C! Magazine January-February 2021

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A N N I V E R S A R Y

I S S U E

2 0 2 1

YEAR SA RU N N N D ING

T HE DR IVES

T U NE R

2020 TOYOTA COROLLA CROSS HYBRID • 2020 BMW F 900 R ST YLE SPORT • 2020 BMW C 400 GT • 2021 TOYOTA HILUX 2.8 4X4 CONQUEST

1980 TOYOTA STARLET • 1974 TOYOTA COROLLA SR5 COUPE

WHE E L 2WHE E L YAMAHA NMAX • SUZUKI SKYDRIVE CROSSOVER

FEAT UR ES CARS THAT ARE SHAPING THE FUTURE • 2021 LEXUS IS 350 F SPORT

T H E U P DAT E W E A S K E D F O R

GEELY OKAVANGO URBAN PLUS PhP 195 ISSUE 229 JAN-FEB 2021

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

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

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A N N I V E R S A R Y

I S S U E

2 0 2 1

YEAR SA RU N N N D ING

T HE DR IVES

T U NE R

2020 TOYOTA COROLLA CROSS HYBRID • 2020 BMW F 900 R ST YLE SPORT • 2020 BMW C 400 GT • 2021 TOYOTA HILUX 2.8 4X4 CONQUEST

1980 TOYOTA STARLET • 1974 TOYOTA COROLLA SR5 COUPE

WHE E L 2WHE E L YAMAHA NMAX • SUZUKI SKYDRIVE CROSSOVER

FEAT UR ES CARS THAT ARE SHAPING THE FUTURE • 2021 LEXUS IS 350 F SPORT

T H E U P DAT E W E A S K E D F O R

GEELY OKAVANGO URBAN PLUS PhP 195 ISSUE 229 JAN-FEB 2021

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

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

YEARS AND RUNNING

Thank you for joining us on this journey for 19 years. Buckle up because the ride gets even more exciting from here!

EDITOR’S NOTE

he discussion today was about responsibility and rational optimism.

We were in a meeting, and Toyota Motor Philippines Chairman Alfred V. Ty was talking about responsibility.

Toyota Motor Philippines President Atsuhiro Okamoto was talking about rational optimism.

They discussed a few other things, of course, but that was what stuck.

In a time of massive uncertainty. They chose to to talk about what they feel should be done on a fairly basic level. Take responsibility for those around you, not just those under you. Use your power and influence and strength to do things that make things better.

Those are my words, not exactly theirs, but that is what I felt came across. Not a rah-rah we are doing great talk, no excuses or complaints. Rational optimism. We have come through this very hard time, and we do not see the end of it. But we need to be responsible for our position in the world. There are those that depend on us that we don’t even know about. There are people and families and companies and communities that are affected by the decisions we make. By the actions we take, by the attitudes we bring forth. It was, very simply, their job.

Our job. All of us, our job.

This is yet another anniversary of the C! Group.

Every January is a big deal for us. We were, when we started, perhaps more optimistic than rational.

Whether we were being responsible at the time or not

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

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is for others to judge. We just wanted to make a product we believed in, and were willing to take on some pretty public failure if we messed up. Plus, who in their right mind starts a magazine in January.

So I was going to tell you about everything that is in this issue, about all we are doing, how we have been trying to communicate. How someone many considered our competition told me today how happy he was to see our magazine in print and on a shelf.

Instead, I thought about responsibility. About rational enthusiasm.

Challenging times can bring out the best in people. If you let them. Make sure, please, that whatever choices you make can have the effects that you may never see but that will make things even a little better for others.

As always, we would like to say thank you for giving us a voice. For giving us responsibility. For giving us often highly irrational optimism. May we live up to all of it.

Stay safe. Stay healthy. Be kind.

Oh, and as what we have come up with in Car Casually our quickly thrown-together video show/ webcast/hangout/podcast. Buy what you love, but do your homework.

“Challenging times can bring out the best in people. If you let them.”

COVER S TORY

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

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2021 GEELY OKAVANGO URBAN PLUS Geely listened, and they delivered 4

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

“At a price of PhP 1,478,000, the Geely Okavango Urban Plus is a fully-equipped, well-balanced, and strategically priced vehicle that deserves the attention of those in the market for an MPV or a crossover.”

—

Paolo de Borja Deputy Editor

FE ATURES

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

40 C! PICKS

CARS THAT ARE SHAPING THE FUTURE

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2021 LEXUS IS350 F SPORT Settling Scores, the Shogun way

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

THE DRIVES

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

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TOYOTA COROLLA CROSS 1.8V HYBRID

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BMW F 900 R STYLE SPORT

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BMW C 400 GT

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TOYOTA HILUX 2.8 4X4 CONQUEST

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Close to Ideal

The Urban Assault Tool

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

The Two-wheel Generalist Standard

The Unbreakable World Favorite Compact Pick-Up

E X TR A TIME

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

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ICELAND: FIRE AND ICE

An island nation in stunning entropy

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

TUNER

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

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BOOSTED!

By Francis G. Pallarco

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GLASS DETAILING

Having a clean windshield and windows not only makes any vehicle look great, but it’s also critical for driving safety.

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EXCEPTIONAL

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THE QUINTESSENTIAL COUPE

When it comes to modified Starlets, this is the one

Here’s a timeless old-school classic

WHEEL 2WHEEL

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

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TWO WHEELS ONLY

By Maynard M. Marcelo

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BMW R18 MEDIA LAUNCH

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BIKE REVIEW: 2020 YAMAHA NMAX 155 ABS

BIKE REVIEW: SUZUKI SKYDRIVE CROSSOVER

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

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SMK FACE SHIELD

Your Trustworthy Companion in the Time of Covid-19

REG UL ARS

CONTENTS JANUARY- FEBRUARY 2021 / IS SUE 229

02

20

Carl S. Cunanan

Georges B. Ramirez

EDITOR’S NOTE

ON THE EDGE

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21

Nicolas A. Calanoc

Iñigo S. Roces

APEX AND APERTURES

BACKFIRE

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22

Chris Van Hoven

Angel S. Rivero

INSIDE LINE

EVENT HORIZON

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MONTHLY BUYER’S GUIDE

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OUR PICKS : TOP 5 MOST INFLUENTIAL CONVERTIBLES OF ALL TIME

By Nicolas A. Calanoc

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APEX AND APERTURES

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

Dear Suzuki, From Someone Who Loves Driving

“I also believe that the reason why people tend to gravitate towards these types of cars is because the gateway to an athletic drive that sports cars deliver is high.”

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ust want to start out the year by saying thank you to all of you for supporting us and for allowing us to do what we do with your trust!

Now to the matter at hand.

So, if the cars launched last year are an indicator of anything, it is that there is a rise of crossovers and SUVs on demand, and rightfully so. It is simply more practical and that coincides to what people need in these changing times. But I also believe that the reason why people tend to gravitate towards these types of cars is because the gateway to an athletic drive that sports cars deliver is high.

If you want to get into off-roading, you can start with a Suzuki Jimny that costs a little over a million pesos. A 4x4 pick-up will range up to 2 million. For a legit sports car, you will easily have to shell out PhP 500,000 more. So as you can see, getting a sports car experience is expensive. This is where my crazy idea comes: revive the Suzuki Cappuccino.

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The Suzuki Cappuccino is a ‘90s rearwheel drive roadster. It had a 657cc Inline-3 turbocharged engine and it was mounted as a front mid-engine with a 5-speed manual transmission. Sure, it doesn’t have a lot of power (63bhp), but everything about the car screams fun! I believe that if Suzuki came out with a car like this again and made sure it was fun to drive, I think it would sell and maybe even give birth to an affordable racing series.

And if not, at least make spirited driving around the curved mountain roads great again.

INSIDE LINE

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

Let’s Try That Again

think we can all agree that we could’ve done a little better than 2020.

But we can put all that behind us now, right?

A fresh year gives us a chance to not only make things better for ourselves, but for those around us as well — including those on the road. So with that in mind, I’ve decided to give myself some New Year resolutions to try and follow.

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Clean my car more often For some of you out there, cleaning your car on a regular basis is already a hardcoded habit, and for that, I salute you.

Unfortunately, I often find myself guilty of letting my car get a bit too dirty before I pick up the pail and rag. Do I have an excuse? Not really. I suppose a part of me is trying to avoid

the situation where I spend hours getting my car spotless only to have it rained on the next day. Nevertheless, I should really put more of an effort. And the workout might be better for my health as well!

Be more attentive with maintenance For those of you who regularly follow their maintenance schedules even after your warranty passes, keep at it. It’s the best way to ensure that your car operates the way it should, and will prolong its life in the long run. I, however, have been a little bit more stubborn about it. Granted, the pandemic has rendered our car garage-bound for a good three or so months during the ECQ lockdown, but that really shouldn’t excuse the lapses I’ve made in terms of periodic maintenance.

That said, my car is a bit overdue for an oil change, and the reasoning I give myself is

“A fresh year gives us a chance to not only make things better for ourselves, but for those around us as well — including those on the road.”

it hasn’t really logged on any kilometers over the past six months to warrant an oil change, even though most manufacturers will recommend you change oil every six months, regardless of how many kilometers you’ve traveled. Whether my reasoning is correct or not, I really should be more responsible with ensuring its maintenance isn’t relegated to the I’ll-do-it-next-week-then-forget-about-it box.

Be more courteous to those on the road This is a resolution I make every year, and one I’ll continue to include in every New Year resolution list until I stop driving. While I don’t think I can ever be a perfect driver in terms of road courtesy, trying a little better every year is better than not trying at all, right?

I still catch myself losing my temper, not giving in to people who want to cut into my lane, or being impatient on the road. I’ll continue to work on this year after year because I believe that the saying “be the change you want to see” applies perfectly here.

Follow road regulations more regularly How many times have we all sped up instead of slowed down at a yellow traffic light? Or forgot to completely stop before a pedestrian lane or “full stop” sign? It’s ok, it happens to the best of us. But that doesn’t mean we have to stop trying to be better. In the end, road regulations are there for a reason. And that’s to keep everyone safe and to keep traffic moving efficiently and effectively.

C-MAGAZINE.COM • JANUARY-FEBRUARY 2021

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ON THE EDGE

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

Looking Forward

ood riddance to 2020. It was one for the books for most of us, and perhaps tragic as well for a lot of us. Anyway, it seems many of us have begun to put it aside and are feeling positive about 2021.

As I mentioned in editorials in the early part of the year, since lockdown was lifted, I have had to move to and from Subic on most weeks for work reasons. Initially, this was without traffic nor with anyone stopping at gas stations and restaurants along the expressways. As the months rolled on, we would notice how that was slowly changing, the wheels of commerce were starting to turn.

Recently, it has gotten very busy. The gas stations are filled with motorists and so are the convenience stores in them, and the same can be said about the drive-thru restaurants there. The roads are filled with vehicles, and upon taking a better look at them, they are, for the most part, workrelated travelers, which are a good sign that our economy is working.

It also made me appreciate, that they have now gotten everyone using RFID stickers and have debugged them, for the most part

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anyway. This year, the queues are so much shorter and a lot less stressful, and there are much better travel times.

Speaking of travel times and less traffic, it must be said that another major contributor to this year’s improvement was the opening of the elevated highway connecting SCTEX and NLEX. On my first attempt, I traversed it in 20 minutes and am pleased to say, the road section transitions rather smoothly! Living in the east, I don’t often get a chance to use it, but I still get to enjoy the effect it has had on EDSA and a lot of the roads in the city by redirecting all those vehicles that do use it.

Naturally, things are not at full capacity yet like they were before COVID-19 as air travel, hotels, indoor dining, large events, and other businesses of that nature are still in somewhat of a coma. Not that the virus was issued the same memo, but the mere fact that 2020 has ended has brought new hope to people. Hope that 2021 will be a better year, and I suppose that is enough to get folks to “take the bull by the horns.”

I suppose it’s a combination of things that have come together as the New Year starts.

We now have several vaccines and the world has started the process of administering

them. Testing has become cheaper with good accuracy ratings and is more available as well.

We now understand the virus and the science a lot better and have had a whole year of adjusting to what is our new normal.

Even driving event-type businesses that were a complete zero-sum game in 2020 are now having events in February and March so far. Not because they are being reckless, but in fact, because we are being careful.

Normally, we would have three persons in each car taking turns driving the cars on a road-controlled road trip of sorts to nice destinations with good roads to experience a particular car. Today, it is kept to one person per car, so he is in his bubble, if you will.

Everyone in the event has to be tested before we leave and so forth, basically using the science to create a protocol to fit the need.

As long as the number of new cases or active cases keeps declining, it will be easier for our frontline heroes to contact trace and get the thing under control. The better we are at that, the faster we can get our economy up to speed, and hopefully, we don’t forget 2020, but instead learn from it.

Looking Forward…

Iñigo S. Roces

BACKFIRE

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

Finally catching up

rivers have much to bemoan this year as the Land Transportation Office (LTO) is rolling out some major changes to the way we register our vehicles and procure our licenses.

First of all, vehicles renewing their registration will now have to go through Motor Vehicle Inspection System (MVIS) and secure a pass rating before being allowed to register.

As for drivers renewing their license, attending a seminar and getting that certificate is another requirement prior to being allowed to renew. In addition, restriction codes that dictate what kind of vehicles we can drive are also being changed, updated with new categories to better ensure we have the proper authority to drive them.

At first glance, many will complain about these new requirements, adding unnecessary hassle to an already inefficient process. Yet everywhere else in the world, this is the norm.

In the UK, one of the biggest obstacles many car owners face is the notorious MOT test. Named after the Ministry of Transport (MOT, their version of LTO), the test is notorious for being incredibly strict and quite a challenge for many vehicles to pass. Yet this is how it should be, ensuring that only the most road-worthy vehicles can, in fact, continue to ply the roads.

In Japan, the test is rumored to be even more stringent. Emissions figures are pursued to the decimal point. As is wheel alignment.

It’s said to be so strict that most Japanese

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motorists opt to just dispose of their perfectly working vehicles, marking them as junk, rather than repairing them to pass the test. In addition, registration gets progressively more expensive the older the vehicle is, ensuring that motorists don’t cling to vehicles more than a couple of years old.

This is actually why, for a time, we saw so many imported second-hand vehicles from Japan that appeared to be in perfect working order. The temptation was too much to resist as some were vehicles like a first-generation Terrano with innovations like traction control and adjustable suspension. We were actually buying cars they deemed as junk, and making it worse with a slapdash left-hand drive (LHD) conversion.

As for our license, the seminars should be a no brainer. While I have doubts that they will successfully impart the kind of knowledge and road courtesy originally intended, the effort at least is laudable.

It’s the restriction codes that are a bigger cause for contention. I presume that those that have already secured restriction codes for two-wheeled motorcycles and the average car should have no problem. These should be easily converted to the new corresponding code without difficulty.

Those that drive larger cars may have a bigger problem. If you examine the codes carefully, it suggests that driving a larger car, like a van or SUV with a trailer may require another separate restriction. Many will see this as an additional hassle, yet from a safety standpoint it makes much more sense.

Originally, applying for a license automatically gave you the privilege to drive anything from a light and agile Hyundai Eon to a hulking 16-seater large van without prejudice. These days, the ceiling is much lower, limiting most drivers to your average 7-seater SUV or 8-seater van. Unfortunately, any 9-seater vehicle is now under a separate code. As such, to drive anything like a Toyota HiAce Grandia, Hyundai Starex or Hyundai H350, you’ll need to apply for that extra code.

