C! Magazine March-April 2023

THE

WHEEL2WHEEL

BMW R18, Royal Enfield Scram 411, Suzuki Raider J Crossover, and Army Navy Club 200 200/50 Endurance Race

Editor’s Note

C! Magazine: Evolved

To this day, I still clearly remember the first shoot I ever did with C! Magazine back in 2005. It was for the cover, and the cars we were going to feature were cars I’d only seen in magazines: the Ferrari 575 Maranello, Jaguar XKR, and Maserati Granturismo. Or maybe it was the GranSport. Ok, maybe the memory isn’t as clear as I thought, but I digress. Like anyone else in their early 20s, I was expecting a day of tearing up the track, hearing the sound of large displacement engines revving to kingdom come, and finally getting to experience what it was like to drive these multimillion Peso supercars.

I was excited to be handed the keys to one of them, but what was handed to me instead was something I wasn’t expecting: a wet rag. I was told my assignment for the day was to make sure that they were all sparkling clean for the photos and to wipe them down if they ever got dirt on them from the track testing. Naturally, I was gutted. Was this some kind of initiation? Some kind of prank? Nope, it was as real as the burning rubber I could smell coming from the track. Nevertheless, I sucked it up and did my job. It was a quick and effective lesson in humility, how working for a car magazine wasn’t all about the glamour — it was hard work, and not always fun. But stick with it, and the rewards will be worth it.

This month marks my first month as C!’s Editor-inChief. It’s a vastly different magazine from what it once was, but certain things haven’t changed — our commitment to providing the most in-depth, informative, and engaging content in the industry. Speaking of change, long-time readers might have noticed that we’ve updated our tagline from “The Ultimate Automotive Authority” to “The Ultimate Mobility Authority.” While the love for 4-wheel and 2-wheel mobility remains at our core, the C! team will expound even further and exponentially deeper on all forms of transportability, from flying planes and helicopters, sailing and motorized aquatic vessels, traditional and technical SCUBA diving, fishing, travel, and of course motorcycles, bicycles, motorsports, and all types of automobiles and trucks.

The world is changing, and human mobility is evolving into an excitingly diverse landscape. C! Magazine is also evolving, with some incredible things in store for our readers. We will expand our exclusive access to the latest automotive releases from around the world. We will also work on new and exciting ways to engage with our readers online, including live events, giveaways, and more. Our team of expert writers and photographers will continue to produce high-quality, visually stunning content that keeps our readers coming back for more. We will explore new and innovative ways to present this content, including videos, podcasts, and interactive features.

At C! Magazine, we pride ourselves on being at the forefront of the automotive industry. As Editor-in-Chief, my goal is to push past the boundaries of motoring into the world of full human mobility, while delivering a truly exceptional experience for our readers. We’ve got our pedal to the metal, and I hope you’ll stick around for the ride.

“The world is changing, and human mobility is evolving into an excitingly diverse landscape.

C! Magazine is also evolving, with some incredible things in store for our readers.”

Chris Van Hoven EDITOR-IN-CHIEF

By Kevin C. Limjoco

“At its very affordable price, handsome looks, pedigree, and strong packaging backed by a 5-year factory warranty, it should be the finest in its class.”

Take your sense of adventure up a notch with this crossover that combines performance and functionality in one aggressively styled package.

BEST�IN�CLASS GROUND CLEARANCE

ACTIVE YAW CONTROL

7-SEATER LEATHER SEATS

The First of Many

A new age of excellence has arrived.

Take command on the road and get ready to change with the All-new GS8 and the Empow. With a powerful and domineering 7-seater design, luxurious interiors, and cutting-edge driving technologies, the All-new GS8 is sure to elevate every journey.

Blaze the streets and go from 0 to 100 kph in 6.95 seconds. Boasting a max power output of 168 hp and max torque of 270 Nm, a 7-speed transmission and 4x+ driving modes—the Empow redefines power and performance on the road.

All units come with a 5-year warranty. So go ahead. Awaken your drive.

By Kevin C. Limjoco

CONTENTS

59

Turning Utility into a Curiosity

The 8-year long journey of converting a ‘90s Suzuki Carry from farm equipment into a bonafide pint-sized showpiece.

By Wowie Go

“I’ve had drivers honk at me in the middle of traffic to ask about the car, people approaching to ask about how it drives, even toll attendants taking those extra couple seconds in the queue to express their interest in getting one.”

65

By Wowie Go

Suzuki Jimny: 4x4 For All

How a kei spec off-roader took over the world

“The Jimny actually has a very rich history, one that spans over five decades, that’s very much rooted in the spirit of off-roading.”

By Francis G. Pallarco

By John O. Mendoza

Hot Wire

After Sales. Afterthought.

We really need to start including after-sales service on our reviews. In the admittedly short time I’ve been in the automotive industry, I’ve already encountered a handful of vehicles that, while they may seem like an exquisite dream to drive, are an absolute nightmare to live with according to those that end up buying them. Your relationship with your dealership when your new car reaches its first paid periodic maintenance kind of reminds me of a couple nearing the end of their “honeymoon” phase: the halo falls off and the horns come out. They stop messaging you every so often and start ducking your calls and texts. Exorbitant prices, rude customer service, lengthy turnaround times are just some of the many grievances vehicle owners complain about. Hell, I don’t even have to go very far to make this point even more apparent — I just have to walk downstairs and into my driveway.

Now, before I proceed, let’s not get it twisted, okay? I love my daily driver. Of course, for reasons that are glaringly obvious, I won’t be mentioning what vehicle I actually drive, but what I can say for certain is that I’ve been blessed with purchasing a car that I can look back at in a loving way whenever I park it. I still think that it’s efficient, it’s spacious, and for the most part more reliable than any other car I could’ve purchased at the time. However, the unfortunate deal is that when it does decide to break down, my anxiety sets in. This is because I’m already anticipating a lengthy game of phone tag

with the dealership that has to repair it. And it’s not as if I could take it to a local talyer to have it repaired too — believe me, I’ve tried. My car has the unfortunate curse of being European — despite it being manufactured in India. But shouldn’t that be beside the point, though? It shouldn’t matter where my car was from; Japan, America, or Europe. When you sell something in this market, shouldn’t there be ample support for it?

When an automaker sells a vehicle, there should be a reasonable expectation of responsibility to its customers to provide care for its products once it rolls out of the showroom. In fact, it’s the very reason why we call a dealer service center a casa: it’s supposed to be the home for these cars. And home should be a place where you shouldn’t be worried about being gouged, or where you’re treated with respect and dignity. It’s an absolute shame that this concept is lost on some of the local dealerships in the country.

At the end of the day, we’re not selling jeans here; these are motor vehicles. To some — if not most people — buying a car can cost as much as their life’s savings. People actually pore over these huge financial decisions. It becomes their pride and joy once they park it into their driveway. I find it incredibly offensive when these local dealerships give these proud buyers the runaround once the purchase is complete. This culture needs to stop. You can give your vehicle plaid interiors and give it fancy sounding colors like Energetic Orange or Atlantic Blue, but if your after-sales service is different shades of brown, you’d be crazy to expect customers to come back.

Wowie Go MANAGING EDITOR

“When an automaker sells a vehicle, there should be a reasonable expectation of responsibility to its customers to provide care for its products once it rolls out of the showroom.”

On The Edge

Iwrote an editorial some time ago, harping on the new perils of the all-electronic age that we have been plunging into at a frightening speed.

On a recent holiday to an old friend’s beach house, we took the opportunity to use his motorcycles to travel from his city home to the beach house and back. My friend had a new, top-brand bike, which I will not mention here.

Anyway, on the way back to his home in the city, we stopped at a gas station for a quick splash and dash. When finished, I started to get moving. I looked over at my friend, who seemed to be experiencing some trouble. His bike was refusing to start? Yup, the computer LCD instrument and instrument cluster was telling him the traction control system was not working, but that he could continue on cautiously or something like that. But the bike was refusing to start.

In the old days, we would simply push-start the bike, and that would be that. That is not the case today. Perhaps simply because there is nothing wrong with the starter, battery, or even

What lies ahead?

the tuning of the engine. Mechanically, the bike was fine, the computer was just refusing to allow the bike to start. Oh ya, I believe the title of my past editorial was “Glitch.” I felt we were like those Formula One drivers that had to pull over because they couldn’t change gears because of a “glitch” in the steering wheel, as, similarly, all the electronic controls, etc., are on the steering wheel.

Continuing on, we were stuck with no other recourse but to leave the bike with the kind people in this small provincial gas station. Good thing we were in a gas station and not one of our usual stops along the side of the road. With the remaining bike and one of our cars following behind, we made it back home. My friend immediately called the roadside service only to find out they don’t work on Sundays and would not get to the bike till Monday. This was a bit strange, given that most of their customers ride on Sundays!

Well, other than that, we had a fantastic weekend. Everyone was happy and safe, so I certainly counted our blessings. Now imagine the perils of autonomous cars.

Georges B. Ramirez SENIOR EDITOR

“In the old days, we would simply push-start the bike, and that would be that. That is not the case today.”

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.

EDITORIAL DESIGN

Chris Van Hoven

EDITOR-IN-CHIEF

Wowie Go

MANAGING EDITOR

Georges B. Ramirez

SENIOR EDITOR

Francis G. Pallarco

TUNER EDITOR

Monica N. Legarda

SENIOR COPY EDITOR

Angel S. Rivero

Miguel C. Bichara

Isabel N. Delos Reyes

CONTRIBUTING EDITORS

Michael L. Lhuillier EDITOR-AT-LARGE

John O. Mendoza

WHEEL2WHEEL ASSOCIATE EDITOR

Kevin C. Limjoco

FOUNDING EDITOR / PRESIDENT / EDITORIAL DIRECTOR

DIGITAL

Richard Tan

DEPUTY ONLINE EDITOR

Steven Edward Yu

ONLINE AND SUPPLEMENT EDITOR

Denise Santos

DIGITAL MARKETING MANAGER

Stephanie Corpuz

DIGITAL MARKETING ASSISTANT

Charie L. Biaden

DESIGN DIRECTOR

Mark David A. See

SENIOR DESIGNER

Mary Ann E. Marcelo

DESIGNER

ADVERTISING

Mayette L. Asis

VICE PRESIDENT

Mary Jane O. Salazar

ADVERTISING TRAFFIC MANAGER

Malyn L. Bautista

Hiroshi D. Paderagao ACCOUNT MANAGERS

PUBLISHING

C! Publishing and Media Group, Inc.

PUBLISHER

Michael L. Lhuillier

CHAIRMAN

Paolo M. Puyat-Martel

MANAGING DIRECTOR

Carl S. Cunanan

Kevin C. Limjoco

Michael L. Lhuillier

Paolo M. Puyat-Martel

BOARD OF DIRECTORS

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Merline B. Urdas

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Mary Ann M. Benito

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LEGAL COUNSEL

Contributing Writers

Maynard Marcelo / JP Cariño / EZ Ligaya / David Hardman / Peter Lyon / Mike Potenciano / Lindy Pellicer

Brando Rosales / Edrich Santos / Liam Talbot / Martin Revita / Dominique O. Cerqueda / Manny De Los Reyes

Johnny Revilla / Maki J. Aganon / Nicolas A. Calanoc

Contributing Photographers

Andréas N. Delos Reyes / Kyle Estrella / Mike Miranda / Scott Nelson / Juanito Vinluan / Randy Silva-Netto

Patrick Mateo / Jerel Fajardo / Mike Sabarre / Joey Yepez / Mariony Dela Cruz / Paulo Ferrer / Jakob Kurc

Jordan Aparicio

This issue would not have been possible without the help of:

Hiroshi Suzuki / Shuzo Hoshikura / EJ Francisco / Rueben Jarvina / Nonoy Yulo / Steven Tan / Dax Avenido

Klaus Schadewald / Franz Decloedt / Timmy De Leon / Felix Ang / Rene Nunez / Atty. Albert Arcilla / Lyn Buena

Val De Leon / Manny Aligada / Mac Marcantonio / Chris Lee Yu / Nora Liquido / Lyka-Mae De La Cruz-Andres

Tony Si / Felipe Estrella / Sab Delos Reyes / Carlo Ablaza / Raymond Rodriguez / Angelo Barron / Paolo Ella

Chris Yu / Willy Tee Ten / Froilan Dytianquin / Saul Babas / Cameron Arciaga / Jelene Sulit / Michael Dennis Uy

Lawrence Dimaunahan / Akira Utsumi / Norminio Mojica / Dominic Busran / CJ Yucoco / Mark Parulan

Elgie Nunez / Jasper Castro / Nadinne Capistrano / Elijah Sue Marcial / Edmund Araga / Rommel Sytin

Ira Jornada / Spencer Yu / Ramon Ang / Nico Ylanan / Thea Geronimo / Hermes Canon / Jade Sison

Lawrence Dimaunahan / Germain Alilio / Dino Santos / Stacey Vasquez / Tine Liwanag / Ann Tayao

Cherrey Lou Villaester-Alvarez / Mia Dollentas / Angel Sardoma / Michael Breen / Takeshi Hara / Yosuke Nishi

Alfred Ty / Vince Socco / May Moreno / Antonio Zara / Chris Ward / Uzzi Asuncion / Jimmy Barinaga / Luigi Ignacio

Samantha Tabada / Fatima Cullado / Juan Manuel Hoyos / Erroll Dueñas / Kenneth Sytin / Maricar Parco

Margo Delfinado / Ma. Fe Perez-Agudo / Toney Sevilla

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Copyright © 2023

The Editors and Publishers of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition. No part of this magazine may be reproduced, in part or in whole without written permission of the publisher.

Just a click away

That one clip of the seatbelt can turn a fatal car accident into one you can walk away from. We think that is worth a little tug around the body, don’t you?

DRIVES

MercedesBenz C180 Avantgarde

Mindset Recalibrated

Words: Kevin C. Limjoco

Photos:

NOW ON ITS 5TH GENERATION, the Mercedes-Benz C-class is still fondly regarded as the baby S-class even if the model has grown and evolved so much over the years. It was designed by Gorden Wagener, the chief design officer for Mercedes-Benz Group AG, who also designed the new S-class. So, naturally the design language is consistent mostly differentiated by proportions and engineered purpose. Wagener also designed the mind-blowing Formula 1-inspired AMGONE, the EQ, and the SLR McLaren. The new C-Class model family that includes the new AllTerrain crossover also uses the Mercedes MRA II rear-wheel drive modular platform applied to the S-Class/Maybach, E-class, and GLC.

For our domestic market, despite the plethora of model variants and powerplants available to other territories, we get the new C180 Avantgarde entry model only thus far to represent for the general luxury consumer. I am confident that enthusiasts and more discerning customers can indent their own custom models much like in the past. Now, notwithstanding the small moniker number, the C180 has a lot more charisma and talent than you would expect. Unlike other current principally front-wheel-driven MercedesBenz models that use the modest number, for example, the CLA180/200, A180/200, B180/200, GLA180/200 and GLB 180/200 that use a transverse direct injection 1.3-liter turbo engine, the C180 uses a longitudinal direct injection turbo 1.5-liter inline-4. This has a twin-scroll "segmented" turbocharger featuring an overboost function that allows it to produce an additional 20 bhp (15 kW) and 148 lb-ft (200 Nm) for up to 30-seconds together with a 48V lithium-ion battery that provides assistance at low engine speeds using a beltdriven integrated starter-alternator generator called the EQ Boost Mild Hybrid system integrated into the transmission housing to improve overall drivability and efficiency.

So, the all-new Mercedes-Benz C180, here seen in Mojave Silver exterior, black Artico

Isabel N. Delos Reyes

synthetic leather seats, and Avantgarde interior trim, drives with significantly more purpose and thrust than expected, which is a huge bonus considering the lofty retail price.

Compared to the outgoing model, the all-new C-class wheelbase has increased by 25 mm to 2865 mm, has a longer sedan body by 65

mm to 4751 mm, wider by 10 mm to 1820 mm, a lower roofline by 4 mm to 1440 mm, and wider tracks, front increased by 20 mm (0.8 inches) and rear by 48 mm (1.9 inches).

Like the new S-Class, the new MercedesBenz C-Class is equipped with the 2nd generation of MBUX (Mercedes-Benz User

Experience) to operate/manage the new central portrait-style 11.9-inch infotainment touchscreen and the reconfigurable 10.25inch (upper trims get a larger 12.3-inch cluster) digital instrument cluster. The audio performance from the 6-speaker FrontBass system is quite good; however, for this price point, I would have loved to see the optional 15-speaker Burmester system installed, which would have also looked even better with the elaborate 64-color ambient cabin lighting that illuminates the dash trim, console and door trim, and air vents. The rear seatbacks fold down in a 40/20/40 split, offering a variety of cargo and passenger configurations too.

The newly designed front seats feel and function like its larger brothers. The digital displays are free-standing while the sensual dash with diamond-pattern trim curves downward, waterfall-style. The door handles and seat control switches are contained in a pod that appears to be floating while the bullseye air vents have flattened tops and bottoms. The overall handling is athletic and energy filled. It retains the illusive pride of ownership and the sense of occasion, but you will need the conviction at its asking price. It is the best-performing luxury compact sedan in the Mercedes-Benz Philippines model lineup, but for a bit more cash, a GLC 200 may be more compelling in our market.

Plus: Baby S-class, spirited, most spacious and most agile C-class sedan, handsome, lovely steering wheel and standout interior with tasteful lightshow, agile, balanced standard equipment.

Rating 9/10

Minus: No 710-watt 15-speaker Burmester® audio, faux rear exhaust trim, price.

Specifications — 2023 Mercedes-Benz C180 Avantgarde

Engine: Inline-4 • Location: Front, Longitudinal • Displacement: 1496 cc • Cylinder block: Cast Aluminum

Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, VVT, 48V

kW/200 Nm EQ Boost Mild-Hybrid • Fuel Injection: Direct Injection Intercooled Twin-scroll Turbo with Auto Start-Stop Technology & NANOSLIDE technology

Max power: 168 bhp @ 5500-6100 rpm • Max torque: 184 lb-ft @ 1800-4000 rpm • Transmission: 9-Speed ZF Automatic with steering wheel paddleshifts, rear-wheel-drive. Front suspension: Independent 4-link, coil springs, dampers with anti-roll bar. • Rear suspension: Independent lightweight multi-link, coil springs, dampers with anti-roll bar.

Isuzu Mu-X LS-E 4x4

Still the Greatest Isuzu Ever

I HAVE STATED it before and I further reinforce the statement now after two years of duty on Philippine roads, the 2nd generation all-new Isuzu Mu-X is the very best consumer vehicle that Isuzu has ever produced. If it had the additional optional equipment found in other markets, more color choices combined with a 5-year warranty, and a more competitive price, it could even win the best-in-class C! Award. The handsome top-spec Mu-X LS-E 4x4 model tested here in its signature Marrakesh Brown exterior and interestingly designed 20-inch alloys that look like floating turbo blades deserves more attention than it is getting.

The very robust body-on frame Isuzu Dynamic Drive Platform performs optimally,

dutifully and splendidly in our archipelago. The engine, drivetrain, and transmission are principally shared with the award-winning D-Max, but in the Mu-X application, the same systems run appropriately quieter and smoother. The optimized 6-speed Aisin automatic transmission may be down on gears compared to its direct competition, but the synergy it has with the 188 bhp / 332 lb-ft 3.0-liter turbodiesel engine is exemplary, producing genuine standard-setting fuel efficiency and drivability with overall behavior that bests some of the more complex systems in the segment.

The new Bi-LED headlights with signature DRL and auto-levelling function look great and cast an excellent field of illumination further supported with LED front fog lamps. The rear light assembly has its own signature LED as well. The prominent central 10.1inch touchscreen infotainment system has navigation, a clinometer, rear guided camera, intuitive smartphone connectivity with Android Auto™ and wireless Apple CarPlay™, all through a very good 8-speaker surround sound system bested only by the Bose system on the Nissan Terra VL. The nice analog

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

instruments have a 4.2-inch color LCD Multi Information Display that inform the driver with all the data needed while still enjoying traditional straightforward instrumentation. The fully adjustable steering wheel is appropriately weighted and communicative. The electric parking brake also features Auto Brake Hold for convenience while driving in heavy city traffic. The Mu-X’s powered rear trunk works well and the third-row accommodates rear passengers with a touch more capacity and comfort compared to the competition but lacks additional charging points and ISOFIX mounting points.

