C! Magazine July-August 2023

Vanguard Technology

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5-Seater Compact SUV

Editor’s Note

The New Old Media

It’s been interesting to note that in this ever-changing, post-pandemic landscape, print magazines, once thought of as a medium destined for obsolescence, are seeing a resurgence of readers. What’s even more interesting is that the bulk of these readers are from a most unlikely source Gen Z.

In a three-part series from Reuters examining the current state and future of print, they discovered that Gen Z seems to trust print publications over other media to deliver credible information. In a study done by MNI Targeted Media Inc. on how this generation consumes media, they learned that 83% of students in major universities turn to newspapers for trusted information and content, and 34% turn to magazines. This was substantiated in the UK by the Ofcom News Consumption Survey, which found that magazines are the UK’s most trusted source of news, across all generations.

The reason given for this behavior is that young consumers are keenly aware that magazine publishing doesn’t follow the same rules as social media and blogging, where speed trumps fact-checking, editing, and refining — all the necessary processes before something makes it into print. Likewise, because Generation Z grew up with technology, they seem to value print media as a way to disconnect from the digital noise they live with. After all, print magazines offer a unique immersive experience that can’t be replicated online. This tactile experience is something that people are increasingly drawn to in a digital world. Another reason is that print magazines provide a level of depth and analysis that is often lacking online. Online articles are usually short and superficial — characteristics that are tied more to search engine optimization rather than editorial direction —

while print magazines can go into more detail about the latest car news, trends, and reviews. As you can imagine, this kind of depth of coverage is something that appeals to serious car enthusiasts.

C! Magazine may have strengthened its digital presence over the years, but our commitment to print as a medium has never wavered. In a loud, cluttered, digital landscape filled with bloggers, influencers, journalists, editors, writers, and marketers with voices dictated by SEO and algorithms, we’ve always believed that the intimacy of holding print in your hands is unrivaled. And in an increasingly digitized world, you’ll be surprised how much people just want to feel something real.

“They discovered that Gen Z seems to trust print publications over other media to deliver credible information.”

Chris Van Hoven EDITOR-IN-CHIEF

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?

“We continue our extended Mazda BT-50 4x4 long term testing with a complete detailing of the exterior and interior using the exemplary services of the Carbon Detailing Studio”

By Kevin C. Limjoco

The Name is Nissan

“VMotion 2.0 is a philosophy that espouses the importance of high sense of style, emotional design, space, comfort, and technology with each vehicle Nissan designs with it.”

2023 — ISSUE 244

CONTENTS

70 Boosted!

By Francis G. Pallarco

Event

Back To The Eighties!

The 2023 Trans Sport Show presented by Motul showcased top-notch restored and modified builds from different generations

Grupo Toyota Celebrates 20 Years of Camaraderie with a Scorching Hot Anniversary Event

By Jill Elicano-Tan

Race-Prepped

This AE86 is a TRD USA built racecar used for SCCA racing.

72 74 80 TUNER

S-15 Perfection

Champion

Largo E Basso

Check out this wide and low Ferrari F12 Berlinetta of Raymond Ronquillo

1985 Toyota Corolla GT-S (AE86)

2015 Ferrari F12 Berlinetta

1999 Nissan Silvia S-15

racecar driver Luis Gono shows us the proper way to execute a modded Silvia

By John O. Mendoza

Hot Wire

You Don’t Need That Pickup

Before anything else, full disclosure: Yes, I do in fact own a pickup truck. It’s a tiny kei truck, but a pickup nonetheless. With that out of the way, I’ll be the first to admit that I bought the damn thing purely out of vanity. I’m not gonna lie, I just like the way it looks. Do I haul things with it? Not at all! So I hope you don’t take the title of this piece to mean that I’m about to trash the existence of pickups entirely. Absolutely not. What I do want to do is give you several reasons why your idea of pickup trucks being the ideal family car is totally incorrect.

The first reason people give when getting one is that they think having that nice open space at the back is useful. Sure, it is if you live on a farm or have a business that requires you to ferry copious amounts of produce from place to place. But for common city dwellers? You’d be lucky to get any use out of it in a year. In the year I’ve owned my pickup, the grand total of it being used? Two. Once to bring home a new door for our house and the other to bring tables and chairs to a party. Tasks that happen rarely, if at all. Not to mention both tasks could’ve been adequately done by a normal closed SUV, mind you.