Have jet-skis and a trailer, or how about a couple of enduro bikes and a trailer?

You’ll need to secure an additional code for that too. Based on the LTO’s recent post, any vehicle with a trailer now counts as an “articulated vehicle” and requires a separate, corresponding restriction. If you’re towing side-by-sides/ UTVs (Polaris RZR, Can-Am Maverick), that may be another code because of the sheer weight.

Yes, it’s a hassle, but in truth, that’s how it should be. We shouldn’t let anyone who applies for a license the privilege to drive 15 other people, much less haul around a heavy trailer with another vehicle on it.

Furthermore, motor vehicle inspections should have been implemented decades ago.

Their absence is why we have these clearly unworthy jeepneys with faulty brakes, no lights, and questionable crash protection still roaming our streets.

Yes, renewing your registration or license may take longer, but we can rest more easily knowing those that do have them have earned the right to be on the road.

C-MAGAZINE.COM • JANUARY-FEBRUARY 2021

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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

After North and South, now it’s East and West

his January, the Skyway Stage 3 Expressway — which seamlessly connects the South Luzon Expressway (SLEX) to the North Luzon Expressway (NLEX) via 18 kms. of elevated road — was formally opened to the public. It has since helped decongest EDSA and other main thoroughfares running through the Metro, and has even offered the public a ‘free trial’ of this otherwise tollcharged road, for an entire month. As many of you already know, the infrastructure is a project of San Miguel Corporation (SMC) under the leadership of Ramon Ang. The Skyway Stage 3 Expressway has 7 entry/exit access points, and can easily accommodate 200,000 vehicles per day. If you look at the total Skyway infrastructure combining its Stage 3 with the pre-existing Stages 1 and 2, the total Skyway system now has 38 kilometers of elevated expressway with

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36 on and off-ramp access points.

I tried using the Skyway Stage 3 during its free trial run, and it took me only 20 minutes to get from RCBC plaza along Buendia, Makati all the way to Quezon Avenue in Quezon City on a weekday at around 9:30am. This part of the Skyway though, had a maximum speed limit of only 60 km/hr through its entirety; and speed cameras were installed at strategic points throughout its length.

Ramon Ang also confirmed that SMC will continue its work to further decongest Metro Manila by building a highway that will connect the east and west side of the metropolis — called the Pasig River Expressway or PAREX project.

The latter is slated to be a 19.4-kilometer elevated expressway that will run along the banks of the Pasig River. It plans to help decongest traffic in the areas of Rizal, Cainta, and Marikina, which can get pretty clogged these days. Its projected date of completion is sooner than you might think — by 2023.

Furthermore, there will eventually also be a highway that will connect the future Manila International Airport in Bulacan with the rest of the Metro. The said airport is projected to have four parallel runways and world class facilities. With the targeted completion date of the new airport set for 2025, there are two major expressways that are expected to connect to the airport road by 2023.

And if you remember the massive Skyway construction works that’s been causing a lot of traffic in the South for quite a while now — that is an ongoing Skyway extension project that is meant to extend the Skyway’s reach all the way to Susanna Heights in Muntinlupa. Thankfully, it should be completed by this year; and that will provide a major traffic relief.

Ever since the soft opening of the Skyway Stage 3, some 71,000 vehicles per day have already been passing through it. Ramon Ang shares, “By providing seamless access between North and South, we also unlock the true [economic] potential of our provinces!”

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

E D I TO R I A L

DESIGN

A D V E RT I S I N G

PUBLISHING

Carl S. Cunanan

Charie L. Biaden

Mayette L. Asis

EDITOR-IN-CHIEF

DESIGN DIRECTOR

VICE PRESIDENT FOR ADVERTISING SALES

C! Publishing and Media Group, Inc.

Nicolas A. Calanoc

Mark David A. See

Leslie G. Maxilom

EXECUTIVE EDITOR

SENIOR DESIGNER

ADVERTISING MANAGER

Chris Van Hoven

Mary Ann E. Marcelo

Mary Jane O. Salazar

MANAGING EDITOR

JUNIOR DESIGNER

TRAFFIC MANAGER

Paolo de Borja

Pamela Karla S. Biado

DEPUTY EDITOR

DESIGNER

PUBLISHER

Carl S. Cunanan MANAGING DIRECTOR

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

Gerard Jude L. Castillo

Sherwin M. Miñon

ASSOCIATE ONLINE EDITOR

CIRCULATION MANAGER

Georges B. Ramirez

Merline B. Urdas

SENIOR EDITOR

SENIOR ACCOUNTANT

Francis G. Pallarco

Mary Ann M. Benito

TUNER EDITOR

CREDIT AND COLLECTION OFFICER

Maynard M. Marcelo

Susana D. Cutamora

WHEEL2WHEEL EDITOR

ACCOUNTING ASSISTANT

Monica N. Legarda

Elsie A. Teofilo

SENIOR COPY EDITOR

EXECUTIVE SECRETARY

Dominique O. Cerqueda COPY EDITOR

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

Michael L. Lhuillier EDITOR-AT-LARGE

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

Paredes Garcia and Golez LEGAL COUNSEL

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

Kevin C. Limjoco FOUNDING EDITOR / PRESIDENT / EDITORIAL DIRECTOR

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

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The Drives

TOYOTA COROLLA CROSS 1.8V HYBRID Close to Ideal

Words and photos by Chris Van Hoven

IF THERE’S ANY MANUFACTURER in the automotive industry who has been fully embracing the push towards the use of hybrid and electric power in the country, it’s Toyota.

The Toyota Prius was a bold move towards this shift, introduced way back in 2009 — over ten years ago. At the time, it didn’t make much sense. It came at a price tag of P2.25 million — money that most people would rather put towards two compact sedans, a nicely decked out mid-sized SUV, or even an Audi A3 at the time. Still, Toyota never wavered. Instead of doing what most manufacturers would do — pulling the plug and saying “it just doesn’t work” — Toyota consistently offered hybrid

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models that pushed closer to what would be considered an acceptable price tag to get more consumers on board. Toyota’s latest offering — the Corolla Cross 1.8 V Hybrid — still doesn’t quite hit that “sweet spot” price mark at P1,650,000, but it’s pretty darn close.

First off, it looks great from any angle.

Despite the “Corolla” nomenclature, it doesn’t really exude a lot of similarities with its sedan namesake on the outside. Its wide grille, rounded curves, flared wheel arches, large 225/50 R18 wheels, and sculpted side profile give it enough character to allow it to stand as its own design philosophy. Size wise, it’s meant

to slot in between the Toyota CH-R (which isn’t offered here), and the larger Toyota RAV4, putting it in the same company as the Honda HR-V, Kia Seltos and the like. It’s based on the same GA-C platform as the current-gen E210 Toyota Corolla, but its wheelbase is shorter than the sedan variant, matching instead the 2,640mm length of the Corolla hatchback sold in Japan. For reference, the current Corolla Altis has a wheelbase of 2,700mm and a length of 4630mm, while the Corolla Cross is shorter with a length of 4460mm. This may explain why the interior space feels a bit smaller when compared to the Corolla Altis. Design-wise

though, it almost seems as if Toyota hit the copy-paste button on the Corolla Cross, as their interiors are extremely similar to one another. That’s far from a bad thing however, as you’ll find a very cohesive cabin layout comprised of high quality materials, a sharp 7-inch digital instrument cluster and the kind of excellent build quality we’ve come to expect from Toyota, and from vehicles at this price point. This top-of-the-line Hybrid variant comes with leather seats that are 8-way power adjustable for the driver and 4-way manually adjustable for the front passenger. It’s worth mentioning that the Corolla Cross is equipped with a foot parking brake as opposed to the Corolla Hybrid’s electronic parking brake.

Both serve to free up space from the center island, but it’s possible that Toyota went this direction for the Corolla Cross to cut costs a bit. The rear seats are best suited for two passengers given the slight rise in between the two rear seats and the general shoulder width available. The Toyota Corolla Cross offers 440 liters of available cargo room with the second row seats up, and while the seats can be folded down for even more room, the raised floor in the second row (where the batteries are stored) prevent the seats from folding flat. The real highlight for me is Toyota’s use of a new infotainment system. In-car entertainment was never one of Toyota’s strong suites, so it’s great to see that Toyota is finally stepping their game up in this department. The Corolla Cross is equipped with 6 speakers connected to an 8-inch infotainment system that now supports Android Auto and Apple CarPlay — a trend I definitely hope continues into the rest of the Toyota lineup.

Powering the Toyota Corolla Cross Hybrid is Toyota’s 2ZR-FXE 1.8-liter engine combined with an electric motor for a combined output of 120 hp and 105 lb-ft of torque paired to a continuously variable transmission. Despite the lower figures compared to its gasoline-only sibling variant, the hybrid pulls extremely well from stop, and continues through the rev range smoothly. Don’t expect any neck-breaking sprints, however, as the Corolla Cross is geared towards a more refined driving style, where

easing into the pedal is rewarded with a quiet, relaxed pace. The rear suspension, despite using a modified torsion beam setup, returns a cushioned, comfortable ride through various road conditions. Its smaller dimensions also allow it to be quite nimble, with just a hint of body roll present through spirited driving on corners and quick lane changes. Overall, the Corolla Cross hybrid is a surprisingly enjoyable drive — one I wasn’t expecting from a car that doesn’t over-emphasize its sportiness

compared to other offerings in the segment.

Safety, is of course, excellent, which seems to be Toyota’s main focus point among its new releases. It comes with Toyota’s Safety Sense suite which includes a pre-collision detection system, lane assist, lane departure alert, and adaptive cruise control. Blind spot monitoring, rear cross traffic alert, ABS, stability control, hill-start assist, and a rearview camera are also standard, as are seven airbags, making the Corolla Cross hybrid a standout in safety.

SPECIFICATIONS — 2021 Toyota Corolla Cross 1.8 V Hybrid Engine: Inline-4, 1798 cc, dohc 16V, Dual VVT-i, Atkinson-cycle, 2 Permanent-magnet synchronous AC, 7 and 71 hp, 30 and 120 lb-ft, 1.3-kWh nickel-metal-hydride battery pack, eCV | Max Power: 97 hp @ 5200 rpm (120 hp combined with EV) | Max Torque: 105 lb-ft @ 3600 rpm | 0-100 km/h (0-62mph): 11.2 sec. | Top Speed: 200 km/h (125 mph) Governed | Fuel Mileage: 23 km/L Highway, 15 km/L City (1,081-kilometer potential fuel range) | Price as Tested: PhP 1,650,000.00 | Plus: Comfortable, ample power, fun to drive, excellent safety and infotainment features. | Minus: Still a little pricey for the segment. |

Rating: 9.5/10

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The Drives

BMW F 900 R STYLE SPORT The Two-wheel Generalist Standard

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

EVER SINCE BMW MOTORRAD began promoting its all-new naked sport middleweight earlier in the year, the F 900 R, I pined to throw my leg over its alluring and slim proportions.

Sure, there are much quicker and faster bikes available in the market, from BMW’s own stable and its competition’s, but the F 900 R, especially in our test unit’s top-spec Style Sport variant dressed beautifully with the Hockenheim Silver Metallic with Racing Red combination and contrasting gold forks and gold ZF rear suspension reservoir and control unit, is simply the most balanced and most usable for our Philippine riding environment.

With an impressive 105 bhp and more importantly 68 lb-ft of torque (64 lb-ft is available at 4500 rpm) produced from a compact and light inline-2-cylinder engine managed by your wrist, the F 900 R is hugely capable and dynamically rapid. The packaging is phenomenal with superior bang for your hard-earned buck. I wish the BMW cars were

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similarly packaged in our market with more attainable prices.

The overachieving and modest sounding engine would not shine so bright if it weren’t melded with such a fabulous chassis. The new 895cc engine has a unique 270/450-degree firing order designed to represent the characteristics of a V-twin motor. The narrow engine is so potent and athletic that it pulls as hard as many inline-4 engines with less revs so you can travel at the same pace as the bigger guys while consuming less fuel with less unnecessary drama so you can focus on the wonderful riding experience and surgical handling.

The standard features on the BMW F 900 R Style Sport are the configurable 6.5-inch color TFT instrument display with Bluetooth connectivity, keyless ride, adaptive LED headlight (the turning light switches on automatically when the bike starts to lean from 7 degrees and at speeds of over 10 km/h with additional illumination activated from a

banking angle of 25 degrees), LED taillights, LED turn indicators, Automatic Stability Control (ASC), ABS+ABS Pro for cornering, Dynamic Traction Control (DTC), Dynamic Electronic Suspension Adjustment (Dynamic ESA), Gear Shift Assist Pro (clutchless up- and downshifting with auto-blipping), Riding Modes Pro (Rain, Road, Dynamic, and Dynamic Pro), and Dynamic Engine Brake Control, and engine drag torque control.

One of the neat practical weight-saving and balance measures applied to the F 900 R is the world’s first application on a motorcycle of a welded plastic fuel tank mounted between the seat and the steering head that is 60% lighter than a traditional steel tank. I’m not one of those riders that zip in and out of traffic. Since I was a kid riding in the early 80’s until now, I may ride spiritedly but never recklessly. I ride as if I’m both invisible and in a car. I love the feeling of freedom and the brilliant visceral experience that you can only get on two-wheels so the BMW F 900 R for me is perfect. You get the sense of old and new with the bonus of current technologies to make the riding experience safer while simultaneously being able to explore more with no compromises.

The clutchless shifting for example works really well with the Gear Shift Assist Pro quick-

shifter, but I still end up shifting the old way out of habit.

One particular feature that I really appreciate at my age is the electronic suspension (Dynamic ESA) that allows you to adjust remotely the rear spring preload using the rocker switch on the left-hand switchgear.

So, you can make the rear more compliant on choppy road surfaces, and sporty when required. I’m a chunky vertically challenged guy so even if the standard 815 mm seat was alright, I would be more comfortable with the optional 790 mm seat. The rear pillion is also not too welcoming for rear passengers but I am

glad that the option exists nonetheless and the neat rear cover looks great when riding solo.

Weighing in at 211 kg., the BMW F 900 R Style Sport is heavier than it feels and looks on the move. The F 900 R really is a very easy and forgiving steed to ride. There is a dedicated button on the left switch-block that can be used at any time to deactivate the stability control systems if you want to pop the front wheel like a fool or do foolish burnouts in place. The Riding Modes Pro suite of the Bimmer gets you Rain and Sport plus Dynamic, and Dynamic Pro settings. Riding Modes Pro also gives you a Sport screen function that

changes the display of the TFT screen to show your steepest lean angle, DTC intervention indicator, and brake pressure indicator.

Downloading the BMW App will also allow you to track your rides in real time, showing your cornering speed, lean angle, and even where you applied the brakes.

The essentially powerful Brembo radial 4-pot front calipers squeeze a pair of 320 mm (12.6inch) drilled brake rotors while the single drilled rear is a 265 mm (10.4-inch) rotor with a singlepiston caliper. The clutch is a simple cable affair rather than hydraulic, while the brake master cylinder is made by Nissin. The F 900 R runs on excellent standard fitment 120/70R17 58W front and 180/55R17 73W Bridgestone Battlax Hypersport S21F tires that are tenacious and confidence inspiring on dry and wet roads. Front wheel travel is 135 mm and the rear is 142 mm which expertly supports rider comfort even on roads littered with imperfections.