The Smart 3D DUO Camera on the windshield that has the ability to detect obstacles intelligently to improve safety as well as convenience is great. The Advanced Driver Assist System features adaptive cruise control with stop/go, pedestrian detection, autonomous emergency braking, lane departure warning, forward collision warning, lane-keeping assist, and traffic sign recognition. Other safety features like blind spot monitoring and rear cross-traffic alert use the 4-eye sonar. Additional active, passive, and peripheral safety measures include standard 7 SRS airbags, automatic door locks, and rainsensing wipers with built-in washer nozzles. The front and rear disc brakes manage the healthy powertrain with 12.6-inch (320 mm) ventilated discs with 2-piston calipers up front and 12.5-inch (318 mm) ventilated rear discs with 1-piston calipers with ABS, TCS, EBD, ESC, EBA, AEB, HAS, HDC, Misacceleration Mitigation and Turn-Assist. These efforts culminated in a verified 5-Star ASEAN NCAP rating for the Isuzu Mu-X.

The Isuzu Mu-X LS-E 4x4 models have a proper electronic differential lock for more challenging off-road traversing. The nicely designed 20 x 7.5J alloys are wrapped with 265/50R20 107S Bridgestone Dueler H/T 684II tires. The effortless smart 4x4 system uses “Rough Terrain Mode” and “Terrain Command” control with ‘shift on the fly’ 2-high↔4-high selection at up to 100 km/h, and 4-low with rear differential lock. Water fording depth is rated at 800 mm. Ground clearance is still 235 mm. For off-road use, the approach angle is 29.2 degrees; ramp-over angle is 23.1 degrees, while the departure angle is 26.4 degrees. The

DRIVES

front suspension uses independent double wishbones, dampers, and anti-roll bar while the rear setup uses a five-link rigid axle with coils springs, dampers, and anti-roll bar. The wheelbase is 2855 mm, length is 4850 mm, width is 1870 mm, and height is 1825 mm with a gross weight of 2800 kg. The new Ford Everest has more significant proportions on a longer wheelbase, yet the Isuzu Mu-X feels just as spacious inside better-designed seats.

The 2023 Isuzu Mu-X LS-E soldiers on with a loftier retail price; it is a genuinely desirable, heavily loaded mid-size SUV that will reward its owner and passengers with a lifetime of adventure, utility, and versatility.

Plus: The very best Isuzu ever produced, solid reputation of reliability and durability, good-looking, best-crafted interior design in its class, comprehensive safety measures, strong brakes and solid handling, very strong packaging, deep real-world abilities.

Rating 9.5/10

Minus: No wireless smartphone charger. No third-row charging points, 3-year factory warranty, price, and manual rearview mirror.

Hyundai Stargazer GLS Premium

The Miniature Staria with the iconic Disco name

MOSTLY ONLY FOLKS of a certain age will fondly remember and celebrate the Philippines’ answer to New York’s Studio 54: Louie Ysmael’s legendary Stargazer discotheque at the Silahis International Hotel. I am certainly one of them and I still lament the fabulous days of festive dancing and frivolity. So, even if the Hyundai Korea team responsible for the development of the newest compact multi-passenger vehicle in the country were not aware of the void to fill with the use of such a moniker for our Philippine market, whether they were thinking about the flower, the fish,

or literally the act, I definitely had very high expectations with their all-new entry.

Using the full maximum length of the joint Hyundai-Kia K2 scalable platform intended for B and C segment vehicles, the all-new Hyundai Stargazer hugely resembles its significantly larger full-size Staria minivan sibling to favorable effect. It is built at the PT Hyundai Motor Manufacturing Indonesia (HMMI) manufacturing plant located in Cikarang, Bekasi Regency, West Java, Indonesia.

The top-spec Hyundai Stargazer GLS Premium, here tested in Magnetic Silver Metallic exterior with charcoal grey synthetic leather interior, has plenty of attractive design features to differentiate itself from its direct competition. That direct competition is now more formidable than ever, led by the allnew Honda BR-V, the multi-award-winning Mitsubishi Xpander, the dual Toyotas Avanza and Veloz, and the newly released Suzuki Ertiga Mild Hybrid.

The Toyota Veloz V is the only current compact MPV in the segment with rear disc brakes. The rest of the category uses rear drum brakes, and all use their own independent Macpherson struts up front and rear torsion-beam suspension setups on variable monocoque chassis. The Honda BR-V has the most athletic powerplant and the only one to have variable seating for the most versatile interior capacity configurations. The Stargazer has the second most powerful powerplant currently available in the segment. Since its launch in 2017, the segment standard has been the Mitsubishi Xpander. However, with the newly revised Xpander Cross launching after this writing, we will assess which compact MPV will be the new leader of the segment before the granddaddy of them all in our market, the all-new 3rd generation Toyota Innova mid-size MPV is also launched.

The Hyundai Stargazer currently has the longest wheelbase in the segment and it travels with a lower ground clearance than its direct competition. It feels the most spacious in its class by its bulbous design, lower seat height and tall ceiling. The second row can be adjusted fore and aft to optimize space with the third row. The front passenger seat has a retractable tray that can carry up to 3.5 kgs of weight, good enough to hold a laptop in place while you keep the device charging with the extra USB ports found behind the front center armrest. Speaking of armrest, the substantial unit found in the center of the second row makes the seats function closer to actual captain chairs.

Like in most Hyundai models today,

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

Plus Genuine segment challenger, smooth transmission, attractive unique design, neat signature LED lighting, clear rear camera even in the dark, wireless smartphone charger, fuel-efficient, versatile and spacious, 5-year/200,000-kilometer factory warranty.

DRIVES

the Stargazer comes with multiple drive modes that alter the behavior of the throttle, electronics, and transmission at a touch of a button that also changes the colors of the instrumentation background, which you can customize through the sharp 8-inch center infotainment system that displays the guided reverse camera and manages the Apple Carplay and Android Auto connectivity applications. The sound quality from the standard 6-speakers were pretty good and above average for the segment. The wireless smartphone charger is an excellent feature along with the numerous storage compartments and cupholders (the center console are backlit even). The cruise control is conventional, as well as the manual handbrake. There is quite a sea of plastics, and it seems to have more hard surfaces than its competition, but thankfully, the quality is very good. With the name Stargazer, I did expect to be able to see the stars through a panoramic moonroof and have adjustable ambient interior lighting. The exterior light show is great though I wish Hyundai had applied its energy-saving and bright illumination exercises to all the sources from the front fog lamp to the rear license plate.

As an initial crack at a very competitive segment, the Hyundai Stargazer is very compelling. The intelligent CVT is a huge factor that makes the compact MPV fuel-efficient with elastic power delivery. Aesthetically, the overall design is very good though you would think it would have been packaged even better

Rating 9/10

Minus NVH can be improved, more traditional halogen lighting than expected, instrument graphics could be much better with the option of more attractive designs and analog dials, choppy ride, rear drum brake.

Specifications — 2023 Hyundai Stargazer GLS

Engine: Inline-4 • Location: Front, Transverse • Displacement: 1497 cc

Fuel Injection: Multi-Port

Cylinder block: Cast Aluminum

Max power: 114 bhp @ 6300 rpm

Transmission: Intelligent Continuously Variable Transmission, front-wheel-drive.

Rear suspension: Torsion-beam, coil springs, and dampers.

Cylinder head:

Aluminum, DOHC, 4 valves per cylinder, D-CVVT

Max torque: 106 lb-ft @ 4500 rpm

Front suspension: Independent MacPherson Strut, dampers with anti-roll bar

2780 mm

Brakes: Front 11-inch (279 mm) ventilated discs with 1-piston calipers / Rear 9-inch (229 mm) drum, ABS, Electric Stability Control, HSC, and Hyundai Smartsense Technology.

16”x 6.5J complex two-tone alloys

Top Speed (mph): 187 km/h (117 mph)

(with the promotional price discount of P40,000.00)

Infiniti QX55 Sensory AWD

The Debonaire Dasher

Words and photos: Ardie O. Lopez

WHAT WOULD BE your criteria if you were to pick just one car to be your daily drive?

There certainly would be no quick and easy answer to that as it’d have to depend on one’s lifestyle and occupation- but if the answers were to be sifted to get an average, it’d most probably narrow down to one that’d bear the best qualities of a sedan, an SUV, and perhaps

a wagon. That’s the default description of a crossover, yes, but then there’s the question of which category will it be coming fromregular or all the way up to premium luxury levels? Veering away from the law of averages, the aspirational aspect of wanting more from what that car would offer comes into play.

As we’ve kicked-off the resumption of our international test drives, we’re fortunate to have valued partners who arranged for us to have a go with one such crossover that certainly goes beyond what’s average. Enter the Infiniti QX55. It was a pleasure spending a week with it in Los Angeles, getting acquainted with it through brisk drives on its many freeways, which compared to Manila’s highways and expressways, are about 30 km/h faster in terms of the normal flow — so lane

changes, merging in and out, and filtering to and from ramps are faster, too, that it’d make you appreciate a ride with tight and responsive handling. The QX55 on the day I picked it up gave me that initial impression after just a few miles of driving it, but it actually got better as I got more comfortable with it.

The Infiniti QX55, by type, would be your quintessential crossover — you wouldn’t mistake it for a compact SUV or a wagon by its looks alone. Its stance is sleek and sporty, with a silhouette that is more like a fastback’s due to the roofline that slopes down towards the rear end, and its shoulder line moving upwards seemingly to meet it, it’s aesthetically athletic… a crossover-coupé as Infiniti describes it. Its large wheel arches housing 20-inch two-toned rims riding on 255 x 45 series tires balance off the look quite well. Slate Gray is one of those muted colors that don’t work well with some cars but did on the QX55, bringing out the fluid character lines and subtle creases. The large Infiniti badge sits on a rather unique grille with a woven mesh pattern heavily framed in chrome, flanked by cube LED headlight clusters. The gaping side intakes that serve as foglamps’ housings may be a common design cue, but they contribute with the front splitter to make a symmetrically impressive fascia. Kicked-up and tapered, the rear end is eye-catching when the segmented LED taillights are lit, a cool touch- which kind of reminds me of falcon wings of Egyptianinspired design. Overall, the QX55’s look doesn’t demand attention, but it’s certainly pedigreed with an air of sophistication about it.

Now the interior, with the scarlet and black combination on its full-leather appointment, work to give it a more stylish flair, with the precise laser-cut holes for the white stitching adding to the premium look and feel. The front seats are very comfortable, owing to the Zero-gravity design of Nissan origin, where the occupant’s weight is better distributed, lessening fatigue. The main interface on the dash is equipped with dual touch-screens that actually work quite well- navigation ends up on the top display, and the apps and entertainment controls on the lower, so the convenience the setup offers kind of makes up for the graphics and resolution of the screens that are a bit dated. What’s rewarding is the Bose 16-speaker audio system that sounds exceptionally good. There is no wireless charging pad for your phone, but there are enough USB Type A and Type C ports up front and at the rear to plug into for power, and to connect via Apple CarPlay and Android Auto. So, being wrapped in good looks with a

luxurious cabin to boot — do the dynamics match up? Powered by a 2-liter Inline-four gasoline engine with Variable Compression

Turbo rated at 268hp and 280 lb-ft of Torque, the Infiniti QX55 will do 0-100 km/h in 6.5 seconds. It’s mated to a continuously variable transmission with paddle shifters, and it runs on an intelligent AWD drivetrain. It’s got plenty of usable power especially in city driving,

but its handling characteristic is refined yet precise and sure-footed. Owing to its AWD configuration, cornering at speed feels wellplanted with minimal body roll. Power delivery is immediate and shifting is seamless, and the overall takeout is a pleasurable, effortless drive. I am not a fan of its engine sound though, which at low revs is like a raspy whir, but it improves as you push it. Soundproofing

DRIVES

from extraneous ambient noise is good, but somehow its own engine sound that makes it inside is louder than I’d want it. The QX55 is well-dampened, providing a plush ride quality that’s apparent despite LA’s nice roads. With ample oomph and tight dynamics, you'll quickly get used to driving it more spiritedly than usual, which’ll impact its fuel efficiency, which is not a very impressive 9.5kms per liter on average (city driving).

It’s poised to compete with the likes of the Porsche Macan and the BMW X3 in terms of its sporty crossover packaging, but it’s more head-to-head with the likes of the Mazda CX-5 or Subaru XV in terms of its price point. Locally, I’d most probably pit it with the Peugeot 5008. The Peugeot is definitely more adventurous in terms of aesthetics, but the QX55 will edge it out in terms of power and ride quality. Interestingly enough, while it's not quite a stunner, nor the quickest or most fuel-efficient in a short roster of the perceived competition in its category, the combination of a well-thought-out and executed design, assertive power, premium interior build, and comfortable ride, capped off by a drive quality and handling feel that's quite gratifying, the Infiniti QX55, especially in its top tier Sensory AWD variant, makes for an engaging, thoroughly satisfying daily drive.

Plus Great handling, premium interior, full-featured, peppy, nice styling, 16-speaker Bose® Performance Series premium audio system.

Rating 9/10

Minus Less headroom on the 2nd row due to tapered profile, we expected better dynamic performance, thirsty.

Engine: Inline-4

• Location: Front, Transverse

Specifications —2023 Infiniti QX55 Sensory AWD

• Displacement: 1970 ~ 1997 cc • Cylinder block: Cast Aluminum

Fuel Injection: Variable Compression Direct & Port Injection Miller-capable Intercooled Turbo, VVT

• Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder

• Max power: 268 bhp @ 5600 rpm

• Max torque: 280 lb-ft @ 1600-4800 rpm

Transmission: Continuously Variable Transmission with manual shift mode and Downshift Rev Matching, Intelligent all-wheel-drive.

Front suspension: Independent MacPherson Strut with aluminum-alloy upper and lower aluminum/steel subframe construction, twin tube shock absorbers, 27 mm stabilizer bar.

Rear suspension: Independent multi-link with monotube shock absorbers, 22.5 mm stabilizer bar.

Wading Depth: 500 mm

• Angle of approach (degrees): 17.4

• Fuel Capacity: 60 liters (16 gallons)

• Angle of departure (degrees): 23.6

Load Capacity: 762 liters with rear seat fixed. 1532 liters with rear seat folded.

• Ground Clearance: 218 mm

• Ramp angle (degrees): 19.1

• L x W x H: 4732 mm x 1902 mm x 1620 mm

• Wheelbase: 2800 mm

Brakes: Front 13-inch (330 mm) ventilated discs with 2-piston calipers / Rear 12.1-inch (307 mm) vented discs with 1-piston calipers, ABS, EBD, BA, Vehicle Dynamic Control with Traction Control System, ABSProASSIST Package: Cube design LED headlights with auto leveler, Adaptive Front Lighting System, Distance Control Assist, Intelligent Cruise Control, Blind Spot Intervention, Lane Departure Prevention.

• ProACTIVE Package: ProPILOT Assist (Steering Assist, Intelligent Cruise Control with full speed range, stop and hold), HeadUp Display, Traffic Sign Recognition, Direct Adaptive Steering. Around View® Monitor with Moving Object Detection, and Front and Rear Sonar System.

Wheels: 20”x 8.5J multi-spoke dark painted and machine finished alloys

• Weight (kerb): 1848 kg. (4065 lbs.) 0-100 km/h (0-62 mph): 6.5 seconds

• Tires: 255/45R20 101W Bridgestone Ecopia H/L 422 Plus RFT

• Top Speed (mph): 224 km/h (140 mph)

• Fuel Mileage: 22 mpg City / 28 mpg Highway

• Price as tested: US$ 58,075.00

Changan CS35 Plus Luxe

The contender everybody’s sleeping on

Words and photos: Wowie Go

LET ME START BY SAYING that I’m doing my proofreader a favor by cutting out the paragraph about the trope of Chinese cars being dubious choices for consumers–nope, we’re done with that horrible cliché. Instead, what I will lead off with is that the short version of this review is that the Changan CS35 Plus has a lot more to offer to you than the rest of the vehicles in its category. Pretty bold statement, I know. If you care to learn more about why I think that is, read on.

The sub-compact crossover first came to our shores at what was seemingly an

inauspicious time, during the COVID-plagued year of 2020. The first iteration of the vehicle — the pre-facelift version — had with it a more conservative design, both inside and out. Its original front fascia was a more subdued thin slab and its interior was mostly a muted shade of dark gray. I guess you could say it was a very pedestrian vehicle for the time. I suppose Changan must’ve felt the same way, because while the original version of the CS35 Plus was also chock full of bells and whistles, this updated version is undoubtedly more of a head-turner.

What gets most people with the look of the CS35 Plus is the ambiguity of its design influence. The beauty of the car’s current styling is that it has this certain je ne sais quoi to it that makes you think, “hey, haven’t I seen this car before?” It’s almost like you want to say that it resembles a more upscale vehicle from Japan or Europe, when the truth is that it’s actually a totally original design. The sharp lines and angles all over its body give the CS35 Plus an aggressive look that’s not overly played out. Much like its larger brethren, the

CS55 Plus and CS75 Plus, not a single line is out of place. Coupling this with lights that complement the curves of the car makes it look incredibly futuristic from afar, especially at night.

The inside of the vehicle is the same story. The seats are covered in two-toned, supple leather that feels premium to the touch.

Changan also reworked the car’s dashboard and center console on the facelifted version to accommodate a 10” touchscreen display and did away with the analog instrument cluster in favor of a 7” LCD that’s customizable three different ways. Some other creature comforts include a wireless charging pad, a USB outlet, and a great set of speakers. I discovered that when left in their standard setting, the speakers sounded thin and tinny, but when placed to the pop preset, it turned into a total banger. Crank the volume up in this mode, and in the words of the immortal Snoop Dogg, “the speakers go boom, boom, boom.”

Cruising in the vehicle, of course, is the highlight of the CS35 Plus. Fitted with a 1.4-liter, turbocharged, inline-4 cylinder,

gasoline engine mated to a 7-speed dual clutch transmission, the vehicle has an output of 158bhp and a pulling strength of 191 lb-ft. All put together, the car has the temperament that I liken to a young, spry, golden retriever that’s chomping at the bit to have fun with you. At crawling speeds, it may get noticeably herkyjerky — almost as if it’s begging you to give it some juice — but once you stretch your legs in the open road, the vehicle accelerates with much finesse.

The ride quality is equally as pleasant, as well. I’ve driven my fair share of crossovers, and what I can say with much confidence is that the CS35 Plus’ ride is smoother and more refined than most — including the European ones — in the market today. One thing I noticed, however, while I was driving the crossover on a variety of surfaces, is that its suspension travel is somewhat short. This means you can easily feel the shock absorbers

reach the very top of its range earlier on. While this may be by design to give it a more sporty feel, be prepared to go slower coming towards a hump or a curb, lest you hear that muffled thud in front of your vehicle. That doesn’t take away from the fact that it's also because of this configuration that gives the vehicle the agility to corner like it’s on rails.

And speaking of rails, if you do happen to come off of it, you’d be glad to know that the car is loaded with an army of safety features. Off the bat, the Hype and Luxe variants are fitted with dual front, side, and curtain airbags as standard. The top two tiers of the line also come from the factory with adaptive cruise control, 360-degree camera, forward collision warning, and an automatic emergency braking system. The car even comes with anti-pinch power windows and sunroof.

But perhaps what I’d really love to wax lyrical about the CS35 Plus is its exceptional

Plus Its price relative to all of its standard features, excellent build quality and attention to detail, the power tailgate is a great touch. Minus Abrupt accelerator input on crawling speeds, sporty suspension might not be enjoyable for everyone, the infotainment system sorely lacking Android Auto and Apple CarPlay.