The second reason people like pickups so much is safety... Supposedly. Pickup trucks these days are a lot taller than they were several decades ago, and as such, people seem to think that just because they’re higher off

the ground that everyone is all the safer for it. While it may be true that the occupants inside the pickup are indeed more protected, you’ve essentially become a hazard for everyone else. Smaller vehicles, cyclists, and pedestrians have now become bowling pins if you ever lose control of your vehicle. There’s something called crash compatibility and taller cars just don’t fit that ecosystem. While you might argue, “why not just make all the other cars

taller then?” Well if we’re going by that logic, Karen, why don’t we just make taller people too? Have people bring back those bicycles with the giant front wheels? Seriously though, if we made everything taller, someone else will come along wanting an even taller car and the cycle will continue. When’s it ever gonna stop?

The third and probably the most compelling reason people buy pickups these days is its “practicality.” The idea of having a multipurpose vehicle that can carry both people and cargo at the same time might sound efficient, but think about this for a second: Pickups are huge cars with huge engines that guzzle liters upon liters of fuel because they have the aerodynamic properties of a chest freezer. They’re wider than their own good which means they barely fit into normal parking spaces and are a nightmare to maneuver in tight roads, which ironically we have in plentiful supply here in the Philippines.

Why don’t we all just admit it? Really, what owning a pickup all boils down to can be summed up in one word: Fashion. They’re no different from sports cars. A big chunk of what they sell to you when you buy a gigantic pickup truck is the lifestyle. The idea of you being an adventurer, a conqueror, a trailblazer. With imposing buzzwords tacked onto them like Conquest or Calibre, who wouldn’t want to get one just to look all mighty? If you want to buy one, go right ahead. But let’s not kid ourselves, okay? You don’t need one.

Wowie Go MANAGING EDITOR

“What owning a pickup all boils down to can be summed up in one word: Fashion.”

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.

On The Edge

Alonso and Honda ?!

Being a fan of Spanish racecar driver Fernando Alonso and Honda, the thought of them working together in Formula One excites me. But it certainly was unexpected. After all, it was only just in 2018 when the strain in their relationship led to Alonso’s retirement from Formula One.

It was a retirement Alonso was most certainly not happy with as it happened during a low point of his career, or at least that was the general perception, as being in a non-competitive car often wreaks havoc on one’s mojo even if internally, his skill and competitiveness were still there.

In 2021 he returned to racing with Alpine and, as expected, got the best results out of that team. After two seasons, he moved on to Aston Martin, a team I didn’t think much of then. Boy, was I proven wrong!

The driving force comes from its owner Lawrence Stroll who set course to win the constructors title in five years. A bold statement, perhaps, but it’s now year three, and they are so close they can smell it. Developing a team takes time, and neither Aston Martin nor Alonso expected podium finishes this year, considering they only finished 7th in the Constructor’s Championship last year.

But that contagious enthusiasm has resulted in a good comeback story for Alonso’s career. It’s been a decade since he won a race,

Georges B. Ramirez SENIOR EDITOR

and he is turning 42 this year. Winning a grand prix or championship at this point is special in today’s F1 environment, and he just placed second in Monaco!

Now, Honda has announced that it will return to F1 in 2026 when the new regulations on the power unit come into action, and they are intending to partner with Aston Martin as their works team. This opens the possibility of an Alonso - Honda reunion again!

Alonso will be 44 in 2026 but do understand that unlike basketball or football, where one’s age and performance tend to go hand in hand, in Grand Prix racing, the competitiveness of the equipment does have a significant impact on a driver’s performance which in turn affects his state of mind, and this can make all the difference to a driver. And the man seems happy; he is quick, motivated, performing well, and still doing what he loves to do.

Honda Racing boss Koji Watanabe sees no issues with this idea and Alonso has no problems either and clearly Honda has currently been the winningest engine package for the last couple of years. They should all be quite excited, but make no mistake, the three top teams and their resources do tend to keep their feet firmly on the ground.

In the last Spanish Grand Prix, seven different teams took the first seven grid places, leaving me to wonder what the dominant teams would be in the next two years.