The BMW F 900 R Style Sport may have earned the 16th C! Award for best naked middleweight in its class but it is way more than that. It is the best generalist premium motorcycle standard for our market that richly rewards both new and experienced riders. Like its other BMW stablemates, it is covered by a 5 year/500,000-kilometer warranty and available at all six BMW Motorrad dealers, nationwide.

SPECIFICATIONS — 2020 BMW F 900 R Style Sport Engine: Liquid cooled with thermo fan, 895 cc, Inline-2 cylinder, 4 valves, EFI, DOHC, wet-sump, 6-speed MT | Max Power: 105 bhp @ 8500 rpm Max Torque: 68 lb-ft @ 6500 rpm | 0-100 km/h (0-62mph): 3.6 sec. | Top Speed: 212 km/h (132mph) | Fuel Mileage: 4.2L/100km overall | Price as Tested: PhP 775,000.00 Plus: Very nimble and effortless, abundant safety and dynamic active measures, handsome, efficient, characterful. | Minus: A lower 790 mm optional seat for vertically challenged baleen whales like me. |

Rating: 10/10

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The Drives

BMW C 400 GT The Urban Assault Tool Words by Kevin C. Limjoco Photos by Andréas N. Delos Reyes

LEAVE IT TO BMW to produce such a goodlooking, desirable, and well-rounded midsized premium scooter. Though the model name states C400, the single-cylinder engine is actually displaced at 350 cc which unfortunately disqualifies the big scooter from being legally allowed on our Philippine highways which has a strict minimum displacement requirement of 400 cc. I would like to note with respect and distinction that despite the official BMW Philippines distributor owning and operating the majority of highways on the island of Luzon, they still strictly follow the law even if it actually compromises their motorcycle business. For the record, the only other country in the world that has a stricter engine displacement policy for two-wheel vehicles is Taiwan, which has an even higher restriction at a minimum of 550 cc. The only other location with a similar

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policy is India but their restrictions are at a more reasonable 350 cc displacement. Most countries regulate by power and speed.

I completely understand and appreciate our Philippine law that only allowed motorcycles on the highway in 2001 since the vast majority of the motorbikes up until that point were significantly smaller and were ridden by mostly untrained and inexperienced riders.

The big bike industry was available in small quantities and only a very small percentage of riders could afford what was available.

But much has changed since then. Today every brand has a range of high-performance products in their stable that produce more power while providing more safety than their equivalent motorcycles in the past.

A concrete example to compare power and safety with the BMW C400 GT is my very own old 1981 Honda CB400 Twin Hawk that I had in high school in the 80’s. The C400 GT makes a bit more horsepower and more torque while providing better fuel economy. It has vastly superior braking through the powerful brakes with full ABS and Automatic Stability Control (a trio of 265 mm drilled rotors, the front squeezed by BYBRE four-piston radial-mount calipers and the rear a single-piston floating

1981 Honda CB400 Hawk

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caliper), full-LED lighting compared to a sealed halogen bulb, on wider tires with higher traction (my rear tire on the Hawk matches the width of the front tire of the BMW, 120/70R15 56S front & 150/70R14 66S rear Pirelli ANGEL Scooter tires speed rated to 180 km/h), though the Bimmer is actually heavier by some 60 pounds.

You can adjust the rear spring pre-load though for weight and height, the standard factory settings were already optimal for me. As with most CVT scooters, which ride as if they have a single very long gear, peak revs up to 7500 rpm are mostly experienced with aggressive riding up to its top speed.

Peak torque at 6000 rpm may feel high in the range, but the torque spread is very linear that even at 4000 rpm 85% of maximum torque is already available so riding in its element in the urban jungle is extremely effortless. When the opportunity presents itself, and you really open it up, the C400 GT is plenty stable and swift. The maneuverability is very good despite its heft and size but I wouldn’t want to keep looking for gaps in heavy traffic. Thankfully, the exhaust note is non-intrusive and even subtle, with enough bark to remind you that it is still a BMW. Ironically, I had to get used to riding without a clutch so for the first few minutes of riding I would automatically use my left hand to depress the left lever that controls the rear brake. The seat is very comfortable and supportive. The flat footboards are well designed. Rear passengers could benefit from an optional rear backrest for long journeys.

The neat 6.5-inch fully digital TFT instrument panel has some minor user configurability with Bluetooth connectivity, but I honestly did not like the graphic representations, especially the tachometer in the Urban view setting. I would prefer the more straightforward analog speedometer system with multifunction display without connectivity offered in other markets, it is less distracting and all the data I want to see is swiftly accessible. The innovative feature of BMW's 'flexcase' luggage system underneath the seat is very usable for expanding cargo capacity other than just accommodating a full-face helmet. The lockable dual storage compartments in the fairing are also very usable. The LED lighting not only looks cool

but also is thankfully very powerful, so even night travel is very confidence inspiring.

The overall handling of the C 400 GT is impressive; the suspension tuning is firm, sometimes jumpy but ultimately planted. The frame is a tubular steel cradle unit designed to be stable at high speed yet nimble at low speed and has a die-cast aluminum swingarm pivot area. The rear has 120 mm of travel. The forks are 35 mm conventional units with 110 mm of travel, held by robust triple-clamps. The engine and drivetrain are separated from the frame with a unique damping mounting system to give motorcycle-like handling. The BMW

C 400 GT weighs approximately 212 kg wet.

The rake is 63.4º and castor 81 mm, wheelbase is 1565 mm, seat height is 775 mm and fuel capacity is 12.8 liters with 4 liters of reserve.

The wheelbase is 1565 mm, width 835 mm, height 1437 mm, and overall length 2210 mm.

Ultimately, the 2020 BMW C 400 GT is a fabulous mid-sized premium scooter that performs very well and is effortless to ride.

The deepest frustration with it is simply that it cannot travel legally on the highway which hugely diminishes its overall usability and long-distance touring, however as an upscale urban mobility solution, it is remarkable.

SPECIFICATIONS — 2020 BMW C 400 GT Engine: Liquid cooled with thermo fan, 350 cc, 4-stroke single cylinder engine, 4 valves, EFI, SOHC, wet-sump, CVT | Max Power: 34 bhp @ 7500 rpm Max Torque: 26 lb-ft @ 6000 rpm | 0-100 km/h (0-62mph): 9.4 sec. | Top Speed: 140 km/h (87 mph) | Fuel Mileage: 67 mpg (3.5L/100km) overall Price as Tested: PhP 595,000.00 | Plus: Handsome, effortless use, abundant safety measures, comfortable, efficient, a properly dynamic performer. | Minus: 350cc engine short of being qualified to use highway, C 650 GT is the ultimate super scooter to have. |

Rating: 9.5/10

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TOYOTA HILUX 2.8 4X4 CONQUEST The Unbreakable World Favorite Compact Pick-Up Words by Kevin C. Limjoco Photos by AndrĂŠas N. Delos Reyes DEEP INTO ITS 8TH generation model series, the newly facelifted Toyota HiLux solidifies its position in the world as the most popular, most durable, and most celebrated compact pick-up truck. Toyota Philippines offers an incredible 17-variant range for the 2021 HiLux from fleet models beginning at P936,000.00 to our topspec 2.8-liter 4x4 Emotional Red Conquest model at P1,850,000.00. The IMV platform once again carries on but with a long list of significant improvements. The new HiLux design updates are inspired by the North American 4Runner and Tacoma models.

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Our test unit, the 2.8 4x4 Conquest with automatic transmission in signature Emotional Red is the most expensive variant in the model series. The contrasts are good in red but I would prefer the less exuberant and common Super White II colored 4x4 AT Conquest variant which costs P20,000.00 less and is identically specified. In fact, there are three other new colors available at the lower price: Nebula Blue Metallic, Attitude Black Mica, and Grey Metallic. There are more affordable Conquest variants available using the 147 bhp / 295 lb-ft 2.4-liter turbodiesel engine, 4x2, and using the 6-speed manual with iMT (Intelligent Manual Transmission).

When matched with a 6-speed manual transmission, torque in the uprated 2.8-liter is reduced to 310 lb-ft but the powerband is more elastic from 1400 to 3400 rpm. The updated LED headlights and taillights are complemented by new fascias on both ends, improved steering and handling response, unique body cladding, the best instrument display in its class, ambient lighting trim

for both front and rear doors, an excellent new best-in-class sounding 6-speaker infotainment system, 7 SRS bags, new gloss black 18-inch alloys wrapped with well performing 265/60R18 110H Bridgestone Dueler H/T 684 II tires, and substantially improved overall NVH. With significantly more power and torque from its dependable 2.8-liter turbodiesel (201 bhp @ 3400 rpm and 369 lb-ft @ 1600-2800 rpm, Toyota engineers improved performance and fuel economy by adopting a larger, heavy-duty turbocharger with a ball-bearing cartridge for crisper and stronger throttle response, and a new common-rail injection system with a higher maximum fuel pressure of 250 MPa.) mated to a recalibrated 6-speed automatic transmission, the HiLux Conquest accelerates from 0-100 km/h in 9.8 seconds with a top speed of 198 km/h, making it the swiftest, most full-featured, and most dynamic mid-size Toyota pick-up ever. It is also more fuel efficient as well by as much as 11.2 %.

It also tows 300 kilos more payload than its

The Drives

predecessor can. It is hugely capable, reliable, and comfortable and is even better suited for our jungle off-road trailing adventures than the Ranger Raptor. The top-spec 4x4 Conquest gets unique over-fenders, a matching rear sports bar, a bedliner, tailgate assist, generous rear box strapping hooks/mounts and Conquest badges on the rear quarter panels.

Stepping inside, there are new interior accents and detailing to distinguish the latest

iteration from its pre-facelifted version. A new 8-inch touchscreen display for the 4x4 Conquest now supports Apple CarPlay®4 and Android Auto™5 connectivity. The rear camera works reasonably well but it would be better with a 360-degree feature. Other good standard features include a smart key, pushbutton ignition, automatic climate control, cruise control, automatic speed-locking door locks, rear ISOFIX mounts, and additional

front seat pockets with rear seat hooks mounted on them.

Being a global vehicle, the updated HiLux was developed by an enormous international team that retuned the chassis, achieving a very tangible improvement in ride quality when driving especially without a load, along with more responsive handling and even greater stability when towing. The steering calibration has been revised for better low speed maneuverability and parking while creating a better feel at speed. The new variable-flow control power-steering pump improves fuel economy while delivering a more natural driving feel that varies depending on the driving conditions. The front 319 mm (12.6-inch) vented discs are handled by 4-pot calipers while the rear is managed by a 295 mm (11.6-inch) drum with leading and trailing shoes. For off-road use, the approach angle is 29 degrees, departure angle at 27 degrees, and the rated wading depth is 700 mm. Managing the 4-wheel drive system remains easy and effortless with a singular knob supported with Auto Disconnect Differential and mechanical differential lock.

The newly designed instrument dials are handsome and sit on either side of the 4.2-inch multi-information display, which incorporates a digital speed readout, among other new functions. The seat designs and materials are high-grade and will certainly have long duty.

As before, selecting the toggled drive mode to ECO reduces throttle response in favor of fuel economy and reduces power consumption for heating and cooling, and POWER to create maximum response for a more engaging drive.

The suspension has revised attachment points, new spring rates, new shock absorbers and new suspension bushes as well as revised cabin mounts. Self-lubricating rubber is adopted on the rear shackle bush for increased ride comfort. Vehicle Stability Control, Hill-Start Assist Control and Downhill Assist Control are standard in the 2.8 4x4 Conquest.

If you don’t require a super truck but instead a heavy-duty reliable workhorse that ticks all the boxes, the segment sales champ will serve you perfectly.

SPECIFICATIONS — 2021 Toyota HiLux 2.8 4x4 Conquest Engine: Inline-4, 2755 cc, dohc 16V, Direct Injection Intercooled Variable Nozzle Turbodiesel, 6-speed AT | Max Power: 201 bhp @ 3400 rpm Max Torque: 369 lb-ft @ 1600-2800 rpm | 0-100 km/h (0-62mph): 9.8 sec. | Top Speed: 198 km/h (124 mph) | Fuel Mileage: 15.4 km/L Overall Price as Tested: PhP 1,850,000.00 | Plus: Exemplary build quality, best sounding infotainment system in its class, best HiLux ever, strong engine, improved NVH and ride compliance, smoother transmission, desirable packaging, more fuel efficient, the new segment standard. | Minus: Choppy ride at times, LED headlights are lovely but the throw could be better optimized for better real-world visibility, needs more USB ports and rear a/c air vents. |

Rating: 9.5/10

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GEELY LISTENED, AND THEY DELIVERED PAOLO DE BORJA PHOTOS N I C O L A S A . C A L A N O R WORDS

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NO LONGER ARE OUR OPTIONS LIMITED TO WHAT THE SOMETIMES-OVERPRICED MODELS OF WHAT ESTABLISHED BRANDS HAVE TO OFFER. Aside from wider selections, people carriers such as Multi-Purpose Vehicles (MPV) have come a long way from its purely utility roots. Convenience features such as infotainments systems, faux leather seats, and driver assistance technology have come into play in recent years.

All this while distinguishing themselves from crossovers and SUVs with a more affordable price tag. With its recent launch of the Okavango 7-Seater, Geely Philippines looks to take a lead in such criteria. At a price ranging from PhP 1.2 million to just below PhP 1.5 million, the Okavango slots in at an interesting area as it touches both crossovers and the top variants of a number of MPVs. Now, Geely Philippines has labeled the Okavango as a mid-sized crossover but it could also be argued as an MPV. And there’s nothing wrong with that.

Geely has had a remarkable presence in the local market since its arrival not too long ago. The Coolray has catapulted itself atop the compact crossover segment with regards to sales and appeal to the general consumer. It’s one of the few China-branded cars that Filipinos have learned to appreciate. And for good reason, it’s a car that they are willing to bet on. The stylish exterior along with the pleasant and European-like interior truly capture the attention of most. This was followed by the release of the Azkarra in early 2020 — providing a capable rival to heritage models such as the Toyota RAV4, Honda CR-V, and the Subaru Forester to name a few. The Okavango is no different and strategically slots in in-between the two commendable models. And it’s interesting that they added a new variant in the Urban Plus roughly just three months after the model was introduced in the Philippines. But we’ll get more to that later.

Under the hood of the Geely Okavango is still a 1.5-liter inline-3 turbocharged gasoline engine that’s connected to a 7-speed wet dual-clutch transmission. Yes, a 1.5-liter motor powers this 1,590

kg significantly-sized MPV. It’s of course worth mentioning that the engine is assisted by a 48-volt mild hybrid system. The gasoline engine alone makes around 170 bhp but total output is bumped up to 190 bhp when coupled with the mild hybrid system.

The predictability of the power is quite commendable even in lower speeds. It does not suffer from lags. That’s the mild hybrid system at work. Personally, I’ve had some reservations with dualclutch transmissions on regular cars, crossovers, or MPVs such as this after testing. However, the 7-speed on the Okavango strays away from this observation as it was smooth and didn’t suffer from jerkiness even when rolling from a full stop or while crawling in heavy traffic. Overall, the Okavango is a positive surprise when it comes to the way it drives considering the small motor. The marriage of the engine (with the mild hybrid) and the gearbox is something to look forward to.