Rating 8.5/10

DRIVES

build quality. The attention to detail is just fantastic. Virtually every tangible surface inside is lined with padded leather and not molded plastic and the seams really do come with real stitching. In fact, there’s somewhat of a teutonic trait to how the vehicle was put together that you can feel even from the moment you try to get in. When you open the door, you instantly feel that there’s quite a bit of heft to it. Not to mention the sound it makes when you close it shut, it feels solid and not the least bit metallic. Once in, you feel cocooned by the way the outside noise is muffled. That extra insulated cabin is what Changan refers to as Deep Sea Silence Technology which is composed of several dampeners and thickened glass to isolate the occupants from outside noise — and might I say, it's quite effective.

Speaking of build quality, you’d also be glad to know that the vehicle has quite literally been tested substantially. Back in 2020, Changan took an early example CS35 Plus and drove it for several months straight all throughout the country on a loop just to test out the car’s durability. The idea was to simulate over a decade’s worth of driving and wear and tear, and throughout this experiment, the car was left idling when it wasn’t doing its rounds. Only the brakes and tires were replaced periodically as the thousands of kilometers eventually took its toll on them. By the end of the experiment, the test car had racked up to 100,000 kilometers. I personally have gotten inside this specific vehicle during a recent media drive where they used it as the support vehicle, by then it had already racked up another year’s worth of driving at 110,000 kilometers, and even at that point the car looked no worse for wear — it even still sort of had that new car smell to it!

With a market as saturated as the crossover SUV scene, I can understand the difficulty prospective buyers face in making a decision on what to buy. The ongoing arms race brewing between the vehicles in the segment is without a doubt neck and neck. But with a combination of power, features, safety, and tested durability that appear to be head and shoulders above the rest, you’d absolutely be selling yourself short by not considering the Changan CS35 Plus as a contender.

Attainable Enthusiasm

2023 MG GT Sport

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

The 2nd generation MG GT sub-compact fastback-inspired sedan is based on the MG5 and definitely does not replace the slightly larger MG6 Trophy compact, which is an authentic fastback that is actually a bit more potent and handles better with its fully independent suspension and meatier 18-inch rolling stock. There is no denying though that the all-new for the Philippine market MG GT is more attractive, especially in the Sport variant tested here in Moon White exterior with black synthetic leather interior appointments highlighted with red stitching and red accents.

Championing MG’s new third-generation design language, the new MG GT stands out on the road with its aggressive silhouette, more so when packaged with the brighter exterior colors. It is a generously sized subcompact that would have been categorized as a compact a few years ago, and it is the largest in its segment. It is more spacious than the closest direct competition, the Geely Emgrand and significantly more spacious than the Honda City sedan. The prominent front MG emblem blends very well with the contrasting “Digital Flaming Grille” and carbon fiber/honeycomb front spoiler. The aesthetic reminds me of a Manta Ray. The rear ducktail trunk is also a nice touch, combined with the signature full-LED lighting on both ends.

The abundant extra design treatments with the piano-black trim in the interior, such as the diamond-shape dashboard panel and honeycomb patterns on the seats, door panels, front climate control air vents and speaker grilles, all contribute to an energized cabin. The driver-focused interior layout is great combined with a “fighter jet style” glossy gear knob and aviation-aluminum inspired accents which presents the ignition button in a unique and less conventional position. The climate control system also has an advanced Air Purifying Management System to help create a healthier personal space. The 10-inch high-definition touchscreen infotainment control system with 6 speakers looks good and is fairly intuitive with Apple CarPlay and Android Auto connectivity.

SPECIFICATIONS

2023 MG GT Sport

Engine: Inline-4

Location: Front, Transverse

Displacement: 1490 cc

Cylinder block: Cast Aluminum

Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, DVVT

Fuel Injection: Direct Injection, Intercooled

Single-scroll Turbo

Max power: 159 bhp @ 5600 rpm

Max torque: 184 lb-ft @ 2000-4000 rpm

Transmission: 7-speed DCT Sportronic with steering wheel paddleshifts, Front Wheel Drive

Front suspension: Independent MacPherson

Struts with anti-roll bar

Rear suspension: Torsion Beam with coil springs and dampers

Fuel Capacity: 50 liters (13.2 gallons)

Load Capacity: 401 liters

Ground Clearance: 145 mm

L x W x H: 4675 mm x 1842 mm x 1480 mm

Wheelbase: 2680 mm

Brakes: Front 11.1-inch (280 mm) ventilated discs 1-piston calipers / Rear 11.1-inch (280 mm) solid discs with 1-piston calipers

Integrated Electric Parking Brake, ABS, Dynamic Stability & Traction Controls, Brake Disc Wiping, Hill Hold Control, EBD, Cornering Brake Control.

Wheels: 17”x 7J Two-tone Tomahawk

Aluminum Alloys

Tires: P215/50R17 91W Michelin Primacy 3ST

Weight (kerb): 1318 kg. (2900 lbs.)

0-100 km/h (0-62 mph): 8.3 seconds

Top Speed (mph): 217 km/h (136 mph)

Fuel Mileage: 5.8 L/100 kms. Overall

Price as tested: PhP 1,193,888.00 (Alpha model retails for PhP 1,015,888.00)

2023 MG GT Sport

“The driver-focused interior layout is great combined with a “fighter jet style” glossy gear knob and aviation-aluminum inspired accents which presents the ignition button in a unique and less conventional position. The climate control system also has an advanced Air Purifying Management System to help create a healthier personal space. ”

The crisp 12.3-inch Virtual Cluster instrument screen has an excellent central 7-inch area for comprehensive driver information that includes sporting dynamic data but I wish it had displayed more configuration options like a traditional analog speedometer and tachometer instead of the purely digital numerical displays with fixed colors. The drive modes would have also been more easily accessible via an additional physical toggle switch that also modified a thematic instrument screen rather than just the gear knob (or deep in the infotainment system) that only visually changes the modes in an undramatic fashion. The MG GT Sport has a traditional cruise control which is good, though a second camera on the windshield would have optimized the system further with adaptability. The single windshield camera manages the Forward Collision Warning

System, Lane Departure Warning System, and the Intelligent High Beam control. The rear and mirror cameras work with the front camera to stitch a composite 360-degree projection for parking but along with the rear sonar they also add Rear Cross Traffic Alert and Blindspot Detection. Other safety measures include a reinforced high-density steel cage body with laser brazing technology, very good all-disc ABS brakes, an Electronic Stability Program with Cornering Brake Control, multiple airbags, an electric parking brake, and tire pressure monitoring. However, the rear “Sport” sticker on the trunk is pitifully unsightly, but thankfully dental floss can remedy its swift removal.

There is a more affordable entry-level Alpha variant for P178,000.00 less than the MG GT Sport that is certainly more economical but I reckon you lose too much goodness (the additional safety measures that include more airbags are absent, as well as the 360-degree camera, the essential rear aircon vent, and more) in the process in an already attainable mobility solution. The MG GT Alpha variant uses a i-CVT gearbox

“The 2023 MG GT Sport is sporty and nimble while also being very ride compliant and fun. In its sub-compact category, it has no dynamic equal. At its very affordable price, handsome looks, pedigree, and strong packaging backed by a 5-year factory warranty, it should be the finest in its class.”

2023 MG GT Sport

Cover Story

with eight simulated gears, is almost 3 seconds slower accelerating from naught to 100 km/h, has a much slower top speed of 185 km/h, and only gains about .2 L/100 kms in fuel economy. The Alpha carries 5 liters less fuel and the non-turbo engine makes 113 bhp @ 6000 rpm and 111 lb.-ft @ 4500 rpm of torque using 16-inch alloys wrapped with narrower 205/55 R16 tires. The 2023 MG GT Sport is sporty and nimble while also being very ride compliant and fun. In its sub-compact category, it has no dynamic equal. At its very affordable price, handsome looks, pedigree, and strong packaging backed by a 5-year factory warranty, it should be the finest in its class.

RATING 9.5/10

Plus:

Good roadholding, very balanced ride, attractive inside and out, eager dynamics, moonroof, front gravity-free seats are comfortable and supportive, fairly good sounding infotainment system, rear a/c vent, excellent driver information from the central 7-inch screen, adjustable steering response, signature full-LED lighting, tremendous value.

Minus:

Wish it had the 135-kW tuning of the Scorpio model offered in other markets, the rear “Sport” sticker looks like an afterthought, no rear armrest and no wireless smartphone charger, the instrumentation needs further custom dial configurations, and the faux dual exhaust should have been real for consistency.

The Revolutionary People Mover

Words: Kevin C. Limjoco

The brilliant all-new 2023 Hyundai Staria MPV has officially arrived and is available for immediate sale, replacing the ubiquitous longserving Starex. The Hyundai Starex has finally been supplanted after its incredibly successful model run from 1997 to 2022, that is a solid 25-year success story! Heck, during that period we have owned several models from both generations of the Starex in our C! Fastfleet ourselves.

The long wait was absolutely worth it for many reasons that include the establishment of the new Hyundai Philippines distributor Hyundai Motor Philippines, Inc. (HMPH) as well as receiving the most updated model variants of the Staria as well. In fact, ironically, there is an interesting parallel with the foundation of the previous official Hyundai distributor, Hyundai Asia Resources, Inc. (HARI), responsible for the brand in the Philippines since 2001. The domestic grey market sold the Hyundai Starex for several years before it was finally sold officially by HARI. I was one of these early adopters having been one of the very first in the country to buy a Starex Club model in 1998. In current times, the grey market once again took the opportunity to sell the most kitted outgoing Starex models and introduce the all-new Staria replacement to the local market before HMPH began official operations.

To be frank, we weren’t too sold on the initial grey market Starias even if they were fully optioned and fairly supported mainly because they did not look fully polished. We respect the modern avant-garde modern styling, but somehow the “face” looked rushed, and the odd alloy designs were not too attractive. Before HMPH launched the Staria in the Philippines, we even felt that the model combined with the application of a detuned (by 22 bhp and 8 lb-ft of torque) RII 2.2-liter turbodiesel engine, would not age well. We currently still have an endearing late 2018 Kia Grand Carnival EX in our C! Fastfleet that uses the old RII engine but with the full 197 bhp and 325 lb-ft of torque mated to an 8-speed automatic gearbox, which is smaller and lighter than the Staria Premium+ AWD, so I felt that Hyundai HQ was trying to keep its latest minivan friendly against the

new Kia Carnival which is leagues better and larger than its predecessor and is powered by the more potent and lighter Smartstream D4HE engine.

But then HMPH launched with what you see here in a combination Creamy White and Tinted Brass (Bronze), the Hyundai Staria Premium+ AWD, which is essentially the more upscale Lounge model in other markets. It is also available in Abyss Black Pearl with the contrasting Tinted Brass for the 7-seater AWD Premium+ variants. The 11-seater GLS+ model is less expensive but loses a significant amount of essential standard kit. There are also 6-speed manual variants for cargo and commercial use. Not only are the aesthetics of the Premium+ model significantly redesigned beginning with the exquisite mesh-patterned front radiator grille that matches tastefully and elegantly with the front and rear bumper lip garnishes as well the mirrors and door handles, but even the full-LED headlights were also redesigned and are more powerful. The new complex alloys also match with the contrasting tinted brass finish. The signature front hood DRL is very cool, as well as the futuristic signature rear parametric pixel lights.

Compared to its rear-wheel driven commercial chassis Starex predecessor, the primarily front-wheel driven Staria uses an even longer version of the Hyundai-Kia N

Photos: Isabel N. Delos Reyes

“The long wait was absolutely worth it for many reasons that include the establishment of the new Hyundai Philippines distributor Hyundai Motor Philippines, Inc. (HMPH) as well as receiving the most updated model variants of the Staria as well. ”

SPECIFICATIONS

2023 Hyundai Staria Premium+ AWD

Engine: Inline-4

Location: Front, Transverse

Displacement: 2199 cc

Cylinder block: Compacted Graphite Iron

Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder

Fuel Injection: Direct Injection Commonrail Intercooled

E-VGT Turbodiesel

Max power: 174 bhp @ 3800 rpm

Max torque: 317 lb-ft @ 1500-2500 rpm

Transmission:

8-speed Automatic with Active OnDemand 4WD, Primarily Front-WheelDriven

Front suspension: Independent MacPherson Strut, dampers and anti-roll bar.

Rear suspension: Independent multi-link, dampers and antiroll bar.

Fuel Capacity: 75 liters (19.8 gallons)

Plus:

Load Capacity: 1303 liters (behind 2nd row) 831 liters (behind 3rd row)

Ground Clearance: 186 mm

Wading Depth: 350 mm

Approach Angle: 17.6 degrees

Departure Angle: 19.3 degrees

Ramp-over Angle: 14.9 degrees

L x W x H: 5253 mm x 1997 mm x 1990 mm

Wheelbase: 3273 mm

Brakes: Front 13.6-inch (345 mm) ventilated discs with 2-piston calipers / Rear 12.8-inch (325 mm) vented discs with single piston calipers Integrated Electric Parking Brake, ABS, BA, HAC, MCB, TCS, VSM, EBD with Hyundai SmartSense™

Wheels: 18”x 7J Complex Tinted Brass Two-tone Aluminum Alloys.

Tires: P235/55R18 104H Kumho PorTran KC53

Weight (kerb): 2255 kg. (4961 lbs.)

The new Luxury MPV standard. Elegant. Optimal packaging with full options as standard. Standout looks inside and out. The most spacious and most comfortable in its class. Intelligent AWD HTRAC system. Fabulous 12-speaker Bose® audio. 5-year 200,000-kilometer factory warranty.

Minus:

0-100 km/h (0-62 mph): 10.7 seconds

Top Speed (mph): 192 km/h (120 mph)

Fuel Mileage: 8.1 L/100 kms. overall

Price as tested: PhP 2,930,000.00 (GLS+ 11-seater retails for PhP 2,320,000.00 / the Commercial Variants are the 6MT Cargo at PhP 1,560,000.00 and the 6MT Commuter at PhP 1,850,000.00)

Only wish it used the updated more powerful and lighter Smartstream D4HE engine used in the Kia Carnival instead of the RII D4HB engine. Single rear reverse light and standard rear license plate bulbs..

RATING 10/10

platform (by 183 mm) shared with the award-winning current Kia Carnival, so the wheelbase is 73 mm longer, the body is 103 mm longer, 77 mm wider, and 55 mm taller. The transmission gained 3 more gears, and the suspension is now fully independent. The brakes on the Staria are appropriately larger than the Kia Carnival given that it is much larger and heavier too.

If the exterior doesn’t enthrall you, then the glorious new interior will for sure with its elegant embroidered brown two-tone Nappa leather, 7-seater "premium relaxation seats" with powered ottomans and climate control on the second-row captain chairs, dual moonroofs, 12-speaker Bose® audio, 64-color ambient mood lights, large storage compartments, and power outlets for everyone’s devices, a wireless smartphone charger in the dashboard, paddleshifts, 10.25-inch TFT LCD Instrument Cluster with blindspot projection (BVM), 4-drive modes, floating shift-by-wire transmission, 8-inch Display Audio with wireless Apple CarPlay and AndroidAuto Smartphone integration and 360-degree camera parking assist, front and rear sonar, powered dual side doors and trunk, both the second and third-row slide fore and aft easily to optimize passenger comfort, electrochromic rearview mirror, and the largest greenhouse in the business. The sliding doors have manual sliding windows while the third-row passengers can also open their windows with a manual crank, both having additional retractable sunshades. All in a very quiet and safe cabin with a Five-star ANCAP rating with multiple passenger airbags and a myriad of active and passive safety measures.

The HTRAC AWD system always runs intelligently in the background as you drive, but the system can be locked via a toggle switch for an even torque split up to approximately 65 km/h. The HTRAC system has no differentials but works well to keep the Staria safe and on track, especially on wet and unpaved roads. Depending on the selected drive modes, the system will also adjust the distribution of power as follows: Comfort - Power is split approximately 70/30 between the front and rear wheels for stable control is all weather conditions, Smart or Eco - Majority of power is sent to the front wheels for improved fuel efficiency, and

Sport - Up to 50% of the torque is sent to the rear wheels for dynamic control and greater agility.

The Kia Carnival is naturally still more agile and swifter given that it uses a more potent powerplant in a smaller package, but for maximum passenger and driver comfort (the front seats also have climate control), space, luggage capacity, semi-all-terrain versatility, and multi-passenger luxury, the all-new Hyundai Staria is an efficient and great looking superstar. We loved it so much that we bought one and hope to acquire a second unit for the C! Fastfleet!

C! Picks

Road Trip Rides

Summer is usually the time of year when most people hit the open road in search of exciting new ways to beat the heat.

Whether it be a trip to the beach or a long and winding drive up the mountains, it’s often said that the journey is half the fun.

So we had to ask our editors: what's the best ride to take on a road trip?

2022 Nissan Kicks e-POWER VL

I actually had the pleasure of driving a Nissan Kicks e-POWER for 500 kilometers from Manila all the way to Albay last year, so in that regard I’m actually picking this one from experience. For me, the Kicks has the ideal combination of performance, passenger comfort, and fuel efficiency needed for an enjoyable summer road trip.

Despite only having a 1.2-liter inline-3 cylinder, gas engine, the car is insanely peppy — and that’s because the car is actually electrically driven. You’d be surprised to learn that the gas motor isn’t even connected to the

wheels; it’s just there to charge the battery. The car’s efficiency is practically unparalleled. Never have I seen a vehicle like it that actually increased its range the farther I got! That’s because on top of the ICE charging the battery, the vehicle also harvests kinetic energy whenever you coast or press the brakes. Coupled with its great handling, this makes the Kicks perfect for both overtaking on rural roads and zipping through long stretches of highways efficiently.

With plush leather seats, an abundance of USB ports, and an intuitive 8” infotainment system, the Kicks is enough to leave you smiling for hundreds of miles.

Price: PhP 1,539,000.00

WOWIE GO

MANAGING EDITOR

2023 Subaru WRX

GT-S Wagon EyeSight

The old station wagon from the 70s and 80s used to be synonymous with family road trips. Fortunately, the modern iteration of the trusty station wagon is sleeker, cooler, and a lot more fun to drive. The Subaru WRX Wagon epitomizes the ideal “best of both worlds” scenario that blends the

performance, comfort, and driving dynamics of the Subaru WRX with the luggage-carrying functionality and practicality of the traditional wagon. Subaru’s world-renowned all-wheel-drive system also gives you some peace of mind when tackling unpredictable weather and road conditions. Plus, 271 bhp and 258 lb-ft of torque is enough to get you smiling the whole way there, noisy kids and all.

Price — PhP 2,658,000.00

WAGON

2023 Toyota Corolla Cross GR-S

HEV

As the summer weather beckons us to travel and go to out-of-town beach getaways, having the perfect road trip vehicle is very important. Choosing what to drive is one of the most crucial factors that can make or break the journey and overall experience. After all, you want to drive a vehicle that provides ample comfort, power, safety, and most importantly, fuel economy.

Since summer road trips are best enjoyed with the family, the Toyota Corolla Cross GR-S Hybrid is the perfect candidate. The fiveseater crossover shares the same TNGA platform with the equally popular Altis. As such, the Corolla Cross GR-S HEV offers stellar ride quality and great driving dynamics, thanks to a sportstuned suspension. Equipped with a 1.8-liter hybrid powertrain, the Corolla Cross GR-S HEV is capable of generating 120 horsepower. But what’s really noteworthy here is the super quiet engine and electric motor. Couple that with great insulation, which equates to a really relaxing cabin. Something that will come

in handy to keep everyone comfortable for those long trips on the road. Don’t forget the huge fuel savings it also brings with a choice of power and eco-driving modes, depending on your preference.

Being a GR-S variant, it gets specific exterior upgrades that greatly add to its adventurous and sporty feel. Aside from the GR logos, it also gets a "GR" engine start button and a power liftgate with kick-operated hands-free feature for added convenience. Safety is one of Toyota’s hallmarks and this one has it in spades, with a lengthy list of features plus Toyota’s Safety Sense and you’ve got one very safe vehicle.