“In Grand Prix racing, the competitiveness of the equipment does have a significant impact on a driver’s performance which in turn affects his state of mind.”

A Safety Reminder From

Let’s not turn our public roads into racetracks.

It sounds wrong because it is wrong.

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

EDITORIAL DESIGN DIGITAL

Charie L. Biaden

DESIGN DIRECTOR

Mark David A. See

SENIOR 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

Cecille Khristine D. Buenviaje

CHIEF OPERATING OFFICER

Mayette L. Asis

VICE PRESIDENT

Merline B. Urdas

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Mary Ann M. Benito

CREDIT AND COLLECTION OFFICER

Paredes Garcia and Golez

LEGAL COUNSEL

Richard Tan

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Steven Edward Yu

ONLINE AND SUPPLEMENT EDITOR

Denise Santos

DIGITAL MARKETING MANAGER

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DIGITAL MARKETING ASSISTANT

Crisanto Javier

ONLINE COORDINATOR

Contributing Writers

2023 GAC Empow GE July-August 2023

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 / Franz Decloedt / Timmy De Leon / Felix Ang / Rene Nunez / Atty. Albert Arcilla / Lyn Buena / Val De Leon / Mac Marcantonio / Chris Lee Yu / Nora Liquido / Lyka-Mae De La Cruz-Andres / Tony Si / Felipe Estrella / Carlo Ablaza / Raymond Rodriguez / Angelo Barron / Paolo Ella / Chris Yu / Willy Tee Ten / Froilan Dytianquin / Saul Babas / Cameron Arciaga / 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 / Samantha Tabada / Juan Manuel Hoyos / Erroll Dueñas / Kenneth Sytin / Maricar Parco / Margo Delfinado / Ma. Fe Perez-Agudo / Toney Sevilla / Anika Salceda-Wycoco / Angela Miranda-Asebuche / Lito Jose / Vince Licup / Frankie Ang / Bob Shaw / Kristoff Arcega / Rashid Delgado / Joseph Ayllon / Justmin Lupena / Karen Faustino / Che Cabotaje

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AS MORE CURRENT and new automotive brands import more electrified mobility solutions for our domestic market, we are delighted to see more attainable products to hasten the transition. BAW (Beijing Automobile Works Co., Ltd.) was formed in 2001 with origins beginning in 1951 as a state-owned manufacturer producing military products on two wheels. For about a decade, from 2010 to 2020, BAW was a subsidiary of the more familiar BAIC brand. Post-pandemic, in April 2023, BAW was acquired by the Shandong Weiqiao Pioneering Group, a private company active in the textiles and aluminum industry and this is their first pure-EV vehicle.

The BAW Pony micro city car variants, seen here in both L (13.7-kWh) for longer range at 170 kilometers and S (9.6-kWh) for short range at 120 kilometers, snugly seat 4 people. It is a two-door hatchback with a tiny trunk but thankfully the rear seats can either be folded or removed entirely to liberate more storage space. We are not sure if the Pony will be the only model that the EVOxTerra, Inc. distributer will import from BAW but it is likely as it is currently the sole pure-EV product that the company builds. The BAW Pony represents the third electrified solution from the EVOxTerra, Inc. group, the brainchild of CEO Rashid Delgado, that distributes Weltmeister and Hongqi. Rashid plans to offer multiple levels of electrified mobility for Philippine customers, from ultra-luxury to maximum affordability.

For literally P2,000.00 less money than a funky tandem two-seater Renault Twizy 80 that has much less range, less standard equipment, and less interior space without anti-lock brakes and without the comfort of

BAW Pony L and S Variants

Affordable Electrified City Mobility

climate control, consumers will eventually be able to purchase a BAW Pony L which can actually fully accelerate from naught to 100 km/h in roughly 20 seconds and hold that governed top speed for as long as the 13.7 kWh lithium-iron phosphate battery has energy with a starting full-charge of 170-kilometers of range. The onboard charger on both variants is a 3-kW unit which when used with the supplied portable charger cable plugged into a standard 240 V home wall socket, will take approximately 4 hours and 30 minutes to fully charge the L and 3 hours and 15 minutes to fully charge the S from a completely depleted battery. But much like a new daily used smartphone, you will end up topping off the charge when you get home at the end of the day or simply charge as needed. If your daily routine is within a 50-kilometer range, you won’t have range anxiety at all and you can run the aircon to your desired temperature with all the onboard electronics functioning at your personal desired levels.

