A JOLT TO AUDI E - TRON GT We pick 2022’s best of the best. Here are the car/SUV/crossover winners of our 18th Annual C! Awards. Ph P 195 ISSUE 239 SEPT 2022 Racing The Car I Helped Design FOCUS ON FEATURE Elevated Abilities from Saint Athan THE SENSES
The fire that new beginnings bring
Editor’sNote
2 SEPTEMBER 2022 • C-MAGAZINE.COM
n the flurry of one’s everyday grind, it’s inevitablesometimestooverlook what’s truly important. As we hunker down to get the job done, we may end up with blinders, involuntarily focused on just the end result. Though we don’t mean to, we sometimes forget to foster an attitude of gratitude. This issue reminds me of several things to be thankful for. It’s pivotal for me, as it symbolizes a fresh start with new members in our team, a reinvigorated commitment from those who’ve been part of it far longer than I have, and even building on the valuable contributions of colleagues who’ve already moved on.
I am more than grateful for this incredible opportunity and privilege to lead and work alongside a team that’s inspired and motivated to achieve a common goal. The demands of work may be daunting, but the challenges it brings are also exciting and even exhilarating at times. Now, moving forward in cadence with a potent team to take on an automotive industry that’s as vibrant as ever, I am simply all fired Thereup.isa lot to watch out for from C! Magazine in the coming months, but right now we are totally ecstatic about revealing the winners in the C! Awards’ Cars and More Than Cars categories. Choosing among a lot of very worthy contenders was certainly a difficult task, so those that made it on top in their respective categories are totally deserving of the honor. It also highlights the fact that current offerings in every category are just getting better and better in terms of features,
“Now, moving forward in cadence with a potent team to take on an automotive industry that’s as vibrant as ever, I am simply all fired up.”
I
Ardie O. Lopez
EDITOR-IN-CHIEF performance, and most importantly, value — to the absolute benefit of the consumer. To all the brands with the winning nameplates, all of us in the entire C! Magazine team are sending out our hearty congratulations. And for those eager to find out who the winners are for the Motorcycles category, it won’t be long before we roll out the list of nominees and of course, the winners. And as schools and establishments are finally opening up once again, we’re hoping that everyone would continue to stay safe for everybody’s sake. Take care, and may God bless us all.
A Jolt to the Senses The Audi e-tron GT
36 “What’s fascinating is how quickly you’d forget the e-tron GT is an EV, as in normal driving situations it’s near effortless to drive, with handling dynamics that progressively tighten as you get testy with it.” CONTENTS SEPTEMBER 2022 — ISSUE 239 4 SEPTEMBER 2022 • C-MAGAZINE.COM COVER STORY
By Ardie O. Lopez
The final results of fierce competition per segment, where consumers win the most. These are the champions.
Cars and More Than Cars 18 TH ANNUAL AWARDS WINNERS 46
CONTENTS SEPTEMBER 2022 — ISSUE 239 6 SEPTEMBER 2022 • C-MAGAZINE.COM FEATURES
AthanSaintfromAbilitiesElevated 2022 ByMartinAstonDBXKevinC.Limjoco COMPARO InnovaVelozToyotaTheVvsTheToyotaE The head to head between two dueling brothers 68 74 CONTENTS SEPTEMBER 2022 — ISSUE 239 8 SEPTEMBER 2022 • C-MAGAZINE.COM FEATURES
Peugeot 2008 SUV A Step Up Geely Emgrand Premium The Pinnacle of Value Subaru BRZ 2.4 Eyesight AT Renewed Attainable Sportscar Excitement Mazda CX-5 2.5T AWD Delightfully Athletic & Refined 28 30 32 34 CONTENTS SEPTEMBER 2022 — ISSUE 239 10 SEPTEMBER 2022 • C-MAGAZINE.COM THE DRIVES
Racing the Car I Helped Design Rookie racecar driver takes on the challenge inside a familiar steed.
By Wowie Go
79 “Everything comes full circle nearly a decade later as I find myself competing behind the wheel of the Vios Cup Car.” CONTENTS SEPTEMBER 2022 — ISSUE 239 12 SEPTEMBER 2022 • C-MAGAZINE.COM FOCUS ON
86 Boosted!
By
Francis G. Pallarco Event MatsuriHonda The Honda Club of the Philippines stages a successful record breaking event 2018 Mercedes-Benz G500 4x4² Squared Blue Here’s a modded 4x4² by Importhookup that’s unlike anything Techart GT Street R Porsche 991 Turbo S TechartStrictly Outstanding performance in all aspects, Techart exclusivity at the highest level. 88 90 94 CONTENTS SEPTEMBER 2022 — ISSUE 239 14 SEPTEMBER 2022 • C-MAGAZINE.COM TUNER
100 Bike Review TuaregAprilia 660 Even the desert becomes a road Bike Review SRApriliaGT200 The do it all, go anywhere adventure friendly scooter. 102 106 RideThe Life By John O. Mendoza CONTENTS SEPTEMBER 2022 — ISSUE 239 16 SEPTEMBER 2022 • C-MAGAZINE.COM WHEEL2WHEEL
NoteEditor’s By Ardie O. Lopez Nic’s List The Top Racetracks5 By Nicolas A. Calanoc LineInside By Chris Van Hoven Apex Aperturesand By Nicolas A. Calanoc 02 112 22 20 CONTENTS SEPTEMBER 2022 — ISSUE 239 18 SEPTEMBER 2022 • C-MAGAZINE.COM REGULARS
Nicolas A. Calanoc TECHNICAL PUBLICATIONS MANAGER hat’s the coolest job in theThisworld.”was always the response I got when I was asked what I did for a living when I started in C! Magazine eleven years ago. It was a dream come true for me as someone who read the magazine because it had quality information of cars tested and opinions that had the integrity and experience behind it. If you asked me back then, the coolest part about my job was testing cars every week, traveling around the Philippines, and being able to see and drive things before everybody else. But as you go through the motion and meet incredible people, perspective does change. From someone who had a passion for sports cars and driving on the track, I have grown to the pick-up and camping lifestyle. From writing articles, I ended up producing videos from start to end.
C! Magazine was definitely a place where I grew up as a driver, as a car buyer, and as a professional. And I will always be thankful for that.
“T 20 SEPTEMBER 2022 • C-MAGAZINE.COM
“C! Magazine was definitely a place where I grew up as a driver, as a car buyer, and as a professional. And I will always be thankful for that.” For Apertures
Everything Apex and
I want to thank every car manufacturer, PR agency, and colleague I have worked with these past 11 years. I couldn’t have done everything I have done without you. Because of all of you, I put myself out there to help the automotive consumer market in their decision-making process on what vehicle was best for them given their budget. Thank you for having us, the consumer, in your best interest. Thank you also for the bonds and friendships that we have fostered through theMostyears.of all, I want to thank all our readers and viewers. Without you guys, we wouldn’t be doing what we are doing today. But for now, I do need to take a rest. So don’t forget to stay safe, stay healthy, and stay kind. Especially now that the world needs it the most.
I do hope to see you all again soon.
Thank You
Hundreds of vehicles are available on the market today, with dozens of entirely new models added every year across dozens of manufacturers. You can understand why our C! Awards isn’t something we take lightly.
The Winner’s Circle
What makes this task particularly challenging is that there aren’t any bad cars anymore. Once upon a time, picking out the best cars in a segment was easy. There were excellent offerings, usually from the same Japanese brands year after year, and the duds were easy to spot and separate from the best of the Thisbest.is2022, however. And the past five years have seen a deluge of competitive vehicles from multiple source countries. The days when you could confidently say that the Japanese brands are automatically the best options in the automotive industry are over. A resurgence of quality offerings from China has challenged the industry in a way that hasn’t been seen in decades, changing how we view “value for money.”
Chris Van Hoven EXECUTIVE EDITOR “The days when you could
Inside Line T 22 SEPTEMBER 2022 • C-MAGAZINE.COM
he last few months of the year are special for us in C! Magazine because this is when we round up what we believe are the best vehicles being offered in the country today, which you’ll see culminating in this month’s issue. It’s a process that involves many steps, from the selection of the nominees to weeks of deliberation until, finally, a winner is selected.
automaticallyJapanesesayconfidentlythatthebrandsarethebestoptionsinthemarketareover.”
But there is also no such thing as a perfect car. Every single vehicle being sold in the market today has pros and cons, and the reason why it’s so hard to pick one car over another is that most of the time, the pros and cons are particular to a person’s specific needs. Yes, car A is cheaper and presents better value, but car B is more luxurious and more comfortable. But if we’re talking about pick-ups, does that even matter? Does anyone need a luxurious pickup truck? You might be surprised at how everyone answers this differently. Another factor that we heavily take into consideration is price and after-sales support. Warranties play a big part in our decision, and a good balance of dealerships, parts availability, available service centers, and pricing plays a big part in determining a winner. So even if a particular vehicle is fantastic, we’re thinking if it’ll hold up five or six years down the line and how easy it will be to have it periodically serviced. And of course, how easy it is to pay for. More than the vehicle itself, the ownership experience plays a massive part in what car you’ll eventually end up buying. So we hope you enjoy this issue as you go through our winners list. As car enthusiasts, we’ve selected what we believe are the cars, crossovers, and SUVs that make the most sense to own in today’s market for every segment. We can’t wait to see what lies ahead for next year.
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EDITORIAL PUBLISHING O. Lopez Chris Van Hoven EXECUTIVE Go Georges B. Ramirez Francis G. Pallarco Monica N. Legarda Angel S. Rivero Miguel C. Bichara Isabel N. Delos Reyes L. Lhuillier O. Mendoza Kevin C. Limjoco FOUNDING / /
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Know when to stop. Drink responsibly.
Sure having a few drinks can be fun, and it’s easy to get carried away. But remember that when you drink, you’re compromising your cognitive ability and responsiveness, which increases your risk for an accident. Don’t drink and drive. It’s simply not worth the risk to yourself and others.
A Reminder From
Safety
2008PeugeotSUV
A Step Up PLEASANT SURPRISES don’t come often in this industry, so when I finally got behind the wheel of the 2022 Peugeot 2008 SUV for the first time, I couldn’t help but think “why aren’t more people talking about this car?” After all, this second generation offering from Peugeot in the premium subcompact crossover category is Europe’s best-selling SUV for 2021. Let that sink in for a bit. Out of all the models and all the brands available in Europe, the Peugeot 2008 sold the most. And it’s available in our market for PhP 1.635 million. And while yes, that puts it at a fair amount higher than the rest of the subcompact crossover class with top-of-the-line models averaging PhP 1.5 million, we shouldn’t forget that the 2008 is also packaged to be more premium. That means that technically, it has no competition. Let’s dig deeper to see if it merits more of your attention.
The Peugeot 2008 uses the Stellantisowned EMP1 (PSA Common Modular Platform) chassis and drivetrain shared with the Peugeot 208 II, DS3 Crossback, Opel Mokka, and Opel Corsa, complemented nicely by a new, sleek, yet muscular design aesthetic. With its broad arches and athletic shoulders, the secondgeneration 2008 can no longer be mistaken for a raised hatchback, completely earning its SUV cred on looks alone. And since it’s positioned as a premium model, it’s kitted to the hilt - LED lights both front and rear, polished handles, and large 17-inch wheels sporting 215/60/R17 96H Goodyear Assurance Triplemax 2 tires. Step inside and you’ll undoubtedly feel that the Peugeot 2008 is a step up in terms of build quality and materials compared to other offerings in the subcompact crossover class. The compact steering wheel feels great to touch, as does the drive selector. The various buttons, switches, and stalks also feel highquality, without any unwanted jiggle or play to be found. The materials used in the cabin are a combination of flat-black, high gloss, and a matte carbon-fiber pattern finish — Words: Chris Van Hoven Photos: Author and Isabel N. Delos Reyes Plus: Handsome facelift, energetic, high build quality, well-finished interior. Minus: Price. Parts availability will always be in question. Rating 9.5/10
Specifications — 2022 Peugeot 2008 SUV Engine: Inline-3, 1199 cc, dohc 12V, Direct Injection, Intercooled Twin-Scroll Turbo, VVT, 6-Speed AT • Max power: 130 bhp @ 5500 rpm • Max torque: 170 lb-ft @ 1750-2100 rpm 0-100 km/h (0-62mph): 9.2 sec. • Top Speed: 194 km/h (121 mph) • Fuel Mileage: 6.3 L/100 km Overall • Price as tested: PhP 1,635,000.00 each contributing to keeping the cabin from being too bland. The seats are shaped to hug both driver and passenger, offering ample support from the legs all the way up to the torso. The biggest point of contention would be Peugeot’s i-cockpit implementation of the instrument cluster. While impressive to look at from a sci-fi fan perspective, the 10-inch 3D multi-layered display can get confusing to navigate, and may even be overwhelming to first-time users. Thankfully there are ways to make the display more “minimalist,” but it begs the question of why Peugeot is forcing the issue here when a simpler, cleaner digital cluster might work better. The 7-inch capacitive touchscreen infotainment system that handles audio and communication duties looks out of place as well and might be the only “low-quality” part of the entire cabin. Nevertheless, Android Auto and Apple CarPlay are fully supported, and the screen does present an excellent resolution for the reverse camera, so I really shouldn’t be complaining. Headroom and legroom is excellent for all passengers, and while three medium-sized occupants can enjoy a generally comfortable experience at the rear, two passengers at the rear would be the ideal scenario.
Powering the Peugeot 2008 is a peppy 1.2-liter, inline-3 turbocharged engine that produces 130 bhp and 170 lb-ft of torque mated to a 6-speed automatic. That’s a lot of power for such a lightweight body, and you certainly feel it in the drive. Give the gas pedal some generous throttle and you’ll feel the 2008 eagerly reply in earnest. Engine response is excellent even at low speeds, and once you get it up to a highway cruise, it never breaks a sweat. Its ride comfort, while not best-in-class, is adequate enough, though it would be understandable if some found it on the harsher side. Peugeot definitely positioned the 2008 as a more athleticallybiased SUV instead of a plain cruiser. This is evidenced by the flat-bottomed steering wheel with its small diameter just making the temptation of throwing it around corners too difficult to ignore.