G. PALLARCO

TUNER EDITOR

2023 Honda X-ADV 750

Summer is upon us and surely trips to the beach, and other water sports activities are on the agenda. I want something with a huge compartment space and the X-ADV's 21-liter underseat storage, along with the optional pair of panniers and top box, fits the bill for carrying clothes, towels, food, drinks, and water sports gear. The go-anywhere configuration of the Honda X-ADV 750 lets you ride blissfully along

the shoreline and take on more rugged terrain going through river crossings if you plan to go camping. This fun and easy performance machine can carry all your summer outing needs without taking out the thrills and excitement of the actual ride getting to and during your summer escapade. The ride back should be just as exciting, if not more, as you carry less weight on your way home. The Honda X-ADV 750 is the ultimate do-it-all machine that everyone should experience.

Price — PhP 834,000.00

JOHN

O. MENDOZA

WHEEL2WHEEL ASSOCIATE EDITOR

ADVENTURE MAXI-SCOOTER

Right of way

Always yield to pedestrians at a crosswalk. Safety begins with all of us.

A Safety Reminder From

The First of Many

There’s no question that the compact MPV space is currently one of the hardest-fought segments in the industry. With its affordable price, 7-seater capability, large cargo capacity, and acceptable levels of comfort and drivability, almost every manufacturer is fighting for a piece of this highly-prized pie. The key objective that each manufacturer faces is how to differentiate their model to gain an advantage over the rest. Honda’s BR-V has the most capable powertrain. Mitsubishi’s Xpander Cross boasts the best ground clearance — the better to tackle rough terrain with. Toyota’s Avanza and Veloz represent everything the Toyota badge stands for – reliability, durability, longevity and easy repairability. Hyundai’s Stargazer features a long wheelbase, which arguably provides the best comfort and seating experience for all seven passengers. As for Suzuki? For a long while, the Ertiga struggled to

keep up without an ace in its sleeve; that special characteristic that made it stand out among the crowd. That is, until now.

Suzuki wisely decided to look towards the future with the 2023 Ertiga, offering something that no other competitor has — hybrid technology. To be clear, however, the

2023 Ertiga isn’t a true hybrid. Similar to the Geely Okavango, the 2023 Suzuki Ertiga Hybrid uses a mild hybrid system, or what Suzuki calls the Smart Hybrid Vehicle by Suzuki or SHVS system. Unlike conventional hybrids, the Ertiga’s electric motor can’t propel the car on its own. Instead, the Ertiga’s K15B

2023 Suzuki Ertiga Hybrid 1.5 GLX

Words and photos: Chris Van Hoven

“Suzuki wisely decided to look towards the future with the 2023 Ertiga, offering something that no other competitor has.”

1.5-liter, 4-cylinder engine receives some added assistance from an Integrated Starter Generator (ISG) very early in the rev range to deliver improved fuel efficiency. Lightweight and compact, the mild hybrid system uses a 12-volt lithium-ion battery to store energy from deceleration (not while braking like “true” hybrid systems), which allows the Ertiga to switch its engine off during traffic stops and seamlessly switch it on again when the vehicle resumes movement. However, since it’s using a 12-volt battery as opposed to a 24-volt or 48-volt one used in other hybrids, airconditioning shuts off while the engine is off, while electricals stay on. In terms of driving feel, the Ertiga remains largely the same as its predecessor. There’s a lot of bias to comfort over performance, with the Ertiga delivering a relatively floaty ride to its passengers. The 4-speed automatic transmission is seamless, though we wish that it came with a manual override (present in the 6-speed gearbox offered in other markets) during times when shifting becomes hesitant.

Not much has changed from the outside, with the Ertiga receiving a new grille and chrome touches to the tailgate to differentiate it from the preceding model. Inside remains largely the same as well, providing comfortable seating for up to 7 people across three rows. The third row can be split 50/50, with each seat able to recline. The sliding second row folds down in a 60/40 split as well, with both second and third rows folding down to a flat space for maximum versatility. 199 liters of cargo space is available with the three rows up, expanding to 550 liters when the third row is folded flat, and a maximum of 803 liters when both second and third rows are folded down.

The interior dashboard sports a new instrument cluster, with the top-of-the-line GLX variant featuring a 4.2-inch colored multi-information display and a 10-inch touchscreen infotainment system with Apple CarPlay and Android Auto. Other convenience features found on the GLX include a keyless push start system, automatic climate control, and ventilated front cup holders.

Fuel economy tests done by the Automobile Association of the Philippines (AAP) show the Suzuki Ertiga achieving 12.54 km/L on city driving, which is a 7.6% improvement over the previous model. Our own tests have come up quite close, with an overall of 11 km/L in city driving. The aspect that will really pique the interest of potential buyers is that the Suzuki Ertiga’s mild hybrid system should qualify for a hybrid classification under the Electric

SPECIFICATIONS

Engine:

Inline-4, 1462 cc, dohc 16V, Direct Injection with ISG and 12V 6-Ah lithium-ion battery, 4-Speed AT

Max power: 103 bhp @ 6000 rpm + 3.1 hp from ISG Motor

Max torque: 102 lb-ft @ 4400 rpm + 37 lb-ft from ISG Motor

0-100 km/h (0-62mph): 12 sec.

Top Speed: 180 km/h (112 mph)

Fuel Mileage: 11 Km/L overall as tested

Price as tested: PhP 1,153,000.00

Plus:

Excellent fuel economy, comfortable ride, spacious interior with versatile seating configurations.

Minus:

Can be a bit skittish off the line and while decelerating. NVH levels could be improved further. Other markets get a 6-speed automatic transmission.

RATING

8.5/10

Vehicle Industry Development Act, otherwise known as EVIDA. This gives 2023 Suzuki Ertiga owners added benefits under the EVIDA rules and regulations, which include exemptions from number coding, a 15% discount on vehicle registration, and priority lane privileges on vehicle and franchise registration, among others. Now, whether or not this Ertiga should be classified as a hybrid is another topic all together.

In terms of safety, the 2023 Suzuki Ertiga comes with SRS front and dual airbags as standard across the range, as well as ABS with EBD, Electronic Stability Program, Hill Hold Control, cruise control and a reverse parking camera with reverse sensors.

The 2023 Suzuki Ertiga is a great move on Suzuki’s part, gaining a head start on electrification ahead of its competitors. With its improved fuel economy, tried and tested ride comfort, and possible hybrid incentives from the government all coming at a highly approachable price point, the 2023 Suzuki Ertiga presents itself as a compelling option once again.

2023 Suzuki Ertiga Hybrid GLX

The 2023 Popular MPV Collective

The Honda BR-V & Toyota Veloz

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

Actually, not just in our market but practically the world. The extra ground clearance, 190 mm in the Veloz, which is up from 133 mm in its donor DNGA-B chassis and 207 mm in the pair of BR-V’s, up from 134 mm from its donor Honda Global Small Car chassis, combined with the optimized applications of new fuel-efficient powerplants/drivetrains, longer chassis, and larger bodies make these new affordable compact MPV crossovers much more useful and practical because of their extended versatilities.

With the taller and longer bodies, the maximum rear space capacity swells from a healthy 841 liters in its donor City car to 1032 liters in the Honda BR-V with both rear seats folded. For the Toyota Veloz, that number expands from 506 liters in a Vios to approximately 1046 liters with both second and third rows folded. Like the Avanza, the longer and taller Veloz sibling has a “Long Sofa” mode that allows the first and second, or second and third rows to connect with the headrests removed to create a lounge setting. The Hondas have a more straightforward approach to maximizing cargo and passenger configurations. Ultimately, all three models seen here certainly have their own very versatile space management solutions given their “not too small anymore” cabins.

The Hondas are definitely more athletic given their more powerful engines but the Toyota more than compensates with more interior comforts with more diverse soft materials and more overall cabin space. Ironically, given its modest engine power, the Veloz stands out from all the available compact MPV crossovers in the market with standard rear disc brakes, and the overall feel and performance is obvious.

Details

Crossovers are definitely the most popular and fastest growing vehicle type in the Philippine market for good reasons. Whether you are buying a 5-seater or 7-seater, multi-passenger/purpose crossovers have become the master generalists in our market.

2023 Honda BR-V 1.5V

“Whichever all-new Honda BR-V variant you choose from, there are even more affordable S variants, one with a manual transmission, which will fulfill your needs.”

“The Toyota Veloz V emulates its higher end family members in an attractive, reasonably priced, and very thorough package that is tailored for our market.”

“The Honda Sensing package on the top-spec 1.5VX elevates the BR-V to an even more useful level of maximum fuel efficiency and safety.”

2023 Toyota Veloz 1.5V

2023 Honda BR-V 1.5VX Honda Sensing

2023 Honda BR-V 1.5V

Engine: Inline-4, 1498 cc, dohc 16V, Direct Injection, i-VTEC, CVT

Max power: 120 bhp @ 6600 rpm

Max torque: 107 lb-ft @ 4300 rpm 0-100 km/h (0-62mph): 10.5 sec.

Top Speed: 186 km/h (116 mph)

Fuel Mileage: 24.7 Km/L overall as tested

Price as tested: PhP 1,295,000.00

Plus:

Leagues better than its predecessor and the defunct Mobilio, good looks, real-world functionality, affordability, good cabin air circulation, peppy, versatility, fuel efficient.

Minus:

No wireless smartphone charger. Drum rear brakes, wish it had electrification, somber interior design, no cruise control, and manual rearview mirror.

RATING 9.5/10

SPECIFICATIONS

Engine: Inline-4, 1496 cc, dohc 16V, Multiport Injection, Dual VVT-i, CVT

Max power: 105 bhp @ 6000 rpm

Max torque: 102 lb-ft @ 4200 rpm

0-100 km/h (0-62mph): 11.7 sec.

Top Speed: 180 km/h (112 mph)

Fuel Mileage: 18.1 Km/L overall as tested

Price as tested: PhP 1,265,000.00 (Platinum White Pearl Mica)

Plus:

The larger and more luxurious Avanza, ambient interior lighting, Toyota Safety Sense safety suite, nice 7-inch TFT instrumentation, real-world functionality, affordability, wireless smartphone charger, versatility, fuel efficient, rear disc brakes.

Minus:

Wish it had electrification or a stronger powerplant, needs more sound insulation, noisy and odd rear blower, no cruise control, and manual rearview mirror.

RATING 9.5/10

Engine: Inline-4, 1498 cc, dohc 16V, Direct Injection, i-VTEC, CVT

Max power: 120 bhp @ 6600 rpm

Max torque: 107 lb-ft @ 4300 rpm 0-100 km/h (0-62mph): 10.6 sec.

Top Speed: 185 km/h (115 mph)

Fuel Mileage: 24.6 Km/L overall as tested

Price as tested: PhP 1,390,000.00

Plus:

A massive improvement from its predecessor, Honda Sensing safety suite with adaptive cruise control, affordability, versatility, nice instrumentation layout, good rear powered air circulation, fuel efficient.

Minus:

No wireless smartphone charger. Drum rear brakes, wish it had electrification, spartan dashboard and manual rearview mirror.

RATING 9.5/10

2023 Toyota Veloz 1.5V

2023 Honda BR-V 1.5VX Honda Sensing

2023 Honda BR-V 1.5V

Details

All three tall front-wheel driven wagons use effortless Continuously Variable Transmissions to optimize their powerplants with maximum fuel efficiency and elasticity so they all perform with more potent behavior than they actually produce. The dynamic numbers are still modest, but then again, they’re not engineered to be high-speed mountainside carvers. They are not boring and inert either though.

Both the Honda BR-V’s and the Toyota Veloz have excellent signature LED-lighting on both ends and have excellent safety features. The Honda Sensing system on the BR-V VX model however trumps the Toyota Safety Sense system of the Veloz with the addition of the essential adaptive cruise control. Unfortunately, neither the lower spec BR-V V-model and the Veloz 1.5V have even conventional cruise control. The infotainment system on the Toyota Veloz V is larger at 9 inches and is presented better while including the essential wireless smartphone charger. The 7-inch infotainment systems on both Honda’s are identical but their 6-speaker have more

Details

range than the Toyota. The Veloz’s dashboard design looks and feels more upscale and has more charge points as well as 15 cup/bottle holders in strategic locations. The BR-V’s have 8 cup/bottle holders.

The suspension setups are conventional for both brands, independent MacPherson struts up front with rear coil-sprung and damped torsion-beams with attractive 17-inch alloys (both Honda’s use meatier 215/55R17 94V Bridgestone Turanza T005A tires while the Toyota uses smaller 205/50R17 89V versions of the same brand and model). Both the Toyota and Honda are equal in my book, and it will come down to individual preferences whether you want a sportier MPV or a more business casual people mover.

In the end, the most formidable all-new MPV is still coming very soon courtesy of Toyota, the model that defined the category in the first place in our market, the Innova Hybrid. However, it will definitely cost a heck of a lot more for the larger size, electrification, captain’s chairs with ottomans, and so much more!

“Crossovers are definitely the most popular and fastest growing vehicle type in the Philippine market for good reasons.”

2023 Toyota Veloz 1.5V

2023 Honda BR-V 1.5VX Honda Sensing

2023 Land Rover Defender 110 SE X-Dynamic P400

Expanding the Icon

Words: Kevin C.

Limjoco

Photos: Isabel N. Delos Reyes

With over 400 very happy new owners already enjoying their Land Rover Defenders in the country, it is no surprise that Land Rover Philippines is rightfully capitalizing on the huge success with more model variants to serve the growing market. Though the P400e plug-in model is more efficient and more dynamic building on a potent 2.0-liter turbocharged engine, there is still much to covet in the silkier and more charismatic new 3.0-liter inline-6 engine that does have mild

hybrid assistance. The recently domestically released 130 with the ability to carry up to 8 passengers onboard handles the top-end of the spectrum. This time around we test the 2023 Land Rover Defender 110 SE X-Dynamic P400 model in primary Carpathian Grey and secondary Narvik Black exterior with textured perforated two-tone light tan and charcoal grey interior.

The Defender 110 was priced aggressively when it was launched and packaged well as a S D240 variant which earned it a couple of C! awards for best in class for offering so much greatness at a more forgiving price of P6,090,000.00 without the optional packs and accessories, so I do have sticker shock with the new larger gasoline fueled 3.0-liter P400 powerplant that comes in at P11,490,000.00 without the optional equipment. Sure, you get blue-painted brake calipers that are much larger than before that also match the blue tow hooks, and a more potent electrified engine that from rest to 100 km/h is 3-whole seconds quicker, but a difference of P5.4M between them even with inflation and the increased standard equipment is quite a staggering amount to swallow in what is already an outstanding and purposeful premium mid-size SUV. The Defender 110 S D240 was thoroughly configured and optimized for our market at the best price possible.

Building on the same aluminum unibody (monocoque) on the scalable D7x Premium Lightweight Architecture (PLA) aluminum platform used in the D240, the 110SE X-Dynamic P400 is a Mild Hybrid (MHEV) with slightly more aggressive design and packaging nuances. Compared to the D240, the elastic SE P400 drives with more immediacy and rides just as well with the larger 20-inch alloys compared to the 19-inch rolling stock in the D240. In fact, the Goodyear tire models and footprint are the same. The 3.0-liter inline-six hangs a 48-volt motor-generator off the front, and under acceleration, an electrically driven supercharger force-feeds the engine until the turbo spools to also reduce turbo lag. Oddly though on idle, the engine has more of a diesel thrum than a slick gasoline note. The engine produces so much effortless power that the optional 516 bhp V8 engine would be redundant under Philippine exploration conditions. The sweetest spot in the range is the P400e.

I’m glad that our test unit did not come with the optional Expedition Roof Rack, Deployable Roof Ladder, and snorkel, so there is significantly less drag and air turbulence, but it does have the optional saddle bag which does look cool and is actually useful. Much of the desirable elements of the D240 are carried over but with a better infotainment system that now includes a wireless smartphone charger. The 10-inch Pivi Pro touchscreen infotainment system has been upgraded from the previous 180-watt amp powering only six speakers, to a Meridian™ 11-speaker system powered by a 400-watt amp. The ClearSight rear-view mirror for when your Defender is loaded to the hilt and the 3D 360-degree surround camera system w/ ClearSight Ground for parking and trailing together with CarPlay and Android Auto connectivity are also carried over. The panoramic moonroof combined with the unique rear trunk glass, 10-color ambient lighting, combination analog with central driver information display instruments, puddle lights, 3-zone climate control, cruise control, onboard navigation, all LED-lighting, and window switchgear lighting all contribute to driver and passenger wellness.

The Land Rover Defender 110 SE X-Dynamic P400 is a very handsome and extremely desirable SUV. The agility and precision of how it carries itself backed up by a great sounding lustful inline-6 with a very compliant ride and good body control without compromising its ability to go anywhere comfortably will convince you that there is no better vehicle in its class. I just wish it was more attainable.

“The Defender 110, in SE X-Dynamic P400 trim, is a charismatic all terrain speed demon!”

Engine: Inline-6

Location: Front, Longitudinal

Displacement: 2996 cc

Cylinder block: Cast Aluminum

Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder

Fuel Injection: Direct Injection, Intercooled Turbo and Electric Supercharger with 48-volt Integrated Starter Generator and LithiumIon Traction Battery 0.23 kWh Capacity Mild Hybrid system.

Max power: 395 bhp @ 5500-6500 rpm

Max torque: 406 lb-ft @ 2000-5000 rpm

Transmission:

ZF 8-speed automatic coupled with a 2-speed transfer case.

Front suspension: Independent SLA suspension with twin tower links, adaptive electric air shock absorbers.

Rear suspension: Independent multi-link adaptive electric air shock absorbers.

Fuel Capacity: 90 liters (23.8 gallons)

Plus:

SPECIFICATIONS

2023 Land Rover Defender 110 SE

X-Dynamic P400

Load Capacity: 1,875 liters (behind 1st row) 786 liters (behind 2nd row)

Ground Clearance: 218 mm Normal / 291 mm Off-Road

Wading Depth: 900 mm

Approach Angle: 37.5 degrees

Departure Angle: 40 degrees

Ramp-over Angle: 31 degrees

L x W x H: 5018 mm x 2105 mm x 1967 mm

Wheelbase: 3022 mm

Brakes: Front 14.3-inch (363 mm) ventilated discs with 4-piston calipers / Rear 13.8-inch (350 mm) vented discs with single piston calipers Integrated Electric Parking Brake, ABS, DSC, ETC, RSC, CBC, HLA, LKA, HDC, Blind Spot Assist, RTM, RCM, Wade sensing & Electronic Brake Force Distribution.

Wheels:

20”x 8.5J Five-spoke Style 5098, Satin Dark Grey Aluminum Alloys.

Tires:

P255/60R20 113H XL Good Year Wrangler All-Terrain Adventure

Weight (kerb): 2323 kg. (5110 lbs.)

Painfully desirable. Elegant. Exceeds all expectations. Feels indestructible. Infinite possibilities and customization.

0-100 km/h (0-62 mph): 6 seconds

Top Speed (mph): 192 km/h (120 mph) Governed

Fuel Mileage: 18 mpg City / 23 mpg Highway

Price as tested: PhP 11,874,000.00

(Includes Optional Dynamic Custom Accessory Pack and A-frame Protection Bar)

Dynamic Custom Accessory Pack PhP 300,000.00

• Matte Black Bonnet Decal

• Exterior Side-mounted Gear Carrier

• Black Wheel Nuts

• Union Jack Styled Valve Caps

• Deep-Sided Rubber Mats 110

• Loadspace Rubber Mat 110

• Bright Rear Scuff Plate

Additional Optional Accessory PhP 84,000.00

• A-Frame Protection Bar

Minus: Price. The P400e variant is more efficient and even more dynamic at a lower cost.

RATING 10/10

EXTRA TIME

THERE IS MORE TO LIFE THAN JUST CARS, SO WE'VE GOT YOU COVERED ON THE OTHER THINGS THAT MIGHT INTEREST YOU.