Outside, this new Urban Plus variant flaunts slightly updated LED headlamps. The daytime running lights have been moved from the bottom to the middle of the front lamps. Looking very

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2021 GEELY OKAVANGO URBANPLUS Engine: Inline-3 Location: Front, Transverse Displacement: 1477 cc Cylinder block: Aluminum Cylinder head: Aluminum, dohc 12V, 4 valves per cylinder, Atkinson-Cycle, 48-Volt Electric Motor Synergy, Dual-VVT Fuel Injection: Direct Injection Intercooled Turbo Max power: 190 bhp @ 5500 rpm Max torque: 221 lb-ft @ 1500-4000 rpm Transmission: 7-Speed Wet Dual-Clutch Drag Coefficient: 0.32 Front suspension: Independent MacPherson Strut Rear suspension: Torsion Beam Fuel Capacity: 52 liters (13.7 gallons) L x W x H: 4,385 mm x 1,900 mm x 1,780 mm Wheelbase: 2,815 mm Brakes: Front: 10.8” (274 mm) Ventilated Discs Rear: 10.2” (259 mm) Solid Discs With ABS, EBD, Vehicle Stability Control, Hill Descent Control, Hill Start Assist Wheels: 18" x 7J Alloy Tires: 225/55R18 95V Continental UltraContact UC6 Weight: 1,385 kg (3053 lbs.)

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 1,478,000.00

similar to headlamp designs of the Volvos. This new grade of the Okavango also adds new Active LED headlights wherein the front lights follow the direction of the steering wheel. Such a feature that can be seen in more premium models and definitely speak of how Geely promises a well-integrated, complete package.

Aside from this, nothing has changed compared to previous variants. The exterior still has that shape that will always leave you thinking whether to classify it as an MPV or crossover. It also has an interestingly designed roof rail that is subtle and goes well with the shape of the vehicle. It did not at all hamper the aerodynamics or compromise NVH levels inside the car at higher speeds.

The most significant selling point of the Okavango is its value-for-money. A top-of-mind direct competitor for this one would be the fully-loaded Toyota Innova V. And equipment-wise on the interior, the Okavango definitely comes out on top in many aspects. It’s equipped with the 360-degree panoramic cameras that people adore about Geely Philippines’ lineup. The crisp and accurate resolution is arguably one of the best in the market to date. The tri-zone climate control system is also something worth noting here. On safety features, this new Urban Plus variant has the same number of airbags as the Urban with six throughout the cabin.

The faux leather seats, appealing construction of the dashboard with soft-touch material, silver accents, and 10.25-inch infotainment with QD Link also remain on the Urban Plus. But look up and you’d notice the

Overall, the Okavango is a positive surprise when it comes to the way it drives considering the small motor.

The marriage of the engine (with the mild hybrid) and the gearbox is something to look forward to.

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The most significant selling point of the Okavango is its valuefor-money. A top-of-mind direct competitor for this one would be the fully-loaded Toyota Innova V. And equipment-wise on the interior, the Okavango definitely comes out on top in many aspects.

C! RATING 9.5 ⁄ 10 PLUS

Upgrades worth PhP 150,000 are justifiable, active headlights and moonroof are welcome additions, plus a spacious third-row

MINUS

Steering could be light for some

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addition of a moonroof for the Urban Plus. The addition of this feature after only four months since the model launch speaks of Geely Philippines’ proactive efforts in listening to what the market wants. It simply made sense to include a moonroof considering the empty and lengthy ceiling the Okavango had prior to this new variant. It’s also equipped with the 8-speaker set-up similar to what the Urban variant and Azkarra have. What’s also surprisingly new on the Urban Plus’ interior is the new layout for the fully-digital instrument cluster. In our previous drive with the Urban variant, we mentioned how the aesthetics on the speedometer could have benefited from an actual needle — even on a digital cluster. The crispness of the display is similar to what some European models offer. For those who still yearn for some analog, the Okavango’s rival in the Maxus G50 offers an opulent mix of physical details with the digital screen.

One of the more interesting things on the Okavango is on the configuration of the second-row seats. Usually, crossovers and SUVs utilize a 60:40 split on the second row. On the Okavango, however, it has adapted a “33-33-33” setting as there are three separate seats for the three occupants. This leads to wider configuration options. It’s definitely much easier to slide and fold one seat to enter the third row of the vehicle. The lever on the top of the seat allows the either side of the second-row seats to slide without folding. Each seat can be slid to allow more space for the third-row occupants. Speaking of third-row seating, the Okavango offers one of the most impressive legroom and headroom in the market. The non-sloping roof design of the vehicle definitely benefits interior space and comfort. Third-row passengers can also enjoy their own air-conditioning vents, cupholders, and actually use cubby holes for their smartphones or small objects.

At a price of PhP 1,478,000, the Geely Okavango Urban Plus is a fully-equipped, well-balanced, and strategically priced vehicle that deserves the attention of those in the market for an MPV or a crossover who value practicality but also place importance on equipment and drive. The PhP 150,000 price difference from the Urban is thinly justifiable with the addition of Active LED headlights, moonroof, and an updated instrument cluster layout. The moonroof alone may cost around PhP 50,000 in the aftermarket scene. The Geely Okavango Urban Plus indeed strives to become a new role model in a competitive and growing segment that even established rivals will have to watch out for.

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C! PICKS

CARS THAT ARE SHAPING THE FUTURE Lockdown or not, 2020 was an eventful year when it came to local car launches. Multiple crossovers and SUVs, fresh variants of established models, and even a new manufacturer in Changan were rolled out. The introduction of such cars has further widened the options for those in the market for a new ride; making the selection process even more challenging. But that’s a good problem to have. For this issue’s C! Picks feature, we compiled some of the models launched in the past 12 months and discuss their place in the local automotive market at the present and for the future.

C! PICKS

CARS THAT ARE SHAPING THE FUTURE

PICKUP

Toyota HiLux 2.8 4x4 Conquest Price: PhP 1,850,000.00

Kevin C. Limjoco President / Founding Editor / Editorial Director

THE HEAVILY UPDATED new Toyota HiLux 2.8 4x4 Conquest may not have the trick Fox suspension setup, drivetrain, and brake system of the Ford Ranger Raptor Super Truck, but it has everything else and more while costing P148,000.00 less using this top-spec Emotional Red Conquest variant. The Super White II colored 4x4 AT Conquest variant, which I would prefer, costs another additional P20,000.00 less. The updated LED headlights and taillights are complimented by new facias on both ends, improved steering and handling response, unique body cladding, the best instrument display in its class, an excellent new best-in-class sounding infotainment system, new 18-inch alloys, and substantially improved overall NVH. With significantly more power and torque from its dependable 2.8-liter turbodiesel (201 bhp @ 3400 rpm and 369 lb-ft @ 16002800 rpm) mated to a recalibrated 6-speed automatic transmission, the HiLux Conquest accelerates from 0-100 km/h in 9.8 seconds with a top speed of 198 km/h, making it the swiftest, most full-featured, and most dynamic mid-size Toyota pickup ever. It is more fuel efficient as well by as much as

11.2 %. It can tow 300 kilos more payload than its predecessor as well. It is hugely capable, reliable, and comfortable, and is even better suited for our jungle off-road trailing adventures than the Ranger Raptor.

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C! PICKS

CARS THAT ARE SHAPING THE FUTURE HERE’S A BOLD PREDICTION:

SUBCOMPACT CROSSOVER

Kia Stonic 1.4 EX Price: PhP 925,000.00

subcompact crossovers will eventually render subcompact sedans obsolete. It may happen, or I may be an idiot, but consider this. Subcompact crossovers have been getting a lot more competitive lately, so much so that their pricing now pretty much matches those of the subcompact sedan (the Kia Stonic, for example, starts at PhP 735,000). And with prices so close to each other, you get more room, more flexibility with luggage storage, greater luggage capacity, and more often than not, slightly higher ground clearance, all with the same features, if not a bit more in some models. The Kia Stonic

is an excellent example of this, with 6 speakers and an 8-inch touchscreen with Android Auto and Apple CarPlay available even with the base model 1.4 LX MT! These subcompact crossovers are also just as enjoyable to drive, just as easy to zip through traffic, and just as easy to maintain. If this trend continues, then we might just eventually see an evolution of the subcompact sedan because I honestly no longer have a reason to get one over a subcompact crossover.

Chris Van Hoven Managing Editor

COMPACT CROSSOVER

Ford Territory 1.5 EcoBoost Titanium+ CVT Price: PhP 1,299,000.00

EXPLORING OPTIONS in the brand-new car market nowadays go beyond powertrains, fuel efficiency, and maintenance. Modern consumers now also place a high priority on convenience and driving assistance features a car offers; not to mention keener eyes on overall styling and interior pleasantries. Enter the Ford Territory. There’s nothing out-of-theordinary when considering the powertrain of the new crossover. It’s equipped with a 1.5-liter EcoBoost engine and a CVT. Where the Territory impresses is on its exterior styling and overall package inside. On this range-topping Titanium+ are LED headlights, LED signal lights, and daytime running lights.

If you think the stance resembles that of the Explorer’s, you are not wrong. The wide dimensions, chrome details, two-tone 18-inch wheels, black cladding, and faux skid plates definitely make it look more premium than what its segment suggests. Take a step inside

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and you’d be welcomed by a pleasant interior complete with all the tech you might ask for.

The soft-touch material on the dashboard is complemented by a properly-finished wood trimming. The same soft material can be found on the door sidings as well. The Territory also has a moonroof to complement the lifestyle ambiance the crossover aims for. The 10-inch infotainment system is equipped with wireless Apple CarPlay and Android Auto functionality, which were easy to use by the way. The screen isn’t all about size though as the 360-degree

camera system has one of the most crisp and clearest displays in the segment. And at a price of PhP 1,299,000, the Ford Territory certainly looks like a bargain in an increasingly popular compact crossover segment.

Paolo de Borja Deputy Editor

C! PICKS

CARS THAT ARE SHAPING THE FUTURE MIDSIZE CROSSOVER

Geely Okavango Urban Price: PhP 1,328,000.00 EV

Porsche Taycan Turbo S Price: POA

WHEN I RECEIVED the title of this issue’s C! Picks segment, it certainly tickled my fancy.

Given the year we just went through and the ever so present task of reversing climate change, “Shaping the Future” has never been more relevant.

With that in mind, I focused on the mainstream auto-makers that are participating in electric vehicle racing because when these “big boys” battle it out on the racing track, the technology development moves at lightning speed.

Improvements in range, batteries, chargers are the obvious ones and there are many other unnoticed bits of technology that are put on hyper mode when all that human and financial resources focus in a fiercely competitive environment.

As it were, with better technology at more affordable prices, it has made it clear that the world’s auto industries are moving to an electric future. Many have already produced and sold mainstream models, while others have even started selling full ranges of electric car models.

Given that one of the criterias we have set in this C! Picks segment was that the car we choose should have been available in the country in 2020, I chose the Porsche Taycan Turbo S. The full electric sports car became available late last year, firmly situated in the premium 4-door sedan but smaller and shorter than a Panamera. A premium, high-performing automobile that is carving its way to the new frontier that lies ahead.

Georges B. Ramirez Senior Editor

IS IT AN SUV? IS IT AN MPV? These are the questions that come to mind when we think of the Geely Okavango.

Unveiled in the country last October 2020, the Okavango presents itself in a midsize SUV-like shape and form.

Yet unlike the likes of the pickup-based Montero Sport or Fortuner, the 7-seat Geely rides on a unibody, monocoque platform. In plain English, this translates to a more comfortable ride, more MPV/car-like driving dynamics, and MPV-like passenger and cargo versatility. It’s even got a completely flat floor that can fit an inflatable bed with both second and thrid row seats folded.

Apart from these, the Okavango gets its motivation from a 1.5-liter, three-cylinder turbo gasoline engine paired with a 48V Belt Starter Generator or mild hybrid assist

Gerard Jude L. Castillo Associate Online Editor

system, putting out 190bhp and 221lbft of torque, sent to the front wheels via 7-speed wet DCT. This gives it adequate thrust that is smooth and comfortable in the city and on the open road.

All told, the Okavango is for the Filipino family looking for both SUV style and MPV versatility. Plus, its PhP1,328,000 pricetag won’t break the bank.

I MAY HAVE BEEN DUBBED as the

SUBCOMPACT

Nicolas A. Calanoc Executive Editor

Honda City RS Price: PhP 1,058,000.00

“Off-Road Guy” here in the C! Team, but deep in my heart, I will always appreciate and probably be seen in a sedan. Simply put, sedans just ride better around the concrete jungle, both in a plush sense and in a driving sense.

In the subcategory of sedans, I believe that the subcompact class is a fine balance between something big enough to haul but small enough to handle. This is where the Honda City fits in nicely for me.

I believe looking forward and seeing how the world has changed, the Honda City fits the bill of what most potential car owners need without costing an arm and a leg while having the creature comforts that make driving such an enjoyable experience versus cars that haven’t even turned 5 years old.

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2021 LEXUS IS350 F SPORT

SETTLING SCORES, THE SHOGUN WAY WORDS

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KEVIN C. LIMJOCO

PHOTOS

ANDRÉAS N. DELOS REYES

Feature

THE FRESHLY REIMAGINED NEW 2021 LEXUS IS SERIES IS A CORNUCOPIA OF GOODNESS AND FAMILIARITY. The best bits were retained or refined with the most obvious change being its exterior design. The standard 3rd generation (XE30) chassis length was retained but the body, suspension, and mounts were upgraded. Our top-spec IS350 F Sport test unit in White Nova Glass Flake exterior and tastefully contrasting Flare Red leather with Piano Black Metallic interior trim has almost everything you would want in a sporty luxury compact executive sedan. The only two optional features not included in this outstanding new Lexus is

the mechanical Limited Slip Differential and the incredible Mark Levinson 1,800-watt 17-speaker system that can be enjoyed in the larger and more opulent ES350. Other markets get a more expansive list of variants that include AWD, a 6-speed automatic or eCVT transmission, a 241 bhp 2.0-liter turbocharged engine, a 260 bhp 3.5-liter V6 and a hybrid. We get the best of the best for our market in two full-featured models, the 312 bhp IS350 Sport at P3,808,000.00 and the brilliant 220 bhp IS300h Hybrid with a 2.5-liter at P3,328,000.00.

Compared directly to its most formidable competition in our market, the current standard in its class in my book, the

BMW 330i M Sport, the Lexus comes with more equipment and technology for almost P800,000.00 less while being more refined and just as dynamically rewarding.

Dimensionally, the new IS-series is 30 mm longer, 30 mm wider, and 5 mm taller than its predecessor. So, despite the exhaustive weight saving measures applied to the new equipment, for example the new adaptive variable suspension system is almost 20% lighter, stabilizer bars are 17% lighter but stronger, control A-arms use forged aluminum instead of steel that are 18 % lighter than before, and even the neat black wheel lug bolts are used instead of traditional nuts saving two pounds per

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Feature corner, the new IS350 F Sport is still over 120 pounds heavier than its predecessor.

But wait! Before you folks gather the pitchforks, please allow me to continue.

The new model may be heavier because of the extra body mass and increased body rigidity (reinforced radiator side supports, increased number of front-side-member weld points, optimized reinforcement structures from the C-pillars to the sides of the roof, more pronounced wider fenders to properly accommodate the larger rolling stock and more), but it does not drive like it’s compromised at all. On the contrary, the new IS350 F Sport is just as quick in a straight line as before but now it is exponentially more mature, more planted, more forgiving, and even more indulgent. The increased rigidity reduced a lot of noise and vibration, and the handling improved in every way.