At PhP 1,635,000, the Peugeot finds itself priced PhP 37,000 more than the top-of-theline Honda HR-V Turbo, PhP 30,000 less than the Toyota Corolla Cross Hybrid, and a full PhP 100,000 more than a Kia Seltos, which is an interesting position to be. In terms of convenience and safety features, it stands on par with the best the industry has to offer. Once upon a time, the Peugeot 2008 would have been a clear winner, but with the emergence of superstars like the Geely Coolray, and more recently, the Nissan Kicks e-Power shaking up the segment, the decision is no longer as clear cut.
THE DRIVES 28 SEPTEMBER 2022 • C-MAGAZINE.COM
The signature projector LED headlights with LED daytime running lights and rear LED assemblies are top class in design and functionality. The 17-inch aluminum-alloy wheels of our gray-colored Premium test unit are wrapped with 205/50R17 89V Chao Yang Radial RP76+ tires. The tire brand is unfamiliar but they run surprisingly well with balanced road performance. The Emgrand Premium has a total of six airbags (Front, Front Side Row, Side Curtain) with traction and stability control, hill start assist, rear parking sensors, cruise control, and a reverse camera.
The powerplant is very modest but it does communicate fairly well with the CVT transmission that simulates 8-gear ratios. The all-disc brakes are good and the suspension tuning of the MacPherson front struts and rear torsion beam have been calibrated optimally for our road conditions. For everyday commuting for work or school, the power is sufficient. The steering feel is very good and is not overboosted. The creature comforts and the massive cost savings will more than make up for the pedestrian dynamic performance.
THE DRIVES 30 SEPTEMBER 2022 • C-MAGAZINE.COM
The Pinnacle of Value
THE 2022 GEELY EMGRAND PREMIUM model is truly groundbreaking. This is the car that has now set the maximum value standard in our market. It isn’t just the common random model anomaly either, for PhP 848,000.00, you can get the Geely Emgrand Comfort model which has about 90% of the same equipment but you do lose out on the finest feature of the subcompact sedan: its very unique rich combination of blue and vanilla interior composed of good quality leatherette and suede material, and that would be a real pity. The Emgrand Comfort model also uses 4 speakers instead of 6, and loses the side and curtain airbags. For even less money at P699,000.00, Geely Philippines sells the Emgrand S model that comes with a 5-speed manual transmission, 15-inch steel rims, drum rear brakes, halogen projector headlights, analog gauges (not a bad thing, more on this later), 2 speakers for the audio (this is very bad), and reduced safety measures. Using the excellent BMA platform (the platform is developed from 70 % highstrength steel and 20 % hot-formed steel, designed to exceed European 5-star safety standards) that is used in the award-winning Coolray subcompact crossover, the 4th generation Geely Emgrand drives and rides like a much larger sedan. In fact, it is already the most spacious in its class and even has the ingredients and proportions to compete against the compact sedan segment. Applying the full-featured formula executed on the top-spec variants of the Coolray, Okavango, and Azkarra, the Emgrand is able to stand out even from its own stablemates offering a luxurious cabin that dilutes the wow factor on even the flagship Azkarra Luxury model. The sharp 12.3-inch instrument screen initially looks interesting however the graphics and display treatment are too convoluted. I hope that future firmware updates will offer more user-configurations to optimize the Words: Kevin C. Limjoco Photos: Isabel N. Delos Reyes Plus: Maximum value, outstanding interior trim and design layout, comfortable, smooth, efficient, comprehensive packaging. Minus: Modest powerplant, infotainment system sound quality can be improved further, needs more instrument configuration options. Rating 9.5/10
Specifications — 2022 Geely Emgrand Premium Engine: Inline-4, 1498 cc, dohc 16V, Multipoint Injection, D-CVVT, CVT • Max power: 101 bhp @ 5600 rpm • Max torque: 105 lb-ft @ 4400-4800 rpm 0-100 km/h (0-62mph): 11.4 sec. • Top Speed: 176 km/h (110 mph) • Fuel Mileage: 6.3 L/100 km Overall • Price as tested: PhP 958,000.00 high-resolution display. A traditional analog instrumentation of the tachometer and speedometer would be much better with a bespoke design that is also instantly familiar while simultaneously offering real estate to other preferred driver information that would include infotainment data.
Geely
PremiumEmgrand
The 8-inch control screen for the infotainment system looks great and does have wireless screen mirroring via EasyConnection but not the straightforward Apple CarPlay and Android Auto app connectivity. It does have a good number of standard features and adjustability (though I wish the drive modes would be managed by a forthright physical toggle) though the 6-speaker system, even after preferred audio quality adjustments, felt under-amplified and lacked range and vibrancy. The trunk has 500 liters of capacity which you can expand by folding the rear 60/40 bench.
The design and finish of the contrasting interior is exemplary, it even has a moonroof.
It humbles the interiors of vehicles costing over three times as much. Sure, the rear bench does not have a center armrest but it is quiet and comfortable with very tactile surfaces.
The design of the rear climate control vents with USB ports and start/stop ignition are really classy and upmarket. Geely claims the cabin is constructed with 85 % soft-touch materials which is evident on the dashboard, front armrest, and door panels that also have tasteful extra design stitching.
Words: Kevin C. Limjoco Photos: Isabel N. Delos Reyes to provide driving enjoyment and engagement. So, like many enthusiasts, we have been patiently waiting for the heavily upgraded 2nd generation models. This time around for our Philippine market, the Subaru official distributor Motor Image, introduced the model first before Toyota Motor Philippines publicly releases its GR86 version (several units are already in country). There are a lot of changes and I will focus on the more salient details but the spirit remains true combined with a few components that have found its way back like the aluminum pedals, brake system (11.6-inch vented discs up front with twin-piston calipers and 11.4-inch vented discs at the rear with single-piston calipers), automatic transmission gear ratios (identical ratios but the final drive ratios are different, the old one was 4.10:1 while the new one is 3.9:1, there is also an updated torque converter and additional clutch discs to manage the new powerplant) and fuel tank capacity (50 liters) which remain essentially identical to its predecessor. I am confident that abundant factory (Subaru offered a substantial optional Brembo® brake upgrade system in many markets that featured 12.8-inch vented discs with 4-pot calipers up front and 12.4inch vented rear discs with twin-calipers, Toyota TRD offered even larger units) and aftermarket systems will be available for individual tuning for both sport and racing applications like before.
Subaru BRZ 2.4 Eyesight AT Attainable Sportscar Excitement
The most profound upgrade is the engine which has grown from a naturally-aspirated 2.0-liter flat-4 producing 205 bhp @ 7000 rpm and 156 lb-ft @ 6400-6600 rpm at its best factory tuning (normally it is 5 bhp less and 5 lb-ft less, the extra power is applied to manual transmission models through a freer-flowing intake and exhaust system, more robust pistons and crankshaft bearings, and reduced valvetrain friction) on special edition models that you have to wring out even when you do not want to for motivation to a more efficient and more powerful 2.4-liter flat-4 that is still not force-induced but produces 232 bhp @ 7000 rpm and more critically way more torque at 184 lb-ft @ 3700 rpm for exponentially more effortless practical daily driving. The 7500 rpm redline is 200 rpm lower than before but with a much better throatier exhaust note. It has an additional oil cooler and even if peak torque is achieved at 3700 rpm the powerband is fairly linear as it tapers off until about 5000 rpm for optimalComparedelasticity.directly to the outgoing model with an automatic, the mostly all-new Subaru BRZ EyeSight weighs approximately only 41 pounds more which is not much at all given the increased proportions, however minute, the new designs inside and out, the larger engine, and additional standard equipment. Subaru has been able to manage the weight gain with generous applications of aluminum on suspension components, the double-bubble roof, hood and front fenders. While the uprated chassis adopts elements from the Subaru Global Platform (SGP) which is supposed to increase torsional rigidity by 50% and front lateral bending rigidity by approximately 60%. The new Subaru BRZ uses a slightly longer wheelbase by 5 mm, has a longer body by 25 mm, has the same width, and has a 10 mm lower roofline but conversely has 5 mm more ground clearance. Notably, the rear track is 10 mm wider for better feel and handling. An extra bonus too with the new BRZ with an automatic is that it now comes standard with a Torsen® Limited-Slip Differential which before you could only get packaged with the manual
WITHOUT A DOUBT, the collaborative work of Toyota and Subaru with the 86 and BRZ twin two-door sportscars are hugely important beyond appealing to just car enthusiasts. Yes, there was a short-lived Scion FR-S (literally Toyota’s introductory model strategy for the US market until it brought its own model after shutting its Scion sub-brand down in 2016) sibling in the North American market too and even that contributed to the overall success of the collaboration. Toyota has actually raised their stake in Subaru to 20 % while Subaru acquired 0.3 % of Toyota. We have literally tested every single model variant and special limited edition from all three brands since the affordable 2+2 sportscar was introduced to the world in 2012. Despite its myriad of compromises to make the Subaru BRZ and 86 affordable and appeal to the greatest number of potential customers, the C! team has loved the coupé’s and celebrate its engineered intentions 01 02 05 06 0304
Renewed
01 Subaru BRZ Blue Edition 02 Toyota 86 03 Scion FR-S 04 Facelifted Toyota 86 05 Subaru BRZ old interior 06 Pre-UpdatedSubaruBRZ32 SEPTEMBER 2022 • C-MAGAZINE.COM THE DRIVES
Plus: The Thoroughlyaestheticallybetterandenthusiast’severymansportscaritissignificantlydynamicallyandthanitspredecessor.updated.
Front suspension: Independent MacPherson struts with coil springs, performance gas-pressurized shock absorbers, V-tower strut bar, and anti-roll bar.
The 2022 Subaru BRZ is available in seven colors: Ignition Red, Magnetite Gray Metallic, Sapphire Blue Pearl, World Rally Blue Pearl (our test unit), Crystal Black Silica, Crystal White Pearl, and Ice Silver Metallic.
Rear suspension: Independent Double Wishbone with coil springs, performance gas-pressurized shock absorbers and anti-roll bar. Fuel Capacity: 50 liters (13.2 gallons) • Ground Clearance: 130 mm • Load Capacity: 170 liters with rear seat fixed, 368 liters with the rear seats folded L x W x H: 4265 mm x 1775 mm x 1310 mm • Wheelbase: 2575 mm • Brakes: Front 11.6-inch (295 mm) ventilated discs 2-piston calipers / Rear 11.4-inch (290 mm) vented discs with 1-piston calipers, Traditional Manual E-Brake, ABS, Vehicle Stability Control with Track Mode, Traction Control, BA, Brake Override System, EBD, Hill Start Assist. EyeSight 3.0 Safety Suite, Blind Spot Detection, Lane Change Assist, and Rear Cross Traffic Alert. • Wheels: 18”x 7.5J Matte Dark Grey 10-spoke Alloys Tires: P215/40R18 85Y Michelin Pilot Sport 4 • Weight: (kerb) 1310 kg. (2882 lbs.) • 0-100 km/h (0-62 mph): 6.3 seconds • Top Speed (mph): 235 km/h (147 mph) Fuel Mileage: 21 mpg City / 31 mpg Highway (8.6L/100 kms. Overall) • Price as tested: PhP 2,619,000.00 variants. The interior volume remains the same at 2186 liters even if the new body appears larger. Unfortunately, the previously small rear trunk is actually even smaller now by 17 liters.
The new muscular body is fabulous and appropriately updated with multiple fixed passive aerodynamic measures for brake cooling and maintaining optimal dynamic handling through new front bumper ducts, front wheel-arch exit slits, side sills, undercarriage covers and rear diffuser among other treatments leading up to the tasteful rear trunk duck-tail-esque spoiler. The drag coefficient though remains roughly the same at .28 cd even if the new BRZ’s body is more sensual, purposeful, and attractive. For a P100,000.00 less, you can get the more visceral 6-speed manual version that weighs about 45 pounds less and it is quicker, but you do loose the EyeSight 3.0 system (Pre-Collision Braking, Pre-Collision Throttle Management, Adaptive Cruise Control, Lane Departure Warning, Lane Sway Warning, and Lead Vehicle Start Alert) as well as the Reverse Automatic Braking system and High Beam Assist. The manual transmission BRZ actually consumes more fuel too, though that could be because drivers are more likely to drive it more aggressively and hit the redline moreThefrequently.cabinisvery familiar and is exactly what it looks like, an evolution of the original formula. Every single item and material have been updated significantly so now the interior has more standard equipment, more refinement and better continuity. There are no longer any displaced inconsistent colors like before, the archaic double-din green backlit head unit of the outgoing model with no parking aids has been replaced with a modern 8-inch touchscreen infotainment system with Android Auto™ and Apple Carplay® connectivity through 8 speakers. The infotainment system also now has a guided rear camera combined with rear parking sonar sensors. The audio quality is much better now and whether you like it or not, additional synthetic engine sound is piped in through the system to “enhance” the aural experience, thankfully it is subtle. The switchgear has all been improved and are more tactile. Sound insulation has also been greatly improved. Contributing to the driver experience are the combination leather/Ultrasuede®-trimmed upholstery with red accents and contrast double-stitching which complements the treatments to the gearshift boot, e-brake, door panels, and steering wheel. The faux carbon fiber trim is gone and there are more multi-sized storage areas. The new 7-inch digital instrument cluster is configurable and graphically builds around a central tachometer that also has an integrated G-force meter plus adaptive Sport and Track modes. The circular tachometer switches to a linear graph in Track mode. When in manual override mode, the steering wheel paddleshifts will not automatically upshift before the redline so the real-world dynamic ability of the automatic variant compared to the manual transmission has narrowed favorably. The brilliant steering response, at a quick 13.5:1-ratio, truly keeps the driver connected to the car with great feedback and precision. The lovely standard signature full-LED lighting with headlight washers also has steering response for better cornering illumination.
