemingly endless with the addition of natural calamities. Many Filipinos were shaken by Typhoons that resulted in flooding, widespread disruption of electrical power and communication services, leaving citizens helpless. When typhoon Ulysses hit, CARE deployed staff in the Bicol region within 72 hours to conduct rapid assessment as soon as possible.

They provided food packs to 75 families in affected communities.

YMPH conducted a donation within the company and doubled every 100-peso donation for a total of PhP 826,800.00 along with the donation of motorcycles and generators to be used for much needed mobility and power.

As 2020 ends, no one should be left behind, and Yamaha will continue its advocacy to keep everyone moving forward.

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Wheel2Wheel

BIKE REVIEW

SUZUKI BURGMAN STREET

WORDS

PHOTOS

MAYNARD M. MARCELO

JUANITO VINLUAN

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Wheel2Wheel

ontrary to what its manufacturer may want you to believe, the new Suzuki Burgman Street is NOT a maxi-scooter.

It may be inspired by its bigger Burgman brothers but a maxi-scooter, by definition, is a large scooter with larger frames and longer wheelbases than regular scooters and with engines ranging from 200cc to 850cc, and the Burgman Street is clearly none of those.

What it has plenty of, however, are features you don’t normally see in scooters in its class and price range.

When Suzuki launched the Burgman Street online a month ago it received plenty of positive feedback on social media. But there are also those who criticize the rather unorthodox 10-inch size rear wheel Suzuki decided to equip the Burgman Street relative to its 12inch front wheel.

It may look awkward especially when viewed from the sides but in fairness to the Burgman Street, Suzuki engineers simply followed the design lead of its bigger Burgman siblings. The Burgman 200 uses a 12-inch rear and 13-inch front wheel combination. The Burgman 400 uses a 13-inch rear and a 15-inch front wheel. The Burgman 650 uses a 14-inch rear and a 15-inch wheel in front. The Burgman Street uses a tall profile rear tire so it somehow compensates for the overall diameter visually relative to the 12-inch front wheel that has a lower profile tire. The practice of using a bigger front wheel diameter on scooters is more common than you think. The Yamaha Xmax, for example, uses a 14-inch rear and 15inch front wheel combination.

When Suzuki gave the media a special preview of the Burgman Street last November 20, I was really surprised to see its actual size. I swear it looks smaller in photos. Perhaps those small wheels relative to its bulky body design contributed to that effect. But in reality it's fairly large for a 125cc scooter, and it’s wider than most, giving you that quasi maxi-scooter feeling.

Like its higher displacement brothers, the Burgman Street is designed to signify luxury. It has an LED

C

headlight, position lamp and tail lamp that enhance rider visibility at night. Its body-mounted windscreen is quite low providing minimum wind protection but at least it helps reduce wind drag for improved aerodynamics. Some chrome accents give the Burgman Street a more premium look. Overall build quality and fit and finish is also high.

The Burgman Street features a full digital instrument panel with a digital clock, a fuel gauge showing accurate fuel status, an oil change Indicator, and a dual trip meter which keeps

The Suzuki Burgman Street looks small in photos, but in reality it's quite big for a 125cc scooter. But a maxi-scooter it's not.

track of the distance between trips and measures the fuel-efficiency. Another maxi-scooter feature is a 2L lidded front glove box with a 12v auxiliary power port for charging mobile devices.

Under the seat is a 21L compartment that is spacious enough for personal belongings but sadly not big enough to fit a full face helmet. For that you need to install an aftermarket top box.

The seat height is a very accessible 780mm, allowing even the most vertically challenged rider easy access to the ground. The saddle itself is long

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and wide giving the rider and pillion plenty of space to move fore and aft to find the most comfortable riding position. With the Burgman Street’s wide front apron and high handlebar positioning, you also get the feeling that you’re seated in, and not on, the scooter.

Giving you the illusion that you’re riding a much bigger scooter.