THE 8-YEAR LONG JOURNEY OF CONVERTING A '90S SUZUKI CARRY FROM FARM EQUIPMENT INTO A BONAFIDE PINTSIZED SHOWPIECE.

Words: Wowie Go

Photos: Author and Nikki Pertierra

TURNING UTILITY INTO A CURIOSITY

hose that know me well know that I’ve long had a penchant for finding the beauty in the ordinary. Whether it be cars, guitars, or even sneakers, I have this habit of taking something plain and run-ofthe-mill and making it something totally my own–sometimes to a fault. I can’t keep track of the times I’ve taken something apart only to put it back completely different. But the funny thing is that’s just the way I like it. Such was the case with my one and only project car: my 1992 Suzuki Carry Dropside, for which the planning, preparation, and the motivation to build it would span nearly eight years.

I got the idea to build my own kei truck from a trip I had taken to Cebu back in 2014. Next door to the hotel I was staying in at the time was a car lot for imported surplus Japanese vehicles. There, sitting nondescript in between my hotel and what appeared to be an abandoned go-kart track were lines upon lines of Suzuki Carrys and Daihatsu Hijets in different shapes, sizes, and colors. There were vans, pickups, custom-built service vehicles, and there were even ones that were both a van and a pickup — imagine that? Now, I’ve always felt that kei cars were cute and practical runabout vehicles, but I was astonished to learn just how incredibly versatile these things could be — and the funny thing is, that’s by design.

See, these vehicles that most people derisively refer to as “multicabs” actually have a longer, more noble history than most care to learn about. The truth is these kei trucks, or keitora as they’re called in Japan are old workhorses for farms and other service industries — and they have been so since the 1950s. With a lightweight body and a relatively torque-y motor, they have the pulling power to haul everything from crates of fish, barrels of grain, all the way to heavy cut up logs. Their miniscule frames make them perfect vehicles for narrow, unpaved roads along the Japanese countryside, and since most come equipped with four-wheel drive, they can usually navigate through the dirt and mud with ease.

While they were designed to be easily serviced and are practically bulletproof, thanks to Japan’s incentive program to regularly upgrade to more eco-friendly equipment, a steady stream of these vehicles continue to be put up for auction despite them still having a significant amount of life in them. This is why people from all over the world flock to these auctions and bid on these vehicles to ship them to their country. Among these countries are Australia, the United States (who limit their importation to kei trucks 25 years and older), and of course, us here in the Philippines.

Now our country’s importation rules are murky at best, and even with the

information that’s readily available it’s pretty clear that our importation fees are ridiculously exorbitant. Which is why in the interest of lowering costs, most importers in the country implement a method which essentially turns these cars into kit cars entering our ports (They’re more like a box of parts, but sure, I guess). Once purchased from auction, the vehicles are chopped up, placed into a container, and shipped to our shores where they’re reassembled the right way round with the steering wheel on the left side. Two things that work to these

vehicles’ advantage with this process are one, since they are reassembled on a per-order basis, they can be turned into whatever kind of vehicle the customer likes. And two, the savings from the importation trickles down to the customers, making these vehicles a very affordable option for closed-cabin transportation. Compared to the most basic entry level automobiles from the leading automakers, you can drive home a Japan surplus kei truck for only a third of its price. Considering the affordability and customizability of the

vehicle, it was then that I decided that I was going to purchase my own. My first order of business was to sketch out the kind of truck I wanted. With the help of Photoshop, I made a rendering of the vehicle I thought would be my kind of car. Playing up to the strengths of the mini-truck, I went with a design that was both functional and rugged. In my rendering, I made sure that it was lifted, fitted with offroad tires, and had an additional rack on the cab for extra storage. Along with the image I created, I also made a list

Below:

of items that I wanted to include, such as air-conditioning, a Bluetooth radio, LED headlights, and a fully-functional 4x4 system. These files are what I would use to shop around my idea to builders everywhere.

When it came to builder shopping, I was extremely careful with choosing. The main criteria I made sure to fulfill was that the builder I would choose would take absolutely no shortcuts. That’s because, considering the method by which these trucks were transported, a lot of things could go wrong when putting them back together. There have been horror stories of builders who cut the vehicles, chassis and all, clean in half and weld it back together. This is what’s known as a cut-and-shut and is incredibly dangerous. There are also those that use two steering gear boxes when connecting the steering column from the left to the right, instead of fully transferring the steering system to the left. While there’s nothing wrong with it intrinsically, adding a second linkage just makes it more likely that something will go wrong, and when it comes to driving, control is your number one priority.

After months of making several phone calls and inquiries, I eventually decided to go with a builder out of Silang, Cavite called Mugen Trading and Autoworks. I went with them after they willingly gave me a tour of their facilities where I got to see how they converted, painted, and assembled the vehicles. I also sat down with their head mechanic where we went through the list of things I wanted to put into the vehicle and what the limitations of the build would be. And as luck would have it, they were also about to accept a shipment of newly acquired vehicles from Japan, one of them being a DD51T Suzuki Carry, exactly the one from the image I created. This was it. It was time to put pen to paper.

The base price for the vehicle was P185,000 and the initial down payment was P30,000. Once the down payment was settled, building the vehicle would take about three months. As I signed on the dotted line, I couldn’t help but feel both nervous and excited. Would

“I’VE ALWAYS FELT THAT KEI CARS WERE CUTE AND PRACTICAL RUNABOUT VEHICLES BUT I WAS ASTONISHED TO LEARN JUST HOW INCREDIBLY VERSATILE THESE THINGS COULD BE.”

Above: The Photoshop mockup of the Suzuki Carry where I spent hours changing colors and adding accessories.

The vehicle in various stages of its reconstruction.

The car, affectionately called "the Lunchbox," out and about on a sunny day.

it look like the photo I made or would it look like a total abomination? Once again, allaying my fears, the builders were kind enough to accommodate my request to oversee the build from time to time to monitor its progress. Over the course of the build, I would make several trips down to the factory to deliver the accessories and make changes to the vehicle whenever I saw fit — I was determined to make the car look immaculate, which it inevitably ended up being.

The day of the hand-over finally arrived and taking delivery of the vehicle didn’t come without incident, quite hilariously I might add. On my

way home from the builder that day, a traffic enforcer had followed me with his motorcycle for about a kilometer. I pulled over thinking my temporary plate must’ve fallen off or I had a tail light broken and he was about to issue me a citation. He walked up to my window and said with a curious tone, “Look, just so you know, I’m not giving you a ticket. I just wanted to know how much you got your truck for.” I grabbed the sales invoice from the passenger seat and answered several questions about the stuff I put into it. After that he let me go, not before offering to escort me back to Alabang, which I politely declined.

And that’s the kind of interaction I’ve gotten from driving the mini-truck since then: exchanges that are kind, curious, and down-to-earth. I’ve had drivers honk at me to roll down the window in the middle of traffic to ask about the car, people approaching me after I park the car to ask about

how it drives, even toll attendants and security guards taking those extra couple seconds in the queue to express their interest in getting one for themselves, and I gladly answer all of their questions.

Back in the 1960s, Honda ran an ad that read “You meet the nicest people on a Honda.” The ads pictured Honda riders out with warm smiles on their faces having a good time. I believe the same kind of philosophy applies with my Suzuki Carry. There’s an inherently approachable quality to the car that no sports car or a full-sized off-roader can replicate, and I believe it's something that fits my personality to a tee. Whenever I ask people what draws them most to my car, they usually say it’s because they’ve never seen a “multicab,” a vehicle which one person succinctly described as a “mineral water delivery van,” look so clean and well put-together before. And to that, all I can say is “mission accomplished.”

“THERE’S AN INHERENTLY APPROACHABLE QUALITY TO THE CAR THAT NO SPORTS CAR OR A FULL-SIZED OFF-ROADER CAN REPLICATE.”

Honda's 1963 You Meet The Nicest People Ad

FOCUS ON

IN SEARCH OF A BADGE'S GREATNESS

SUZUKI JIMNY: 4X4 FOR ALL

HOW A KEI SPEC OFF-ROADER TOOK OVER THE WORLD

Words: Wowie Go

When you think of a capable 4x4, the first things that usually come to mind are images of robust, rugged, imposing behemoths.

Macho-looking stalwarts like the Hummer, the Range Rover, and the Toyota Land Cruiser are just some of a handful of marques associated with the culture of off-roading. But did you ever think of the Suzuki Jimny? For decades, many that aren’t in the know (and believe me, there are a lot of them) found it hard to believe that the peppy, diminutive runabout was just about as capable as those that were mentioned previously. What’s worse, for a brief period, it even had a reputation for being “not acceptable” to drive. But the Jimny actually has a very rich history, one that spans over five decades, that’s very much rooted in the spirit of off-roading.

To better understand how and why the Jimny punches above its weight, we first have to learn how it came about in the first place. At the end of the Second World War, many Japanese found that owning a full-sized vehicle was way beyond their means. The best most salary men at the time could afford were mere motorcycles. In an effort to stimulate the growth of the automobile industry in the country, the Japanese government incentivized the creation of a new class of vehicles, one that’s

economical enough for manufacturers to build and affordable enough for regular working-class citizens to purchase. The first generation of these so-called “keijidōsha,” which literally translates as “light vehicles,” were limited to only 150cc and could only be built with dimensions not exceeding 2.8 meters in length and 1 meter in width. These specifications would expand in the coming years and spawn kei car classics like the Subaru 360 and the Honda N360.

By the 1970s, the criteria for kei cars had already grown significantly. Displacement had more than doubled to 360cc and the size limit of the vehicles also increased to 3 meters in length. This gave automobile manufacturers even more leeway to get creative with their vehicles. At this point, manufacturers like Honda, Mazda, and

Throughout its 11-year run, the first generation Jimny spawned a variety of configurations.

The SJ-series was Suzuki's first export-quality Jimny, being sold in dozens of countries all over the world.

"When Suzuki sought to create the first 4x4 runabout of the kei car variety, the idea wasn’t completely unheard of — if anything it was the only logical step."

Subaru had already created Kei-sized coupés, vans, hatchbacks, and wagons. While at the same time, they had already integrated much of the technology one could find in a full-sized car on their kei car offerings like front-disc brakes and automatic transmission. Also becoming apparent during this time, ironically, was the fact that these kei vehicles were wildly popular in rural Japan. Farmers would use kei trucks to ferry grain and other materials the same way ranchers would with large F-150s and Chevy square bodies in the west. The kei trucks were robust, powerful relative to its size, and were easy to maintain. So when Suzuki sought to create the first 4x4 runabout of the kei car variety, the idea wasn’t completely unheard of — if anything it was the only logical step.

The conception of this 4-wheel drive vehicle started in the late 1960s, when Suzuki purchased an example of a Steyr-Puch Haflinger in order to study the mechanics of miniaturizing a multi-purpose 4-wheel drive vehicle. However, concurrently, the company was also in the process of acquiring a fledgling automaker called the Hope Motor Company. One of its offerings prior to the acquisition was a 4x4 called the HopeStar ON360. A vehicle composed of a hodgepodge of parts sourced from Mitsubishi and Daihatsu, it was a complete and utter commercial failure with only 15 examples ever completed. When neither manufacturer showed any interest in building the vehicle for itself, Suzuki then took over the project along with the entire company.

With the base of the ON360 serving as its new platform and using the research that they had worked on with the Haflinger, the company set

out to build a vehicle that, according to them, could “go places that cars could not go in the past.” The first order of business: swapping out the 359cc Mitsubishi engine with its own two stroke, 2-cylinder motor. The body-on-frame construction and leaf spring suspension were already a step in the right direction but were in need of refinement, which Suzuki took to task. And finally, they swapped out the boxy exterior of the ON360 with a body that was more shapely and streamline. The result was the LJ10.

Short for “Light Jeep,” the LJ10 Suzuki Jimny became an instant success. By transferring the spare tire to the back of the driver’s seat instead of bolting it on to the rear, essentially turning the car into a three-seater, the first-generation Jimny was able to barely meet the three meter requirement for a kei car. This afforded its consumers with the tax incentive they were looking for. At a price of 482,000 yen, it was able to outsell its closest rival, the Mitsubishi Jeep, with 5,000 units in its first year. The demand for the first generation Jimny was so high, in fact, that it necessitated its own assembly line. Through its 11-year run, the LJ would be offered in several variations that retained its Kei configuration as well as export models that were designed more liberally. However, rolling into the 1980s, to cope with the ever-evolving tastes of consumers, it was becoming apparent that the original design was already growing long in the tooth and a complete rethink was in order.

The SJ Jimny was first introduced in 1981 and has the distinction of being the very last two-stroke vehicle built in Japan. Carrying over the spirit of its predecessor, the SJ30 improved upon the LJ's capabilities on the road instead of off of it. With a tagline of “tough and neat,” it was obvious that a lot more emphasis was placed on cabin comfort as it now sported a more appointed interior and softer gas suspensions in the rear. The following year in 1982, Suzuki released the SJ40 which was a wider, longer, non-kei spec compliant version of the Jimny meant for its growing international market. It exchanged the two-stroke 2 cylinder for its 1-liter inline-4 F10A engine, giving the vehicle the much needed torque and power for it to be a world-class, fun, compact, leisure vehicle. Perhaps you could even say that the SJ was Suzuki’s first true attempt at creating a “world car” as it had assembly lines in India, Indonesia, and Colombia and came in a variety of names such the Sierra, the Katana, the Gypsy, and more infamously in the United States as the Samurai.

By the late 1980s, the Samurai had already established an undeniable foothold in the American

The canvas top Suzuki Samurai was a popular variant in the USA until new legislation outlawed it on safety grounds in 1994.

market. Selling over 47,000 units in its first year, it also outsold its closest competitor, the Jeep Wrangler, 2-to-1 in 1987. With a bullish Japanese economy and overseas sales at an all time high, it seemed like it was full-steam ahead for Suzuki’s expansion towards North America. Unfortunately, it was also in the same year that a Consumer Union employee would get into a vehicular accident in a Suzuki Samurai, tipping the car over trying to avoid an obstacle, that the company’s fate would take a drastic turn.

In what would later appear on court-summoned video to be a desperate attempt to recreate the

unfortunate result of their employee, the United States Consumer Union, the same group that publishes Consumer Reports, took a regular spec Suzuki Samurai and repeatedly put it through a specially-designed slalom course meant to induce a rollover. To everyone’s surprise however, 47 attempts were made but not a single one would cause it to tip over. In fact, in its original findings, the test driver for the Consumer Union indicated that the Suzuki Samurai was quick to respond and had high confidence in its maneuverability. It was only until they compacted the slalom that they finally got the result they wanted, albeit after 15 tries. This result is what the organization would end up publishing, giving the Suzuki Samurai a “not acceptable” rating and urging Suzuki to recall their vehicles immediately. A protracted battle would then ensue for the next nine years which the automaker would ultimately win, however by that point the damage had already been done.

The unsavory reputation caused by Consumer Reports would plague the Jimny as a whole and would even bleed through to its eventual replacement in the US market, the Suzuki Sidekick, or what the rest of the world referred to as the Vitara. While the Suzuki Jimny died a slow and agonizing death in North America in 1995 thanks in part to its run of bad press as well as new legislation

"The SJ was Suzuki’s first true attempt at creating a “world car” as it had assembly lines in India, Indonesia, and Colombia."

The JB23 Jimny is the most enduring of all of its generations, with production spanning two decades.

regarding open-top vehicles, the rest of the world was just about to usher in a new age for the marque–one that proved to be its most enduring era.

Unveiled at the 1997 Tokyo Motor Show, the JB23 was the vehicle to take the Suzuki Jimny name into the 21st century. Fitted with upgraded shock absorbers, air-locking hubs that let you switch from 2WD to 4WD on-the-fly, and came with even more variations than its predecessor in order to adapt to different markets, the vehicle was once again instantly a popular choice for off-roaders as it retained most of the same qualities of its older brethren but with all the modern amenities. It was also an easily customizable vehicle which added to its mass appeal. So popular was the third generation Jimny that its run would span over 2 decades, with Suzuki Brasil being the last to produce this iteration of the vehicle just last year in 2022 — not because of a lack of demand, but once again due to brand new legislation preventing them from using its 20-year old engine.

Building on the success of the JB23 and harkening to the days of the LJ10, the JB64, the latest of the Suzuki Jimny line is a perfect culmination of 50 years of the nameplate’s success. With the appearance similar to that of its original styling, the latest version of the Jimny still maintains its nofrills, fun-loving temperament and a whole lot more.

These days the vehicle comes equipped with Suzuki’s 4x4 All Grip Pro drivetrain which makes it an even more capable trekker. And for the first time ever, the Jimny now comes in a longer 5-door variant. Definitely a complete departure from its spacesaving days over 5 decades ago.

It’s been said that the name Jimny itself was a translation error. The common adage is that it was meant to be called the “Jimmy” but then was miscommunicated along the way. Whatever the real story is, one thing’s for sure: There’s absolutely nothing erroneous about the way the vehicle came to be. Time and time again, the vehicle continues to exceed everyone’s expectations. The 50-year journey of the Suzuki Jimny is a testament to the idea that when things are made well, they’re meant to last forever, no matter how bumpy the road gets.

"The JB64, the latest of the Suzuki Jimny line, is a perfect culmination of 50 years of the nameplate’s success."

The latest iteration of the Suzuki Jimny combines the toughness of old with the latest automotive technologies.

TUNER

LOUDER, BADDER, FASTER!

1989 Toyota Corolla GL (AE92)

“I could say that building this car gave me fulfilment greater than any of my previous builds — from daily use, grocery Sundays, breakfast runs, car meets, track days, tambays, I never felt more confident, comfortable and safe.” — CHRIS

Boosted!

Carburetor Blues

Imprecise, temperamental, leaky and requires lots of fiddling around with a flat screwdriver

It’s a pity that today’s car crazy youth that’s indifferent towards old classic cars will never get up close and personal with what’s called a carburetor. They will never be familiar with iconic carburetor manufacturers such as Weber, Solex, Dell’Orto, SU, Stromberg, Rochester, Carter, and the dinner plate sized Holley (4-barrel) Dominator plus many more. Being an integral part of the internal combustion engine, it has come a long way since automobile pioneer Karl Benz first developed it during the late 19th century. Despite evolving into various designs and configurations by numerous persons, its integral purpose has remained constant: to blend air and fuel as they enter the combustion chamber.

A carburetor works the moment air goes towards the opening which is then forced to pass through a narrow kink called a venturi. This causes a drop in pressure, which in turn creates suction on the fuel pipe, which draws fuel that trickles down to precisely calibrated orifices (referred to as jets) in the fuel path of the carburetor. This rapidly moving mixture of air and fuel passes through the throttle valve, which is then sucked into the cylinders to create engine combustion. How much fuel flows depends on the position of the throttle valve or the ‘Butterfly Valve’ that swivels open and closes the pipe. As we all know this is connected to the throttle pedal that most of us love to put flat on the floor. As such, during Wide Open Throttle (WOT) situations, gobs of air and fuel flow to the cylinders, making the engine produce more power so the car goes faster.

Whether it’s tuning a single or multiple carburetor setups for more power, the main objective here is that it can never be too rich (too much gas) or too lean (not enough gas). In a perfect world, it should put out a

stoichiometric ratio of 14.7:1 (air to gasoline ratio), meaning that for each mass unit of gasoline, 14.7 mass units of air are required. Back in the day, digital air/fuel ratio gauges or monitors were non-existent so most resorted to good old-fashioned spark plug reading. This method entails making a full pass and then pulling out the plugs for inspection. Ideally,

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

Francis G. Pallarco TUNER EDITOR

Technically speaking, there are modern EFI units that look like a four-barrel carburetor but it’s actually a fully programmable fuel injection unit. Then there are those glorious sounding Individual Throttle Bodies (ITB) which can also be tuned by swapping the fuel injectors and using a laptop. These modern alternatives may look and sound similar, but they don't compare with the old-school carburetor tuning which gives a more personal feeling of involvement. Simply turning the idle screw or fiddling with what emulsion tubes to use with what main jets and its corresponding auxiliary venturis is a science all its own. It can even be as simple and old-school as making the primary and secondary throttle linkages work simultaneously. Mostly done on Aisin or Solex two-barrel downdraft OE carbs. Old-school it may be, but there’s something magical about a Holley four-barrel carburetor on a big-block V8 engine or an array of Weber (DCOE) side draft or down draft (IDA) carbs on an inline four or six-cylinder engine that looks so right. There’s something about it that evokes a visual language all their own and strongly personifies raw power in the mechanical sense. In fact, whenever I think about those twin Weber 45 DCOE side draft carburetors on our modded Toyota 3T engine, I can still vividly recall its throaty intake sound and the whiff of gasoline.