The taut ride quality on the tenacious 215/40R18 85Y Michelin Pilot Sport 4 tires is more compliant under normal driving conditions and exemplary when driven spiritedly. The retuned damping greatly helps here too. Even the stability control offers more adaptability to driver’s needs in five settings.
Specifications — 2022 Subaru BRZ EyeSight AT Engine: Flat-4 • Location: Front, Horizontally Opposed Boxer • Displacement: 2387 cc • Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, Variable Valve Timing • Fuel Injection: Port & Direct Injection • Max power: 232 bhp @ 7000 rpm Max torque: 184 lb-ft @ 3700 rpm • Transmission: 6-Speed Automatic with Manual Mode, Steering wheel paddleshifts and Rev-Matching, Rear Wheel Drive
Minus: The trunk got smaller, the rear seats are still best for children 8 and under, some lingering compromises. Rating 10/10
THE DRIVES C-MAGAZINE.COM • SEPTEMBER 2022 33
The 1st generation Subaru BRZ/Toyota 86 may have set the foundation, but this 2nd generation will soar and appeal to an even wider audience. The joyous character and deeper abilities of the all-new BRZ solidify the wonder twins as the best performing and most financially attainable sportscars that can be driven daily in our Philippine market. It may not have the versatility, intimacy, kit, pedigree, and refinement of the Mazda MX-5, but it is the overall better performer with more space and a larger trunk.
Delightfully Athletic & Refined
Globally released in 2022 and designated as 2023 models in many markets, the 2nd generation face-lifted Mazda CX-5 received significant improvements and updates without drastically increasing the retail price. Seen here in its very desirable new exterior color, Zircon Sand, which is dedicated to the new gasoline 2.5-liter Turbo AWD model where it particularly highlights the new redesigned signature Quad-LED headlights with High Beam Control, new elegant front and rear bumpers, new 3D textured front grille, purposeful looking dual rear exhausts, and new 19-inch alloys. Looking through the new 10-spoke alloys you will discover that the front vented disc brakes have increased in size from 11.7 inches to 12.6 inches which is the first mechanical telltale that this new Mazda CX-5 is extra special. The potent direct injection intercooled turbo 2.5-liter engine has been around in our market since the 2nd generation 7-seater midsize crossover CX-9 was launched in 2017, and when the same engine was packaged in the CX-5 in many other markets beginning in 2019, the Mazda Philippines team chose to skip that powerplant and carried on instead with the 2.2-liter twin-turbodiesel, the popular naturally aspirated 2.5-liter, and the entry-level
EVER SINCE THE Mazda CX-5 compact crossover was launched in 2012 it has been embraced with so much love and commercial success the world over. The original formula may have been established by others, but Mazda used their own distinctive engineering and design alchemy to create and set a new level for the segment. It did not all happen at once, but even the untouchable Mazda CX-5 had, in our Philippine market, a short period of transitional time when improvements and equipment updates from Mazda had slowed while its retail prices climbed creating a perfect storm for the fierce competition to capitalize on with a deluge of affordable high-quality mobility alternatives, leading it to lose its tight grip as the very best in class, for a moment.
Words: Kevin C. Limjoco
Photos: Isabel N. Delos Reyes 2.0-liter engines. It was a very good decision. The 187 bhp 2.5-liter and 155 bhp 2.0-liter engines still soldier on today with the current body. The brilliant 2.2-liter turbodiesel has been dropped but will continue to sell while supplies last. The patience to wait for the new Mazda CX-5 facelift rewards new buyers with an updated version of the 2.5-liter turbo combined with new gear ratios for the excellent 6-speed automatic transmission. Like the variable tuning of the first 2.5-liter turbo which produces power figures in tune with the fuel grade used (227 bhp @ 5000 rpm and 310 lb-ft @ 2000 rpm when regular 87 low octane unleaded fuel is used, and 250 bhp @ 5000 rpm when premium 93+ unleaded fuel is used), the new engine has been calibrated to produce more power and torque under the same principles. The new engine produces 256 bhp @ 5000 rpm and 320 lb-ft @ 2500 rpm when premium fuel is used, and drops that to 227 bhp and 310 lb-ft with low octane fuel. The significantly stronger front brakes and astoundingly more powerful new engine would have already been profound upgrades but Mazda pressed forward with even more supporting equipment that affects daily driver applications. The suspension tuning was improved, frame rigidity was increased, more
THE DRIVES 34 SEPTEMBER 2022 • C-MAGAZINE.COM
Mazda CX-5 2.5T AWD
Front suspension: Independent MacPherson struts with coil springs, gas-pressurized shock absorbers, and anti-roll bar.
Plus The finest compact crossover in the market that just got even better. It is the most dynamic CX-5 ever. Minus We want one badly. Rating 10/10 experience. All the seating surfaces are wrapped with high quality deep red Nappa leather that complements the generous contrasting soft-to-the-touch surfaces, black cloth headliner, and genuine layered wood accents. It has additional USB charging points hidden in the center rear seat armrest. There is a very convenient wireless smartphone charger now too so the wireless Apple CarPlay and wireless Android Auto applications will work stress-free through the updated 8-inch touchscreen infotainment unit that has sharper 360-degree camera coverage and continues to be powered by the brilliant 10-speaker Bose® audio system that sounds even better now thanks to the quieter cabin. It also has other carried over kit and aftersales services that we all enjoy like a powered tailgate, moonroof, a HUD system, 7-inch instrument driver information display, and the standard setting 5-year free periodic maintenance/service plan. There are 8 exterior colors to choose from in the Mazda CX-5 range that includes the other special color, Polymetal Grey, that is also only available with the fantastic 2.5 Turbo AWD model for that extra oomph of distinction. The 2022 Mazda CX-5 2.5T AWD is the very best compact crossover sold in the Philippines. It is so great now thanks to its comprehensive packaging and fabulous dynamic performance that the significantly more expensive compact crossovers from the European brands are humbled. It has once again set the standard.
Rear suspension: Independent Multilink with coil springs, performance gas-pressurized shock absorbers and anti-roll bar. Fuel Capacity: 58 liters (15.3 gallons) • Ground Clearance: 193 mm • Load Capacity: 872 liters with rear seat fixed, 1679 liters with the rear seats folded L x W x H: 4575 mm x 1845 mm x 1680 mm • Wheelbase: 2700 mm • Brakes: Front 12.6-inch (320 mm) ventilated discs 2-piston calipers / Rear 11.9-inch (302 mm) solid discs with 1-piston calipers, Integrated Electronic Parking Brake, ABS, SKYACTIV-Vehicle Dynamics with G-Vectoring Control Plus, Brake Override System, EBD, Hill Start Assist. Mazda Intelligent Drive Select (Mi-Drive: Sport and Off-road modes), HUD Active Driving Display, i-ACTIVSENSE: Blind Spot Detection, Lane Change Assist, Rear Cross, Smart City Brake, Smart Brake, and Driver Attention Alert. • Wheels: 19”x 7J Bright Silver Multi-Spoke Alloys • Tires: P225/55R19 99V Toyo Proxes R46A • Weight: (kerb) 1712 kg. (3766 lbs.) 0-100 km/h (0-62 mph): 6.4 seconds • Top Speed (mph): 215 km/h (134 mph) • Fuel Mileage: 22 mpg City / 27 mpg Highway (8.6L/100 kms. Overall) Price as tested: PhP 2,380,000.00
Specifications — 2022 Mazda CX-5 2.5T AWD Engine: Inline-4 • Location: Front, Transverse • Displacement: 2488 cc • Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, Variable Valve Timing, S-VT with i-stop • Fuel Injection: Direct Injection Intercooled Turbo Max power: 256 bhp @ 5000 rpm (227 bhp @ 5000 rpm with Regular Unleaded) • Max torque: 320 lb-ft @ 2500 rpm (310 lb-ft @2000 rpm with Regular Unleaded) Transmission: 6-Speed Automatic with Manual Mode, Steering wheel paddleshifts, Primarily Front Wheel Driven with i-ACTIV AWD®
insulation was applied, the underside was reconfigured to further reduce road noise, more active and passive safety measures were added as well like the adaptive cruise control, the Smart City Brake Support (braking the vehicle to a full stop at low speeds from 4 km/h to 30 km/h when it senses an impending collision, the system is also active during slow maneuvers like parking) and the Smart Brake Support systems (performs a similar active role at mid to high speeds between 15 km/h to 145 km/h, it primes the brakes for maximum stopping power once it detects a potential collision, if the driver does not take evasive action such as braking or steering, the system automatically brakes the vehicle to a complete stop).
Now for new driver and passenger comforts, the magnificent Mazda CX-5 interior is a great place to build from. The new powered front seats have 3 levels of ventilation for both driver and passenger with additional support and padding that conforms for an even better
THE DRIVES C-MAGAZINE.COM • SEPTEMBER 2022 35
36 SEPTEMBER 2022 • C-MAGAZINE.COM TOJOLTA SENSESTHE “Right up to quite recently, I had not been able to fully decide what I would make of electric vehicles from an automotive enthusiast’s standpoint.”
PHOTOS BY: Author and Jerel A. Fajardo STORY
Audi e-tron GT COVER
C-MAGAZINE.COM • SEPTEMBER 2022 37 WRITTEN BY: Ardie O. Lopez
It was a sub-compact sedan in configuration and somewhat spartan by today’s standards, but the experience it gave me was unforgettable enough. The sensation from the absence of that familiar sound and vibration from an internal combustion engine felt mildly unsettling, and was also more like a novelty- which I on that same day chalked up to amusement rather than serious fascination. Despite its diminutive size, the rate of acceleration it provided was almost cartoonish, like there was no gradation from standstill to funny-fast. So yes, I thought it was cool in a sci-fi kind of way but it left me feeling that there was something missing (apart from an engine!), so I didn’t give it much thought then how significantly EVs would eventually make a difference in the automotive world and in our lives in general.
Realistically speaking, and I believe most of you will agree, it’s the slew of Hybrid vehicles currently on offer that have just recently settled in comfortably so to speak, amongst their conventionally-powered counterparts in terms of viability in cost and performance. That’s despite the fact that Hybrid models in the premium luxury category in the Philippines have been around for well over a decade, and well, that the first ever commercially produced Hybrid car, the Toyota Prius has been around since 1997 (which rolled-in much later than that in our market, and garnered a lukewarm reception at best).
So, my point here is that in our local automotive landscape, infrastructure and traffic conditions considered, now is the age of Hybrids, and the dawn of EVs has yet to come. To the average
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on’t get me wrong, my first experience in driving an actual proper electric car (golf carts are EVs too after all) goes back about sixteen years ago, in Japan.
For me the only visual hint that it’s an EV is its unslotted grille, which points to it not having an engine that’d
C-MAGAZINE.COM • SEPTEMBER 2022 39 Audi e-tron GT COVER STORY
motorist, it’s the glaring lack of charging facilities, the much heftier sticker prices in comparison, and of course range anxiety- these are the factors that make it so. But on the premium luxury level, those factors are slotted down in the list, giving way to what apparently is about this major transcendence of that distinction between driving a conventional sports car versus a full-EV sports car in terms of dynamics and performance feel. I dare say it’s not about practicality and environmental-friendliness at all. It’s the realization of the future’s rides made available in the metal right now, that are finally devoid of that clinical “appliance-on-wheels” and “soulless” feel associated with EVs of a few years back (yes I still had that impression after getting to drive a Tesla Model S briefly about 8 yearsTheago).EVin my opinion that’s achieved that transcendence, is the 2023 Audi e-tron GT. And that is even after getting to drive its equally exceptional cousins, the Porsche Taycan Turbo S and RWD.
Sure I’ve been a Spiderman fan since I was in secondary school, but I also kinda became a fan of the Audi e-tron GT when it cameo’d in Spiderman: Far From Home. It wasn’t a fantasy sports car driven by a Superhero, but an actual production model that deserved that (a well strategized) appearance in the film. That was three years ago, and to this day its looks are still pretty much on point. The e-tron GT in Grand Tourer porportions is long, wide, flat and low, with subtly bulging rear-wheel haunches and a deliciously symmetrical silhouette. With respect to the Taycan that’s unmistakably imbued with Porsche DNA in no small way, the Audi e-tron GT elicited a more obvious emotional response from people who’ve never seen one before, and well, from myself at first sight.
Sure, opinions vary, but first off, I believe a car that doesn’t herald that it’s an EV in terms of its aesthetics is the one that purists- or traditionalists, would have an easier time warming up to. And that’s where I’d like to start.
benefit from air intake. EV or not, it strikes me as a stunning car in typical Audi fashion. But after strapping in, powering it up and flicking it to drive, that’s where the Audi e-tron GT sets the EV tone in your driving. While cars in the premium luxury level normally have this discernible fine layer of plushness to their ride quality, on smooth roads I’d like to describe the e-tron GT’s as something akin to an ice cube sliding across a glass table. Sure, the absence of an engine’s sound and vibrations had something to do with it, but it’s impressive nonetheless considering it’s riding on 20-inch wheels and low-profile tires.
Audi seems to have exercised restraint in designing its controls, dashboard and the rest of its interior, for as dynamic as the general takeout is, it isn’t meant to look obviously futuristic which to me adds to its appeal. I’d still prefer a gearshift lever instead of a slider switch though, but that may just be me holding on to what’s conventional. I am liking the driving position, as the full-sized sport seats are mounted low, and well-bolstered all the way to shoulder level- they’re comfortable and snug. Quite noticeable is how the main portion of the dashboard and center console are angled towards the driver to be more driver-centric ergonomically. And, the full glass roof is a great touch for that expansive cabin feel. But all that is really just half this car’s story. A pair of electric motors propel the e-tron GT, one mounted on each axle, utilizing Audi’s famed Quattro AWD configuration. These are mated to a 2-stage ratio planetary gearbox with a single gear as its transmission, pushing out 476 HP (530 HP in Overboost mode), and 630 Newton-
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“While cars in the premium luxury level normally have this discernible fine layer of plushness to their ride quality, on smooth roads I’d like to describe the e-tron GT’s as something akin to an ice cube sliding across a glass table.” Audi e-tron GT COVER STORY C-MAGAZINE.COM • SEPTEMBER 2022 41 The Audi e-tron GT comes equipped with its charging cables in a bag that's handily stowed under its hood. Both cables are included for slow/standard (1-phase 7.4kW) and fast charging (3-phase 11kW). The e-Tron GT also has a rapid charging port though for a maximum charging rate of 270 kW for use on dedicated charging facilities.