The Burgman Street uses an allaluminum forced air-cooled and fuel injected 124cc single cylinder motor that pumps out a respectable 8.58 hp at 7000 rpm and a maximum torque of 7.52 lb-ft at 5000 rpm (6.4 Kw and 10.2 Nm). This is slightly lower than most 125cc scooters in the market, however, even when you compare it to the Suzuki Skydrive 125 FI that’s rated at 9.25 hp at 7500 rpm and 6.4 lb-ft at 6500 rpm.

That’s because the 52.5 mm bore and 57.4 mm stroke of the Burgman Street’s motor favors a flatter torque curve over high rpm power, making it feel more powerful than its actual output suggests. It is also very smooth and quiet in operation. The motor is mated to a very responsive CVT transmission for a seamless acceleration from a standstill up to a top speed of 100 Km/h. Suzuki claims a 53.5 Km/L fuel efficiency based on the World Motorcycle Test Cycle. With a 5.6-liter fuel tank capacity, this gives the Burgman Street almost 300 kilometers range on one full tank.

We got to ride the Burgman Street around the CarmelRay Industrial Park in Calamba and what struck me the most about it is its highly maneuverable

“IT’S VERY EASY TO BALANCE AT RIDICULOUSLY LOW SPEEDS YOU CAN EASILY FILTER IN TRAFFIC WITHOUT LOWERING YOUR FEET”

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Wheel2Wheel

handling characteristics. It's so very easy to balance at ridiculously low speeds that you can easily filter in traffic without lowering your feet, and its short wheelbase and tight turning radius makes it exceptionally agile in highly congested urban settings.

Suspension quality is also well sorted giving the Burgman Street a premium feel. The tall rear tire profile helps provide a supple ride quality while the 12-inch front wheel gives it more stability at speed. Braking duties are handled by a single disc brake in front and a drum in the rear. There’s no ABS but a standard Combined Braking System provides consistent and stable stopping power.

For everything the Burgman Street has, it’s truly difficult, if not impossible, to find a comparable 125cc scooter that offers the same features and high level of quality for the same price of PhP76,900. There may be bigger and faster scooters with more high tech features out there but they are also twice as expensive. The Suzuki Burgman Street may not be a true maxiscooter by definition, but it’s the only 125cc scooter that can give you a maxiscooter-like experience at less than a fraction of its price.

Specifications: Suzuki Burgman Street — Engine: efi, air-cooled, 1 cylinder, 4 stroke, 2 valves, sohc | Displacement: 124 cc | Max Power: 8.58 hp @ 7000 rpm | Max Torque: 7.52 lb-ft @ 5000 rpm | Transmission: CVT Seat Height: 780 mm | Fuel Capacity: 5.6 Liters | Tire, front: 90/90-12 | Tire, rear: 90/100-10 | Brakes, front/rear: Disc/Drum | Curb Weight: 110 kg | Price: PhP 76,900.00 Plus: Smooth motor, agile handling, premium features | Minus: Large but shallow underseat compartment |

Rating: 9/10

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BIKE REVIEW

YAMAHA XSR155 WORDS

PHOTOS

MAYNARD M. MARCELO

RANDY SILVA-NETTO

Wheel2Wheel

S

tarting a motorcycle build is every retro motorcycle enthusiast’s ultimate dream. From concept to the finished product, if there’s such a thing as a finished product because a build is constantly evolving, a project usually takes months, and sometimes even years, to finish. It really depends on the builder’s imagination of how he or she envision the motorcycle build to turn out. If there is one thing that is certain about these projects, it’s that no two builds are exactly the same.

Two builders may start with the same base bike and come out with two totally different concepts. A motorcycle build is modern art on two wheels and each

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is as unique as the artist that builds them. And it’s not cheap. Motorcycle builds often cost thousands of pesos and hundreds of hours to complete, and that doesn’t include the base bike.

So what’s a retro motorcycle fan to do if he or she doesn’t have the time nor the patience to work on a motorcycle build project? Well, they can start by buying a factory custom like the Yamaha XSR155.