Both Pony EV microcars run on 155/65R13 73H Linglong LMA18 tires on hubcapped steel wheels. The electric motor is mounted in the front while the battery lies on the floor beneath the rear seats. The suspension is actually quite good, it uses independent MacPherson struts up front with a 3-link rigid rear drive axle with coil springs and dampers. So even if the Pony is tiny, it feels reasonably planted and secure up to its governed top speed of 100 km/h. Driving either Pony is like driving a very premium golf cart with a closed cabin, a “Sport” drive mode in the rotary controller, creature comforts, brakes with ABS+EBD (front disc & rear drum), seatbelts and air-

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

conditioning! The steering is fixed and very light to steer as the L curb weighs in at 790 kg and the S at 693 kg. It is driving at its modern simplest. Oddly enough, despite the EVfocus, the headlights still use halogen bulbs within the projectors which are not as strong as LED, consume more energy, and generate more heat. The DRL, rear license plate, rear light assembly, mirror signal lights, and front bumper position lights are thankfully all LED.

The big interior highlight are the obvious instrument and infotainment screens, on the S model the dual screens are 7 inches and in the L, they are 10.25-inch units with expanded

abilities that include 360-degree panoramic cameras supported with rear sonar. Both instrumentations have USB-C ports on the side for charging and data. An additional safety measure on the Pony L, particularly for low-speed city use, is a sound emission, a unique pinging tone, up to 20 km/h, to make the silent car more obvious to jaywalking pedestrians. Cabin storage is limited as mentioned so a couple of dashboard hooks, card holder, a net on the passenger side of the dashboard, water bottle holders on the door panels, and a small space beneath the handbrake are pretty much the only other

additional placements. The front seats are fairly comfortable though the rear seats are best for small children, thankfully there are two ISOFIX mounts to accommodate them.

Both BAW Pony models sprint, brake and handle identically, the L will just do the same operations over an additional 50 kilometers of range with more kit. They are not quick off the line but their mid-range punch is optimal which will allow you to keep pace and even safely pass other cars on the road. The power delivery to the rear wheels is not direct like in most considerably more expensive EVvehicles so there is driveline loss however.

So, the big question now is whether the cheaper and cleaner cost per kilometer of the Pony and other parallel solutions like the Jetour Ice Cream EV or Wuling Mini EV are enough to sway new buyers from buying a Toyota Wigo or Honda Brio or Suzuki S-Presso or Mitsubishi Mirage. My easiest answer is relative to scope of use. If a buyer is looking for a daily solution restricted to city/urban use within a 60-kilometer radius, then the Pony will be an attractive proposition.

8/10

Plus Fun aesthetics, novel, genuine everyday city maneuverability and practicality, usable range, has ABS + EBD, rear drive, climate control, infotainment system.

Minus 200-kilometer battery the one to have for extended everyday practical drivability. Halogen headlights. Front passenger does not have a sun visor. The S model has manual mirrors, no steering wheel remote controls, reduced safety measures, smaller screens, no cameras and no rear sonar. Non-adjustable steering wheel. Only 2-speakers for the audio. The aircon settings must be set every time the unit is started.

Honda Civic Type-R

The GOAT

IF THE 6TH GENERATION Honda Civic Type-R FL5 (based on the current 11thgeneration Civic) is truly the very last of the pure force-fed internal combustion engine powered Type-R’s then it is going out in complete glory as the greatest of all time. Once again, I am testing the new Type-R after most local media have already fully experienced it for its final evaluation for the upcoming 19th C! Awards.