“Old-school it may be, but there’s something magical about a Holley four-barrel carburetor on a big-block V8 engine or an array of Weber (DCOE) side draft or down draft (IDA) carbs on an inline four or sixcylinder engine that looks so right.”

Tire checks are essential

Make your tires last longer by practicing proper care and following maintenance procedures.

A Safety Reminder From

PURELY MODDED

As expected, the event was filled with a variety of neatly tuned cars, showcasing the build quality that JDMUPH is known for.

EVENTS

JDMUnderground

Philippines Yabangan Noons/Nights

JDMUndergound Philippines holds another epic year ender event

Words: Francis G. Pallarco

Photos: Drei Daquila of Deepset Media

Regarding the number of times that jdmuph have held both Yabangan Noons and Yabangan Nights (YN’s), I'd say it's so many that they have stopped counting. One thing’s for sure though is that they’ve been holding it regularly since 2008. Purveyors of clean Japanese tuning, jdmuph started out as a meet full of JDM inspired Hondas and eventually grew to become a diverse community comprising of vehicles of various makes and models.

Last December, they held their year ender Yabangan Noons/Nights at the Ayala Malls Manila Bay podium parking lot. This YN was special as it paid tribute to the late Pow Anticamara who was one of its core founding members and was a friend and mentor to most, if not all of the members. The event started out with the introduction of the core, admin and moderating

team. This was followed by a moment of silence for Pow Anticamara and a Rev salute. His family were also present and gave a short message which ended with a tribute video.

Another huge part of the event was the screening part where aspiring members drive up or pass by their car to be scrutinized by the cores and the admins. Of course, a raffle was also held with minor and major prizes given away courtesy of the event sponsors.

As expected, the event was filled with a variety of neatly tuned contemporary and modern Civics, Lancers and Corollas. In both All-Motor and Turbocharged setups.

Lancer Evolutions and WRX STi’s of varying generations and even offroad setups were well represented. Looking forward for more YN’s to come and hopefully help educate other enthusiasts regarding proper tuning and modding practices.

EVENT SPONSORS & SPECIAL THANKS:

Motul By Infiniteserv, Ayala Malls Manila Bay, Detail Avenue X Attention to Details VCZ Garage, Airship by Rafael Tan, Garahe by Carl Tado, Vape & Play Mandaluyong Titan Autoparts, Zidcar, Sneaker Cartel, Buff Plus Car Scent, Moneyobra Car Scent Shopcrew, KKK Carwash, Team Graphitee, HG Autoworks, HQ Autorestoration Metafix Hardware, Detalye, Maestro, Garage Worx, Marvin Ang Go, Jm Lopez Sherwin Pedral, Angelo Esguerra, Victor Bonzo

EVENTS

Boxer Sunday

The WRX STi Club Philippines Year Opening Meet

Words: Mark Anton David Photos: Jordan Aparicio

The WRX STi Club Philippines together with the 86/BRZ Club Philippines started 2023 with a huge cross-meet among members and friends last January at the Karrera Showroom in Alabang.

As expected, there were more than a hundred cars and members that trooped to the said event. It was undoubtedly a great day as club members could finally catch up after a few months because of the pandemic, meet new friends, and showcase their builds. The day-long event was made

even more enjoyable as club sponsors gave away raffle items.

The WRX STi Club Philippines is exclusive to Subaru WRX and STi owners who share the same passion. The club is guided by a common vision which is to make the WRX STi Club Philippines known as one of the most prestigious car clubs along with the reputation of having respectable and socially responsible members. The club's Facebook group already has 1,900 members, some hailing as far as the US and Canada. Present during the event were 86/BRZ Club Officers namely, Jeff Catapang - President, Christopher Co

– VP & Motorsports Chief, Raymund Cruz - South VP, Jaypes MarinasNorth VP. Club admins present: Dens Dela Cruz and Jericho Valenzuela. Also in attendance were, WRX STi Club Philippines Founders, Mark Anton David, Heinrich Ranches, Kevin Locsin, Robert King Garcia. The 86/BRZ Club Philippines is now on its tenth year with over 700 active members.

The select cars displayed inside the Karrera Showroom were composed of Mark Anton David’s MF Ghost-inspired 86 Trans Sport Show Winner, Raymund Cruz’ TRD 14R-inspired 86 and Alfonso Martinez’ Subaru WRX GC8.

The WRX STi Club and 86/BRZ Club Philippines would like to thank: Karrera Showroom, Autoplus Sports, Hazardboy Performance, The Donut Shop, Subaru Asia, PartsPro, KW Suspensions Philippines, ST Suspensions Philippines, Autoclinic Group Philippines, COBB Tuning, Wizmax, Yokohama Philippines, C! Magazine and Otosthetics for their support.

COMEBACK

BUILD

REDEFINING A PREVIOUS AE92

BUILD WITH A NEW ONE

Words: Francis G. Pallarco

Photos: Jordan Aparicio

Having modded way too many Toyota’s to mention, it’s no secret where Chris “Topeng” Delgado’s affinity lies when it comes to his cars. But after successfully pulling off several catalog builds with period correct aftermarket and OEM stuff, he wanted to try a different approach. That’s why Chris doesn’t want to limit himself to the mainstream builds that he’s known for. Which leads us to his current 1989 Corolla (AE92) build that he knows fully well, having built and sold one several years ago as he explains, “After selling my first AE92 in 2018 and going through a couple of AE111 builds, it seemed that there was a part of me that’s missing. Every AE92 Day event

that we organized, I can’t help but feel envious whenever I come across clean and good-looking, AE92 builds sporting all kinds of setups.”

If there’s anything good to be said about the pandemic, it’s the fact that it spawned a lot of project cars. Most people had to deal with negative emotions and suddenly having time to spare, as Chris recalls, “Of course, everybody suffered with anxiety during the said period, but despite the uncertainty, both financially and emotionally — a big leap of faith so to speak, I started looking for a good project car, serving as an outlet to temporarily forget what’s happening. For whatever reason, this build is sort of my comeback to the AE92 community, which I first loved. There

were challenges in building this car like due to its age, the difficulties in sourcing out fresh parts and finding the right people. I could say that everything else fell through in the right place and time. Hence the name “Iwa” which is short for “Iyak & tawa,” the moniker I gave her which depicts the roller coaster ride I had while building this car.”

Even before the Corolla was acquired, Chris says that he wanted to make a sleeper JDM Corolla GT Gen-1 and as a PHDM build. This is because of the simple mods and parts that he planned to equip it with. The project started halfway in 2020 when Chris found a 1989 Corolla that was as original as possible. “When I was looking for a good AE92 project car, you could say that I am a bit meticulous. I

▲ This PHDM-themed build looks exactly how it was modded back in the early nineties.

was looking for a Japan SKD version with an intact back board without speakers, 4AF carb-type, 16v engine, intact seats, complete OEM blue glass, and must be silver. Then I saw this car parked in some vacant lot, muddy, dirty and abandoned. But somehow it ticked most of the criteria in my checklist so I looked up the owner and bought it.”

The next phase of the build was assessing what parts were needed and what could be added. Something that wasn’t easy given that the car was from 1989. “I started sourcing out parts that needed replacing such as headlights, corner lights, bumpers, etc. Due to the age of the car, it was very hard to come across fresh AE92 parts. Luckily, somebody introduced me to a person that still had fresh Brand New Old Stock (BNOS) AE92 parts. Of course, the price is not for the faint hearted. Blindly, I bought all those I thought was needed, from aesthetic to performance — all AE92 OEM BNOS parts.”

With all the interior and exterior parts taken care of, it was now time to address what’s under the hood. Naturally, the stock engine was swapped for a 20-valve, 4AGE “Black Top” that’s now getting harder to find and has since risen in value. With 5 valves per cylinder (3 Intake valves, 2 exhaust valves), lightened internals, bigger and different shaped intake ports, higher compression, VVT system on the intake camshaft and can rev happily without the rod bolts letting go. More importantly, they have those glorious sounding individual throttle bodies, that when coupled with velocity stacks, surely looks and

sounds even better. “After sourcing an engine in Pampanga, I brought the engine straight to Autotech and JJ Autoworkz for an engine rebuild. The idea was to bring the engine back to specs in terms of power and make it reliable. After the engine break-in, a few breakfast/fun runs and track day, I decided to do a baseline dyno run so I could plan the upgrade ahead of time (if needed). Surprisingly, she exceeded our expectations as it performed better than stock.” The suspension was next on the list, and for this aspect of the build, Chris relied on BC Coil overs which allowed him to achieve his desired low ride height. I must admit,

▼ Naturally, the stock engine was swapped for a 20-valve, 4AGE “Black Top” that’s now getting harder to find and has since risen in value.

it really does sit right and looks spot on with those nicely refinished 15-inch Watanabe wheels and 55-series rubber.

“I could say that building this car gave me fulfillment greater than any of my previous builds — from daily use, grocery Sundays, breakfast runs, car meets, track day, and tambays, I never felt more confident, comfortable and safe.”

Overall, this Corolla looks just like how it was modded back in the day. Well, except for the 20-valve 4AGE engine, where future plans call for installing a more correct 16-valve 4AGE. Other than that, it’s a clean and simple build that’s highly functional, which should be the main goal after all. Wouldn’t you agree?

Specifications — 1989 Toyota Corolla GL (AE92) / Chris “Topeng” Delgado

Engine: 4AGE, 1.6-Liter, Inline-4, 20-Valve, “Blacktop”, DOHC • Engine Mods: TRD Cylinder Head Gasket, RS-R Header, Ex-Manila Custom Exhaust, Trust Rear Muffler

Transmission: 6-Speed Manual, TODA (212mm) Flywheel • Horsepower: 156 WHP tuned by Shagee of Autotech • Suspension: BC Coil Overs (8/6)

Brakes: Toyota 2-pot front disk brakes, Stainless steel braided hose, Toyota Double Diaphragm Hydrovac • Wheels & Tires: RS Watanabe 8-Spoke Wheel (15x6.5 et35), Champiro SX2 Tires (195/50R15), Venette Vega by Artrise Wheels (15x7 et38), Nankang NS-2R Tires (195/55R15) • Interior: Corolla GT Gen-1 seats, Corolla GT Gen-1 steering wheel, Corolla GT door-cards, Corolla GT floor mats, Corolla GT shift knob, AE92 SKD 1-DIN head unit with cassette deck • Exterior: Corolla GT Gen-1 grille with GT emblems, BNOS Corolla GT Gen-1 black bumpers, Corolla GT Gen-1 chin, Corolla GT Gen-1 trunk garnish, Corolla GT Gen-1 tail lights, BNOS AE92 head lamps and clearance lights • Body & Paint: JJ Autoworks of Jeff and Jay Juico • Kudos To: Jeff & Jay Juico of JJAutoworkz for the paint, engine installation and everything in between. Shagee King & Charles of Autotech Car Care Center for the engine rebuild, electrical and maintenance. Onchie Mercado and Jay Zamora for the hard to find and fresh AE92 parts. The late Jesper Bautista, Ruel Dela Cruz and Gilbert Galinada for the BNOS OEM AE92 parts. Briant Racho, Christian Prieto, Alex Constantino, Vannie Arañador and UPAK Boys for the never ending support. To my fellow AE92 Day organizers especially to Pao Vibal a.k.a. Tomspeed for the boost of courage. To my JDMUndergroundPH family for appreciation and for pushing every build to be greater beyond the owner’s limits especially to Macoy Luna, Lester Peralta, Boss Daron of RND Vision, Boss Tikboy Gonzalez , the late Boss Pow Lo, Boss Joel Zapanta. To my father Manny Delgado who introduced me to the car scene. To my family, friends and loved ones who blindly supported me on all my ventures.

PROGRESSION

FROM RACECAR TO CAR SHOW WINNING BUILD

Words: Francis G. Pallarco

Photos: Jordan Aparicio

Back in the day, this Corolla was purposebuilt to simply go fast, but like most things, change is constant and enthusiasts like Joshua Andrew Bañez Gucaban, or Josh to his friends, also take on a different perspective. While thinking about how to approach the rebuild, Joshua started envisioning a blueprint in his head, determining its purpose and what needed to be done, as he explains, “I wanted to have a much more complete car. The old version was more towards racing. For this transformation, I wanted a more complete, more mature car. From foregoing creature comforts like air conditioning carpets & complete interior parts, this new version has all these things, making it a complete, mature version of itself.”

Let’s start with the exterior as a lot of changes were made, courtesy of numerous trim pieces taken from a Corolla BZ Touring JDM variant, including replacing all the glass panels with JDM brown glass and even grafting a sunroof. But among all those, its defining feature has to be the rare TRD mesh grille and the BZ Touring front fascia which is actually a total face reconstruction. Aside from the lights and bumper, this includes the distinct BZ Touring front overrider which looks like a bumper guard with a chrome plate on top. The said variant also came with side skirts and a 2-piece chin spoiler. Out back, there’s the familiar red and white taillights, OEM garnish and GT wing. Bought new by her aunt, the Corolla has stayed with the same family and was given to Josh while attending college, as he adds, “My aunt was a meticulous owner, and has maintained this car well to the point that the body of the car was almost unblemished when stripped of its old crusty finish.” This explains the unbelievably straight and sharp bodylines of a sedan straight from the nineties. After stripping the body to bare metal, a full rotisserie refinish was executed by Cleanones Painting & Restoration in a gunmetal gray finish using Sikkens paint resulting in an impeccable paint quality.

The same level of attention was also given to the interior with a host of aftermarket and OEM bits. It contains one of his favorite parts that he added which are the rare and costly TRD Sport Seats, as he explains, “They hold the most value among all the TRD parts in the car. It was expensive, hard to find and in good quality/condition. It is also highly significant in Japanese car culture as it was similar to the seats used in Keiichi Tsuchiya’s iconic AE86.” The amount of TRD items including the TRD gauge panel and the GLi interior set work very well and doesn’t look out of place. Unlike the previous setup, the interior looks very complete and feels far more comfortable and perfectly blends with the highly clean exterior. Making close to 200 horses at the wheel, the modded 1.3-liter, turbocharged engine was retained and only received a minor refresh and upgrades. It still runs a ported and polished head with an upgraded throttle body and fuel injectors. To make the TD04L turbo spin more efficiently, the addition of a Turbosmart external

wastegate, HKS blow-off valve and a front mount intercooler are requisite mods for most turbocharged engine setups. The stock ECU works together with a Greddy E-Manage Ultimate, while boost levels are managed by a Greddy Profec boost controller. Complementing the neat and tidy appearance of the whole engine bay is a custom wire tuck by JC Autoelectrcial that greatly adds visual appeal.

The suspension has seen its share of aftermarket upgrades, including Dynamics coil overs with coil over jackets by coil over specialist. Furthermore, the AE101 chassis has been stiffened up with a TRD strut bar and a full set of Ultra racing chassis braces. In the brake department, you’ll find a TRD big brake kit with cross drilled rotors, 4-piston calipers, TRD pads, and all throughout Project Mu steel braided brake lines. The rears were upgraded to a Levin big disc rear brake conversion. For the wheels, it’s got to be nothing but the five-spoke TRD T3 by Rays. Custom refinished in steel grey with a polished

lip by RnD Visions. The TRD T3’s are considered a cult wheel within the Toyota enthusiasts and comes as a prefect wheel choice for this build. Most especially since they’re wrapped in sticky Advan AD08R rubber.

The end result? 2018 Transport Show Winner 2nd Place — Best Japanese Nostalgic (1990s) and 2018 Manila Auto Salon Winner 3rd Place — Best 90’s Compact. Solid proof that attests to the quality of this build. What’s great about this build is the journey he had with it through the years. From his racing days to what it is now, where building/modding a complete car that could win car show trophies should be the ultimate goal. More importantly, Josh learned a lot when it comes to executing a well-planned build, as he says, “The most important lesson is to have a specific goal. I did my former setup without a clear finish line. Hence the hodgepodge of parts put into it. For me, the old saying that building/ customizing a car will never be finished is not true. For me, this final build is the finish line for this particular car. This car has showed me what and how to do my next project car.” I strongly sense something is already underway.

Specifications — 1993 Toyota Corolla (AE-101) / Joshua Andrew Bañez Gucaban

Engine: 4E-FTE, 1.3-Liter, Inline-4, DOHC, 16v, Turbocharged and intercooled • Engine Mods: Ported, Polished Cylinder Head, 5E throttle body, Upgraded Fuel Injectors, TD04L Turbo, Turbosmart Ultra-Gate (38mm) External Wastegate, HKS BOV, Complete Pipings (2.5mm full exhaust, Intercooler pipes), Front Mount Intercooler, 2.5 inches full exhaust pipings (stainless) • Other Stuff: Dynamics 2rows Aluminum Radiator, Dynamics hose and couplers, TRD Oil Filter, TRD Oil cap, TRD High Tension Wires, Sard Expansion Water Reserve Tank, Sard Hood Dumpers, Full Wire tuck, A/C & Brake line Tuck (by JC Autoelectrical), Battery Relocated to Trunk (Amaron), AEM Fuel Pump, 15C Compressor, Laminated Evaporator, Condenser and highspeed fan • Transmission: 5-Speed Manual (C56) with Limited Slip Differential, Exedy Tri-Puck Racing Clutch and Pressure Plate

Engine Management: Greddy E-Manage Ultimate, Greddy Profec Electronic Boost Controller • Horsepower: 180 WHP • Brakes: TRD 4 pot Big Brake Kit, TRD brake pads, 285mm cross drilled rotors (Front), Levin Big Disc Rear brake conversion, Project Mu steel braided brake lines, Double D Hydrovac • Suspension: Dynamics Coil overs (8kg F/6kg R), Coil over Specialist Coil over jacket (4pcs), TRD 3 point strut bar, Ultra Racing rear strut bar, rear tower bar, BBR 4 point under chassis brace • Wheels and Tires: TRD T3 Wheels by Rays (16x7 +33), Rays Valve stem, Lug nuts, Advan Neova AD08R Tires(205/45/r16)

• Interior: TRD Reclinable Sport Semi Bucket Seats, TRD Nardi Steering Wheel, TRD Stage 1 CF Panel Dress Up Kit, TRD Gauges, TRD White Duracon Shift Knob, Works Bell Short Hub and Quick Release, Defi DIN-Gauge, GLI Interior Set, OEM BZ Touring mattings, OEM Toyota extended armrest, OEM Toyota key ring light and foot lamps, Project Mu gas, brake and clutch pedals • Audio System: Pioneer AVH-X2850BT, Pioneer TS-G1605C 2 ways seps (F), Pioneer TS-G1620F Coaxials (R) • Exterior: JDM OEM Brown Glass (windshield (front & rear), side windows, sunroof), OEM Toyota Sunroof with OEM Toyota Sunroof map light switch, JDM OEM BZ Touring Front Bumper, JDM OEM BZ Touring Overrider with Chrome Plate, OEM BZ Touring Headlamps & Clearance Lights, OEM BZ Touring Foglamps, OEM BZ Touring 2pc Chin, OEM BZ Touring Side skirts with Endcaps, TRD Mesh Grill, TRD stickers and badge (original), JDM OEM Automatic Bumper Pole, OEM Red/White Taillights & Garnish, Kakimoto Axle-back Exhaust, OEM Corolla GT Wing with LED brake lamp, OEM Toyota horn • Body & Paint: SIKKENS Gunmetal Gray finish, Prepped & Done by Cleanones Painting & Restoration, Scraped to Metal, Done in Auto Rotiserrie • Car Show Awards: 2018 Transport Show Winner 2nd Place – Best Japanese Nostalgic (1990s), 2018 Manila Auto Salon Winner 3rd Place – Best 90’s Compact • Kudos To: I would like to give my thanks to God, 1st and foremost. My family especially to my Grandfather & Grandmother, to my Mom & Tita, always mad for us being in the driveway testing out parts on the car. I would like to thank the following shops & sponsors, without them, we couldn't have made the car right. Prince Abreu - Cleanones Painting & Restoration, Domingo Buergo, Sonson Lim - Dynamics Performance Engineering, Carlo Lopez – GaijinParts, John Yuroto, Joemuff, Orly Verzosa Alayay - OEM Auto Fab, Glenn Porcalla - JapaniceParts Surplus, Autotech, Ichiban Motor Parts, Noli Cabreros - JC Autoelectrical, Topeng Delgado - KKK Carwash, Lloyd Castillo - DC Garage, Pao Vibal, Wei Martinez - weicars/Team extReme, Jdmunderground. The car also didn't make it without these people who i consider friends & family Angelo Go, Philip Reyes, Harold Salgado (Toms/TRD Shop HK hookup) & project manager, Josh Miranda. Thank you for steering me to the right direction. To people I forgot to mention, I will always be thankful for your contribution.