The XSR155 is the newest addition to Yamaha’s popular XSR series of neo-retro motorcycles that includes the XSR700 and XSR900. Like its bigger XSR brothers, the XSR155 inherits the XSR series's philosophy of combining timeless styling with the latest components they share with the Yamaha MT series of sport naked motorcycles.

The only telltale signs of the XSR155's sport naked persona are the Deltabox frame, cast-aluminum rims, and aluminum swingarm.

If you haven’t noticed yet, the XSR155 is basically an MT15 in tasteful retro clothing. I must say Yamaha did a superb job of giving the XSR155 a totally different personality, where the only hints to its sport naked persona are the Deltabox frame, the aluminum swingarm, the cast-aluminum rims, and the very un-retro looking side mirrors.

Otherwise it's as retro as its other XSR series brothers. The classically styled seat design is comfortable and blends well with the classic teardrop shaped tank that comes with a cover made of high-quality material and a fuel capacity of 10 liters. The LED headlight and taillight combines the simple, compact and authentic design of the XSR series. Completing the retro look is a full LCD digital speedometer designed with an authentic retro style with an easy-to-read panel that includes a useful gear indicator.

The XSR155 is powered by a liquidcooled, 4-stroke SOHC, single-cylinder 4-valve 155cc fuel-injected engine with Variable Valve Actuation (VVA) mounted in a rigid Deltabox frame.

The XSR155 benefited from the MT15’s assist and slipper clutch system that enables smooth downshifting that mitigates the effects of engine braking during deceleration. It also features an inverted front fork with excellent strength-rigidity balance. Compared to the regular fork, this provides excellent shock absorption performance and a handling with superb feel of road contact and feedback from the front wheel, as well as solid front-end rigidity under hard braking. The Front and rear IRC Trail Winner tires come with a dual-sport tread pattern that offers surprisingly good grip over a variety of road conditions. These are mounted on 17-inch cast-aluminum wheels with size 110/70-17 in the front and 140/70-17 in the rear.

Riding the XSR155 is a classic case of having your cake and eating it, too. You have this tasteful-looking motorcycle that performs like a sport naked, and it’s a whole lot of fun to ride in the city and on the open backroads. We used the XSR155 extensively in the city where it functioned as a stylish and very agile commuter, then we took it

Wheel2Wheel

The classically styled seat blends well with the classic teardrop shaped tank. The LED headlight and taillight combines the simple, compact and authentic design of the XSR series.

to the serpentine mountain roads of Infanta, Quezon for a breath of Covidfree fresh air and some photo sessions.

The VVA equipped single cylinder motor certainly feels more powerful than its 155cc displacement suggests.

It dishes out plenty of usable power at low to mid rpm that’s very useful for slow to moderate speed and a second burst of power above 9000 rpm for more spirited riding. It’s surprisingly frugal on fuel, too. We averaged no less than 50 kilometers per liter of fuel during our testing, and we’re not even trying to conserve on fuel. A single disc brake setup on the front and in the rear provide a soft initial bite with

progressive stopping power. It would be better with ABS, though.

The XSR155’s intricate design pays true homage to the XSR design philosophy. It is highly customizable, and builders are allowed countless interpretations in which they can express their creativity. Those who don’t have the time nor the patience can simply choose from various bolton accessories that will enhance the standard styling or turn it into a cafe racer or a scrambler-themed ride.

Whatever you decide to turn it into, the Yamaha XSR155 will surely satisfy your craving for old-school styling with modern-day performance.