Building on what I already reckon is the finest and most balanced Honda Civic iteration ever, Honda technically did not have to tweak the carried-over 2.0-liter turbo engine for more power but they still did (increased by 9 bhp and 15 lb-ft of torque thanks to revised turbo geometry, improved cooling and more exhaust back pressure) and made every incremental improvement across every detail. The previous Type-R was dynamically fierce when driven purposely but it had ride

compliance and packaging compromises to its everyday drivability for our market. We simply do not have enough immaculate roads that are enjoyed in other countries and its exterior design was also a big ask for many heretics who did not appreciate what defines a Civic Type-R. The all-new matured design, larger cabin space, leveled-up packaging and updated equipment builds on the fundamental elements set by its outgoing predecessor. The new adaptive suspension setup maximizes on the new chassis which absorbs public road imperfections better than many sportscars. The updated new brakes, wider and taller rubber, sensually blistered fenders, and the slickest manual transmission on earth all make the new Type-R a phenomenal sports car to

drive without being obnoxious.

The weight balance, steering precision, potent power, masterful dynamic electronics tuning, and sensational brakes made me forget that the 2+2 Type-R is a pure front wheel-driven car based on a commuter car. The improved aerodynamic measures, signature triple exhaust, classic aluminum gear knob, more subtle cooling ducts, and even the new rear wing may still make everyone notice that this is a very special hot hatch, but the character and its presence is one of elegance in its own right. Its bright red front sport bucket seats and carpets, red stitching on black Alcantara-wrapped steering wheel and center console, aluminum accented honeycombed dashboard, and contrasting

Words: Kevin C. Limjoco

Photos: Andréas N. Delos Reyes

rear black seats are representations of the uniqueness of the Type-R.

Though I do miss the bale and purity of the old 8000 rpm non-turbo Type-R’s, the last one I drove for several days in Japan was the late great Charlie Cojuangco’s own brilliant 3rd-generation Milano Red 240 bhp Mugen RR that had that sensational soundtrack that you could feel in your spine, the new car is truly in an exciting league of its own. The Type R continues to use Honda's automatic rev-matching tech, which is now 10% quicker. You can switch it off if you prefer to heeland-toe for real, but it works superbly when left on. The new Type-R is quicker and a better performer than its predecessor by very tangible measures yet it does it all with significantly more interior comfort and refinement. Whichever you choose from the only two colors available, Champion White as seen here or in Racing Blue, the feelings are real and somehow makes the driver more youthful in spirit.

The additional safety and creature comforts from the comprehensive Honda SENSING suite, automatic door locks, automatic rain sensing wipers, 15W Qi-compatible wireless phone charger, 10.2-inch instrument screen, crisp 9-inch touchscreen infotainment system with Navigation, Android Auto™ and Wireless Apple CarPlay® connectivity, Active Sound Control, guided multi-view rear parking camera, full-LED signature lighting on both ends, to the awesome 540-watt Bose® premium sound system with 12 speakers only makes the car so much more compelling.

Plus The Greatest Civic Type-R with brilliant dynamic performance, refinement, 12-speaker Bose® audio, excellent standard equipment, and maturity.

Rating 10/10

Minus Price. Rumored to be the very last of the breed.

Engine: Inline-4 • Location: Front, Transverse

Fuel Injection: Direct Injection Intercooled Turbo (Maximum

Specifications — 2023 Honda Civic Type-R

25.2 psi)

Max power: 315 bhp @ 6500 rpm (7000 rpm

Transmission: 6-Speed Manual with Rev-Match Control, Helical Limited-Slip Differential

Max torque: 310 lb-ft @ 2600-4000 rpm

Front suspension: Independent Dual-Axis MacPherson Strut with Adaptive Damper System and 29 mm tubular anti-roll bar • Rear suspension: Independent Multilink with Adaptive Damper System and 20.5 mm solid anti-roll bar. Fuel Capacity: 47 liters (12.4

(350

discs

Brembo®

/ Rear 12-inch (305 mm) solid discs with 1-piston calipers, HONDA SENSING® SAFETY & DRIVER-ASSISTANCE TECHNOLOGY, ABS, Vehicle Stability Assist™ (VSA®) with Traction Control.

DRIVES

with generous amounts of aluminum and fully independent suspension (double wishbones up front and 5-link rears) to also offset the weight of the centrally located battery in the floor. The iX drives relentlessly like a much smaller and lighter wagon. By 2030, BMW’s goal is to have half of its worldwide sales to be electrified.