“For me, the old saying that building/ customizing a car will never be finished is not true. For me, this final build is the finish line for this particular car.” — JOSHUA GUCABAN

FOR KEEPS

IT'S REFRESHING TO COME ACROSS A PERSONAL CAR STORY BECAUSE IT'S NOT JUST ABOUT PARTS CHASING

Words: Francis G. Pallarco Photos: Jordan Aparicio

Every project car that I have come across always has a fascinating story. While most center mainly on the hunt for rare parts and getting more performance, it’s the personal side of the build process that makes it more captivating and heartwarming. Just like Cartier Gabrino’s long journey to get his Corolla to what it is now. When you go through four engines, numerous front and rear end upgrades and a comprehensive list of parts replaced, it requires 100% dedication and proper research to get the theme as correct as possible.

Growing up with relatives that were all into cars laid the foundation for Cartier to pick up the hobby, tagging along popular cruising spots like Libis and Macapagal during his high school days. Even though his uncles were all into Honda’s at that time, they bought a 2000 Corolla XL to serve as a coding

car. Little did he know that this would soon become his own never ending project car. Seldom used, he started borrowing the Corolla while in college. From once to twice a week, until it included the weekends. Long story short, It didn’t take long for the Corolla to be finally given to him. Despite the popularity of Honda’s during that time, Cartier feels lucky and thankful as this gave him plenty of options due to the variety of variants that the Corolla has, as he quips, “It’s like slowly building a Lego set that gets more interesting because of the endless possibilities.”

To gain valuable information, Cartier joined Facebook groups like e11virus and organizations such as Grupo Toyota and jdmundergroundph. Choosing a JDM Corolla Sprinter Carib theme, he bought a front cut along with a complete BZR interior (seats, door cards). To complete the conversion process, he even went as far

This car has led quite a journey with way too many parts replaced by its owner to get it looking and performing like it is now.

as replacing the entire instrumentation gauge, center panel, switches and more with correct JDM Toyota pieces. Not content with what’s under the hood, he took out the econo-2E engine and did a 1NZ engine swap to make it as close to a real Carib variant as possible. But just like most never ending projects, it didn’t take long for another engine swap to happen. This time using a 20-valve, 4AGE, “BlackTop” with custom velocity stacks for a totally addicting soundtrack. It’s one of the most popular and must-have naturally aspirated engines for Toyota enthusiasts. The swap also gave way to a complete exterior refinish in a custom shade of pastel green that he personally chose and executed by Clean Ones Automotive Refinishing and Restoration of Prince Abreu.

Shifting his interests towards sport bikes turned the Corolla into a garage

attention

queen in 2017, where he parked it in one of their properties. There it sat, until a storm in 2020 hit the Metro, causing a tent to fall on the car leaving slight exterior scratches. It must’ve been fate as driving the car back home brought back his passion for the Corolla. So much, that he decided to upgrade it further, making it even more enticing. The thought of selling did cross his mind, but after encountering a lowball offer, it only convinced him not to ever sell it, as he adds, “After what it’s been through with all the stories and the amount of money I’ve spent on it, this car is for keeps.”

The next phase of this build leads us to its current setup with its fourth engine under the hood as Cartier explains, “It’s a 2.0-liter, 3S-GE engine with stout internals that powers MR2’s. It has lots of torque that suits my driving style.” Manufactured by Toyota,

“After what it’s been through with all the stories and the amount of money I’ve spent on it, this car is for keeps.”

— CARTIER GABRINO

The

to detail and the level of workmanship on this Corolla is top notch

this engine was designed in conjunction with Yamaha and factory rated to put out 177 horsepower. While the engine was being swapped by sb salon, Cartier upgraded the front end with a JDM Sprinter Carib Rosso version and added a super rare WRC filler and lower bumper, as he quips, “It looks similar to a Euro 1, but features a different grille and bumper.” What really makes the front end more distinct is the WRC filler that’s full of openings to pull in more air. It’s similar to the ones found on Carlos Sainz’s E11 Corolla hatchback WRC rally car during the late nineties. That and the lower bumper are the hardest pieces to source and only a handful have them locally. Chester Vasquez of Carspecs Performance did the difficult task of color matching the newly installed front end. This entailed several attempts in mixing and spraying the paint just to get the color perfectly matched

“The car has been with me for 10 years now and I intend to keep it. I want to see the day when I could turn over the keys to my future son. Like they say, it’s easy to buy a brand new car but it’s difficult to maintain an old car.” True enough, this car has led quite a journey with way too many parts replaced by its owner to get it looking and performing like it is now. Not unless Cartier plans another upgrade. We’ll just have to wait and see, as these kinds of builds never seem to be finished.

Specifications — 2000 Toyota Corolla XL (AE-111) / Sprinter Carib Rosso / Cartier “Cart Snob” Gabrino

Engine: 3S-GE (3rd-Gen) 2.0-Liter, Inline-4, DOHC, Engine Swap by SB Salon, Engine Refresh by Lancetuned Motorsports, K&N Cold air intake, Blitz NurSpec Full exhaust

Transmission: 5-Speed Manual w/TRD Short Shifter • Horsepower & Torque: 177 HP, 190 Nm (Factory Figures) • Suspension: D2 racing Coilvers (8/6 spring rate), Cusco 2-pt. Strutbar (front & rear) • Brakes: Corolla Levin Big Disc Brake (front & rear), Corolla Levin Front Sway Bar • Rollers: Weds Sport Leonis Wheels (16x7, et35), Saffiro SF5000 Tires (205/45ZR16) • Interior: BZR front seats red stitch, BZR 60/40 rear seats red stitch, BZR sidings black cloth, JDM gen 1 sidings converted from manual, JDM Sprinter Carib panel gauge yellow needle, JDM outside temp panel gauge, JDM 2 din console panel, JDM Center panel with climate control, JDM Seatbelt indicator front, JDM OEM shift boot red stitch, JDM OEM handbrake cover, JDM map light front, JDM center light middle, JDM sun visors with vanity mirror, JDM rear back board with third brake light, JDM tweeter pods, JDM console box, JDM retractable mirror control switch, JDM light switch, MOMO Tuner steering wheel red stitch, NRG SW hub, NRG quick release adaptor, Titanium bolts for SW, TRD step pedals w/foot rest, TRD red stitch leather shift knob manual • Exterior: Sprinter Carib Rosso Front Face (Hls,Cls,fender) Sprinter Carib Rosso mesh grille, Sprinter Carib Rosso 6pc thick moldings, Sprinter Carib Rosso 2pc front bumper, Sprinter Carib Rosso rear lower bumper, Sprinter Carib Rosso rear upper bumper, Sprinter Carib Rosso 3 pc chin carbon fiber, WRC front bumper filler, JDM OEM GT side skirt, JDM UV brown glass front windshield, JDM UV brown glass rear windshield, JDM UV brown glass side, JDM UV brown glass quarter panel, JDM Koito cheek lights amber, JDM Rear trunk, JDM rear trunk garnish, JDM EX44 plate holder, JDM chrome door handles repainted, JDM C-pillar Corolla, JDM retractable gen 1 sidemirrors, JDM Koito headlight, JDM Koito clearance lights, JDM Koito rear brake lights, JDM chrome moldings for windshield front & rear, JDM Toyota hood damper • Audio System: Pioneer 2din Z5350BT, infinity kappa 603cf 2-way speaker system, infinity kappa ref1070 subwoofer, infinity 4-channel amplifier, Kenwood mono amplifier, Sound tuned by perfect circle • Body & Paint: CleanOnes painting and restoration of Prince Abreu • Kudos To: MafiaBros, JDMUndergroundPH, Cleankulture, GrupoToyota, Road attack family, E11 Virus, CarSpecsPerformance, CleanOnes painting and restoration, SB salon, LanceTuned Motorsports, SnobLmtd Clothing, JDERT, Yu Family and Tin Cusipag for her unwavering love and support.

An ounce of prevention is better than a pound of repairs

Every new car has a periodic maintenance schedule that lessens the need for repairs in the future. So it pays to follow the schedule.

A Safety Reminder From

WHEEL2WHEEL

BMW R18

Find

The Ride Life

The Trouble with Overconfidence

While it is no secret that riding a motorcycle puts you in a precarious position, most motorcyclists, including myself, tend to throw caution to the wind and ride with minimal protective gear in certain situations. Having grown up with motorcycles, I tend to preach about the importance of protective gear to family and friends who want to get into riding. The reality is, the better one gets at riding motorcycles, the more confident one becomes of avoiding an accident.

A few weeks ago, I was invited to ride by my high-school friends who had just bought new Vespas and other scooters. My classmates are very new to riding and rode relatively slow bikes so I thought to ride the slowest motorcycle in my stable which is a Vespa PX150 Millenium Edition.

Slow bikes + slow riders = accident free ride, or so I thought.

With that running through my head, I opted to just wear sweatpants and running shoes for my lower extremities. Of course I had my helmet, gloves and armored jacket on as a force of habit.

So we went on a rainy night ride going up MARILAQUE to have dinner at one of the open-round-the-clock restaurants. It was dark, cold, and drizzling, the PX's headlight felt like a candle lit lamp illuminating nothing

but my front fender. As bad luck would have it, the auto-lube system on my PX failed and caused the 2 stroke engine to seize locking my rear wheel and sending me out fishtailing left and right entering into a corner. It happened so fast that I didn't have time to react and remember to pull the clutch in to release the transmission. The PX fishtailed from lock to lock several times until the rear end finally went ahead of the front over the stand side of the bike with my right foot absorbing the impact after being caught between the right rear fender and the asphalt.

I thought my foot was broken for sure but lo and behold, I was able to stand up and push the bike to the shoulder. The skin covering my right foot's ankle on the fibula side was ripped to shreds and the flesh above my metatarsal bone was inflamed. Now, this accident

happened about four weeks prior to the time of this writing and I'm still recovering from it. The skin now with just a tiny scab and the inflamed flesh, though subsided is still giving me some pain.

I would say that it's a real pain in the ass but then it's really on my foot, haha! The injury could have easily been avoided if only I had worn a pair of riding boots or anything that was above the ankle for that matter.

No matter how skilled, experienced, or cautious you may be, you are bound to crash at one point or another. An accident can happen even when you're already parked. It is impossible to know when or where this would take place, so best be ready with your protective gear at any given riding moment. As the old saying goes, “dress for the crash, not for the ride.”

“Mabagal lang naman ako mag patakbo,” “dyan lang ako,” “wala namang sasakyan,” “malapit lang” and etcetera are pretty much the last words of a lot of riders that have passed on due to getting into an accident without wearing the proper riding gear.

John O. Mendoza WHEEL2WHEEL ASSOCIATE EDITOR

I myself am sometimes guilty of such behavior and it took a painful and expensive reminder for me to get back into the program. Now, learn from my mistake and remember not to let your confidence outweigh your fear of the inevitable motorcycle accident. Ride with skill, knowledge, and protection. Cheers!

Not the Cruiser You're Thinking Of BMW R18 Bike Review

Words:

John O. Mendoza

Photos:

Kaez Ballesteros (Simplest)

J.R. Villanueva (Ten Ten Moto Photography)

Jeffrey Naga (Better Photography)

Chii Earl Samala (InfinitiX Photography)

Roi Ong (Ninong Roi Photography)

Performance riding has always been my cup of tea. So much so that at times, I tend to miss out on the simpler yet somewhat finer things in the motorcycling life. For years it has been all about how fast I could go and how many corners I could drag a knee on, continuously in pursuit of achieving what highest level of riding skill I could possibly get into.

Unbeknownst to most, my introduction to the world of big displacement motorcycles was via the cruiser world. It was my dad that started it all for me. He is a bonafide, fully patched leather vest-wearing, skull-cap braving, proud MC member (think Sons of Anarchy). So my old man gave me my very first 400cc motorcycle as a birthday present many eons ago. It was black and low with dual exhausts sticking out the back. That's where it all started.

In the cruiser world, there is only one brand that everyone aspires to ride. I won't be naming which brand, but it is American and is made in Milwaukee.

There is no other brand in the world that is as synonymous with cruiser riding as that one.

That first big bike of mine didn't really offer much in the way of performance and I soon outgrew it. Cruiser bikes aren't really designed to be fast and handle anything other than a straight line, typically limited by a hefty curb weight, low ground clearance, slow steering, and lazy engines.

These bikes are designed to cruise and look good as true boulevard rides. For a young rider like I was back then, I was after excitement, not relaxation. I soon found myself trading that bike for a pure repli-racer, and so the pursuit of ability began.

A few light years later, my dad decided that his old hog was getting too porky for his age, so he bought a lighter bike and left his hog with me. Now that I'm older, I've come to appreciate cruising along in style but could only hope for more power and better handling from the old girl.

BMW Motorrad, that great Bavarian motorcycle giant, recently brought the BMW R18 model into the country and I

was tasked to have it in my stable for a couple of weeks.

At first, I dismissed it as another big and heavy cruiser aiming squarely at the traditional American brand. Oooh, but I was wrong.

Browsing through the online photos, it was apparent that the R18 is huge. In person, it really is enormous. Getting a grasp of how big that 1802 cc boxer twin sitting just in front and below your crotch deserves a monologue all by itself.

Pulling in the clutch and pushing that starter button is an event on its

own. That huge boxer engine firing to life attempts to flick the entire bike to the left as the paint-can-sized pistons punch into combustion with a wallop of torque.

There is no denying that the BMW R18 is a behemoth of a bike. That being said, that clever reverse electric motor is a godsend when pulling the bike out of a parking spot rear-end first. Just push down that reverse lever on the stand side of the bike, look to check if the gear position indicator reads "R", then push and hold the starter button, and lo and behold, that almost

half-a-ton hunk of metal rolls its way backward with ease.

On the go, the R18 doesn't feel like any traditionally styled cruiser. This came to me out of left field as the R18's low-slung, long wheelbase design appeared very similar to the pro-streetstyled American custom choppers.

Despite the custom look, the R18 rides and feels distinctly like a BMW. The riding position is reminiscent of classic BMW models such as the R50, R60, and R69. It feels more like a '50s standard than a low-slung cruiser. The brightwork over the classic BMW black paint is stunningly beautiful. Tastefully appointed details such as the instrument cluster and hand controls appear to be in minimalist form yet provide a multitude of functions and information. Present here are BMW's rider modes presented as Rain, Roll, and Rock, with the first one having the most amount of rider aids and lesser towards the last. Typical of BMWs, the cruise control operation is super intuitive and easy to use.

A gear position indicator, rev counter, odometer, trip meter, and a boatload of other information are available from the small LCD screen underneath the classic dialtype speedometer. Missing in the instrument cluster is a proper fuel gauge although there is a distance counter that appears once the fuel light comes on. You have about 40 miles to get to a gas station once the fuel warning turns on.

A huge surprise came to me as I brought the BMW R18 up on the twisty mountain roads. This big girl can dance! So much so that I was leading my group of fast sports bike riders for a while. The R18 carries its weight down low and paired with its wide beach style handlebar, tall profile 180/65-16 rear tire, and 120/70-19 front tire instead of a more traditional 21-incher, make it easy to flick from side to side. The bike is solid as a rock through corners although much limited by ground clearance. I found myself making enough sparks to start a small forest fire every time the floorboard hero blobs touched the asphalt at almost every corner.

▼ This BMW R18 is seen here with Roland Sands Design wheels and valve covers.

▲

The bike is super comfortable to ride even when riding with a pillion. My wife says that it is the most comfortable motorcycle she has ridden. Equipped with both the pilot and pillion backrest options, I would take this bike over a GS any day when riding two-up. For taller riders, I would suggest getting an accessory seat that lets you slide your bum a little farther back as the mid-position floor boards will feel a bit cramped on the legs.

The headlight on this black beauty is definitely the best on any bike I've ever ridden. It's like a bright ray of sunlight illuminating the road ahead.

Despite its huge size and weight, the R18 dances gracefully through the turns and can hustle through them faster than it has the right to do so.

The low seat height of 690mm makes this behemoth's weight disappear even more. Definitely great for crawling through traffic. On the subject of getting stuck in traffic, the air and oilcooled boxer twin doesn't really seem to mind as long as you're not stuck at a standstill. As long as you're moving, it should be alright. The heat radiating from the big twin's humongous heads will be felt on your feet in these situations though not so bad as to merit an engine shut off.

The R18's long wheelbase and plush suspension keep the bumps at bay managing rough paved roads with ease

and finesse keeping its composure even through fast choppy corners.

Unlike the traditional cruiser, the R18 is equipped with a shaft-driven rear end which should last more than a lifetime if used and maintained as intended. The exposed drive shaft is a throwback to classic BMWs of old.

The huge 1802 cc air and oil-cooled boxer twin appears to be an enlarged version of the ones in the vintage BMWs. Classic and timeless, the engine is truly the main feature of this motorcycle. This beast of a motor packs a wallop as 116 lbs-ft of torque lunges the bike forward as if it were the hand of God pushing you along. I barely made the dial move more than 2000 rpm as the power was immense even from just above idle and will keep it on the boil building up to about a third of a thousand above 4000 rpm.

BMW gifted the R18 with spectacularly wonderful brakes. The brake feel is very precise with zero sponginess at all. It has a good initial bite and is more than enough to grapple this 761 lbs chunk of German steel to a halt. That trio of 300mm rotors, 2 in the front and one at the back, paired with 4 piston calipers really works wonders for such a huge motorcycle.

The BMW R18 First Edition is truly a marvel that evokes nostalgia while being a definitely modern bike. It is a timeless gem that will be appreciated through the generations. A bike to be passed down as a family heirloom. I am so pleased that BMW did not go the traditional cruiser route chasing after the norm. The R18 is distinctly BMW in every way, shape, or form. A great nod to what defined the brand in its early years. It is a surprisingly easy and comfortable yet immensely powerful motorcycle to ride. Definitely, a gem to keep.

6 speed with reverse electric motor 0-100 km/h (0-62mph): 4.8 sec.

• Top Speed: Limited to 180 kph (112 mph) • Fuel Mileage: 17 km/l

Price as tested: PhP 1,955,000.00

Rating 9/10

Plus Comfort, styling, and performance. A true BMW through and through.

Timeless!

Minus No fuel gauge, limited legroom.

The Concrete Jungle Trooper Royal Enfield Scram 411

Words: John O. Mendoza

Photos: Marlon Biscocho

It is not so often that I come across a motorcycle that impresses me without a certain level of performance and power. One such motorcycle is the Royal Enfield Himalayan. On paper, it would be very easy to dismiss it as it lacks any performance significance. Power is very low from that 410cc thumper. I mean let's face it, the engine architecture is, for lack of a better word, archaic. The overall package is heavy and does not particularly look good.