Specifications: Yamaha XSR155 — Engine: VVA, efi, liquid-cooled, 1 cylinder, 4 stroke, 4 valves, sohc | Displacement: 155 cc | Max Power: 19.04 hp @ 10000 rpm | Max Torque: 10.84 lb-ft @ 8500 rpm Transmission: 6-speed | Seat Height: 808 mm | Fuel Capacity: 10 Liters | Tire, front: 110/70-17 | Tire, rear: 140/70-17 | Brakes, front/rear: Hydraulic, Discs/Disc | Curb Weight: 134 kg Price: PhP 162,000.00 | Plus: Retro styling with sport naked performance | Minus: No ABS |

Rating: 9/10

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Wheel2Wheel

JABBRE

USA tech advanced Motocom that Won't Break The Bank Words and photos by Maki Aganon

J

abbre (Jabber) is the latest motocom released under the Motovita distribution. It is one of a kind and has advanced features versus other motocoms in the market.

MOMONA is a USA technology carbon patch that's made from 100% activated carbon. It looks and feels like fabric but it's not.

Intercoms come in handy for riders who opt to frequently connect with their mobile devices. While some riders consider intercoms as

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distractions to full motorcycle riding, others consider it a necessity, provided safety isn't compromised.

Jabbre offers market affordability, is generously packed with features, and a wide, 12-way interconnectivity for larger groups.

This particular model, the T30-S has high quality audio and communication systems. The single pack can fit most full-face and half-face helmets. It has a 5.0 Bluetooth gateway, with advanced noise cancellation features that can clearly project the sound quality without the unnecessary dings that can distract any rider. The unit is entirely waterproof. It is also equipped with FM Radio, with a cool voice prompt that provides a touch-free navi function.

I personally own a premium intercom that I fully enjoy and utilize whenever I ride. Intercoms keep me sane from all the road noise and stress. My own intercom can gauge how Jabbre T30-S will fare with it,

given that Jabbre is offered at a more affordable price range.

First, Jabbre has longer battery life compared the device I currently own.

Jabbre has a massive 350 hours standby time. I haven't had to recharge the unit from the time I first picked it up from the store. Jabbre also has a long, 1200-meter range that works well, even if you break away from your pack.

If I were to compare sound quality, the Hi-Fi stereo is crystal clear. When I say crystal, it is sharp on the treble and less on the bass. It works really well on phone calls for voice clarity, but lacks the bass that I personally look for in any intercom product.

Installation is very easy. The mount you will use is a clip that can easily be inserted in between the helmet provision that tends to be quite tight.

It also has an inner rubber padding that will protect your helmet from any scratches upon insertion of the clip. I find this one of the easiest ways to clip an intercom, but it isn't the sturdiest in my opinion. If you don't want to use the clip to avoid scratching your lid, the package also contains an adhesive strip that you can affix on your lid and on to the intercom. It also has a 2-option microphone system. One, you can use with a Jet-type helmet, while the other for a full-face helmet.

In terms of push-navigations, the buttons are huge and you can't miss a press. The only thing that bugs me is how it is mounted with the clip. It tends to move a bit because you need to give it a firm push as it clicks to confirm your command. It also has a universal pairing mode to connect to any intercom type. A bit tricky at first, but once you get familiarized, it's easy as 1, 2, 3.

Jabbre retails at P5,500 available at all Motovita branches. To become a Dealer or Reseller, please call our Business Accounts Hotlines : 0917-670-1234 or 7341-0872

M AGAZINE'S

BUYER'S GUIDE REASONABLE WITH STYLE THESE ARE THE CARS YOU WANT TO HAVE FOR PRACTICAL REASONS WHILE ENJOYING

BUYER’S GUIDE

Chevrolet Sail Chevrolet Sail

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

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

Torque (lb-ft)

Wheelbase: 2499mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1055-1090kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

1.3 LT

G

1.3

I4

73

94

5M

—

—

—

—

S

2

N

S

N

N

791,888

—

1.5 LT

G

1.5

I4

80

104

4A

11.3

160

7.4

15.3

S

2

N

S

N

N

—

865,888

1.5 LTZ

G

1.5

I4

80

104

4A

11.3

160

7.4

15.3

S

2

N

S

N

S

—

917,888

PhP (MT)

PhP (AT)