The awesome interior is truly brilliant and exciting, a melding of old-school with the modern age. The new hexagonal-shaped steering wheel is complemented by the sensational unified curved frameless drivercentric instrument and iDrive 8 infotainment panel that houses two screens measuring 12.3 and 14.9-inches. The number of switchgears has been reduced significantly compared to non-electrified BMW models so the interior atmosphere is not as instantly familiar but you adapt very quickly as the layout feels organic and logical. Yes, even the new exterior door handles on the frameless doors and interior button locks become natural after a few minutes. Of course, Apple CarPlay and Android Auto are standard as well as the HUD system and wireless smartphone charger on top of a massive list of standard kit.

BMW iX xDrive40

WITH THE 19TH C! AWARDS fast approaching we wanted to evaluate once again to see if the mid-sized BMW iX xDrive40 crossover still had all the sufficient ingredients intact to defend its best-in-class status. Genuine buyers, experienced drivers, and BMW fans will love it because it more than retains the core characteristics of the brand. We just love it!

The BMW iX xDrive40 may not have the Zimmer support soundtrack but it already produces very compelling unique synthesized sounds through the magnificent standard 18-speaker Harman/Kardon stereo system that make every moment in the capacious EV crossover a thrill like you are starring in

your own action-adventure movie! On Sport mode the iX xDrive40 catapults from 0-100 km/h in 6 seconds flat which is fantastic and plenty quick while you feel the torque from all four corners efficiently pressing you into the fabulous flamboyantly designed quilted genuine Olive-tanned leather seats as the electric motors spin to 12,100 rpm!

Despite its size, it is actually larger and more spacious than a BMW X5 albeit with a lower roofline, the iX has a drag coefficient of .25cd. The iX xDrive40 rides on very stylish and massive 9-inch wide 21-inch alloys wrapped with excellent Bridgestone Alenza Enliten 001 255/50R21 109Y RFT tires. Managing pace and weight are regenerative 13.7-inch vented discs up front squeezed by 4-piston fixed calipers and 13-inch vented discs at the rear handled by single-piston floating sliders.

Using the standard supplied home socket charging cable, the onboard 11 kW AC charger will charge the iX xDrive40 from a completely depleted battery to full capacity in 7 hours and 45 minutes. Much like the first i-series models, the i8 and i3, the all-new pure-EV crossover uses a trick carbon-fiber-intensive structure

The 2023 BMW iX xDrive40 is supported by a 5-year / 200,000-kilometer warranty. At P300,000.00 more than the BMW X5 xDrive30d M Sport, the larger and more spacious iX xDrive40 also comes with more desirable standard equipment that is packed with ingenuity and tenacity while being more environmentally friendly.

Plus Unique, hugely entertaining, achingly desirable with incredible athleticism, cool ambient lighting treatments, ultra-sophisticated and luxurious. More affordable and significantly more spacious, with more range, comfort, and standard equipment than the Jaguar I-PACE.

Rating 10/10

Minus Not as quick as the Jaguar I-Pace in xDrive40 form, the 610 hp BMW iX M60 is the Sultan of the model range.

86 MPGe (372–425 kilometer / 231–264 miles range) Price as tested: PhP 6,290,000.00 (promotional price)

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

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.

2023 GAC Empow GE

The New Segment Sultan?

Words: Kevin C. Limjoco

Photos: Andréas N. Delos Reyes

I saw this sporty compact sedan's concept model in China and am so glad that most of the packaging and design have remained faithful to it in its final retail production. And looks properly great, too; you can't help but be lured into its detail-rich contrasting and very sensual Matte Fighter Green finish with yellow trim highlights that include the brake caliper covers (the best execution of the idea yet) combined with pianoblack and carbon fiber-esque exterior finishing that carries consistently to the equally flamboyant interior with even more details from the aluminum-covered brake and throttle, textured grey areas, and tasteful red highlights on the central ignition and gear knob.

The steering wheel paddleshifts are plastic but respond well and feel good to the touch. The yellow seatbelts and abundant stitching on the seats, dashboard, and panels contribute to the exciting cabin combined with one of the very best multi-surface steering wheels in the business that so happens to also have a yellow directional tab on the top at 12 o’clock with yellow stitched PVC-leather and cool dark titanium-finish wrapping the multi-function switchgear that matches the gear knob, climate control vents, central drive mode, and audio controls. My only issues with the interior are the faux carbon-fiber door panels

Having visited and thoroughly explored the GAC factory in Guangzhou several times prepandemic, I knew that the brand produced strong, thoughtful, and compelling products.