42 SEPTEMBER 2022 • C-MAGAZINE.COM Audi e-tron GT COVER STORY
“The Audi e-tron GT elicited a more obvious emotional response from people who’ve never seen one before, and well, from myself at first sight.”
C-MAGAZINE.COM • SEPTEMBER 2022 43
What’s fascinating is how quickly you’d forget the e-tron GT is an EV, as in normal driving situations it’s near effortless to drive, with handling dynamics that progressively tighten as you get testy with it (the Electromechanical progressive steering with speeddependent power assistance surely contributes to it), complemented by the tenacity that its Quattro AWD
The Audi e-tron GT boasts of creature comforts, amenities and fit and finish that exceed your typical EV's. Here its huge trunk space just encourages you to venture farther than you might be inclined to.
meters of Torque. Those numbers are impressive on paper, but when delivered right foot down and motors-to-pavement in very direct EV fashion, the experience is something else. It’s like there absolutely is no wastage of power transfer in pushing against the earth to move you forward ever so rapidly. I have tried “Launch Control” on the Taycan Turbo S, and while its acceleration felt almost “non-linear”, the e-tron GT’s was almost disorienting, you’d end up getting a thrill from the little tinge of panic you’ll get as it catapults you to warp speed. Perhaps it’s the more subtle synthesized Audi Sports Sound the speakers emit while you’re at it compared to the Taycan’s more pronounced spaceshiplike sound effects. I am certain that the main purpose of having these electronically generated “engine” sounds, is to aid the brain in connecting audio to the physical sensation of immense acceleration. Blasting away to 100km/h from 0 in just 3.0 seconds (RS e-tron GT) in total silence, would most probably result in nausea. It just makes me wonder if launching the e-tron GT will ever get old with those who actually own one.
SPECIFICATIONS 2023 Audi e-tron GT Engine: Dual Permanent-magnet synchronous AC motors, 71-kWh lithium-ion battery pack Max Power: 380 bhp (230 KW) Max Torque: 398 lb-ft (540 Nm) Transmission: 2-speed, Quattro All Wheel Drive Suspension: Front: Independent Double-wishbone, adaptive air suspension with damper control Rear: Independent Multi-Link Double-wishbone, adaptive air suspension with damper control Drag Coeffcient: .28 cd L x W x H: 4901 mm x 1935 mm x 1629 mm Wheelbase: 2900 mm Brakes: Front 13.8-inch (350 mm) ventilated, cross-drilled disc aluminum fixed 6-piston caliper; Rear: 13.8-inch (350 mm) ventilated, cross-drilled disc with 1-piston calipers Integrated Electric Parking Brake, ABS, ECB, EBD, BA, Regenerative function. Wheels: Front: 9.5Jx21; Rear: 11.5Jx21 Multi-spoke Twotone Cast Aluminum Alloys Tires: Front: 265/35R21 101Y ; Rear: 305/30R21 104Y Goodyear Eagle F1 Asymmetric 5 Weight: (kerb) 2370 kg. (5225 lbs.) 0-100 km/h (0-62 mph): 6.8 seconds Top Speed (mph): 190 km/h (118.1 mph) Governed Range: 341 kilometers WLTP claim Price as tested: PhP 10,850,000.00
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Spending a few days with the Audi e-tron GT, it’s almost inspiring to imagine a lifestyle thematic to it- with everything else in your home and workplace tech-driven yet intuitive to control, visually uncomplicated and pleasantly power efficient. It actually makes one a bit more comfortable with embracing technology and transitioning to a mindset that takes full advantage of it. On an automotive perspective, the Audi e-tron GT feels like a car that ushers that in smoothly, retaining characteristics that endear the driving experience to us- from its aesthetics, with the exceptional capability to thrill, down to even the guilty pleasures, without letting us lose out on what the advancements technology has to offer. So much so, that we made it our C! Drive of the Year. Now that’s power. a few days with the Audi e-tron GT, it’s almost inspiring to imagine a lifestyle thematic to it- with everything else in your home and workplace techdriven yet intuitive to
system provides. Well of course until you plug it in to charge, which takes only 30 minutes to fill its Lithium-ion battery to 80% capacity from zero using a DC fast charger. Conventional AC charging will take about 7 hours from zero to 100% capacity, and an optional AC charger will slash that in half. The Audi e-tron GT has a respectable range of 475km on average, on full charge. What you’d normally monitor as you drive is your fuel gauge, but with an EV it’s your remaining mileage. What’s amusing is after some drives, depending on the road conditions and your driving style, it’s quite normal to end up with a longer remaining travel range than what you started with, due to its efficient power regeneration system (mainly through braking and deceleration).
Audi e-tron GT COVER STORY “Spending
control...” Exhilarating dynamics, inspiring GT aesthetics, highly efficient power managementCramped rear legroom 10/10 C! RATING C-MAGAZINE.COM • SEPTEMBER 2022 45
Cars and More Than Cars 46 SEPTEMBER 2022 • C-MAGAZINE.COM Feature 18 TH ANNUAL AWARDS WINNERS
hoosing the individualproductindustryof-the-best”“best-inanwhereeveryhasitsownmeritswill never be easy. Debates are common at the C! office, with every editor championing what they believe to be the best representations of each segment. But the motoring industry is an ever evolving one, constantly shifting, adapting, and progressing as it endeavors to satisfy the equally evolving needs of everyday motorists. As a result, we may have to redefine new segments and classifications that appear on a yearly basis. We’ve meticulously tested every vehicle available in the Philippine market, and we can confidently proclaim that these vehicles represent the absolute best that the industry has to offer in their respective categories. We took into account every aspect and feature of each vehicle that includes overall dynamic performance, instrumented C performance testing, aesthetics/ design, equipment,packaging/standardcomforts/luxuries, safety, efficiency, audio/infotainment quality, length of factory warranties that also include the breadth of aftersales maintenance services, pride-ofownership, value-for-money, resale values and so much more. The results were the tightest ever so do know that even the nominees are definitely winners too. And while we would want nothing more than to award every car that came out this year, a wise man once said, “there must only be one.” So without further ado, here are the car/ SUV/crossover winners of our 18th Annual C! Awards. Scan this QR code to see our nominees online!
C-MAGAZINE.COM • SEPTEMBER 2022 47
Cars MinicompactSubcompactToyota HondaWigoCity 48 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
C-MAGAZINE.COM • SEPTEMBER 2022 49
Mid-SizedCompactHonda Civic Toyota Camry
CarsPremium Compact Premium Subcompact Peugeot 3008 BMW 2-Series GranCoupe 50 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
Premium Mid-Sized Sedan Premium Executive Sedan Lexus IS-Series Volvo S90 C-MAGAZINE.COM • SEPTEMBER 2022 51
CarsUltra-Luxury Sedan Premium Full-Sized Sedan BMW Rolls-Royce7-SeriesGhost 52 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
LuxurySportscarGrandTourerAston Martin DB11 Mazda MX-5 RF C-MAGAZINE.COM • SEPTEMBER 2022 53
Cars Super Sport Premium Sportscar Nissan GT-R Porsche 911 Turbo S 54 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
C-MAGAZINE.COM • SEPTEMBER 2022 55
Special Category - Solo Segment Suzuki Jimny
More Than Cars Subcompact MinicompactCrossoverCrossoverMG ZS-T Trophy Nissan Kicks E-Power 56 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
Mid-Sized Crossover Compact Crossover Mazda CX-5 Chery Tiggo 8 Pro C-MAGAZINE.COM • SEPTEMBER 2022 57
More Than Cars Premium Subcompact Crossover Upscale Mid-Sized Corssover FordLexusExplorerNX 58 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
Premium Mid-Sized SUV Premium Compact Crossover Mercedes-Benz GLB Land Rover Defender 110 C-MAGAZINE.COM • SEPTEMBER 2022 59
More Than Cars Premium Luxury SUV Premium Full-Sized SUV BMW X7 Aston Martin DBX 60 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
Full-Sized SUV Mid-Sized Ladder Frame SUV Nissan Terra Nissan Patrol
C-MAGAZINE.COM • SEPTEMBER 2022 61
More Than Cars Station CompactWagonCarrierMitsubishi Xpander Subaru WRX 2.4 Wagon 62 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
MiniMPVVan
Geely Okavango Kia Carnival
C-MAGAZINE.COM • SEPTEMBER 2022 63
More Than Cars Pick-UpVanToyota HiAce Super Grandia Elite Isuzu D-Max 64 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
Hybrid Full Size Pick-Up Jeep Gladiator Chery Tiggo 8 Pro PHEV C-MAGAZINE.COM • SEPTEMBER 2022 65
More Than Cars Luxury EV EV Weltmeister W5 BMW iX 66 SEPTEMBER 2022 • C-MAGAZINE.COM 18 TH ANNUAL AWARDS WINNERS
C! Drive of the Year Audi e-tron GT
C-MAGAZINE.COM • SEPTEMBER 2022 67 18 TH ANNUAL AWARDS WINNER
It only takes a short span of time for the C! Team to collectively go through a considerable number of cars for our reviews, and we typically deliberate on our different takes on the same car sometimes. But when a car easily gets a unanimous nod from all our Editors for it to be our C! Drive of the Year, it definitely is special and deserving of the title. It also happens to be our September cover car — the exceptional 2023 Audi e-tron GT.
AthanfromAbilitiesElevatedSaint
68 SEPTEMBER 2022 • C-MAGAZINE.COM Feature
C-MAGAZINE.COM • SEPTEMBER 2022 69
MartinAston2022DBX
Words: Kevin C. Limjoco Photos: Isabel N. Delos Reyes e adapt and evolve for every possible reason, so it should not be surprising that automotive manufacturers will do the same accordingly. What is vital to brands of legend and pedigree is consistency with core values, and that is what defines these brands. The all-new Aston Martin DBX mid-size luxury super sport crossover is the first vehicle produced at Aston Martin's new facility in St. Athan, South Wales and it was designed by Marek Reichman, the Chief Creative Officer responsible for the One-77, the DBS, the Rapide, the 2nd generation Vanquish, the DB10 for the James Bond film Spectre, the DB-11, the Vulcan, and the Vantage. Basically, all the current modern Aston Martin greatest hits!
2022 Aston Martin DBX
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The DBX, with its swan-hinged doors and massive front grille, looks very alluring in pictures and exciting as you see it in almost every race last season and in the current 2022 season of Formula 1 as the official Medical Car, which, along with the Aston Martin Vantage, is a member of the F1 safety fleet. In the flesh however, the emotions the DBX makes us feel is exponentially more intoxicating. There are more purposeful and seductive design lines that are seen and felt that cannot be fully articulated without gushing. It is a distinct and organic mechanical masterpiece that sets a whole new standard of design and functionality. The hubris of such a substantial vehicle is self-assured. The DBX is not a fragile and eccentric supercar on heels. It is a genuine super performance mid-size crossover with Mariana Trench-like deep abilities that thankfully are mostly handled by the intelligent DBX itself so less experienced drivers will adapt without being too overwhelmed. Even if you do feel like a superhero behind the steering wheel, the DBX is still a tall and heavy vehicle that will not overcome physics, so be very careful. The performance is very seductive and reassuring but you must be vigilant not to drive beyond your capabilities. You must respect the DBX as you would any super and hyper car. There is an even more potent 707 variant but honestly, this balanced Hyper Red test unit already has one of the longest lists of standard equipment in any luxury vehicle and has more "Even when you are going about your regular routines, the DBX rewards its occupants with a truly fabulous interior with impressive packaging."
The DBX is built on its own dedicated platform (with bonded aluminum panels, spaceframe, and extrusions) despite being closely related to the Vantage. To manage the all-wheel-drive system and the potent power, there is an abundance of further aluminum reinforcements throughout the crossover. The powertrain (engine, transmission, and electronic architecture) and infotainment technology are sourced from Mercedes-Benz but are bespoke to Aston Martin. Unlike other Astons, the DBX uses a 9-speed automatic gearbox; however, despite the optimal spread of power with more ratios, fuel economy is explicably on the thirsty side. All that weight, traction, wind turbulence, and power must have its consequences aside from the acquisition cost itself. It uses a 48-volt electric active roll system that counteracts body roll, and the DBX comes with five driving modes: a default GT, Sport, Sport Plus, Terrain and Terrain Plus with an additional Access mode. The rear wheels are driven primarily while an active center transfer case directs torque to the front axle when required. The all-wheel-drive system sends up to 47% of the vehicle's torque forward, and can channel close to 100% to the rear axle, all seamlessly and effortlessly. It also has an electronic limited slip rear differential. The trick suspension system uses adaptive dampers and triple-chamber air springs that create exceptional range of height adjustment to suit almost any realistic situation. The DBX can even water wade at 500 mm and can tow up to 5940 pounds. The DBX is so good that I would even recommend negotiating with Aston Martin Philippines to offer our market the more modest yet still hugely capable turbocharged 3.0-liter inline-6 engine (429 bhp / 384 lb-ft), currently only available in China, to save a bit of cash and gain better fuel economy. But if you can afford it, the lustful and great-sounding twin-turbo V8 is simply glorious. Even when you are going about your regular routines, the DBX rewards its occupants with a truly fabulous interior with impressive packaging. Our test unit was fully specced out though buyers can fine-tune their purchase with a very extensive number
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capability that you can realistically use on Philippine public roads. The DBX is actually the most appropriate and most usable Aston Martin model for our country. You will end up reaching every destination a bit quicker, with more comfort, more passengers and more luggage (including golf bags) than you would in any other premium sportscar.