Honda City Honda City

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

84

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

City km/L

Highway km/L

Curb Weight: 1083-1120kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

S

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

4

S

S

N

N

838,000

878,000

V

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

4

S

S

N

N

—

968,000

RS

G

1.5

I4

121

107

CVT

9.5

190

11.6

17.4

S

6

S

S

S

N

—

1,048,000

DECEMBER 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2600mm

SAFET Y

BUYER’S GUIDE

Honda Jazz Honda Jazz

Engine/Drive: Front/ Front

Body/Seats: 5 dr Hatchback/ 5

POWERTRAIN

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

PERFORMANCE Torque (lb-ft)

Wheelbase: 2530mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1043-1085kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

V

G

1.5

I4

120

107

5M/CVT

9.5

190

11.6

17.4

S

2

S

S

N

N

868,000

918,000

VX Navi

G

1.5

I4

120

107

CVT

9.5

190

11.6

17.4

S

2

S

S

N

N

—

1,000,000

RS Navi

G

1.5

I4

120

107

CVT

9.5

190

11.6

17.4

S

6

S

S

N

N

—

1,090,000

Hyundai Accent Hyundai Accent

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/5

POWERTRAIN

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

Torque (lb-ft)

Wheelbase: 2600mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1080-1246kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

1.4 GL (w/o Airbags)

G

1.4

I4

99

98

6M/6A

13.1

185

11.9

20

N

N

N

S

N

N

1.4 GL (w/ Airbags)

G

1.4

I4

99

98

6M/6A

13.1

185

11.9

20

N

2

N

S

N

N

838,000

1.4 GLS-V

G

1.4

I4

99

98

6M/6A

13.1

185

11.9

20

N

2

N

S

S

N

898,000

970,000

1.6 CRDi GL (Dsl)

D

1.6T

I4

126

192

6M/6A

10

190

18.6

25.8

N

2

N

S

N

N

910,000

1,038,000

PhP (MT)

PhP (AT)

790,000

838,000 890,000

C-MAGAZINE.COM • DECEMBER 2020

85

BUYER’S GUIDE

Kia Rio Kia Rio

Engine/Drive: Front/ Front

Body/Seats: 5 dr Hatchback/ 5

POWERTRAIN

L/W/H: 4065mm/1725mm/1460mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2580mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1218-1246kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

LX

G

1.4

I4

100

98

4A

13.9

166

11.9

15.7

N

2

N

S

N

N

—

920,000

EX

G

1.4

I4

100

98

4A

13.9

166

11.9

15.7

S

2

N

S

N

N

—

985,000

Mazda2 Mazda2

Engine/Drive: Front/ Front

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

POWERTRAIN

86

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

PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1195kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

Sedan Elite

G

1.5

I4

108

103

6A

10.6

185

13.8

18.8

S

4

S

S

S

N

—

995,000

Hatchback Elite

G

1.5

I4

108

103

6A

10.6

185

13.8

18.8

S

6

S

S

S

S

—

995,000

DECEMBER 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2570mm

SAFET Y

BUYER’S GUIDE

MG 5 MG 5

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

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

Torque (lb-ft)

Wheelbase: 2680mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1185-1230kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

1.5L MT Core

G

1.5

I4

112

111

5MT

9.4

190

9.2

15.2

S

2

N

S

N

N

658,888

—

1.5L CVT Core

G

1.5

I-4

112

111

CVT

9.4

190

9.2

15.2

S

2

N

S

N

N

—

718,888

1.5L CVT Style

G

1.5

I4

112

111

CVT

9.4

190

9.2

15.2

S

4

N

S

S

N

—

848,888

1.5L CVT Alpha

G

1.5

I4

112

111

CVT

9.4

190

9.2

15.2

S

6

S

S

S

S

—

938,888

PhP (MT)

PhP (AT)

Nissan Almera Nissan Almera

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

L/W/H: 4425mm/1695mm/1505mm PERFORMANCE

Fuel

Displacement (L)

Config.