But then, once I went one on a long ride through tight mountain switchbacks, light trails, and seaside boulevards on a ride curated by the

Royal Enfield Himalayan Adventure Team 2.0, I was certainly enlightened! Suddenly, I was seeing the Himalayan through a new ray of light. Its beauty, character, and charm became evident as I enjoyed every minute of riding it.

The Royal Enfield Scram 411 should turn out to be another such bike as it is, after all, just a stripped-down and urbanized version of the Himalayan.

On the matter of aesthetics, I would say that it is an improvement over the purposeful military-like ruggedness of the Himalayan. The styling is very Vin-Duroesque. A true modern retro that would appeal to the hipster crowd. With colorways that are very tastefully appointed, the Scram 411

is a fine execution of a good design through minimalism and simplicity. I particularly find the integrated headlight cowl and instrument cluster very adroitly done with the design drawing inspiration from the classic British '50s motorcycle-style headlight/ speedometer assemblies while being very modern yet timeless.

The Scram 411 may have been heavily derived from the Himalayan but it presents itself as a totally different motorcycle. Swinging a leg over brings to light its difference in character. While the Himalayan sets your arms a bit wider and higher for much leverage to muscle your way through rough terrain, the Scram's narrower and

▲

The Scram 411 can handle huge potholes and other road imperfections with ease, keeping its composure even while traversing rough terrain.

lower set bars give you a more direct feel for the front end. Though the seat height difference of a mere 5 mm between the Himalayan and the Scram is fairly minuscule, it is enough to give vertically challenged riders an easier time riding the latter. Not that the Himalayan is particularly tall by any means. Adding to its better paved road feel, the Scram 411's 19-inch front wheel allows the bike to change directions faster compared to the Himalayan.

The Scram's 200 mm ground clearance versus the Himalayan's 220 mm does not hinder the former's offroad capability all that much. Instead it gifts it with better road-going capacity that is adept in attacking concrete

jungle traps and snares (i.e., road craters, loose debris, and gutters).

I could only hope for better brakes on the Scram as I do find the Bybre 2-piston caliper on the front gripping a 300 mm rotor and mated to a conventionally mounted brake master to be quite weak for paved roads. This should be easily remedied with better brake pads, a stronger brake master, or a bigger rotor.

If there is one thing that would hinder the Scram from being a true off-roader, it is the lack of a switch to turn off the ABS. I would opt to just look for and take out the ABS fuse then jerry-rig my own switch to give the Scram a little more flexibility. Then the fun would really

▼ The bike can scramble deep into corners, dragging its foot pegs and side stand on the pavement on tight turns.

come into play as I would be able to mess around and slide the rear into corners.

The Royal Enfield Scram 411 is a very basic motorcycle. Its simple engine design really lends itself to easy maintenance and low fuel consumption. There is only one overhead camshaft, 2 overhead valves, one piston, one connecting rod, and one crankshaft at the heart of this fairly simple machine. Remember, the lesser the number of moving parts, the lower the number of things that could break down. So despite not having much in the way of engine performance, this motorcycle will get you to your destination without much drama. Such was the mantra when Royal Enfield designed the Himalayan, which is the bike that the Scram is based on. Because breaking down on that Mountain range would definitely get you killed.

On the freeway, the Royal Enfield Scram 411 could muster an indicated 135 kph. But that's with me wrenching on its nipples with a vise-grip and twisting it twice over. At that speed, it felt like it was gonna be the end of the world. The bike is really not about high-speed runs. It's more about how many proverbial smiles you can get out of a long mile.

The Royal Enfield Scram 411 is an aesthetically pleasing, well-built, robust yet fairly simple machine that is a perfect lure to those who want to get into the motorcycling lifestyle. It looks hip and trendy with the reliability of an Ox and the friendly nature of a puppy. Perfectly safe for new riders to learn on while having enough capability for experienced riders to exploit.

Starting at PhP 311,000 for the base model, PhP 313,000 for the mid, and PhP 315,000 for the top-of-the-line variant, the Royal Enfield Scram 411 is truly an enticing package for anyone in the market for an expressway legal concrete jungle trooper.

Plus

Minus

Bike Review

Suzuki Raider J Crossover

The Go Anywhere, Do Anything

Two-Wheeled

Machine

Words and photos: John O. Mendoza

Ever find yourself needing a do-it-all, everyday motorcycle? One that is easy, can go anywhere, and be anything you ask of it. Well, Suzuki has got the bike for such occasions.

At only PhP 66,900, this is one bike you can afford to add to your stable without making a dent on your wallet. Perfect for quick errands or even weekend adventures anywhere you fancy.

With its tall and wide bars, unmistakable RM-Z style headlight and front fender, the Raider J Crossover can easily be mistaken for a small enduro bike when glancing at it from the front.

It would be easy to discount this bike as a marketing gimmick just to get customers to look at the Raider J platform in a different light. But no, it is indeed capable of what the styling implies.

At the front, a pair of no-nonsense longer travel than usual 31mm fork tubes with gaiters handle hard bumps with ease and finesse. Its tall and wide handlebar gives you so much leverage to muscle your way even through the toughest terrains. It also gives much control in the way of stand-up riding as it is easy to reach from that position.

A generous amount of ground clearance at 156 mm allows the bike to run over ruts and get over bumps with much ease.

The riding position is very comfortable and gives the rider a commanding view of his or her surroundings as he or she sits quite high compared to other bikes in the segment.

On paper, the measly 113cc aircooled 2-valve SOHC single-cylinder engine only puts out 9 hp @ 7500 rpm and 6.6 ft-lbs @ 6500 rpm which is really nothing to write home about. But then, the bike's curb mass is only 97 kg. In actuality, the Raider J Crossover has much pep on its legs. I personally found myself pulling wheelies every chance I got! Surprising for such a tiny engine with a semiautomatic rotary transmission.

Going through rough terrain is really quite a breeze on this bike even when faced with rocky up and downhill challenges. The generous amount of ground clearance and beefy front fork make this a very capable bike off-road.

On paved roads, I find the Suzuki Raider J Crossover to be quite easy to maneuver even through heavy traffic situations. Those wide bars aren't so wide to hinder you from filtering through cars quite aggressively. In fact, it lessens the strain on your arms due to the added leverage.

The Raider J Crossover is quite a nimble bike though you would soon find that its cornering performance is

limited by the bargain bin special set of rear shock absorbers. A quick and easy change to better aftermarket units would fix it.

The front disc and rear drum setup bring the Raider J Crossover to a halt quite quickly with good brake feel from the front master cylinder.

This bike can hustle to an indicated 100 kph (GPS reads less than a hundred) which is as astonishing as any run-of-the-mill 113cc single has any right to do.

In the looks department, I can confidently say that the Suzuki Raider J Crossover is very pleasing to the eye. For a guy like me who grew up in the '80s and '90s, the styling very much appeals to me. That colorway and RM-Zinspired look remind me of the bikes of the era and takes me back to my youth.

This bike, though a simple and very affordable model, brings out the teenager in me. It makes me want to take it on dirt roads, pull wheelies, and slide the rear tire everywhere. A good set of knobby tires would make this thing even more capable on the trails. It's just such an easy bike to ride anywhere.

To top it all off, the Raider J Crossover is very frugal to run, it feels like it's just running on fumes instead of sipping that gas. That fuel-injected motor, despite its minuscule size, can pack a punch, relatively speaking. It's really surprising how peppy it is.

The Suzuki Raider J Crossover is probably the most affordable motorcycle with this much ability in the market. It is a very easy and inexpensive vehicle to run. Even with its neck wrung and its back end scorched, it'll just keep coming back to ask for more.

Fun, funky, and easy, that's what the Suzuki Raider J Crossover is.

Minus

▼ The tiny compartment under the seat is more generous than other bikes in its class.

“The generous amount of ground clearance and beefy front fork make this a very capable bike off-road.”

The Modern Trend in Quick and Easy Transportation Yamaha Mio Fazzio Bike Review

Words and photos: John O. Mendoza

The new Yamaha Mio Fazzio, pronounced as fätsiō, may well be on its way to becoming an icon of this generation's unique expression embodying Yamaha’s desire to furnish a fashionable style that would appeal to a hip and active crowd. Taking cues from the young and sprightly new breed of riders looking for a ride that would match their sophisticated, colorful, and adventurous lifestyles, Yamaha has taken inspiration from things that have always been considered chic. The overall aesthetic design appears to have been inspired by a certain British subculture (Mods) that personified the latest trends in fashion while riding

very up-to-the-minute Italian modes of two-wheeled transportation.

On the road, the Mio Fazzio definitely stands out from a sea of daily-ridden motorcycles. Its unique and trendy styling complemented by the very in-vogue options in colorways makes it a prominent head-turner. This makes it all the rage with the emerging hipster youth.

Despite its modish exterior, Yamaha gifted the Mio Fazzio with a high-tech feature not found on more expensive models in the Mio series lineup. The Mio Fazzio's 125cc displacement engine is equipped with Yamaha’s Blue Core Hybrid system that adds about half a foot-pound of torque, electronically assisting the Mio Fazzio’s internal

combustion engine for 3 seconds from throttle opening. This feature makes uphill starts a breeze, especially when carrying a pillion.

Much akin to its looks, the Mio Fazzio rides like a cloud. It has a very soft suspension that soaks up the bumps like a classic Italian grip shifter. It's perfect for our bumpy roads as it wouldn't leave your back sore even when on a spirited ride through EDSA.

Ride quality is built more for comfort than all-out performance. It's so comfortable to ride! It relaxes your senses and makes you want to hang back and enjoy the scenery. It also makes you look so cool while riding.

The Mio Fazzio handles well in tight spaces making filtering through heavy

“On the road, the Mio Fazzio definitely stands out from a sea of daily-ridden motorcycles. Its unique and trendy styling complemented by the very in-vogue options in colorways makes it a prominent head-turner.”

traffic a breeze in the city. Its relatively low seat height of 750 mm makes it easy for even the most vertically challenged riders to mount and handle it at a standstill.

Aside from how well it looks and rides, the Mio Fazzio is equipped with Yamaha's latest technology, like the Y-connect. This innovation allows you to use your phone as a data logging device for service intervals, fuel consumption, malfunction warnings, etc. It even lets you know where you parked last and notifies you of calls, text messages, and emails. It is also equipped with Yamaha's start & stop system that shuts off the engine while on idle at a full stop, it then seamlessly re-engages the engine once the throttle is opened. This, along with the electric assist motor, allows the Mio Fazzio to achieve around 45 to 48 kms per liter. With a big 5.1-liter fuel tank (bigger than the V1 Aerox's), you'll find that the

Mio Fazzio's good looks and excellent ride quality go a long way.

This Mio Fazzio will go hand in glove not only with your unique individual style, but it will also cover all your active lifestyle needs and wants.

Although the USB charging port is located inside the left-hand side compartment, that space isn't big enough to accommodate a smartphone. Fortunately, the right-hand side cubby hole can securely hold a phone, so all you have to do is to run a charging cable over to the enclosed compartment to charge on the go.

A LED headlight ensures good visibility at night while the tastefully designed instrument cluster displays all the pertinent devices like the speedometer, odometer, fuel gauge, turn indicators, and phone connectivity.

Carrying an assortment of items is not a problem with the Mio Fazzio with a generous 17.8-liter under-seat storage

space and double carabiner hooks to conceal and secure your things. The flat step-through floorboard allows you to carry even bigger items if you're brave enough to tuck them in between your legs.

The Mio Fazzio's front disc and rear drum brake combination perform adequately as it can bring the bike to an abrupt halt when needed. Of course, the rear brake lever is conveniently equipped with Yamaha's brake lock system that lets you lock the rear brake when parked or stopped at an incline. The wide-ish tubeless tire size of 110/70-12 front and rear give the Mio Fazzio a much-desired stance that complements its lines.

With an SRP of only PHP 88,900, neo-retro good looks, and a high technology-infused package, the Yamaha Mio Fazzio presents itself as “an offer you can't refuse.”

Its modern yet timeless beauty paired with cutting-edge technology at such a cost-effective price point makes this bike fly off the showroom floor like jets on an aircraft carrier.

I say the Yamaha Mio Fazzio is a next-generation fashion-forward AT motorcycle that will never go out of style. It is comfortable, packed with the latest features, and is a great complement to your sassy lifestyle. Yamaha didn’t just follow any trends in motorcycling when they designed the Mio Fazzio, they created their own with this one and it has now become the hottest thing in its category. I guess we can now call the Yamaha Mio Fazzio the “It Bike” of this generation.

The Yamaha Mio Fazzio is available in Cyan (as shown), Red, and Ivory White.

Specification — Yamaha Mio Fazzio

Plus Modern and trendy neo-retro styling packed with class-leading technology is perfect for the young vibrant and happening crowd.

Rating 8/10

Minus The plush suspension may be a little too soft for more technical riding.

▼ The Mio Fazzio's underseat storage is spacious considering that the fuel tank shares the same space.

Event

1st Ever Army Navy Club 200 200/50 Endurance Race

Words: John O. Mendoza

Photos: Norbert Zuiqop

Club 200, the country’s first sports bike club, and Army Navy completed their endurance racing event last February 11, 2023, at the Clark International Speedway. The 50-lap endurance race was participated in by 52 non-active racer motorcyclists divided into groups of 3, making 17 teams in total.

There were two categories, Adventure and Sport. Under the adventure category are 3 subcategories: Adventure 21, Adventure 19, and Adventure 17 each corresponding to the front wheel size of the bikes. Under Sport are 2 sub-categories: Naked, and Superbike. 5 titles were up for grabs as the teams scrambled for

their bikes in 2 separate Le Mans-style starts for each category. (Le Mans-style Start is an old way of starting a race wherein the bikes are parked a few meters away from the riders for them to run to and get going once the start flag is dropped.)

It was a day of fun, camaraderie, and amazement as motorcyclists of all kinds gathered to witness the spectacle of endurance racing. Big-named brands Aprilia, BMW, Ducati, KTM, Triumph, and Harley Davidson displayed their latest and greatest motorcycles for everyone to salivate over and gawk at.

Motorcycle dealership giant Wheeltek Motor Sales Corporation was in full support of their participating customers and brands they carry.

THE FINAL RACE RESULTS ARE AS FOLLOWS

ADVENTURE CATEGORY

Adventure 21 Class

1st Team Desert X

BEST TIME 2:20.338

RIDERS Jade Tan

Joey Almeda

Ryan Benton

2nd KTM Philippines Team 2

3rd

KTM Philippines Team 1

Adventure 19 Class

1st Team Underdogs

BEST TIME 2:16.186

RIDERS

Christopher Guzman

Paolo Aguilar

Alvin Almendras

2nd Triumph Adventure Team

3rd

BMW BOSS Team A

SPORTS CATEGORY

Adventure 17 Class

1st Team KARAT

BEST TIME 2:06.922

RIDERS

Jan Timbol

Gico Tobias

Jomel Policarpio

2nd Rosario Bikes Racing Team

Sportsbike Class

1st Team Gucci Gang

BEST TIME 2:00.233

RIDERS

Jan Timbol

Christopher Guzman

Justin Guce

2nd

Kawasaki IGM Racing Team

3rd

Wheeltek QTS Racing Team

Naked Sports Class

1st Team Ducati Hyper Boys

BEST TIME 2:02.078

RIDERS Jade Tan Clyde Relativo Jomel Policarpio

2nd Team GP Boys

3rd

Rosario Bikes Racing Team

Ducati had the most wins of the day, dominating in almost every category.

It was amazing to see ordinary riders safely showing off their skills on the race track displaying great ability and sportsmanship. Organizing an event like this is no small undertaking. We really have to give props to our own test ride editor Miguel Bichara and the rest of the amazing Club 200 for doing it safely and properly. From the registration, promotion, and scrutineering of the bikes, riders, and gear, to the implementation of the rules and marshalls, Club 200 did an astounding job! The Army Navy Club 200 200/50 Endurance Race should definitely be an annual event for motorcyclists to experience!

Winners in the very first Army Navy Club 200 200/50 Endurance Race received cash prizes of PHP 60,000 for 1st place, PHP 30,000 for 2nd, and PHP 15,000 for 3rd along with

the corresponding trophies for each sub-category. An all-expense paid European Adventure Motorcycle tour was also awarded to the winning team of the Adventure 21 class by Clutch Tours. Race track mogul Mr. Johnny Tan graced the event with his presence presenting some of the awards to the winners. Mr. Tan spoke about his support for the event enticing Club 200 and Army Navy to make it a yearly occasion and to make it even grander in the years to come.

It was truly an exhilarating experience to have witnessed such an event and we can only hope for more participants and attendees in the following years. Events like these promote racing in the proper venues and out of the streets making it safer for everyone on public roads. Congratulations Club 200, Army Navy, winners, and participants of the first-ever Army Navy Club 200 200/50 Endurance Race. Cheers!

“It was a day of fun, camaraderie, and amazement as motorcyclists of all kinds gathered to witness the spectacle of endurance racing.”

The brand with the most wins, Ducati Philippines celebrates on stage.

It looks even more stupid on your car.

According to Presidential Decree No. 96, the use of sirens is reserved for select government and emergency vehicles. If your car isn’t one of them, you’ll not only look silly, you’ll also be breaking the law.

BUYER'S GUIDE

Subcompacts

WELL-ROUNDED IN EVERY CONCEIVABLE FACET, IT'S THE PERFECT MIDDLE-GROUND FOR PEOPLE LOOKING FOR SPACE, EFFICIENCY, AND PERFORMANCE.

Geely Emgrand

Mazda2

Mini Hatch

Mitsubishi Mirage G4

MG 5

Toyota Vios

01 List of contact numbers

As abundant as road signs with emergency numbers may be, you may still need help remembering the helplines of the highway you're on. It's a good idea to have a cheat sheet of emergency numbers in your glove compartment in case you break down in the middle of nowhere.

02

— Chargers

What’s the use of a list of contact information when your phone is dead? Make sure to have the correct charging cable for your devices handy at all times.

03

— First Aid Kit

Next to your contacts list and the charger inside your glove compartment should be a first aid kit, complete with standard OTC medications, bandages, and antiseptic solution. If your car came equipped with one, good. Just make sure the items inside are not expired.

04 — Jumper cables

One of, if not the most, common cause of car trouble is a dead battery. Cables are readily available online or in any hardware store and are straightforward to use.

05

— Multi-tool

Anothing glove compartment staple should be a pocketsized multi-tool–or for those that prefer its trademarked name, the Swiss Army knife. These small flip-out tool kits are handy for loosening screws and slicing pesky packaging tape.

Top 10 In-Car Essentials for Women

06 — Change of shoes

You may be killing it in your Christian Louboutins at the party, but on the road, they might end up killing you if you drive barefoot or, worse, drive while wearing those high heels. Have an extra pair of flats or sneakers inside your car to switch to when it's time to drive.

07

— Sunglasses

Not only will you look stylish, having a pair of sunglasses handy in your car can help you navigate the road come late afternoon when the sun is lower and the glare is at its worst.

08 — Cell Phone mount

If you rely on Waze or Google Maps constantly, having a mount for your mobile device might be a good idea. Just make sure to mount it close to your natural sight line when you drive and it’ll keep you from glancing away from the road.

09 — Snacks

Whether

Food might come in handy when you’ve broken down in the middle of nowhere or if you’re just stuck in traffic. Dry foods like crackers, raisins, nuts, and seeds, will keep well inside your vehicle for a few weeks provided they’re stored properly.

Words: Wowie Go

10 —

Cleaning supplies

You always want to look your best even when your car has broken down, so have wipes, alcohol, and cologne with you in the car to keep yourself fresh even after changing a tire or jumping a battery.

it be a short drive around the city or a long drive to the province, you best be prepared for things that may or may not happen on the way there. So in the spirit of women’s month, we’ve prepared a list of must-have items that may come in handy for your wife, girlfriend, sister, or mom, should they decide to hit the open road.

C! Countdown