The 2022 Aston Martin DBX harnesses most of the agility, braking and speed of its lower flying siblings in a unique environment that you can share with 4 passengers and be able to travel throughout our archipelago in luxury and presence. For its price, it is only appropriate.
of personalization options through the Q customization service. Our test unit came with the standard signature push button transmission central control switchgear, exquisite thick stitched and perforated caramel leather, panoramic moonroof, abundant soft-touch surfaces, microsuede headliner, 12.3-inch digital gauge cluster, customizable ambient lighting, three-zone climate control, ventilated and heated front and rear seats, a sensational 800-watt Harman/Samsung audio with 14 speakers managed by a 10.25inch infotainment screen with Apple CarPlay integration, built-in navigation, several USB and 12-volt charging outlets, front and rear parking sensors with 360-degree camera system, and more!
"The 2022 Aston Martin DBX harnesses most of the agility, braking and speed of its lower flying siblings in a unique environment..."
2022 Aston Martin DBX
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110Y Rear: 325/35R22 114Y Pirelli P Zero PZ4 PNCS A8A Weight (kerb): 2245 kg. (4939 lbs.) 0-100 km/h (0-62 mph): 4.4 seconds Top Speed (mph): 292 km/h (183 mph) Fuel Mileage: 14 mpg City / 18 mpg Highway (12.4L/100 kms. Overall) Price as tested: PhP 26,500,000.00 (Entry-level model PhP 24,500,000.00) SPECIFICATIONS 2022 Aston Martin DBX C-MAGAZINE.COM • SEPTEMBER 2022 73
Front suspension: Independent Forged / Hollow cast Double Wishbone split link with hydrobushing and integrated hub bearings. Rear suspension: Independent Extruded and Hollow form cast Multilink. Adaptive triple chamber air suspension with quad spring rates, Variable ride height (raised by up to 45 mm or lowered by 50 mm) with auto speed lowering and access mode Variable rate 'Damptronic® Sky' adaptive damping with independent adjustment capability for compression and rebound 1,400 Nm 48v electronic active anti-roll control system (48-volt eARC) with active 48v regenerative charging and drive mode controlled off-road "zero load" cross linking. Fuel Capacity: 85 liters (22.5 gallons) Ground Clearance: 190 mm (235 mm when raised) Plus: An elegant and devastatingly desirable all-weather / forsupreme-performanceall-terrainAstonMartin5onstilts.Itdoesitallandmore.
Load Capacity: 638 liters (491 liters under load shelf), and up to 1529 liters with the rear 40/20/40 split-folding second-row seats folded.
Forged Multi-Spoke Alloys Tires: Front:
Minus: We have to work even harder to achieve one. The DBX 707 is the 697 bhp / 663 lb-ft version that accelerates from 0-100 km/h in 3.2 seconds with a top speed of 310 km/h, the current best performing full production premium SUV on the planet! 10/10RATING
Brakes: Front 16.1-inch (410 mm) 2-piece semi floating ventilated & grooved discs with 6-piston Brembo calipers / Rear 15.4-inch (390 mm) 2-piece semi floating vented & grooved discs with wide 1-piston calipers, ABS, Intelligent wet brake control, Dynamic Torque Vectoring (DTV), Electric Parking Brake (EPB), Electronic Brakeforce Distribution (EBD), Electronic Stability Control (ESC), Emergency Brake Assist (EBA), Hill Descent Control (HDC), Hill Start Assist (HSA), Roll-over Stability Control (RSC), Traction Control (TC), Trailer Stability Control (TSC), Active Drive Assistance (ADAS) Suite. Wheels: 22”x 10J Front and 22” x 11.5J Rear Complex Two-Tone Flow 285/40R22
L x W x H: 5039 mm x 1998 mm x 1680 mm Wheelbase: 3060 mm Wading Depth: 500 mm Approach Angle: 25.7 degrees (Normal GT Mode: 22.2 degrees) Departure Angle: 27.1 degrees (Normal GT Mode: 24.3 degrees) Ramp-over angle: 18.8 degrees (Normal GT Mode: 15.1 degrees)
Engine: 90° V8 Location: Front, Longitudinal, Mid-mounted Displacement: 3982 cc Cylinder block: Cast Aluminum Cylinder head: Cast Aluminum with Zirconium alloy, DOHC, 4 valves per cylinder, Variable Valve Timing Fuel Injection: Direct Injection Air-Water Intercooled Twin-Turbo, Cylinder Deactivation, ECO stop/start and automatic alternator regenerative charge cycle management. Max power: 542 bhp @ 6500 rpm Max torque: 516 lb-ft @ 2000-5000 rpm Transmission: 9-Speed Automatic with Manual Mode, Steering wheel paddleshifts, electronically controlled active all-wheel drive system. Carbon fiber primary rear driveshaft. Engine mounted front differential with equal length front drive shafts. Electronic rear limited-slip differential. Six adaptive drive modes (4 on-road, 2 off-road).
One of these instances can be found between Toyota’s Veloz V and Innova E. What is compelling is that not only are they two different sizes, but the all-new Veloz V has just been released while the Innova E is a model that is basically at the tail-end of its life cycle. So it boils down to getting the top new shelf or go for the size bigger but is plain and aged. To decide if the 10% is worth shelling out or not, we must compare every aspect of the vehicles and stack them against each other to see who does what they are trying to fulfill better.
Words and Nicolas A. Calanoc
HIGH/LOW
Photos:
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With how competitive prices are nowadays, it isn’t uncommon to see top-of-the-line variants of one vehicle priced close to the base model of a vehicle in a bigger category. Because of this, frequently asked questions from future car buyers are: which one should I get? The top spec variant or go bigger but base model? The Toyota Veloz V vs. The Toyota Innova E
It’s obvious that the Toyota Veloz V is way more dressed versus the Toyota Innova E. If you were to look beyond the aesthetics though, one objective item you will notice is that the Veloz is equipped with split-type LED headlights while the Innova E uses halogens. This gives the edge to the Veloz for low-light driving. As for the wheels, the Veloz sports R17s while the Innova uses R16s. This means that the Innova has thicker tires and thus having a plusher ride while the Veloz is more controlled and planted, apart from looking more premium.Interms of overall dimensions, it will seem that the Innova is bigger than the Veloz. In terms of length, the Innova is 10 inches (260mm) longer. Because of this, it is easy to assume that the Innova has more interior space Exterior Dimensionsand by a considerable amount. But when you look at their wheelbase, both being 2750mm, it becomes clear that the Innova and Veloz have similar 1st and 2nd row space with the 3rd row being bigger on the Innova. So when it comes to passenger space as a 5-seater, it’s safe to say that both vehicles will offer similar interior space. The difference begins in the 3rd row. So if you are looking for more 3rd row trunk space, the Innova is your best bet. But I do want to say that I like the fact that the 3rd row seats of the Veloz fold flat while the Innova has their seats propped up on the sides.
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The Veloz uses a Dual-Mode CVT, which is like the basic CVT we know but with a gear at the So far, it looks like the Innova is in the lead offering more torque and more space. But with the Veloz V being top of the line while the Innova E being the entry level, this is where the Veloz catches up if this were all a point system. Admittedly, the Innova E is as bare as it can get for
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Drivetrain Interior Equipmentand end for highway driving to boost efficiency. It is also worth noting that it is front-wheel drive versus the rear-wheel driven Innova. The Innova on the other hand uses the conventional 6-speed automatic transmission, which is heavier but also allows more torque application. a 2022 vehicle. The only saving grace of the Innova E in terms of convenience is the infotainment system having Android Auto and Apple Carplay on a lackluster 7” infotainment system that feels like it was grabbed from years ago. You don’t get any rear-view camera or even a back sonar as well. The Innova is bare especially when you compare it to the Veloz. The Veloz V on the other hand is as loaded as any 2022 vehicle should be. Aside from a freshly designed interior, you get a captivating 7” TFT digital driver info display on the gauge cluster and an elegant 9” infotainment system that also has Android Auto and Apple Carplay that is easy to view. You also get panoramic view monitor, rear sonar, and most importantly Toyota Safety Sense that is exclusive to the Veloz V. It a Pre-Collision System (PCS), Automatic High Beam (AHB), and
The drivetrain is where their differences really begin. The Veloz uses a 1.5L naturally aspirated gasoline engine that churns out 105 bhp while the Innova utilizes a tried and tested 2.8L turbocharged diesel engine with 172 bhp. In terms of torque, the Veloz has 102 lb-ft while the Innova churns out a whopping 253 lb-ft worth of torque, which is more than double the Veloz. Numbers alone, its easy to claim that the Innova is the clear winner. But when you consider the transmission and driving experience, you will see that it’s more of apples versus oranges.
Comparo: The Toyota Veloz V vs The Toyota Innova E
Thanks to the combination of a naturally aspirated gasoline engine, a dual-mode CVT, lower center of gravity, and it being front-wheel drive, the Toyota Veloz has a lot of sedan-like qualities in terms of driving experience. It’s smoother in power application without any compromise to efficiency. The steering is light and nimble especially when compared
ExperienceDriving Lane Departure Warning (LDA). With everything that the Veloz comes with, including the Toyota Safety Sense; it gives a more enjoyable ownership experience while being easier and thus safer to drive. with the Innova. With its shorter overall length and narrower stance, the Veloz is easier to drive around as well. The Toyota Innova on the other hand is more utilitarian in approach thanks to its SUV-like qualities. It definitely has a lot more power and a lot more torque, but it being turbocharged means that you will have to be more mindful of the throttle if you want a smooth driving experience. But even then, the Innova feels heavier on the steering versus the Veloz and the body-roll is more evident. And with the rear of the Innova extended, you must drive the Innova with that in mind. For an experienced driver, the Innova will make you feel right at home. But for a new driver that especially learned from a subcompact sedan, there is a learning curve to be addressed once you jump into the Innova E for daily driving.
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Comparo: The Toyota Veloz V vs The Toyota Innova E 2022 InnovaToyota2.8E Price: PhP 1,365,000.00 Engine: 2.8L, Inline-4, DOHC, CRDi, Turbocharged, Diesel Power: 172 bhp @ 6000 rpm Torque: 253 lb-ft @ 1200-3400 rpm Transmission: 6-Speed AT 2022VelozToyota1.5V Price: PhP 1,225,000.00 Engine: 1.5L Inline-4, DOHC, Dual VVT-I, Gasoline Power: 105 bhp @ 6000 rpm Torque: 102 lb-ft @ 4200 rpm Transmission: Dual-Mode CVT
I believe that if these two vehicles are what you’re looking at, then you are probably looking for a vehicle that can deliver more than a car can: which is practicality of space, pulling power, and payload.
The Toyota Veloz is a more personal crossover that is easy to drive, smooth to go around in, and well equipped in more ways than one. With that being said, the Toyota Veloz V is perfect for new car buyers that need more than a subcompact sedan with equipment that will make driving safer, easier, and more enjoyable. The Veloz is also for those who want to enjoy the vehicle ownership experience, meaning that the quality of life that the standard equipment brings does matter. And in this case, the Toyota Veloz V is packed. The Toyota Innova on the other hand is the barebones practical MPV that has been tried, tested, and vetted by many. It trades everything extra to bring the price down as low as possible to offer the best MPV in the market in terms of mechanical prowess and drivetrain. With so much power and torque, the Innova can carry more than the Veloz ever could. But with great power does come great responsibility of being an experienced driver, or a least more mindful and able. If I had to choose between the two, I would take the Toyota Innova E. Yes, it is PhP 140,000 more expensive for something that is bare versus the fully loaded Veloz V, but the Innova E is something I can manage despite the lack of equipment. For my purposes, I think the extra torque, power, space, and utility of the Innova outweigh what the Veloz offers. But like I said, it will really depend on what you need. What is more important is you consider what you need from the vehicle, then take it from there.
WinnerConclusion/
FOCUS ON IN SEARCH OF A BADGE'S GREATNESS SEPTEMBER 2022 — ISSUE 239 ArdiePhotos:O.LopezWowieWords: Go Racing the Car I Helped Design
hose of you who know me well — or at least have seen the article I wrote a few months ago — know how much I hold the Toyota Vios and the Vios Cup close to my heart. It coincidentally was my first official foray into mainstream advertising, was one of brightest spots — if not the brightest spot — of my design career, and it gave me the opportunity to fulfill a childhood dream of designing a full-fledged race car. All things considered, it’s probably why I was able to walk away from the world of advertising back in 2017 feeling no regrets or undue hang ups. Little did I know that while I was done with that life, that life wasn’t quite done with me yet. With the COVID-19 pandemic having a lasting effect on the entire world, it meant that I had to put my dreams of flying as a commercial pilot on the backburner and return to what I did best: writing and designing. Fortunately, last July, I came on board C! Magazine as their new managing editor. It was the perfect opportunity to showcase my skills while writing about the things that I love. And lo and behold, the very first task assigned to me was to take part in this year’s Vios Cup representing the magazine. As if it was written in the stars, I was back where everything began.
NEARLYT A DECADE AFTER DESIGNING THE VERY FIRST VIOS CUP CAR, I FINALLY HAD ATCOMPETITIVELYONETHETOOPPORTUNITYTHEGETBEHINDWHEELOFANDDRIVETHEEVENT. 80 SEPTEMBER 2022 • C-MAGAZINE.COM FOCUS ON Vios Cup
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Each competitor needs to traverse the course without hitting any of these pylons lest their time be penalized based on the mount that they hit. It’s widely considered to be one of the safest forms of motorsport as it’s done in large open spaces, with little to no risk of crashing into any opponents as its done one car at a time. Not only that, it’s also an ideal way to develop one’s driving skill as the track can change depending on how the cones are arranged at any given time. Being the quintessential entry-level racing event as it’s an excellent way of demonstrating the basics of car handling and control, I couldn’t have landed a more ideal event and they couldn’t have picked a better car than the ubiquitous Toyota Vios.