Power (bhp)

Torque (lb-ft)

TM

0-100 km/h

Top Speed (km/h)

City km/L

1.2

G

1.2

I3

77

78

5M

1.5 E

G

1.5

I4

97

98

5M/4A

13.3

160

11.6

1.5 V

G

1.5

I4

97

98

4A

13.3

160

1.5 VL

G

1.5

I4

97

98

4A

13.3

160

Wheelbase: 2600mm

SAFET Y Highway km/L

Curb Weight: 1028-1077kg

INTERIOR

PRICE

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

S

2

N

N

N

N

657,000

—

18.2

S

2

N

N

N

N

735,000

824,000

11.6

18.2

S

2

N

N

N

N

—

900,000

11.6

18.2

S

2

N

N

S

N

—

933,000

PhP (MT)

PhP (AT)

C-MAGAZINE.COM • DECEMBER 2020

87

BUYER’S GUIDE

Suzuki Ciaz Suzuki Ciaz

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

GL

Fuel

Displacement (L)

G

1.4

L/W/H: 4490mm/1730mm/1475mm

PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

92

96

Wheelbase: 2650mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

5M/4A

12.1

160

11

17

S

2

Curb Weight: 1475kg

INTERIOR

Stability

USB/ AUX/BT

N

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

823,000

873,000

Suzuki Dzire Suzuki DZire

Engine/Drive: Front/ Front

Body/Seats: 5 dr Sedan / 5

POWERTRAIN

88

L/W/H: 3995mm/1735mm/1515mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1200kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

GA

G

1.2

I4

82

83

5M

12.4

165

16.1

20.4

S

2

N

S

N

N

549,900

—

GL

G

1.2

I4

82

83

5M/CVT

12.4

165

16.1

20.4

S

2

S

S

N

N

638,000

—

GL+

G

1.2

I4

82

83

5A

12.4

165

16.1

20.4

S

2

S

S

N

N

—

698,000

DECEMBER 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2450mm

SAFET Y

BUYER’S GUIDE

Suzuki Swift Suzuki Swift

Engine/Drive: Front/ Front

Body/Seats: 5 dr Hatchback / 5

POWERTRAIN

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

PERFORMANCE Torque (lb-ft)

Wheelbase: 2450mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1200kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

GL

G

1.2

I4

87

84

5M/CVT

12.4

165

15.1

19.1

S

2

S

S

N

N

755,000

799,000

Special Edition

G

1.2

I4

87

84

CVT

12.4

165

15.1

19.1

S

2

S

S

N

N

804,800

848,800

Toyota Vios Toyota Vios

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

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

Torque (lb-ft)

Wheelbase: 2550mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1020-1110kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.3 Base

G

1.3

I4

98

90

5M

11.9

160

8

16

N

7

S

S

N

N

671,000

—

1.3 J

G

1.3

I4

98

90

5M

13.4

160

8

16

N

7

S

S

N

N

697,000

—

1.3 XE

G

1.3

I4

98

90

CVT

13.4

160

8

16

S

7

S

S

N

N

—

747,000

1.3 XLE

G

1.3

I4

98

90

5M/CVT

13.4

160

8

16

S

7

S

S

N

N

791,000

841,000

1.3 E

G

1.3

I4

98

90

5M/CVT

11.9

160

8

16

S

7

S

S

N

N

841,000

891,000

1.5 G

G

1.5

I4

106

103

5M/CVT

9.8

180

8.6

18.6

S

7

S

S

N

N

997,000

1,056,000

C-MAGAZINE.COM • DECEMBER 2020

89

BUYER’S GUIDE

Toyota Yaris Toyota Yaris

Engine/Drive: Front/ Four

Body/Seats: 5 dr Hatchback/ 5

POWERTRAIN

L/W/H: 4145mm/1730mm/1500mm PERFORMANCE

TM

Top Speed 0-100 km/h (km/h)