The enhanced steering response and driver communication certainly helps the experience as well. So even if the potent

V6 powerplant and 8-speed automatic transmission are carried over, every dynamic aspect was keenly honed on the new Toyota Technical Center Shimoyama proving grounds (inspired by the legendary Nürburgring) in Japan’s Aichi Prefecture near Lexus’s global headquarters to craft the very best Lexus IS ever. The final result is astonishing, the best of both worlds, the sharpest and best handling IS350 F Sport that is also the most comfortable even with the 1 inch taller standard wheels and tires that have wider mixed (.5 inches wider up front and 1 inch wider at the rear) alloys and 10 mm wider footprints. It absorbs road imperfections and speed obstacles brilliantly.

Lexus packaged the new Bridgestone Potenza S001L tires that are more comfort biased so they too contribute to creating a rewarding driving experience. Another way to look at it is; you will get to your destination slightly quicker than before but with much less fatigue and more driver satisfaction.

2021 LEXUS IS350 F SPORT Engine: V6 60° Location: Front, Longitudinal 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: 312 bhp @ 6600 rpm Max torque: 280 lb-ft @ 4800-4900 rpm Transmission: 8-Speed Automatic, Rear-Wheel-Drive Drag Coefficient: .28 cd Front suspension: F SPORT–tuned Adaptive Variable Suspension independent double-wishbone-type with coil springs, gas-pressurized shock absorbers and stabilizer bar Rear suspension: F SPORT–tuned Adaptive Variable Suspension independent multi-link-type with coil springs, gas-pressurized shock absorbers and stabilizer bar Steering: Rack-in-Pinion, Electronic Power Steering (EPS) Fuel Capacity: 66 liters (17.4 gallons) L x W x H: 4710 mm x 1840 mm x 1435 mm Wheelbase: 2800 mm Brakes: Front 13.2” (334 mm) ventilated discs with 4-piston calipers / Rear 11.7” (297 mm) vented discs with two-piston calipers, ABS, EBD, BA, Traction & Stability Controls.

Wheels: 8.5J x 19” Front and 9.5J x 19” Rear F SPORT split-five-spoke alloy wheels with Dark Metallic finish Tires: 235/40R19 92Y Front & 265/35R19 94Y Rear Bridgestone Potenza S001L Weight: (kerb) 1704 kg. (3748 lbs.)

Weight Distribution: 53:47 0-100 km/h (0-62mph): 5.9 sec.

Top Speed: 230 km/h (144 mph) Governed Fuel Mileage: 20 mpg City / 28 mpg Highway (9.5 L / 100 km Overall) Price as tested: Php 3,808,000.00

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Mechanical optimal agility and linear dynamic response are already great but the new front seats (10-way power driver and 8-way power adjustable front passenger seat) are also more comfortable and yet more supportive too with standard powered ventilation! The rear seats though feel the same as before, a little on the cramped side however thankfully the results from the overall improvements makes the rear riding experience better. If the rear ride experience is more important for you and you must have a Lexus, then the ES350 is your solution that rivals the rear comforts of luxury saloons costing double. It also comes with a moonroof, unique F SPORT accelerator pedal, brake pedal and footrest, analog clock, and SmartAccess key with push button ignition. Driver Modes that manage throttle, steering, damping, and transmission shift-point responses and behavior are very familiar but now offer more drivercentric customization offering multiple

Feature

C! RATING 10 ⁄ 10 PLUS

The executive sport sedan value standard is back again. Wellequipped, dignified, smoother, more comfortable and dynamically rewarding.

MINUS

No Mark Levinson® 17-speaker 1,800-watt Audio System, parking camera is not panoramic, no Qi-smartphone charging pad, and no LSD.

combinations for powertrain (Normal/ Eco/Power), chassis (Normal/Sport) and climate control energy (Normal/Eco).

In order to maintain the aggressive retail pricing of the IS350 F Sport there had to be some compromises. The standard audio system, for example, is powered by a 296watt amplifier through 10 speakers instead of the optional Harman Kardon system that has a 1,800-watt amplifier using 17 speakers. Thankfully, the standard system still sounds good but it definitely could have been incredible. I am still not a fan of the haptic control touchpad though. The infotainment system with standard Apple CarPlay® and Android Auto™ compatibility is almost six inches closer to the driver than before which is good and the controltouchscreen is 10.3 inches now but the rear-guided camera for parking is not 360 degrees and the output is not very crisp.

The new exterior design is awesome, aggressive and distinctive. The new aerodynamic details are functional as well, including the RC-F inspired grille-bottom air intake that channels air to assist in cooling the brakes. There is a subtle sound generator to help quell undesirable interior sounds and collaborates with the dual exhaust. The triple-beam LED headlights and fabulous new singular LED rear signature lights (the threedimensional form of the rear deck design is

created with a stamping technology called press-in mold construction) look fantastic and function excellently and dramatically.

The dashboard received styling updates too but it is less obvious.

The most irritating sound though comes from the audible traffic warning prompts which should be easier to disable. This is part of the extensive, new, and updated Enhanced Lexus Safety System+ (also known as LSS+) that adds Pre-Collision System (PCS), Frontal Collision Warning (FCW), Automatic Emergency Braking (AEB), Pedestrian Detection and Bicyclist Detection, Emergency Steering Assist (ESA), All-Speed Dynamic Radar Cruise Control (DRCC) that can be activated above 48 km/h, Lane Departure Alert, Lane Tracing Assist (LTA) that provides slight steering force to help steer to the center of the lane, Intelligent High Beams, Road Sign Assist (RSA), Blind Spot Monitor, and Rear Cross Traffic Alert (RCTA).

Even if Lexus is the supreme luxury brand of Toyota, ever since the exotic halo LFA supercar launched in 2010, the team of craftsmen, designers, and engineers have consistently produced genuinely desirable and enjoyable vehicles that justify their acquisition costs. The Lexus IS350 F Sport is a truly excellent sport luxury sedan and once again, it is the benchmark in our market.

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

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

IN PARTNERSHIP WITH

Newport Chronograph

E X TR A TI M E

ICELAND: FIRE AND ICE An island nation in stunning entropy WORDS

PHOTOS

ANGEL S. RIVERO

JAKOB KURC

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B

lack sand beaches, massive glacier tongues, powerful waterfalls, and velvety mosscovered lava fields — these are just a few of the spectacular, defining characteristics of the natural landscape of this island nation. About 11% of the country's total land area is covered by ice, and hence, it sounds only natural that its early settlers named it Iceland. There is a catch, though. Most of Iceland's mighty glaciers (one of them being the largest glacier in Europe, outside of

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the Arctic) hide active volcanoes under their ice sheets! This means that the entire island is constantly undergoing volcanic processes — geologically receding and then growing again, as our other continents may have, during the earlier days of their formation.

And so, ultimately, Iceland is a land of Fire and Ice...a geologist's mecca riddled with active volcanoes and constantly changing formations (which include underground lava tunnels and seasonal caves of ice!) — mostly thanks to its unique location being within the North Atlantic Ocean, along the geologically active continental divide between Europe and North America.

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

Iceland is a geologist’s playground. The country is riddled with active volcanoes, lava fields and all sorts of eerie, volcanic formations.

You can also hike through many of them!

Yes, the land is cold and inhospitable... but it is also ridiculously photogenic. Its founding fathers were the hardy Vikings, and they had the foresight and tenacity to make this beautiful place their own.

Since Iceland is home to among the most active geothermal processes in the world, no visitor will leave this place without a powerful appreciation of the raw forces of nature. It is magnificent to behold and fathom how volcanic forces have created and continue to grow this country. Perhaps this is a large reason why Iceland's tourism has exploded over the last few years (to the point that the locals

E X TR A TI M E

The best way to experience Iceland is by renting a car and driving once around the country, along the 1,340-km Ring Road a.k.a. Route #1. A 4x4 vehicle is highly recommended.

actually now struggle to keep with it) — because finding genuine opportunities to immerse oneself in raw nature has, unfortunately, become rare.

The best way to fully appreciate Iceland and its trove of majestic landscapes is by renting a car and driving around the entire country once — as I have, with my husband — along the well-kept Route #1 or Icelandic 'Ring Road.' This national highway is a 1,340-kilometer loop that runs around the circumference of the island — connecting all the far-flung villages which were once isolated from the bustling capital. You will need to allot 10 days, more or less, for a relaxed drive once around, including the occasional splintering off into the wilderness, and some overnight stops and excursions. For your reference, it will only take you approximately 24 hours to go once around Iceland, if you drive nonstop. But frankly, I doubt this will be possible — as there are too many overwhelmingly beautiful sights along the way, that it will be crazy not to stop and fire your camera away.

If I had to describe Iceland in only one word, I would say 'otherworldly.'

The frequent patches of strange bubbling ground, the rising steam plumes, and the rotten eggs smell from the volcanic gases are reminiscent of the glorious Yellowstone National Park in the United States; but the absence of trees and miles of only barren land laden with endless mounds of hardened lava give it the vibe of being in a deserted planet.

Oh, and the landscapes also keep changing. One day, you could be driving along empty roads that stretch as far as the eye can see; and another, you could be amongst glacier-riddled mountains that feed into spectacular lakes of glacial meltwater. There, you might find luminous blue icebergs drifting about serenely.

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E X TR A TI M E

Other days, you might find a random volcano that you can climb. Other days still, you might find yourself along greener coastal cliffs where colonies of the charismatic twee puffins gather and frolic. And if you wander off into any of the coastal towns (such as Husavik), you're in for a treat – because this is the heartland for whale-watching!

Iceland has a healthy share of National Parks of different kinds, fitting different interests. If you're feeling adventurous and pumped for a once-in-a-lifetime adventure, then get ready to attach some sharp crampons onto your boots and learn to wield your

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trusty ice pick, as you join a spectacular glacier hike.

If you're not the adventurous type and would rather sit back and chill, then indulge yourself in any of the multitudes of “hotpots” or hot springs, where you can submerge yourself in cyan-colored geothermal water and mineralize and exfoliate your skin while donning a mask of silica mud.

Do not underestimate its rejuvenating magic, as you're destined to emerge with skin as soft as a baby's bum.

Or if you're an introvert and vast, empty spaces of black sand beaches where you're cold and all alone amid

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

Coastal cliffs, steamy geysers, and a plethora of mighty waterfalls... not to mention massive glaciers and bizarre volcanic features... are all part of Iceland's dramatically beautiful landscape.

eerie rock formations is your idea of bliss, then welcome to the Icelandic paradise of Vic. However, allow me to share an important bit many tourists tend to forget: Driving in Iceland presents special environmental challenges that people often do not anticipate. The country is notorious for ever-changing weather conditions, and quite often, they do get rather extreme, albeit in short bursts. So it is imperative to always check the weather forecast before hitting the road. The country also has a national website that lists all road closures in real time.

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E X TR A TI M E

Frankly, never has the phrase 'weather permitting' been more relevant than when you're there.

If you're scared of the elements and would rather stay within the bounds of modern civilization, then you will surely appreciate Reykjavik – a city with an active music scene and brimming with Nordic personality.

Reykjavik is the world's northernmost capital city. And literally translated, it means 'steamy bay'. (geothermal baths, anyone? *wink wink) It is impossible to talk about Iceland in only a few pages. The country is a portal to many new experiences; and having said that, it is a special place that needs to be experienced rather than visited. So I strongly urge you to keep this one in your bucket list. It'll cost you an arm and a leg and maybe some frostbitten fingers — I promise you that — but it'll also move you unlike anything before.

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

JA N UA RY- FE B R UA RY 2 0 21 / IS S U E 2 2 9

BOOSTED!

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

AUTOMOTIVE PASSION Answering the question why we like cars

hy do we like cars?

There’s no single answer, but there are a gazillion reasons for this. Our affliction towards any four-wheeled contraption that’s composed of steel, aluminum, rubber, vinyl, leather and so on encompasses age, gender and race. For any die-hard car enthusiast, cars are regarded as something beyond just a means of transportation. Sleek and stylish with colorful paint and dazzling chrome, it’s the marriage of form and beauty combined as one. Others view it as mechanical marvels. An integration of mechanical and electrical achievements perfected through time. Then there are those who like pushing them to the limits on a racetrack all the while repairing and modding it to its fullest. Only to do it again when it breaks down. On the other hand, some see them as individual works of art and treat them accordingly. Having said that, here are a few reasons that come to mind why the car is highly revered.

The seemingly extraordinary feeling one gets the moment he/she gets behind the wheel

W

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should be regarded as one of the main reasons.

After all, anyone can instantly feel the sense of freedom and independence that only a car can give. Being able to go wherever and whenever one wishes is just pure bliss. Whether it’s a confusing short cut courtesy of Waze, a trip out of town, or simply a short drive to fetch the kids to school, having a car makes the act of going somewhere become an adventure and oh so much easier.

They’re beautiful to look at. Without question, there are a lot of cars that are so visually stunning these are regarded as works of art. Unfortunately, most of these belong to a time when coach building was a word used to indicate that such a car was made by skilled craftsmen. From the curvaceous 1938 Bugatti Type 57 Atlantic to the sleek and slender Lamborghini Miura from the Seventies, there are plenty to choose from. What’s common among them is that any car nut could probably spend an entire day or two just admiring their perfectly grafted curves and intricate details.

Power. Oh yes, something that could stir the soul and instill fear and excitement all at the same time. The car may produce something

as little as 150 horsepower or a thundering thousand horses, but one thing is common: the engine is still responsible for making power in order to get it moving. In this case, even the enthusiasts themselves are just as diverse as the type of engines: there are those happy and content with what the car came with and those that will mod every bit of component just to make it faster, louder, and of course; look better. Just remember though, that power is nothing if the driver cannot handle it.

In the end, a car doesn’t have to be the fastest, nor the most expensive. The bottom line here is just about liking cars, no matter what kind. Sometimes, others may not understand why someone likes a particular car so much. What’s more, even we do not understand why we like a car so much. Just remember though that what is really essential here is that you like it and it makes you happy in a very car-like sense. It doesn’t even matter if one is driving it hard on the road, or simply staring at it inside the garage.

Remember to say NO to stock and keep it tuned!

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

GLASS DETAILING Having a clean windshield and windows not only makes any vehicle look great, but it's also critical for driving safety.

Words and photos by Francis G. Pallarco

T

ogether with the rest of the vehicle’s exterior, the windshield and the rest of the window glass panels are all exposed to the harsh elements from the environment. It doesn’t even matter whether it’s simply parked in a parking lot or moving along the highway. The environment contains a lot of harsh elements that could cause unwanted stains and scratches anytime and anywhere that could hamper the driver’s visibility. This is why caring for your glass and having it detailed if necessary is important.

If you’ve ever experienced instances where no matter how thorough you clean the windshield and window glass panels, there are certain residues that are too difficult to remove?

These could be acid rain residue or bonded contamination, which is dirt and road grime that’s stuck to your glass. This is where Glass Detailing comes in where it deeply cleans and rids the glass of any contaminants. If there are plenty of scratches and minor imperfections, then Glass Correction is what’s needed to restore the quality of the glass for improved visibility and overall appearance. As such, we have James C. Tan of Glass Monkey who will tell us more about what glass detailing is all about. Remember, having a clean and clear glass will not only make any vehicle look great, but it's also critical for driving safely.