As I was helped inside and buckled securely, that’s when I really started to feel the car in its totality. I felt so snug and connected to the vehicle. I quickly acclimated myself to its controls and I was slightly disappointed to see that in place of a standard gearbox sat an automatic gearshift. I found out after that in an effort to reduce damage and to make it easier for everyone to participate, Toyota opted to swap out the manual transmission in favor of a CVT. This means that the way I navigate out of the line and out of turns now all relied upon my throttle control. I felt somewhat concerned, partly cheated, but hey, at the time what did I HE COUNTED ME DOWN, I FELT THE VEINS...”THROUGHCOURSEADRENALINEMY
“AS
I was fortunate enough to sit through, and be trackside, the first three seasons of the event. The way I remembered the Vios Cup was it being somewhat chaotic but fun. As one of the editors of another publication put it to me during the event itself, the first two or three seasons of the competition was the “wild, wild west” days of the Vios Cup with cars flipping over, the 20-something car grid snaking through the last turn of Clark International Speedway, and the fact that the media, the influencer, and the competitive classes were all sharing the track all at once. I can still remember that one influencer destroying a handful of the race cars — including the prototype — and my heart sinking just ever so slightly every time I saw one of them meet their untimely demise. But the fact was I couldn’t blame her. Anytime you add more cars into the mix, it multiplies the chances of an accident ten or even a hundred-fold, and with dozens of cars on the track, it’s now somewhat difficult to imagine them being able to finish those early races with all that carnage. It was indeed a crazy time. Now, I’d be lying if I told you that I wasn’t initially intimidated by the idea of going into the battlefield like the kind I remembered, but as it turns out, the format of the competition had dramatically changed since those heady, carnagefilled days. These days, now on its 8th edition, the Vios Cup features four different track events
with two different formats: The full race for the competitive class, composed of several Toyota dealers and a few private race outfits which are split into two divisions; and an autocross event for the media and the influencers, which is also divided based on race skill. This was where I was slated to compete. And I was even more relieved to learn that I was at the lowest, “just have some fun out there” rung of the contest, because not only was this my first assignment for the magazine — full disclosure — as much as I love cars, motorsports, and racing games, this too was my first time on a racetrack ever. It’s only perfect that my very first experience is an autocross event. For those that don’t know, autocross is a low to medium speed timed competition where you’re subjected to tight twists and turns lined with dozens of cones or bollards known as “pylons.”
Walking up to the car I’d be driving during first practice, I felt nervous yet excited to finally be able to try it for myself. By now they’ve already retired the first-generation race car I knew and loved and were now using the second version of the cup car, but it became pretty evident to me sticking my head into the driver-side window that this current version inherited most of the old car’s pedigree.
I went from the mindset of 'let’s just have fun' to 'I can really win this thing!' in an instant.
The day of the actual competition arrived, and I remained concerned. Where was I going to find the 9-seconds to trim down? However, getting into the car on the competition itself, things felt slightly different from the day before. I actually felt more comfortable, more confident, inside the vehicle. I don’t know if it was just the opening jitters or built-up anxiety, but the difference absolutely showed on the timing sheet — I clocked in 45 seconds, four seconds faster than the day before — which put me through to the finals. I didn’t know what to make of it because I went from the mindset of “let’s just have fun” to “I can really win this thing!” in an instant. I drove my heart out during the finals but alas, the inevitable happened: I hit a pylon. I managed to clock in at 44 seconds but thanks to the time penalty, lost by six-tenths of a second. Well played.
The course Toyota laid out for us were two, quick 40-second courses facing in opposite directions that each had two slalom sections bookended by a 540-degree turn at the end. All participants had two attempts to set a best time, one on each side, and only the best time on either side counts as your attempt for that round. If it sounds complicated right now, then you’re exactly where my mind was at the time I was rolling towards the starting line. The marshal signaled me with a thumbs up and I responded by pressing on the brake and revving the vehicle to get myself a proper launch. As he counted me down, I felt the adrenaline course through my veins and as he yelled “Go!” I immediately felt all the nervousness subside as I was pushed back into my seat by the car peeling away with great force. Let it be said that the people who incessantly mock the car for “not being a real race car” clearly have no idea what they’re talking about because for someone who flies and takes on an enormous number of G-forces on the regular, I can genuinely say that the car packs quite a punch. Suffice it to say, my excitedness — or my inexperience, I should say — inevitably showed through as I was disqualified on my first run. I had missed the first two slalom sections entirely and drove directly into the 540 turn. I had another go and managed to finish in 49 seconds, 9-seconds behind the ideal time for the track. It had only been two go arounds, less than two minutes in length, but by then I was already drenched in sweat.
Driving home from Clark I couldn’t help but feel reflective about the entire experience. Was it everything I ever imagined it would be? No, I can’t really say that it was. In some respects, it was probably even better. A lot has changed since I worked on the Vios Cup — they don’t even use the same car anymore. The format and the kind of equipment they use have also substantially changed from the last time I attended the event. Everything they’ve done, however, was done to make the event more enjoyable and safer to everyone in attendance. The fact that it’s lasted as long as it has is a testament to it. I’m still holding on to the opportunity to try the race car out on the full track at top speed. It’s a bit of a pipe dream, I get it. But who knows? Stranger things have happened. With the way things are going, maybe in another couple of years?
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know? I saw the marshal motion me to go forward to the starting position. It wasn’t long before I could see for myself what it was all about.
Techart GT Street R PorscheTurbo991S performanceOutstandinginallaspects,Techartexclusivityatthehighestlevel.page92 TUNER LOUDER, BADDER, FASTER! SEPTEMBER 2022 — ISSUE 239
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“Sleek and stylish with colorful paint and dazzling chrome, it’s the perfect marriage of form and beauty combined as one.”
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 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 from 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
Francis G. Pallarco TUNER EDITOR
For the love of 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 than just a means of transportation.
Automotive Passion W 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.
Boosted!
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 just makes you happy in a very car-like sense. This means whether driving it hard on the road or simply staring at it inside the garage. Remember say NO to stock and keep it tuned!
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
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The Honda Club of the Philippines stages a successful record breaking event EVENTS Words: Francis G. Pallarco Photos: Gian Pallarco I
Based on the huge turnout, there was something for almost every Honda enthusiast, starting with the Civic from different generations right down to the Accords and the compact Jazz and Brio models. There were some unique models too that showed up like a Del Sol, a 4th-Gen Prelude, S2000, and even an 8th-Gen Civic Type-R. Whether it’s a factory-stock Civic SiR or a completely modded Integra, every floor had awesome Honda cars to suit anyone’sTakingtaste.home the best of show was the highly modded Integra of Law Go while other class winners included the rare Mugen parts loaded Civic of Errol Bueno that would be hard to emulate. There was also a monster Accord with a boosted, K-swapped engine together with Shop 105’s boosted Accord. It wouldn’t be complete without a several current-gen Type-R Civic’s decked-out with the latest aftermarket gear. With such a huge turnout and everyone at their best behavior, I’m already expecting a bigger one in the next HCP event.
n spite of the heavy rainfall, there was no shortage of Honda enthusiasts last week as the Honda Club of the Philippines (HCP) held its Honda Matsuri: The HCP One-Make Autoshow.Theevent took place at the Ayala Malls Manila Bay Rooftop with a jampacked crowd that according to HCP President Gel Angeles, “The number of Honda vehicles in the Ayala Malls Manila Bay cinema podium parking building (based on our count versus the available parking slots) exceeded 300 across five levels (4 to 8-rooftop).” And adds, “Official Autoshow entries reached 158 based on our registration form and issued car entryThestickers.”Autoshow also coincided with the 21st Anniversary of the HCP, but more importantly it solidified the exclusive partnership between Honda Club of the Philippines (HCP) and Honda Cars Philippines Inc. (HCPI) in a ceremony with none other than HCPI President Masahiko Nakamura. Established since 2001, the HCP is the first and largest organization of Honda Car Owners in the country. It now consists of 18 official subgroups (each representing a Honda car model club), and over 1,000 bonafide Members. A figure that’s steadily rising as HCP continues to welcome the newest Honda car model groups into its organization.
MATSURIHONDA
Co-Presented by: Honda Cars Philippines, Inc., Meguiar’s Philippines, Motul Philippines, MOTOLITE ALPINE by Metatech Solutions In Partnership with: Wheels Meister, Spoon Sports Philippines, BiroselVT, Neogen Performance AutoTeknix Philippines, ACMotors Honda Cars Manila Bay & Cavite, Studio 58 Lab 10 Maria Gabinete for Earthauz, Ayala Malls Manila Bay, Event Security by Delirium Bouncers Participating HCP subgroups: Accord Tuners, BR-V Club Philippines, Civic Trinity, Civic IX, Civic X, CR-V Philippines, Club Seventh Generation, EF Crew, EK Elites, HBCP (Brio), HCCP (City), HJCP (Jazz), Integra Boys, Mobilio Club Philippines, S2000 Manila, SX8 Piranhas, TeamFD, Tropang EG
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HERE’S A MODDED 4X4² BY IMPORTHOOKUP THAT’S UNLIKE ANYTHING SQUARED BLUEWords: Francis G. Pallarco Photos: Jun Vinluan 90 JUNE 2022 • C-MAGAZINE.COM
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ands down, the G500 4x4² SUV by MercedesBenz is the perfect choice if your absolute goal is to stand out among other luxury SUV’s. But if you ask me, don’t settle for stock because there’s bound to be another one just like it. The only solution of course, is to transform or customize it, creating a very distinct, one-off look that’s difficult to emulate. In fact, it sounds just like what happened to our featured Manila Auto Salon/Sport Truck Showwinning 4x4² that’s been modded by Keith Bryan Haw of Importhookup. Strongly proving that his awesome builds go beyond supercars. The transformation of this 4x4² started when Keith got a specific request from a client, “Right from the start, the owner wanted a blingtype truck that looks different from the rest and must also be capable of going off road.” With specific goals in mind, Keith started with the exterior, as he turned to renowned European tuning company Brabus which offers a lengthy list of exterior upgrades. Highly experienced in tuning G500 4x4², they also came up with the Brabus 850 4x4² Final Edition, which they call a heavy duty off-road supercar that’s limited to only 5 units. As expected, the exterior boasts of Brabus carbon fiber upgrades that make it stand out. Up front, there’s a carbon fiber hood with functional hood scoops. A carbon front grille with the “Double B” logo, front spoiler lip with lights, carbon mirrors, rear bumper and more. Another factor that greatly contributes towards its transformation is its cool blue color. Often mistaken for matte/satin paint, its actually vinyl wrap by Teckwrap. While Keith is not really a fan of wraps, the quality and the application process got him convinced. They also offer a wide selection of colors and finishes, finally settling on this Satin Metallic Persian Blue color that worked really well. Blue was going to be the main color choice anyway, because story has it that the owner’s 5-year old kid wanted a blue truck and it made his kid so happy every day. Going off-road doesn’t pose a problem for the G500 4x4², dual coil over dampers with remote reservoirs offer adjustability to go over different terrains with different mode settings. It also comes blessed with 18 inches of ground clearance that’s twice that of a Ford Raptor, thanks to a the portal axles up front. This system locates the actual axles much higher in the vehicle and drives the front wheels through a set of gears. Out back, there’s the indestructible solid differential axle that’s really built for heavy duty use. Capable of over 400 plus horsepower from its twin turbo V8 engine, there’s already plenty on demand. But just to get a little extra, there’s a Capristo triple valved exhaust for an aggressive sound note to match its stand out looks as it exits through three slanted exhaust tips on either side. To harness all that extra power and torque, the ECU was upgraded with an MC Chip ECU tune that now enables it to pump out more than 500 Rollinghorses.stockalready consists of 22-inch wheels/tires, but they were too plain to match the mods. So out they went for a set of 24-inch, one-off forged wheels that Keith had specially made by AL13 Wheels in the States. 4x42 Mercedes-Benz is the perfect choice if your absolute goal is to stand out among other luxury SUV’s” plush interior boasts of select Brabus pieces making it exclusive.more
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Specifications
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The intricately designed spoked wheels feature mirror polished outer wheels with brushed finished wheel centers and red alloy caps that look like a work of art. Toyo Open Country off road tires were then used to complete the look of this G500 4x4² and establish its generalOverall,purpose.I’dsay Keith successfully achieved and even surpassed what the owner wanted in all aspects as he sums it up, “I used nothing but the best parts to create this all around crazy truck that immediately makes anyone notice.” to argue with that as there’s really nothing quite like it on the road. rolls on a set of 24-inch, one-off forged wheels that Keith had specially made by AL13 Wheels in the States. comes equipped with an MC Chip ECU tune, enabling it to pump out more than 500 horses and plenty of torque. — 2018 Mercedes-Benz G500 4x4² Importhookup Engine & Driveline: 4.0-liter twin-turbo V8, Seven-Speed Automatic Transmission, Full-Time Four-Wheel-Drive Engine Mods: MC Chip ECU Tuning, Carbon Engine Surrounds Capristo Triple Exit Tip Valved Exhaust Exterior Mods: Brabus Front Spoiler Lip with Lights, Brabus Carbon Grill, Brabus Double B Logo, Brabus Carbon Hood, Brabus Hood Emblem, Brabus Carbon Mirrors, Brabus Rear Bumper, Brabus Rear Skid Plate, Brabus Emblems Brembo (Front-405mm, Rear-380mm), Carbon Ceramic Big Brake Kit Wheels/Tires: AL13 Wheels HD008 Forged Wheels (24x15), Full Mirror Polished & Brushed Windows Finish, Red Benz Carbon Center Caps, Toyo Open Country Mud Tires (37x13.5x24) Brabus Floor Mats, Brabus Luggage Mats, Custom Red Seat Belt, Harman Kardon 11-Way Speaker System Exterior Wrap: Satin Metallic Persian Blue by Teckwrap Show Award: Best of Show SUV 2021 Sport Truck Show
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Words: Francis G. Pallarco Photos: Paulo Ferrer
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STRICTLY TECHART
The Techart Gt Street R Kit boasts of comprehensive upgrades that extend beyond the exterior and performance aspects as it even includes the interior. The best part about it is that Techart thought of every small detail right down to the Techart livery and badge that replaces the iconic Porsche crest on the bonnet. Most notably, this also includes wind tunnel testing every aerodynamic and exterior styling components. From the outside, it’s difficult to pin point the Techart GT Street R panels as it looks like what a proper Porsche should be. Although there are a few details that give it away like the large louvered vents (Air Outlets) on top of the fenders, the carbon fiber wheel arch extensions, the entire front lid, front bumper, front lip, air intakes, side mirrors and more carbon fiber add-ons. To make things visually appealing, some of the components were color matched while other carbon fiber panels were left exposed and clear coated, thereby creating an attractive contrast against the guards red color.