City km/L

Curb Weight: 1050-1095kg

INTERIOR

Fuel

Highway km/L

ABS

Leather

Sun Roof

PhP (MT)

PhP (AT)

1.3 E

G

1.3

I4

98

90

5M/CVT

11.9

160

8

16

S

7

S

S

N

N

900,000

952,000

1.5 S

G

1.5

I4

106

103

CVT

9.8

180

8.6

18.6

S

7

S

S

N

N

—

1,065,000

Airbags Stability

USB/ AUX/BT

PRICE

Displacement (L)

Config. Power (bhp)

Torque (lb-ft)

Wheelbase: 2550mm

SAFET Y

Volkswagen Santana Volkswagen Santana

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan / 5

POWERTRAIN

90

L/W/H: 4475mm/1706mm/1469mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1100kg

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)

180 MPI AT S

G

1.5

I4

109

114

6A

11.7

186

17.4

23.4

S

2

S

S

N

N

—

898,000

180 MPI AT S with Blaupunkt

G

1.5

I4

109

114

6A

11.7

186

17.4

23.4

S

2

S

S

N

N

—

929,000

180 MPI AT SE

G

1.5

I4

109

114

6A

11.7

186

17.4

23.4

S

2

S

S

S

N

—

962,000

180 MPI AT SE with Blaupunkt

G

1.5

I4

109

114

6A

11.7

186

17.4

23.4

S

2

S

S

S

N

—

993,000

DECEMBER 2020 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2603mm

SAFET Y

WA N T T O G O FOR A RIDE?

FOLLOW US cmagazineph cmagazinephilippines

Our Picks The year hasn’t ended yet, but we are hoping that’s the end of what we can all agree was a terrible one. But what if Santa was real (which, he is) and on Christmas Eve, his sleigh breaks down!? Well, we got Saint Nic covered with these fine selections of cars that can help him save Christmas: Words by Nicolas A. Calanoc

05 Subaru Forester To start off with this list, I think it’s best to use one of the safest cars available in the market. With its balanced boxer engine and symmetrical all-wheel drive, we know that Santa will have zero problem in maneuvering through the snow and wherever he needs to go. It has a good amount of interior space as well. And with the Subaru EyeSight, Santa can cruise through the highways with ease and avoid hitting obstacles when they suddenly appear!

04 Jeep Gladiator

TOP 5 CARS IF SANTA’S SLEIGH BROKE 05

04

03

02

We have to remember that there are kids around the world, and there are locations that are miles and miles away from civilization. We got Santa covered in that department with the Jeep Gladiator, which is basically the pick-up version of the Wrangler. So the best parts about the Gladiator is that it has a huge flatbed for all the toys and it comes in a red, worthy of being his new sleigh!

03 Nissan GT-R So, let’s say that either Santa’s bag is magical, or toys are just getting smaller. What he has to beat is time. Clearly, he is a veteran in going around places, so putting him in a high-performance sports car that can dash like a bullet while being planted is a huge advantage in this endeavor to save Christmas. With a list like that, the Nissan GT-R is sure to get Christmas saved by the morning!

02 Toyota Hilux With a global task at hand, it is only fitting to give Santa a global car that is equal parts tough, reliable, practical, and serviceable wherever you are. If we were to give a gift to Santa, the Toyota Hilux would certainly put us on the nice list. With the pedigree and capability of the Toyota Hilux, the days of Santa using the sleigh is numbered.

01 Land Rover Defender We have to remember that the task to save Christmas is a gruesome 24-hour task that will span across the different continents. Uncertainty will be Santa’s greatest enemy.

So, it is fitting that we give him a car that is certain to cross whatever harsh conditions he has to conquer: the Land Rover Defender. It is a modern icon for a reason. Offroaders and overlanders swear by it. With the ability to add whatever Santa needs to save Christmas, the Land Rover Defender is indeed a fine choice.

96

DECEMBER 2020 • C-MAGAZINE.COM

01

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