Q&A with JAMES C. TAN OF GLASS MONKEY

Cleaning the glass panel

Before Glass Detailing

Assessment

What is glass detailing?

JAMES TAN: There are actually two types. First would be your Basic Glass Detailing, which simply involves deep cleaning the glass. This process removes acid rain residue, limescales, and other glass stains. The second one is Glass Correction, which is more labor and time intensive than glass detailing.

It also requires more knowledge and deeper skill. The main goal is to remove stubborn stains including light to moderate scratches, thereby bringing back the clarity and overall cleanliness of the glass.

Glass Polishing

What are some of the most common glass defects that you often encounter, and what's the hardest or most difficult to correct?

JT: I guess acid rain would be the most common where in some cases, is also not that easy to remove. Most especially when it has been left for a long period of time. The second one would be wiper marks caused by worn out wiper blades.

Depending on the degree, there are some marks that can’t be removed even with glass correction. But the most difficult

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Glass Polishing spot

ones are those caused by the owners themselves as a result of incorrect DIY glass polishing, where they used abrasive sandpaper, wool pads, and incorrect polishing materials so on.

What are some tell-tale signs/ indications which mean that your vehicle's glass requires a thorough detailing job?

JT: Aside from seeing visible scratches

Application of glass coating

Final cleaning_inspection

and stains, it is when one experiences uncomfortable night time glare coming from oncoming headlights, thereby reducing the driver’s vision and causing it to become blurry due to the scratches on the glass.

Why is glass care/detailing important?

JT: The main purpose in keeping your auto glass clean and in proper condition is not just for your safety but also for others. Caring for your glass is not only important for aesthetics but plays a big role in driving safely.

After Glass Detailing

What are the basic steps in glass detailing?

JT: 1. Cleaning the glass panel, 2.

Assessment, 3. Clay Bar (if needed), 4.

Glass Polish, 5. Cleaning/Shampoo, 6.

Application of window coating/water repellent, 7. Final Cleaning/Inspection

Can you share some tips on how to prevent windshield scratches and how to properly clean the glass window panels of a vehicle?

JT: Never use the same microfiber cloth or towel that you used on the body or any part of the vehicle when cleaning the glass windows and panels. This, I think, is the most common mistake done by most people.

Clean your interior glass as much as your exterior as often as you clean your car.

Always clean the vehicle under a shade and never in direct sunlight.

Regularly clean, check and change your wipers if needed.

FOR INQUIRIES:

GLASS MONKEY

14-A Scout Gandia St., Brgy. Laging Handa, Quezon City | Waze: Glass Monkey | (0917)6650555 | FB and IG: Glass Monkey

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EXCEPT When it comes to modified Starlets, this is the one 60

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TIONAL WORDS AND PHOTOS

FRANCIS G. PALLARCO

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he mere mention of the words old-school ride wouldn’t be complete if it didn’t include the locally revered Toyota Starlet. Among the various models that the Japanese car maker has churned out and continues to do so, this particular model from the eighties continues to enjoy a huge following. Highly associated with motorsports, it all started with the Starlet Grand Cup series in Japan during the eighties that gave rise to the popular N2 body flares along with the stage-3, K-Series, TRD race engines. With different power plants to choose from coupled with its short wheelbase and rear wheel drive layout, this enabled the Starlet to be

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highly competitive in rallies, slaloms and drag racing. This sums up why the boxy-looking, 3-door hatch is so revered during the eighties up to today.

In fact, it enjoys a cult car status among car enthusiasts. When it comes to Starlets, it doesn’t get any better than this one. Owned by Michael Gozon, our featured Starlet perfectly serves as the benchmark build quality that’s of the highest quality.

Having formerly owned a four-door Starlet during his early years, it’s no surprise that Michael Gozon didn’t think twice about acquiring a pristine 3-door hatch in ’99 from his schoolmate and close friend Herbert Hollero. Story has it that the car actually belonged to an elderly couple that originally purchased it brand-new in 1980 and

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BENCHMARK This perfectly epitomizes how a modded Starlet should be built that balances both looks and performance.

was reluctantly selling it. So, it wasn’t that easy as it took a year’s worth of persuasion by Herbert until they finally let the car go. The car was so pristine that according to Michael, “It was so stock that the previous owners didn’t even bother to install an aftermarket radio in the car” and adds, “Most importantly the body was in good shape, and all the trims, moldings and interior were in great shape, which added up to the makings of a real good project car.”

Thus began the Starlet’s journey as it underwent a complete restoration work

by Herbert Hollero. This was finished with its immaculate black paint job with orange-colored body moldings.

Under the hood, a high-revving 4AGE engine swap was performed that was considered “de rigueur” back in the day. In stock form, it put out over 120 horses, but Michael’s 4AGE got a slew of modifications from renowned Toyota race engine builder Fil Gulfin of Gulfspeed where it got a heaping amount of aftermarket speed parts. The very pristine interior was then given the full TRD treatment consisting of hard to find items such as, bucket seats, steering wheel and shift knob. But the most jaw-dropping things on the Starlet aside from the engine are the ‘good as gold’ TRD TOSCO wheels that have since skyrocketed in value.

In 2009, the Starlet went through another ground up restoration that lasted for a year or so according to Michael. After doing minimal bodywork, it was repainted again and saw the addition of Endless/Zeal disc brakes on all corners, Greddy coil overs, Cusco roll cage, and an engine swap. But not just any engine, but a rare Toyota Atlantic-Spec 4AG. The Toyota Formula Atlantic engine was developed by TRD USA for use on the open wheel Formula type racecars.

Based on the popular Toyota 4AGE engine, this one’s capable of putting out 250 horses and features a specially developed engine block and cylinder head that’s identifiable through its unique unmarked and slanted valve cover. Companies like Hasselgren, which won the Formula Atlantic “TRD Engine Builder of the Year'' award for

Tuner it produces the highest possible spark output regardless of RPM and timing accuracy according to the manufacturer. Overall, the updated engine offers more than enough power to tear up the street, strip or track.

Since no expense was spared during the build, the results speak for themselves. For me, this modified Starlet epitomizes one of those benchmark builds. This is because the more you look at it, all the details and work quality become pretty obvious.

I guess Michael sums it up best as he explains, “This build was not easy to say the least, but the journey was well worth it, and the final result to my belief is very good.” Highly exceptional, if you ask me.

8 consecutive years, continues to offer complete race engines and internal parts for Atlantic spec engines, but it doesn’t come cheap.

Noted Toyota tuner, Fil Gulfin of Gulfspeed rebuilt the engine on this particular Starlet. Using only the best internal engine parts, it ingests gasoline through twin Weber 45 carburetors. These are then actuated by a very rare and hard-to-find race/ rally spec Magard throttle cable bracket as used on the BDA Cosworth rally engines. It uses a pair of throttle cables for instances should the other cable break down in a race/rally stage.

The distributor was tossed in favor of a more accurate ignition system from Electromotive. With individual coil packs and a crank trigger wheel,

Specifications

1980 Toyota Starlet (KP61) — Michael “Miki” Wilwayco Gozon — ENGINE TRD Formula Atlantic 4AG, 1.6Liter, Inline-4, 16-valve, DOHC ENGINE MODS Twin Weber 45 DCOE carburetors, Magard throttle cable, TODA Adjustable Cam Gears, Carbon Fiber plug cover, Electromotive XDi ignition, TRD Plug Wires, Samco Hoses, Oil cooler with TRD oil filter, Koyorad Radiator, Spal Fans, Custom “Tosco-Style” Header and exhaust, Carbing breather tank TRANSMISSION 5-speed manual DIFFERENTIAL Live axle with TRD Limited Slip Differential (LSD) SUSPENSION MODS Greddy Type-S Coilovers, Cusco Suspension Rear Links BRAKE MODS Endless Zeal slotted rotors (F/R), Endless Pads INTERIOR MODS TRD Steering wheel, TRD Shift Knob, TRD Bucket seats, Stack Tachometer, Oil Pressure, Water Temp, Cusco Roll Cage (6-pt) ROLLERS TRD TOSCO Wheels (13x8), Yokohama Advan A-048 (205/50/13) KUDOS TO Herbert Hollero, Fil Gulfin of Gulf Speed, Patrick Ng, Pablo “Atong” Ko of Ichi Ban Motor Parts, Masahiro Kotera, Gilbert Galinada

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THE QUINTESSENTIAL COUPE Here’s a timeless old-school classic

WORDS

PHOTOS

FRANCIS G. PALLARCO

JUN VINLUAN

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can’t explain it, but for some reason, most car enthusiasts, myself included, just can’t seem to get enough of old-school Japanese classic cars. Even though the chances of finding one for sale have become extremely rare, yet these seventies-era cars remain highly sought after among enthusiasts and collectors. One of the most popular and my personal favorite is none other than the second-generation Toyota Corolla coupe. Back in the day, it was the default platform to use in different forms of motorsports like rally, drag, circuit, and slalom racing. Something that firmly cemented its status as a performance car. This might also explain why the 2-door coupe is still commonly referred to as a ‘Sprinter’ in our local car culture. Incorrect as it may be, Toyota did offer a Corolla ‘Sprinter Trueno’ and a ‘Levin’ variant.

But here’s the thing, these models were only released in Japan. That

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being said, it left local enthusiasts with no choice but to concoct their own engine-swapped versions of a Japanese inspired ‘Sprinter’ or a ‘Trueno’.

While having a correct JDM-inspired ‘Sprinter Trueno’ or ‘Levin’ sure sounds cool, here's something even better and rare. I’m talking about a genuine, U.S. spec Corolla SR5 Coupe owned by Architect Mike Peña from his superbly impressive car collection.

“The Corolla SR5, I would say, is very special because it only came out in the States for a year in 1974 when stricter road safety regulations took effect. This explains the 5-mph bumper, which Toyota installed that year to comply with US Federal requirements. The SR5 is very rare since the following year, the third generation Corolla KE-Series was already introduced. I consider myself lucky to be able to get my hands on this very rare Corolla variant. The story on the car began when it was bought from Clark Air Base during the late '80s. It was a solid car, meaning it had

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ATTENTION TO DETAILS Whether its the correct badging, the well preserved interior, the detailed engine bay and more, this Corolla Coupe has a lot to offer making it one well executed restoration job.

very minimal rust and the interior was intact. It also came with the original 2T-C engine with a catalytic converter since it came from the US. The Vehicle Identification Number (VIN) also starts with TE-27, denoting it as an original SR5. This means it’s not an SR5 replica based on a KE25 chassis with the 3K engine, which was the local or Philippine version Corollas.”

Mike explains. Engine-wise, it may not have the usual double overhead camshaft engines like the 2TG or 18RG, but Toyota’s T-engine series were just as durable and offered ample power. What’s more, they had those super-efficient hemispherical cylinder heads with the distinctly cool-looking valve covers that resemble the mighty Plymouth Hemi V8 engines.

Back in the seventies, the SR5 badge was first used on Corollas, which signified that the vehicle was equipped with a 5-speed manual transmission. Mind you, this was already a big deal then as most cars only had 4-speed transmissions. To put things in perspective, side mirrors and air-conditioning didn’t even come as standard when you bought a car back then. So unlike in other countries such as the States where one can choose the options and trim levels. Just going over the details of this U.S. spec car like the shock absorbers for the bumpers, it becomes obvious just how much additional stuff Toyota had to install to conform to federal regulations. As to how it looks so complete and properly put together, Mike explains, “This is the result of a complete nut and bolt restoration as the former owner was a Toyota classic car enthusiast. The car came out as if it just rolled off the showroom because he collected a lot of New Old Stock (NOS) parts. For me, classic Japanese car restoration is the most difficult and most rewarding car to restore since parts are so hard to come by. But this is the joy of restoration when the hunt for car parts poses a big challenge.”

Aside from the hard to source parts, it’s also the little details that makes this SR5 Coupe really stand out. Aside from ensuring that all the gauges are fully functional including the mph speedometer, they also went the extra mile in faithfully reproducing the

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original engine bay decals as well as using the correct clamps and bolts.

Inside, the basic Toyota interior has been kept mostly in its as-is original condition save for some re-upholstery work. Equipped with just the essentials needed to operate the car, it presents a stark contrast against today’s overly cluttered interior full of switches and knobs. Despite looking very complete as it is, Mike continues his search for parts as he explains, “As of this writing the SR5 trunk badge is not yet available, but I found one original trunk emblem in Belgium that cost an arm and a leg. I was also able to source a set of original SR5 factory rims with red center caps from Colombia that cost more than Rotiform Porsche wheels. But this is what keeps me going back to this hobby, just when I thought it was impossible to find the "real" thing, something pops up on eBay or Facebook car groups, then "boom"! Well, I believe it's money well spent because it’s your passion.”

Literally poring over it from top to bottom, this superbly built Corolla SR5 Coupe isn’t just another great example of a restored classic Toyota; it also showcases the story and the amount of passion an enthusiast puts in towards fulfilling his dream old-school ride.

Specifications

1974 Toyota Corolla Coupe SR5 (U.S. Version) — Architect Mike T. Peña — ENGINE 2T-C, 1.6-liter, Inline-4 Cylinder, 8-valve, OHV TRANSMISSION 5-Speed Manual HORSEPOWER & TORQUE 87 hp, 91 ft-lbs of torque (Factory Figures) SUSPENSION Front - McPherson Struts, Lower arms, Antiroll bar, Rear - Solid differential with leaf springs, shock absorbers ROLLERS SSR Formula Mesh (3-pc.) Wheels (14x7) Dunlop Tires (185/60/14) OTHER STUFF Nardi steering wheel, USDM (5-mph) bumpers, SR5 Emblems, Fender Flares

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

JA N UA RY- FE B R UA RY 2 0 21 / IS S U E 2 2 9

TWO WHEELS ONLY

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

Time to Get a Bike

f there’s one thing this pandemic taught us, aside from the obvious importance of good personal hygiene, social distancing and the use of face masks, it’s the importance of personal transport. When public transportation ground to a halt last year, people turned to good ol’ bicycles and even electric scooters for their personal mobility requirements. Solo motorcycle riders, on the other hand, were hardly affected, except for their passengers when the IATF (Inter-Agency Task Force) for Covid-19 prohibited pillion passengers as a precaution. Yes, even if they belong in the same household.

Anyway, nearly a year after the lockdown, public transportation is still down to 50 percent capacity, and it’ll probably take a long while before it goes back to normal, if at all. By normal, we mean slow and cramped. And that’s the kind of place we all want to avoid as much as possible. So, even if the majority of the workforce is working from home right now, people still need to get around to buy essential stuff or as a source of income. So if you’re one of those who turned to bicycles or electric scooters for personal mobility, then maybe it’s time for you to consider buying a motorcycle.

The fastest way to ride motorcycles is via

I

“So, even if the majority of the workforce is working from home right now, people still need to get around to buy essential stuff or as a source of income.”

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scooters. Assuming you already know how to ride a bicycle or a two-wheeled electric scooter, making the leap to a motorized scooter will be pretty straightforward. Their twist-and-go convenience will allow you to ride in no time. Just take it slow until you’re comfortable and confident with your riding ability and be sure to always ride with ATGATT, or All The Gear All The Time. By ATGATT we mean a DOT-approved crash helmet, padded riding jacket, riding gloves, padded riding pants, and riding shoes. Some of these gear is optional if you’re just riding slowly around the village, but a crash helmet is non-negotiable. You must wear a helmet at all times when you’re riding a motorcycle.