TUNER
elping carsperformancetheenthusiastsPorscheelevateoveralllooksandoftheirsince1987,Techart continues to be driven by excellent design and the highest level of product development. In 2001, they started the GT Street Kit where not only did they change the look of the 911 GT2 but also infused additional mods to increase power and torque. As the Porsche models evolved so did their products and services which now includes the highly exclusive GT Street R Kit for the Porsche 991 series consisting of a more comprehensive list of upgrades. Having granted the exclusive distributorship of Techart Products in the Philippines, Keith Bryan Haw of Importhookup wanted an exclusive Techart equipped build as he quips, “I wanted a car that can represent the brand. An all-out limited edition car that shows what you can do on a 911 built with purely Techart parts. Fortunately, I had a client who wanted his Porsche 911 Turbo S to be exclusive and numbered that’s why we did it. To date it’s still the only 991 series GT Street R in the country.”
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Finishing it off are the GT Street R ▼ After all supercarthePorsche,donemodsextensivetheTechartthatwereonthisitisstillsubtlebutsmartoption.
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livery and the emblems. Stepping inside, the Techart GT Street R theme continues with Techart steering wheel, gauges, shift knob, aluminum door entry guards, right down to the floor mats and the Techart plate bearing the serial number of this kit. Power-wise, there’s no doubt what it is capable of doing, over 500 horses with 0-100 km/h in 2.9 seconds and a 300 plus km/h top speed in stock form. Unquestionably made even more impressive with the addition of Techart’s Techtronic Power Kit. This significantly bumps up the power levels somewhere around 700 horses. No guesswork on the dyno either as Techart does its own research and development which is why they’re world-renowned for their reliable power output and their long-term stability. It also comes with Techart’s carbon fiber quad tips and decat downpipes for a more aggressive exhaust note. The Techart GT Street R upgrades continue on all four corners with Techart Adjustable Spot Springs that promote improved handling response and a firmer ride. Something that’s vital because of the increased power levels. It also has Techart’s Front Lift
“From the outside, it’s difficult to pin point the Techart GT Street R panels as it looks like what a proper Porsche should be.”
Specifications — Techart GT Street R - Porsche 991 Turbo S / Importhookup Engine Mods: Techart Techtronic Power Kit, Techart Carbon Quad Exhuast, Tneer Decat Downpipes • Suspension Mods: Techart Front Lift Kit, Techart Adjustable Spot Springs Brake Mods: Techart Carbon Ceramic Brakes • Wheels/Tires: Techart Formula IV Race Forged Wheels (Front-20x10, Rear 20x12), Gloss Black with Red Outer Ring Accent, Michelin PS4S Tires (Front-265/30/20, Rear-325/35/20) • Exterior: Techart Carbon Front Apron With Air Ducts, C, Techart Carbon Front Spoiler, Techart Carbon Front Lid, Techart Carbon Front Fenders With Air Outlets, Techart Carbon Wheel Arch Extensions, Techart Carbon Side Skirts, Techart Carbon Air Intakes, Techart Carbon Rear Apron With Diffuser, Techart Carbon Rear Wing, Techart Carbon Aero Front Lid, Techart Carbon Roof Spoiler, Techart Carbon Side Mirror • Interior: Techart Sport Steering Wheel, Techart Aluminum Door Entry Guards, Techart Floor Mats, Techart Speedometer Gauge, Techart Shift Knob • Body & Paint: Porsche Guards Red Color by Alex Car Restoration kit for those steep driveways to prevent unwanted scrapes. Even the brakes were upgraded with Techart Carbon ceramic brakes to ensure serious stopping power. The wheels are 20inch Techart Formula IV Race Forged wheels that are finished in gloss black with a red colored outer accent that matches the rest of the exterior. Given that the Turbo S is arguably one of the best daily drivers on the market for performance enthusiasts. Just imagine being able to upgrade it into a Techart GT Street R, this would be like having an everyday hypercar on steroids with nothing else like it on the road. After all the extensive Techart mods that were done on this Porsche, it is still the subtle but smart supercar option. Outstanding performance in all aspects, Techart exclusivity at the highest level.
▼ Some of componentsthe were color matched while other carbon fiber panels were left exposed and clear therebycoated,creating an attractive contrast against the guards red color.
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 turns to sludge, no matter how good the oil is. That’s when you should have your oil changed. Reminder From
A Safety
When was the last time you had an oil change?
WHEEL2WHEEL EVERYTHING AND ANYTHING TWO WHEELS SEPTEMBER 2022 — ISSUE 239 TuaregAprilia660 Light, powerful and agile, the Tuareg 660 is a fine balance of offroad ability and road manners.page100
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Be courteous to other motorists and respect their space. Always use your indicators when changing directions and remember to give a wave of thanks to those that let you through.
o know what's really going on, a rider must look at least 5 cars ahead." In real life, I say look far beyond that. Apply that to your riding and you're safer already. Apply that to your frame of mind and you make all of us even safer. In this day and age of increased interest in motorcycling, we must look far ahead for the repercussions of the kind of riding we do today. We cannot leave it upon non-riding politicians to decide our fate. These people will never understand our plight unless they become riders themselves.
Five Cars Ahead
John O. Mendoza WHEEL2WHEEL ASSOCIATE EDITOR
Recently, a bill was submitted to congress that requires riders to affiliate themselves with clubs for training. Probably as an answer to the number of untrained riders on the road without the necessary skills to properly operate a motorcycle. This law not only undermines our licensing structure, but passes the burden on to ordinary citizens when it is the government's responsibility to require such a skillset as a prerequisite to acquire a license. This is but one example of the ridiculous laws they would impose on us as they continue to see riders as a nuisance on the road. Let us take it upon ourselves to build up on our skills to become safer and more competent riders. Take riding lessons from “Let us take it upon ourselves to build up on our skills to become safer and moreriders.competent”
The Ride Life
actual riding coaches with proper credentials such as Mel Aquino, Sam Tamayo, Joey Rivero, Dashi Watanabe, and etc. Wear the proper gear to protect yourselves and to look respectable as a rider. Proper gear indicates you are a responsible rider and that you are not out to commit a crime. Remember, more fun can be had on a motorcycle when you are skilled enough to have complete control of your vehicle.
Always remember that we need to change their mindset and convince them that we are no different from other road users. We must take ourselves out of politicians' crosshairs and blend in with the general motoring populace. Ride with confidence and competence to handle any obstacle the road may throw at you. Enjoy riding without the risk of losing control. Dress for the inevitable crash or drop and save yourself from injuries. Think far beyond your current situation and act for the rest of the community. With all that set into practice, you get more fun, excitement and sheer joy out of every ride while hopefully taking out the stigma set uponLet'sus.ride!
"T
Share the road. Ride safe. Stay alive. Check your mirror for motorcyclist. A Safety Reminder From
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Even the desert becomes a road Aprilia Tuareg 660 Bike Review
FIRST IMPRESSIONS
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The styling is so tastefully 80s, especially in that premium Indaco Tagelmust throwback livery. It somehow makes that ‘80s and early ‘90s live-action robot show look work splendidly well without being cartoony or dated. I don’t know if it’s the ‘80s kid in me that resonates with the styling but I just love how it looks. It’s tastefully retro but undoubtedly modern all in the same boat.
LED lighting all around with a fully digital TFT instrument cluster along with top-notch fit and finish makes the Tuareg undeniably premium. Others might whine about not having a keyless system or even a quick shifter as standard equipment though.
Words: John O. Mendoza Photos: Billy Pulido and Christian De Leon Motorcycle Cinema ikerbox, the sole distributor of that great motorcycle manufacturer from Noale, Italy, Aprilia, launched the brand’s most recent foray into the middleweight adventure bike class at the camping grounds of Lake Mapanuepe, New Zealand in San Marcelino Zambales. It was a two-day camping event set about in the remote lahar-filled desert-like plains of San Marcelino. Of all the bike launches I’ve been to, this, I have to say, is the most unique and most befitting a bike in this category. We were set to ride the Aprilia Tuareg 660 on the local trails. Peppered with rocks, fine lahar sand and crisscrossed by several streams and rivers, this is no small feat for someone who has no prior history of trail riding such as yours truly. Before we get into the details, let me give you a brief history of Aprilia’s Tuareg line. The name “Tuareg” is of a pastoral nomadic African people of the Berber ethnic group. Inspired by the Paris-Dakar rally in the 1980s, Aprilia’s mantra for the Tuareg was based upon the old Bedouin proverb, “if you have a destination, even the desert becomes a road.” This spirit of a go anywhere and everywhere mindset was greatly embodied in the mighty capable Tuareg models of old. Aprilia made a complete line of Tuaregs from a 50cc to 125cc to 350cc and to the modern Tuareg’s closest ancestor the Wind 600cc. The plug was finally pulled on the Tuareg line when Aprilia decided to concentrate on Grand Prix racing which they did spectacularly well in. With all of that out of the way, it’s time to give you the low-down on the Aprilia Tuareg 660.
Seat height is 33.85 inches which can be a problem for vertically challenged guys like me with a 5-foot 6-inch frame and 29.5-inch inseam. Swinging a leg over and standing the bike up wasn’t much of a challenge on the road as the seat is comfortably narrow to allow both my toes to touch the ground yet provided good support and cushioning.
POWER Shared with its more road-going brothers, the Tuareg’s 659cc Euro 5 compliant heart was re-tuned to put out a wider spread of power across the rev range. This results in a lower peak power output but places the power where you need it most. The engine’s oil sump was also moved higher up to give the Tuareg better ground clearance. Gearing on the Tuareg’s version of the 659cc mill was revised and made shorter to perform better off-road.
The revisions made by Aprilia to this engine are spot on, be it on the
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Despite the tallness of the Tuareg (for my size), I was able to get on it quite easily and was soon tearing up (by tearing up I meant moving at around 25 kph haha!) the trails.
The Tuareg 660 is loaded with tech. You get plenty in the way of electronic rider aids, safety nannies, and power control. It is loaded with Aprilia’s APRC suite that includes ATC (traction control), AEB (engine brake) AEM (engine mapping), ACC (cruise control), 4 Riding modes (2 Pre-set and 2 Custom settings) and ABS all of which are so conveniently accessible through dedicated buttons on the switch gear. Navigating through the buttons is quite intuitive and easy to figure out. I must say that it took me some youtubing time to figure out the cruise control though. With the custom adjustments, you easily tailor the parameters to suit your riding style and preference then save it as a preset to conveniently recall any time you change rider modes. I didn’t really bother to mess around with customizing the settings as the “Explore” and “Off-road” modes were perfectly fine for me and they switch on with just a touch of a button.
I found it easy to manage with the suspension set to a perfect blend of plushness and controllability. The fully adjustable KYB suspensions front and rear were dialed in to soak up big bumps, rocks and ruts but to a firmness that prevented the bike from wallowing, bucking and weaving. The low tank placement (yes the tank sits low below the airbox which is where you think the tank is) makes for a more centralized center of mass adding to the bike’s ease of handling. Even through deep river crossings where we couldn’t see what laid underneath and unexpected loose sand, the Tuareg handled like a champ. Light and agile, the Tuareg is an absolute off-road tool in the hands of much greater off-roaders as demonstrated by the guest riders hired by Bikerbox to show off the Tuareg’s off-road prowess. They were amazingly flying through everything that Mapanuepe had to offer.
▲ Riding
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HANDLING As I’ve mentioned earlier, I have absolutely zero trail riding experience apart from my mountain biking days. Yes I’ve had some motocross track experience but no formal training or coaching. So I would categorize myself as an absolute beginner in the world of mud and sand. As with every adventure bike I’ve ridden (except the Himalayan), seat height is always a challenge especially on loose soil or sand. I mean I can barely touch the ground with the tips of my toes at the same time.
road or off it. It never left me wanting more even on wide-open toll roads. It has plenty of power to exit corners fast and make rapid overtakes. Off the road, power is pleasantly controllable and will not easily overwhelm. Compared to similarly displaced power plants from its closest rivals, the 660 is noticeably peppier, easier to excite and more willing. That airbox induction howl is just so addicting, egging me on to keep that throttle pinned making every ride even more exciting.
Lessons learned from decades of successful grand prix racing has Aprilia developing motorcycle chassis to perfection. On twisty mountain roads the Tuareg handles the corners phenomenally well, keeping its composure even when pushed beyond normal limits. Riding through the concrete jungle had me filtering and position is a perfect balance between stand up riding view.withcomfortableandtouringacommanding 80's throwback styling perfectly blends equipmentmodernwith that nostalgic vibe.
ENGINE MANAGEMENT AND RIDER AIDS
Engine: Aprilia parallel twin, four stroke, liquid-cooled, double overhead camshafts (DOHC) four valves per cylinder.
RUNNING GEAR Standard enduro sized 21-inch front and 18-inch rear spoked wheels ensure confidence off-road while the 90 front and 150 rear sectioned tubeless dual sport Pirelli Scorpion Rally STR tires handle the compromise between the two disciplines with confident sure footedness.Tobringthis beautiful and competent machine to a halt, Aprilia employed a pair of Brembo 2 piston calipers mated to 2 300mm full floating discs equipped with steel braided hoses for the front and a Brembo single piston caliper mated to a 260mm rotor equipped with steel braided hose for the rear. A multi mapped ABS system comes as standard. The rear ABS is switchable and is automatically turned off in Off-Road mode. Stopping power is strong, however sport-bike riders may find that it lacks that initial bite power that we're used to.