On this issue of Wheel2Wheel, we tested two new scooters from Suzuki and Yamaha you might want to add to your shopping list; the Suzuki Skydrive Crossover and the Yamaha NMAX. The Skydrive Crossover is basically a Skydrive Sport adapted for rough roads while the NMAX is the latest iteration of the popular NMAX scooter with added features. These scooters belong to opposite ends of the scooter spectrum in terms of price and in specs, but in the end, they offer the same function and benefits; personal mobility and riding fun.

It’s up to you which scooter fits your needs and budget. Just don’t forget to ride ATGATT. Happy New Year and always keep safe!

share the road check your mirrors for motorcyclists

a reminder from

ride safe.

stay alive.

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News

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News

Wheel2Wheel

is sent to the rear wheel via an exposed shaft drive, a feature found on the R5.

The R18 First Edition may look very old-school but it packs the latest technology modern BMW motorcycles are known for like ABS, traction control, switchable Automatic Stability Control, and 3 standard riding modes; “Rain”, “Rock”, and “Roll”. Other noteworthy features exclusive to the R18 First Edition are the Keyless Start, Hill Start Control, Engine Drag Torque Control, and Reverse Assist. The Reverse Assist uses the starter motor as a reverse gear.

The beautiful teardrop shape fuel tank can hold 16 liters of fuel. The R18 uses conventional telescopic forks in front and a hidden monoshock in the rear. Despite having spoke rims for that classic look, the R18 rolls on tubeless 120/70 R19 tires in front and 180/60 R16 in the rear. Braking duties are handled by twin 300mm brake discs clamped with 4-piston calipers in front and a single disc in the rear with 2-piston caliper. Seat height is a very Filipino friendly 690 mm. The R18 tip the scales at 345 kg.

The R18 First Edition features a classic gloss black finish with white pinstripes and a generous serving of chrome accents. The initial shipment of 10 R18 are already sold out, according to Mr Gil Balderas, but another batch will be arriving sometime in December. The BMW R18 is priced at PhP1,955,000.

BMW R18 MEDIA LAUNCH Words by Maynard M. Marcelo Photos by Author and BMW Press SMC ASIA CAR DISTRIBUTORS CORP.,

the Philippine distributor of BMW Motorrad, held a special media preview of the new R18 First Edition, one of the most highly anticipated motorcycles this 2020.

A few hours before the virtual launch, SMC Asia Car Distributors Corp. executives headed by Mr. Spencer Yu, President of BMW Philippines, and Mr. Gil Balderas, Deputy Sales Director of BMW Motorrad Philippines, invited select members of the media to the San Miguel Rengo Packaging Corporation compound in Paranaque City for an

exclusive launch and test ride of the new R18 First Edition.

The R18 First Edition is a cruiser style motorcycle inspired by the 1936 BMW R5 and is the latest addition to the BMW Motorrad Heritage motorcycle lineup. The main talking point about the R18, aside from its elegant styling, is the 1802cc boxertwin motor, the largest displacement boxer-twin BMW ever produced. The oil-cooled 1802cc boxer-twin motor produces 91 hp at 4750 rpm and a maximum torque of 116.52 lb-ft at 3000 rpm. From the 6-speed gearbox, power

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Wheel2Wheel

BIKE REVIEW

2020 YAMAHA NMAX 155 ABS

WORDS

PHOTOS

MAYNARD M. MARCELO

RANDY SILVA-NETTO

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Wheel2Wheel

W

hen Yamaha launched the Yamaha Nmax five years ago, little did they know that they had a winner in their hands. It wasn’t an overnight success, though. It took several months before Filipino riders started to warm up to the new kid on the block. Afterall, PhP 118,000 for a Japanese scooter was practically unheard of back in 2015 when the average price of a Japanese scooter rarely exceeded PhP90,000.

In fact, there was no Japanese 150cc scooter to speak of back then. The biggest displacement on offer from any major Japanese manufacturer was a 125cc. It wasn’t until 2017 when Honda came out with a 150cc competitor in the form of the Click 150i. But it came out a little bit too late to the party. By then the country was already swept in Yamaha NMAX fever. It became so popular that there was a long waiting time and some dealers even resorted to hoarding units and refusing to sell in cash. Not long after its release the NMAX set the benchmark by which other 150cc are measured.

Needless to say the 2020 Yamaha NMAX, colloquially called the NMAX v.2 by NMAX enthusiasts, has very big shoes to fill. Thankfully the things we loved about the previous NMAX, such as the potent liquid-cooled, fuel-injected single cylinder Blucore motor with VVA (Variable Valve Actuation), two-channel ABS, roomy accommodations, and nimble handling, was carried over to the new version while improving upon some key areas, and these are with regards to comfort and convenience, security, visibility, fuel efficiency and range.

Comfort and Convenience It may not be readily apparent at first glance but the 2020 NMAX received subtle styling updates. Some edges are now rounder than before while some surfaces are more flat. This gives the new NMAX a fresh look while staying faithful to the original design. The stepped-up seat is also a bit wider and the handlebar was pushed back a little

for a more upright, maxi-scooterlike riding position. The seat hinge is also spring loaded so the seat rises slowly when unlocked. The underseat compartment also grew marginally to 23.3 liters and could fit XL size full face helmets. Seat height remains at 765 mm.

The new NMAX also benefited from a couple of large compartments behind the legshield, one of which

The important updates made to the 2020 NMAX are the improved LED headlights and taillights, Smart Key System, and Smart Motor Generator.

has a waterproof lid. A standard 12v power outlet is conveniently located on the left side compartment. The round ‘cyclops’ multifunction LCD instrument display is replaced by a larger semi-rectangular LCD screen that displays speed, odometer, trip meter, bar type fuel gauge, digital clock, battery voltage, fuel economy data, and periodic maintenance reminders. The

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rider can scroll through the display using a new trigger type switch located on the left-hand switch gear.

Security The 2020 NMAX now comes with a new Smart Key System similar to the XMAX. When detected within a certain radius of the bike, the key transponder will enable the rider to start the motor using the main switch knob and the starter button. The NMAX will alert the rider with a series of audible beeps when it detects that the rider left the switch knob to the ‘ON’ position after leaving the bike. The new NMAX will also refuse to start/restart without the presence of the key transponder. The key transponder also has an answer-

back function for quick location of your NMAX in a crowded parking garage.

Fuel Efficiency Yamaha engineers found several ways to enhance the fuel efficiency of the 2020 NMAX, one of which is incorporating a Smart Motor Generator (SMG) to the Blue Core motor. The SMG doubles as a starter motor which eliminates the need for a separate conventional starter. The SMG has a lighter and more compact design and also brings quieter engine starts.

The introduction of the Smart Motor Generator also allows the 2020 NMAX to have the Stop/Start System. This system automatically shuts off the motor when you stop for more than 3

seconds, and automatically starts the motor when you twist the throttle.

A new cylinder head and compact combustion chamber also achieve a higher compression ratio that boosts combustion efficiency. Engine coolant pathways are also optimised for better heat dissipation and long-term reliability. The fuel tank capacity increased by 500 mL to 7.1 Liters (from 6.6 liters) for better range.

Visibility If there’s one shortcoming the previous NMAX had then it’s the insufficient LED headlight, particularly the high beam. That’s why most NMAX owners put additional LED lights for better nighttime visibility. So for 2020,

“A COMMON COMPLAINT FOR THE PREVIOUS NMAX WAS THE STIFF SUSPENSION.”

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Wheel2Wheel

While power gains are minimal, the new NMAX feels livelier and more eager to accelerate than before. The CVT is also very responsive to throttle inputs and maintaining a constant speed is easy even with elevation changes. During our ride in Infanta, Quezon we were surprised by the NMAX extra nimbleness. There was no mention of a revised front end geometry anywhere on Yamaha’s website but we feel the rake and trail of the new NMAX is shorter and thus has a sportier handling. The front and rear hydraulic disc brakes with two-channel ABS work independently from one another and have a soft initial bite with a progressive feel on the levers. Wheel size remains at 13 inches front and rear.

Yamaha engineers redesigned the headlight with six LED bulbs; 4 LED bulbs on top row for low beam and 2 LED bulbs below for high beam.

The tail light also got a new three dimensional design that resembled that of the XMAX. The front and rear turn indicators are repositioned and now have a hazard function.

Ride A common complaint for the previous NMAX was the stiff suspension. No wonder most first generation NMAX

that you will see on the road are equipped with aftermarket rear shock absorbers. Before the 2020 NMAX made its local debut we thought the new NMAX would come with a better quality gas pressurised rear shock absorbers like the Thai variant. So we were quite disappointed that the Philippine NMAX only comes with a pair of standard shock absorbers similar to the previous NMAX. Thankfully the spring rates are softer on the new NMAX because it exhibited a more compliant ride than the first NMAX.

The 2020 NMAX borrowed some styling queues from its bigger brother, the XMAX.

Our verdict If you own a first-gen NMAX, we say keep it for a few more years. Chances are you’re already finished or nearly finished with your monthly payments to the dealer if you bought it via bank or dealer financing. You see, there’s no better feeling in the world than riding a motorcycle registered under your name and with no monthly financial obligations to worry about. Just periodic maintenance and annual registration.

Especially now that we’re in a pandemic where everything is uncertain.

The new NMAX may have new and better features, but their on-road performance is mostly the same. But if you don’t own an NMAX yet and are thinking of buying one then by all means do it. Buy the ABS version if you don’t mind shelling out a little bit more because the extra safety margin it offers is priceless. Think of ABS like a gun; It’s better to have it and not use it than to need it and not have it.

ABS versions also command a higher resale value than non-ABS models. But regardless of what variant you get, the new NMAX is guaranteed to provide you many years of riding satisfaction and pride of ownership.

Specifications: 2020 Yamaha NMAX 155 ABS — Engine: 4-Stroke, liquid-Cooled, SOHC, 1 Cylinder, 4-Valve, Fuel Injection | Displacement: 155cc | Max Power: 15.19 hp @ 8000 rpm | Max Torque: 10.25 lb-ft @ 6500 rpm Transmission: CVT/V-BELT | Seat Height: 765 mm | Fuel Capacity: 7.1 liters | Tire, front: 110/70-13 | Tire, rear: 130/70-13 | Brakes, front/rear: Disc, Disc 2-Channel ABS Curb Weight: 131 Kg. ABS (129 Kg. non-ABS) | Price: PhP 134,500.00 abs (PhP 119,900.00 non-ABS) | Plus: Nimble handling, bigger fuel tank, better headlight, Smart Key System, Stop/Start System | Minus: Budget rear shock absorbers |

Rating: 9.5/10

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BIKE REVIEW

SUZUKI SKYDRIVE CROSSOVER WORDS

PHOTOS

MAYNARD M. MARCELO

JUANITO VINLUAN

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T

he dual-purpose scooter concept is not new. Piaggio toyed with the idea in the 1960’s and created an off-road version of the Vespa PX150 and even went desert racing with it. In the early 1990’s Honda created the EZ-9 Cub, a non-road-legal off-road scooter powered by a 49cc two-stroke motor. Also in the 90’s Yamaha came out with the BWS, also known as the Zuma or MBK Booster depending on what country you’re in,

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and it became an instant cult classic.

In the Philippines a handful of these BWS were gray imports from Japan and became so popular with collectors, they rarely changed hands. In 2003 Honda came out with the radical looking Ruckus for the Japanese and US markets.

None of these scooters were officially sold in the Philippines, though. But in 2006 Asiastar, a Chinese scooter marketed by Sinski, tried to revive the off-road scooter craze with the Lynx 150. It’s basically a knockoff of the Yamaha BWS and powered by a

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Minor upgrades made to the Suzuki Skydrive Sport resulted in increased versatility for the Skydrive Crossover.

150cc GY6 4-stroke motor. It rides and handles really well but sadly it did not catch on with Filipino consumers. The following year Granstar, the Philippine distributor of Piaggio scooters back then, introduced the Piaggio Typhoon 125 but like the Lynx 150 it did not sell in big numbers. Since then, dual-sport scooters all but faded into obscurity.

Until 2017 when Honda came out with the X-ADV, and the ADV 150 soon thereafter. But that’s a totally different story altogether. We are here for the new Suzuki Skydrive Crossover, Suzuki’s first-ever attempt on the dualpurpose scooter concept.

The Suzuki Skydrive Crossover is basically a jacked-up Skydrive Sport so they share the same peppy 113cc 4-Stroke, Air-Cooled, SOHC, 1 Cylinder, 2-Valve, Fuel Injection motor. Key differences are the sport touring handlebars, digital instrument panel, semi-block tires, different graphics, red painted rear shock absorber coil spring and brake caliper, and slightly taller ride height. But other than those mentioned, they’re basically the same.

So basic in fact, it still lacks the things we wish the Skydrive Sport had such as a side-stand kill switch, a brake lever lock, a 12-volts power outlet, and a Start-Stop system. These are the things most scooters in its category already have as standard equipment or offered as an added cost option. What they don’t offer, however, is the ability to go over rough terrain. At least not without some minor modifications.

Last November 20 we were given a chance by Suzuki Philippines to try out the Skydrive Crossover around Calamba, Laguna and I must say we were pleasantly surprised how a few minor modifications to the donor bike, which is the Skydrive Sport, created such a significant effect on handling and comfort. The touring handlebar for example not only gives better leverage for better control but is also placed higher for a more natural riding position. The semiblock tires obviously provide better traction on dirt roads than road biased tires. While you can arguably turn a Skydrive Sport into a Skydrive Crossover with some aftermarket

Wheel2Wheel

parts and a set of semi-block tires, it will only cost more in the end and you still won’t get the benefit of the full digital instrument panel which in our humble opinion already justifies the PhP2,000 premium over the Skydrive Sport. You also get the added bonus of cool graphics and new color choices.

During our short ride around Calamba, Laguna we also noticed a subtle difference to the suspension tuning of the Skydrive Crossover perhaps to better tackle rough terrain. While suspension travel hardly increased, the spring rates

The Suzuki Skydrive Crossover may not be the first of its kind in the Philippines, but right now it's the only dual-purpose scooter in its class and price range.

are noticeably stiffer than on the Skydrive Sport. We deliberately ran over potholes and unfinished gravel roads and the Skydrive Crossover’s suspension never bottomed out but still provided a good ride and stable handling. The 113cc air-cooled and fuel-injected single cylinder motor mated to a responsive CVT is smooth and eager to accelerate to its 100 km/h top speed and it should be easy and cheap to maintain in the long run. Like on the Skydrive Sport the brakes are composed of a single front disc with a single pot caliper and a drum rear brake

that provides adequate stopping power for everyday riding.

While the Skydrive Crossover may not be the first of its kind in the Philippine market as Suzuki claims, at least it’s currently the only dualpurpose commuter scooter in its price and displacement category available to Filipino buyers. In that regard, the Skydrive Crossover is perfect for those who want a rugged yet stylish and economical scooter to regularly commute on less than perfect roads that is so prevalent in most parts of the country.

Specifications: Suzuki Skydrive Crossover — Engine: 4-Stroke, Air-Cooled, SOHC, 1 Cylinder, 2-Valve, Fuel Injection | Displacement: 113cc | Max Power: 8.98 hp @ 8000 rpm | Max Torque: 6.42 lb-ft @ 9000 rpm Transmission: CVT/V-BELT | Seat Height: 740 mm | Fuel Capacity: 3.6 Liters | Tire, front: 80/90-14 | Tire, rear: 90/90-14 | Brakes, front/rear: Disc, Drum | Curb Weight: 94 kg Price: PhP 69,900 .00 | Plus: Good value and rough road capable. | Minus: Still no side-stand kill switch and brake lever lock. |

Rating: 9/10

C-MAGAZINE.COM • JANUARY-FEBRUARY 2021

81

Wheel2Wheel

SMK FACE SHIELD Your Trustworthy Companion in the Time of Covid-19 Words and photos by Maynard M. Marcelo

E

ver get the feeling that you’re playing Russian Roulette every time you step out of your house?

Well you’re not alone.

Every time I step out of my house I wonder if it will be the time I catch the bullet, or rather the coronavirus. Seeing in the news how COVID-19 wrecks our bodies, not to mention our finances, catching an actual bullet sounds so much better, don’t you think?

But unlike the game of luck, you can actually decrease your chances of

82

catching the dreaded disease by always practicing simple preventive measures like frequent hand sanitizing/washing, observing social distancing, avoiding crowded places, and wearing a face mask and shield when outside your residence.

Nine months into the pandemic, these practices have almost become second nature to me. A series of negative swab tests confirms their effectiveness, thank goodness, but still I can’t help but wonder if my luck would eventually run out. I sure hope it doesn’t.

For the meantime we will have to carry along with us every time we go

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

outside our homes a hand sanitizer, extra face masks, and extra face shields.

While it’s easy enough to carry a face mask or two in your pocket, carrying extra face shields is a challenge, especially those cheap disposable types you can buy from sidewalk vendors for P20. And they’re quite fragile, too. I had several face shield failures, and often during the most unfortunate of times, so I always make sure to carry a spare with me. There was an instance when my cheap face shield decided to snap itself into several irreparable pieces, just when I ran out of spares, minutes before an important meeting. Thank goodness manong guard in the parking garage kept a spare frame otherwise I wouldn’t have made it.

Since this pandemic will probably drag on for several more months, if not years (heaven forbid), I finally decided to invest in a high quality face shield. There are plenty of heavy duty face shields in the market but most of them are either bulky, heavy, have nauseating optical qualities, or all of the above. Then I saw the SMK face shield on Motoworld’s Facebook page. SMK is a reputable helmet manufacturer so it’s no surprise that they use the same polycarbonate faceshield they use on their helmets. A thick curved foam rests on your forehead while an adjustable elastic strap keeps it in place when worn. It’s light, it’s comfortable, it’s scratch resistant, it’s impact resistant, and best of all, it’s optically correct.

There are two SMK face shield models to choose from; a fixed lens that sells for PhP330, and a retractable lens model that sells for PhP395. They are well designed and are made of high quality materials, so I bought one of each. It’s more economical in the long run and also environmentally friendly because you don’t have to replace them often.

Now I don’t have to worry about missed appointments because of a broken face shield. Visit https://www.facebook.com/ mworldph for more details.

M AGAZINE'S

BUYER'S GUIDE THE LITTLE WITH EVERYTHING

THE SUBCOMPACT SUVS PROVIDE PRACTICALITY WITHOUT BREAKING THE BANK

BUYER’S GUIDE

Chevrolet Trax Chevrolet Trax

Engine/Drive: Front/ Front

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

L/W/H: 4245mm/2035mm/1678mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2555mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1495kg

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)

Premier LS

G

1.4T

I4

140

148

6A

10.6

185

10.6

14

S

6

S

S

N

N

—

1,185,888

Premier LT

G

1.4T

I4

140

148

6A

10.6

185

10.6

14

S

6

S

S

N

N

—

1,535,888

Ford EcoSport Ford EcoSport

Engine/Drive: Front/ Front

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

84

L/W/H: 4325mm/1765mm/1656mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1370kg

INTERIOR

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

ABS

Airbags

Stability

USB/ AUX/BT

Leather

Sun Roof

1.5 Ambiente

G

1.5

I4

123

111

5M

12.2

180

13

16.1

S

2

S

S

N

N

920,000

—

1.5 Trend

G

1.5

I4

123

111

5M/6A

12.2

180

13

16.1

S

4

S

S

N

N

970,000

1,030,000

1.5 Titanium

G

1.5

I4

123

111

6A

12.2

180

13

16.1

S

6

S

S

S

S

—

1,100,000

1.0 EcoBoost Titanium

G

1.0T

I4

125

125

6A

13.2

180

15.3

18.9

S

6

S

S

S

S

—

1,190,000

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2519mm

SAFET Y

PhP (MT)

PhP (AT)

BUYER’S GUIDE

GAC GS3 GAC GS3

Engine/Drive: Front/ Front

Body/Seats: 5dr SUV/ 5

POWERTRAIN

L/W/H: 4350mm/ 1825mm/ 1655mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2560mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1035kg

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)

1.5 GS

G

1.5

I4

113

108

6A

11.2

170

13.1

19.1

S

2

S

S

N

N

—

888,000

1.3 GE

G

1.3T

I4

135

149

6A

9.8

182

11.2

17.2

S

2

S

S

N

N

—

1,058,000

Geely Coolray Geely Coolray

Engine/Drive: Front/ Front

Body/Seats: 5 dr SUV/ 5

POWERTRAIN

L/W/H: 4330mm/1795mm/1609mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2600mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1390kg

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)

Comfort Turbo

G

1.5T

I3

174

188

7DCT

7.8

196

11.8

19.8

S

2

S

S

N

S

—

978,000

Premium Turbo

G

1.5T

I3

174

188

7DCT

7.8

196

11.8

19.8

S

2

S

S

N

S

—

1,088,000

Sport Turbo

G

1.5T

I3

174

188

7DCT

7.8

196

11.8

19.8

S

2

S

S

S

S

—

1,198,000

C-MAGAZINE.COM • JANUARY-FEBRUARY 2021

85

BUYER’S GUIDE

Honda HR-V Honda HR-V

Engine/Drive: Front/ Front

Body/Seats: 5 dr Crossover/ 5

L/W/H: 4294mm/1772mm/1605mm

POWERTRAIN

PERFORMANCE Torque (lb-ft)

Wheelbase: 2610mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1256-1269kg

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)

E

G

1.8

I4

142

126

CVT

10.1

190

9.7

17.7

S

2

S

S

N

N

—

1,296,000

RS

G

1.8

I4

142

126

CVT

10.1

190

9.7

17.7

S

4

S

S

S

N

—

1,515,000

Hyundai Kona Hyundai Kona

Engine/Drive: Front/ Front

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

GLS

86

Fuel

Displacement (L)

G

2

Config.

Power (bhp)

Torque (lb-ft)

I4

149

132

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

L/W/H: 4165mm/1800mm/1550mm PERFORMANCE

Wheelbase: 2600mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6A

10

194

10

13.3

S

4

Curb Weight: 1380kg

INTERIOR

Stability

USB/ AUX/BT

N

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

1,188,000

BUYER’S GUIDE

Kia Seltos Kia Seltos

Engine/Drive: Front/ Front

Body/Seats: SUV/5

POWERTRAIN

L/W/H: 4370mm/1000mm/1616mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2630mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1695-1745kg

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

2

I-4

147

132

CVT

11.8

186

9.3

17.3

S

2

N

S

N

N

—

1,095,000

EX

G

2

I-4

147

132

CVT

11.8

186

9.3

17.3

S

2

N

S

N

N

—

1,198,000

SX

G

2

I-4

147

132

CVT

11.8

186

9.3

17.3

S

6

S

S

N

N

—

1,505,000

Kia Stonic Kia Stonic

Engine/Drive: Front/ Front

Body/Seats: 4 dr Sedan/ 5

POWERTRAIN

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

Torque (lb-ft)

Wheelbase: 2600mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1028-1077kg

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

99

97

5M/6A

12.6

170

10.4

14.4

S

2

N

S

N

N

735,000

835,000

EX

G

1.4

I4

99

97

6A

12.6

170

10.4

14.4

S

2

S

S

N

N

—

925,000

C-MAGAZINE.COM • JANUARY-FEBRUARY 2021

87

BUYER’S GUIDE

Mazda CX-3 Mazda CX-3

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

Pro FWD

Fuel

Displacement (L)

G

2

L/W/H: 4275mm/1765mm/1535mm

PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

148

142

Wheelbase: 2570mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

6A

8.6

183

12.2

14.5

S

2

Curb Weight: 1223-1290kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

1,320,000

Mazda CX-30 Mazda CX-30

Engine/Drive: Front/ Front or Four

Body/Seats: 5 dr SUV/ 5

POWERTRAIN

88

L/W/H: 4395mm/1795mm/1540mm PERFORMANCE Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

11

17

S

7

Curb Weight: 1380kg

INTERIOR

Stability

USB/ AUX/BT

S

S

PRICE

Fuel

Displacement (L)

Config.

Power (bhp)

TM

0-100 km/h

SKYACTIV-G Pro

G

2

I4

153

148

6A

8.8

180

SKYACTIV-G FWD Sport

G

2

I4

153

148

6A

8.8

180

11

17

S

7

S

S

S

N

—

1,790,000

SKYACTIV-G AWD Sport

G

2

I4

153

148

6A

8.4

180

10.2

16.2

S

7

S

S

S

N

—

1,990,000

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

Torque (lb-ft)

Wheelbase: 2655mm

SAFET Y

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

1,490,000

BUYER’S GUIDE

MG ZS MG ZS

Engine/Drive: Front/ Front

Body/Seats: SUV/5-Seater

POWERTRAIN

L/W/H: 4314mm/1809mm/1648mm PERFORMANCE

Torque (lb-ft)

Wheelbase: 2585mm

SAFET Y

Top Speed (km/h)

City km/L

Highway km/L

Curb Weight: 1258kg

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)

Style

G

1.5

I4

114

111

5M/4A

12.9

180

9

14

S

2

S

S

N

N

818,888

868,888

Style pLUS

G

1.5

I4

114

111

4A

12.9

180

9

14

S

2

S

S

N

N

—

898,000

Alpha

G

1.5

I4

114

111

4A

12.9

180

9

14

S

6

S

S

S

N

—

998,888

Nissan Juke Nissan Juke

Engine/Drive: Front/ Front

Body/Seats: 5 dr Crossover/ 5

POWERTRAIN

NISMO Edition

Fuel

Displacement (L)

G

1.6

G

1.6

L/W/H: 4135mm/1765mm/1580mm PERFORMANCE

Config.

Power (bhp)

Torque (lb-ft)

I4

114

113

I4

114

113

Wheelbase: 2520mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

CVT

11.5

170

13.3

19.6

S

2

CVT

11.5

170

13.3

19.6

S

2

Curb Weight: 1332kg

INTERIOR

Stability

USB/ AUX/BT

N

S

N

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

1,021,000

N

N

—

1,239,000

C-MAGAZINE.COM • JANUARY-FEBRUARY 2021

89

BUYER’S GUIDE

Suzuki Jimny Suzuki Jimny

Engine/Drive: Front/ Four

Body/Seats: 3 dr SUV/ 4

L/W/H: 3545mm/1600mm/1705mm

POWERTRAIN

PERFORMANCE TM

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

City km/L

Curb Weight: 1060-1075kg

INTERIOR

Fuel

Highway km/L

ABS

Leather

Sun Roof

PhP (MT)

PhP (AT)

GL

G

1.5

I4

101

98

5M/4A

11.9

147

10.5

12.8

S

2

S

N

N

N

1,055,000

1,115,000

GLX Monotone

G

1.5

I4

101

98

4A

11.9

147

10.5

12.8

S

2

S

S

N

N

—

1,165,000

GLX Two-Tone

G

1.5

I4

101

98

4A

11.9

147

10.5

12.8

S

2

S

S

N

N

—

1,175,000

Airbags Stability

USB/ AUX/BT

PRICE

Displacement (L)

Config. Power (bhp)

Torque (lb-ft)

Wheelbase: 2250mm

SAFET Y

Suzuki S-PRESSO Suzuki S-PRESSO

Engine/Drive: Front/ Front

Body/Seats: 5 dr. Hatchback / 5

POWERTRAIN

GL

90

Fuel

Displacement (L)

G

1

Config.

Power (bhp)

Torque (lb-ft)

I3

67

66

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

L/W/H: 3565mm/1520mm/1565mm

PERFORMANCE

Wheelbase: 2380mm

SAFET Y

TM

0-100 km/h

Top Speed (km/h)

City km/L

Highway km/L

ABS

Airbags

5M

13.2

120

15.1

25.1

S

N

Curb Weight: 770kg

INTERIOR

Stability

USB/ AUX/BT

N

S

PRICE

Leather

Sun Roof

PhP (MT)

PhP (AT)

N

N

—

523,000

WA N T T O G O FOR A RIDE?

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Our Picks They say that if you want the most visceral experience when it comes to driving in the open road, it must be done with a convertible. It is easy to see why that statement is true with the sound of the uninhibited roaring engine and the wind passing through you as you go through twisting roads. Because we miss hitting the open road, we list down the convertibles we think that have stuck in the hearts of generations.

Words by Nicolas A. Calanoc

05 Ford Mustang Convertible (1964 ½ - 1973) Because we were talking about uninhibited roaring engines, it was obvious that the Ford Mustang and its glorious V8 had to be in this list. But more than what the car was mechanically, the Ford Mustang symbolized that sense of freedom and made it attainable and available to as much people as they could, showing that the experience is exclusive to no one.

04 Porsche 356 Speedster (1953-1956) The Porsche 356 Speedster is undoubtedly one of the smoothest and most curvaceous-looking Porsches out there. If it being handmade in low numbers wasn’t impressive enough already, it also came with the option to have the most powerful Porsche engine of its time.

Despite all that though, those who have owned and driven it regard it as a more civilized 911 of its time.

03 Jaguar E-Type (1961-1975) The Jaguar E-Type grabs a spot in this list together with the accolade of arguably being the most beautiful car ever.

It was an embodiment of everything it meant to be free: a convertible sports car. Its mix of beauty, performance, and relative affordability paved the way for others to follow suit.

02 Shelby Cobra (1962-1967) Anything that comes from the passion of the late Carroll Shelby is a godsend of a car, so it was inevitable for the Shelby Cobra to be on this list since it is best known for the version without the top. Carroll was all about pushing the car to the greatest of its capability, and the Shelby Cobra did just that; and then some.

01 Mazda MX-5 (1989-1997) Miata is always the answer. That is the catchphrase that embodies the greatness of the Mazda MX-5, not only as a car mechanically, but as an icon to the world. Sure, it may be the slowest car on this list, but it solidifies the point of what a convertible was meant to be: the visceral experience of freedom on the open road. When you combine that with its cult-like following around the world and being the top-selling two-seater convertible sports car in the world, it is safe to say that the Mazda MX-5 is arguably the most influential convertible of all time.

96

JANUARY-FEBRUARY 2021 • C-MAGAZINE.COM

TOP 5

MOST INFLUENTIAL CONVERTIBLES OF ALL TIME 05

04

03

02

01

Anti-magnetic.

5-day power reserve.

10-year warranty.

The new Aquis Date is powered by Oris Calibre 400.

A new movement.

Aquis Date Calibre 400