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• Engine Capacity: 659 cc Max Power 79 HP at 9,250 rpm Maximum torque at crankshaft 51 ft-lbs. (70Nm) at 6.500 rpm • Chassis: Steel tube trellis with aluminum brackets • Power supply: Airbox with head-on intake, 2 – 48mm throttle body, Ride-by-Wire engine management • Transmission: 6 gears • Front suspension: Kayaba43mm USD with top out spring, fully adjustable. Travel 240mm Rear suspension: Aluminum rear arm, Kayaba rear shock absorber, fully adjustable. Travel 240mm • Front brake: Double disc 300mm Brembo floating calipers with 2 piston 30/32mm. Brembo axial pump, metal braided hose • Rear brake: Single disc 260mm; Brembo single piston 34mm. Independent tank rear sump, metal braided hose ABS system: Multimap ABS • Front wheel: Spoked wheel – 2.15”x21” – Tubeless 90/90/ R21 • Rear wheel: Spoked wheel – 4.25”x18” – Tubeless 150/70/R18 Seat height 33.85” Fuel tank capacity: 4.7-gal (including 0.79-gal reserve) • Curb weight: including fluids* 449.7 lbs. / 412.2 lbs. dry • CO2 Emissions: 99 g/km • Consumption: 58.8 mpg Electronic management: APRC suite that includes ATC (traction control), AEB (engine brake) ,AEM (engine mapping), ACC (cruise control), 4 Riding modes (2 Pre-set and 2 Custom settings) ABS • Homologation: Euro 5 The Tuareg 660 confidently takes on road corners with much poise and composure. 105
The riding position is spot on for both comfort and control. The bars are set quite high making it perfect for standing up riding and is wide enough to give much leverage to muscle the bike into abrupt directional changes. The seat is narrow but comfortable. The pegs have rubber inserts that can be taken out for riding in the mud. The reach to the bars are set perfectly for even someone of my stature. My back is arched just right to withstand hours upon hours of riding. The seat is narrow yet very comfortable and gets wider towards the pillion area.
thing to complain about the Tuareg it would be the lack of any luggage rack or tying points. Oh and a quick shifter as standard equipment would make this bike absolutely perfect! In all honesty, the Aprilia Tuareg 660 is probably the first adventure motorcycle that has sparked my interest, and those are words I don’t give out lightly. The Aprilia Tuareg 660 definitely delivers the adventure. Special thanks to Tanay Highlands for allowing us to shoot on their view deck.
Specification — Aprilia Tuareg 660
VERDICT The Aprilia Tuareg 660 is a perfect amalgamation of off-road capability and road manners. It impresses both serious off-roaders and experienced road riders. It is tastefully styled and comprehensively equipped with everything you need for any adventure.
ERGONOMICS
The SRP of PhP 898,000 may seem a bit steep for a 659cc motorcycle but what you get is a seriously capable performance machine that will cater to your every demand. If there is one
going around obstacles with great ease. Potholes and road imperfections seem to disappear as the Tuareg glides over them with absolute poise.
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At first sight from the front, the SR GT’s face is so undeniably Aprilia. That front cowl looks so much like its bigger brothers, the RSV and Tuono that it doesn’t look out of place in the company of much bigger bikes. It even has the air ducts to match.
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Aprilia SR GT 200 Review
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The comprehensive fully digital instrument cluster is very easy to read even in bright sunlight giving you all the information you would ever need on an adventurous ride. LED lights all around with DRL provide additional safety by ensuring discernibility of indicators and visibility.
The do it all, go anywhere adventure friendly scooter.
Words: John O. Mendoza Photos: Billy Pulido and Christian De Leon Motorcycle Cinema prilia, yes that awesome Italian 200.camemachineperformancemakerrecentlyoutwiththeSRGTApriliacategorizes the SR GT as an urban adventure scooter and I am here to uncover what that phrase really means so with no further ado, let’s get down to business.
INITIAL IMPRESSIONS
The switchgear feels premium to the touch and looks to have been well sorted and put together.
The SR GT is supplied with additional equipment such as a USB power port located in the left hand side cubby hole although said cubby hole will not fit any modern smartphone by any stretch. It’s just too small. The 25-liter underseat storage is quite spacious but would not fit a full face helmet though it would fit an open face or jet helmet.
The electronically controlled seat lock is a welcome feature that eliminates the annoying need to shut off the engine to open up the compartment. To the uninitiated, the gas filler compartment can be a tricky thing to figure out which is a good thing to keep thieves guessing. All one needs to do is to push the entire key slot assembly and viola, the cover opens.
PERFORMANCE
The SR GT 200 is powered by a slightly oversquare, watercooled 174.373cc engine with a four valve SOHC head equipped with Piaggio’s IGET system similar to its Vespa cousins. This scooter performs with a switchable start stop system which in my experience going through stop and go traffic works seamlessly, saving gas anytime you’re not moving. This powerplant is coaxed into action by a brushless motor system, directly bolted to its crankshaft. The SR GT 200 holds its line very well with its well tuned suspension and dual sport tires.
A Swinging a leg over… across the front of the seat of course as this is a scooter, reveals our first clue into the adventure side of things said about the SR GT. That 799mm seat height will be a bit of a challenge for anyone under 5 foot 6 or a shorter inseam than mine. Sitting on the seat right smack in the middle, has me tip toeing with just the balls of my feet hitting the pavement. For riders who are used to riding bigger bikes, this won’t be a bother. Just a bit of a scoot over to either side sees either foot flat on the floor. The naked and wide-ish handlebar exposes another clue to its adventurous personality. This gives potential owners of the SR GT a wide array of choices over handlebar setup if one would want more leverage and control by installing even wider bars or more comfort with higherBuildones.quality is quite good and is what can be expected from this price point. Fit and finish is up there with the best in the category although I find the faux carbon fiber to be a bit pretentious albeit giving the plastic parts some scratch resistance.
▼ That face is so undeniably Aprilia it actually motorcycles.groupcomfortablelooksinaofbigger
This motor puts out 17.43 horsepower at 8,500 RPM and 16.5 NM at 7000 RPM which propels this scoot fairly briskly compared to the other offerings in the same category. I’ve hit an indicated 120 KPH on the stretch between Shell Pugon and Masinag along Marcos Highway so power is adequate even for my 180lb frame. Aprilia claims 38 kilometers to a liter of gas consumption. As tested, 28.4 kms to a liter is what I got. Keep in mind that I was constantly pinning the throttle all throughout the 148 kms covered during testing. I was subjecting the SR GT 200 to much abuse no regular rider would put it through.
WHEEL2WHEEL
Stopping power is handled by disc brakes front and rear with a 260mm rotor fore and 220mm rotor aft. Gripping these wavy discs are two NISSIN 2 piston calipers that are supplied with steel braided lines out of the box. I gotta say that these brakes are phenomenal and are class leading. The front is equipped with ABS but none for the rear which is the better set-up for off-roading. HANDLING True to its Aprilia DNA, the SR GT handles superbly well on road as well as offroad. If there is one thing Aprilia knows how to do very well, it is chassis development and they did not disappoint with the SR GT 200. The long travel suspension, a beefy 33mm set of non-adjustable forks with 120mm of travel up front and preload adjustable rear shocks with 102mm of travel are perfectly dialed in to soak up the bumps and pretty much everything we could throw at it on the lahar filled trails of Lake Mapanuepe San Marcelino Zambales. The SR GT with its 175mm ground clearance went through everything that its bigger brother, the Tuareg 660, went through including river crossings and slippery rock filled terrain with not much difficulty. On the twisties of Marilaque, I found that the SR GT handled extremely well holding its line through the turns
The SR GT 200 with a PhP 219,000 SRP for the base model and at PhP 227,000 SRP for the sport variant are very competitively priced considering what you get from the other Italian scooters in thisBearingcategory.in mind the performance of Japanese scooters in this market segment, the SR GT 200 makes a very strong proposition at its price point. My experience with my Japanese scooter is that I had to throw in so much money on parts just to get the thing to handle anywhere near the handling of the SR GT. I mean I had to buy a pair of YSS G-Sport shocks for the rear which costs around PhP 17,000 and a LCM T-post and fork set at PhP 10,500 just to get the suspension sorted, not to mention the amount I spent to install grippy tires, lighter wheels and firmer engine mount bushings. For a wheezy Japanese 155cc lump to get to breathe and put out similar power as the SR GT, you’d have to bore it up, replace the injector and install a hotter cam. I had to replace the entire braking system on it too yet it is still nowhere near the stopping power of the SR GT. So for a Japanese scooter to get to the SR GT 200’s level of performance, you’d probably be spending more than the price difference.
The Aprilia SR GT 200 is, as advertised, an urban adventure scooter with a heck of a lot to offer any rider be it a greenhorn or a very experienced vet. It is fun, sporty, agile and capable on and off-road. With all things considered, the SR GT 200 makes a very strong case for a go-anywhere premium scooter and should be a top choice for anyone who is in the market.
VERDICT
with much composure and poise even through the bumpier sections and tight twisties. The damping settings of the suspension was dialed in perfectly making it just a good mountain road carving tool that even experienced riders will appreciate. The steering is very neutral and well balanced.
ERGONOMICS
Special thanks to Ken Rosales and the rest at Bikerbox. surroundings. An easy reach to the bars gives the rider dominating control over the scoot. The floorboards on both sides provide enough room for different leg positions while riding. The seat is quite plush with enough support for spirited riding. The pillion seat and retractable pegs offer a comfortable perch for any pillion rider and the wind screen works very well in protecting the rider from the elements.
The 14 and 13-inch front and rear wheels are shod with 110/80/14 and 130/70/13 Michelin Anakee dual sport tires that proved to be a great compromise of on road and offroad performance. Not once did it leave me wanting more grip over the course of several days testing the SR GT 200.
The riding position is very comfortable with a commanding view of your while the premium SR GT Sport 200 is available in Street Gold, Red Raceway and Iridium Grey.
OPTIONS The Aprilia SR GT 200 comes in 2 variants, the SR GT 200 and the SR GT SportThe200.difference between the 2 variants is just the colorways. The base model SR GT 200 is available in Street Grey, Infinite Blue, and Aprilia Black Specification — Aprilia SR GT 200 Engine: Single-cylinder 4-stroke i-get with Start/Stop System • Engine capacity: 61.5mm x 58.7mm • Bore x Stroke: 174cc • Max Power: 13kw @ 8,500 rpm Max Torque: 16.5 Nm @ 7,000 rpm • Valve Timing System: Single overhead camshaft, 4 valves • Cooling: Liquid • Fuel System: Electronic Injection Lubrication: Wet sump • Starter: Electric • Transmission: CVT • Clutch: Automatic centrifugal dry clutch • Cassis: Double cradle, in high-resistance steel tubing Front Suspension: Hydraulic telescopic shock absorber with adjustable preload (102mm travel) • Front Brake: Hydraulic with wavy disc - ABS Rear Brake: Hydraulic with wavy disc • Front tire: Tubeless 110/80 - 14” • Rear tire: Tubeless 130/70 - 13” • Length: 1,920mm • Width: 765mm • Seat height: 799mm Wheelbase: 1,350mm • Fuel Tank Capacity: 9L • Emissions compliance: EURO 5 ▲ Directional changes are so easy with much wideaffordedleveragebythebars. C-MAGAZINE.COM • SEPTEMBER 2022 109
Words: Nicolas A. Calanoc 3 — Silverstone Kingdom)(Northamptonshire,CircuitUnited
With a lap being 20.83 km., the Nürburgring Nordschleife is one of the longest tracks out there with the most turns. With 73 turns, this track definitely deserves the nickname The Green Hell. What is great about this track is that it is open to the public with only a toll fee to access it. Nürburgring Nordschleife is popular, technical, and definitely has a view. If you ask any car guy, this track is definitely a mecca for drivers.
Whether you watch motorsports, play racing games, or enjoy pushing your project car to the limit, we all share the dream of driving in a racetrack. With so many around the world to choose from, it is hard to pick the best of the best racetracks. For this list, we boiled it down to equal parts popularity, scenery, technicalities, and of course the fun factor.
Nic's List 5 — Circuit de Monaco (Monte Carlo, Monaco)
2 — Nürburgring Nordschleife (Nürburg, Germany)
THE TOP RACETRACKS5
1 — Laguna Seca
4 — Suzuka International Racing (Suzuka,CourseJapan)
During the late 1950s, Japanese engineer Soichiro Honda, the man who established Honda Motor Co., wanted a permanent test track for his research and development. What makes this track unique is that it is one of the two FIA Grade 1 licensed tracks to have a “figure eight” layout, meaning that there is a part of the track that is above and crosses another, intersecting like the number 8. It being conceived as a test track, it is evident that everything you need to push a car to its limits can be found here in the Suzuka International Racing Circuit.
The Circuit de Monaco is also called Monte Carlo because of the neighborhood resides in Monaco. Formula 1 fans will know this track by heart. What makes this track special, aside from the spectacular view of a beautiful city along the seaside, is how technical it can get once you’re racing inside at high speed. With how fast F1 cars can go, you must be masterful to win in this track. It being a city circuit, there is definitely no room for error.
I would argue that Laguna Seca is the Goldilocks Standard of racetracks. It isn’t too big or too small, making it accessible to many kinds of racing events from racecars to bikes, to even go-karts. It isn’t too long either, making quick races an option which allows race days to host a lot of races and opportunities for everyone. Even with the infamous downhill-plunging “Corkscrew,” what makes Laguna Seca the best racetrack for everyone is because it is easy enough to learn as a new driver and yet technical enough to be difficult to master for the pro drivers.
112 SEPTEMBER 2022 • C-MAGAZINE.COM
When a track has the nickname: “Home of British Motor Racing”, you know it has the heritage to back up what makes it so great even up to today. With so many racing events in the Silverstone Circuit, it can get really busy, but the reason why it is popular is because it has one of the best corners of any racetrack (Copse and the Maggotts/Becketts) and because of its old-school layout.