2023 GAC Empow GE

that do not fully match the center trim, which does look good, the top center area below the climate controls is designed for a wireless phone charger option which is sadly absent, the 6-speaker audio quality is satisfactory but far from stellar, and the optional full panoramic roof is swapped for a front only moonroof. I am glad that the optional and unnecessary rear spoiler was omitted for our domestic market.

The 7-inch graphic interface and its comprehensive user-configurable data output are also some of the finest executions in our market, even when compared to instruments found in vehicles costing three times as much, especially with its brilliant supporting 10.25-inch infotainment screen, which has intuitive Apple CarPlay connectivity. The Empow GE also has 32-color interior ambient lighting that can synchronize with whatever you are listening to, which I set to a fixed color spectrum to keep the cabin classy. If only the GAC Empow GE had a profoundly more powerful amplifier and a more complex speaker array to compete with the standardsetting 540-watt 12-speaker Bose® system found in the Honda Civic RS. Thankfully the genuine quad-exhaust system makes up for quiete a bit of that deficiency.

The GAC Empow GE tested here is the current top-spec model of a three-variant range that shares the same basic dynamic functionalities like engine, brakes, transmission, and suspension. However, with the GE model, consumers get a significant amount of unique additional kit like handsome complex 18-inch

2023 GAC Empow GE

alloys wrapped with very compliant yet sticky Giti GitiComfort F22 advanZtech tires, a genuine active quad-exhaust system accompanied by complementary synthetic exhaust notes and managed by a trick ECU with four drive modes that include a more liberated Sport+ function that is accessed when the car has calculated that the driver can manage the extra verve and so much more combined with ADAS and more standard safety equipment.

The Empow uses GAC’s very latest Global Platform Modular Architecture chassis with a length of 4700 mm, width of 1850 mm, height of 1432 mm, and a ground clearance of approximately 125 mm, on a fairly long wheelbase of 2736 mm. The ground clearance is a little low but does not snag on well-made speed humps. The clean design lines of the Empow GE combined with its low stance contributes to an excellent .26 drag coefficient that helps keep the cabin quiet and the engine fuel efficient. The Mecha front grille has doublesided blade air curtains that improve engine cooling and ventilation. The signature full-LED exterior lights function very well on both ends with nice accents.

Other markets may get more potent powerplants but to be fair, the overachieving 1.5-liter turbo produces more than enough power with the most available elastic torque optimally managed by a wet dual clutch 7-speed gearbox instead of a CVT. With consistency, I was able to accelerate from 0-100 km/h in 6.8 seconds which authentically outguns the Honda Civic RS with

SPECIFICATIONS

2023 GAC Empow GE

Engine: Inline-4

Location: Front, Transverse

Displacement: 1497 cc

Cylinder block: Cast Aluminum

Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, Variable Electro-Hydraulic Control System

Fuel Injection: Direct Injection, Intercooled Dualscroll Turbo

Max power: 174 bhp @ 5500 rpm

Max torque: 199 lb-ft @ 1500-4000 rpm

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

Front suspension: Independent MacPherson Struts with anti-roll bar

Rear suspension: Independent Multi-link Beam with coil springs and dampers

Drag Coefficient: .26cd

Fuel Capacity: 47 liters (12.4 gallons)

Load Capacity: 543 liters

Ground Clearance: 125 mm

L x W x H: 4700 mm x 1850 mm x 1432 mm

Wheelbase: 2736 mm

Brakes: Front 11.1-inch (281 mm) ventilated discs

1-piston calipers / Rear 10.6-inch (270 mm) solid discs with 1-piston calipers, Integrated Electric

Parking Brake, ABS, Dynamic Stability & Traction

Controls, ADAS, HBA, Hill Hold Control, EBD.

Wheels: 18”x 8.5J Two-tone Complex

Aluminum Alloys.

Tires: P225/45R18 95V XL Giti GitiComfort

F22 advanZtech

Weight (kerb): 1400 kg. (3080 lbs.)

0-100 km/h (0-62 mph): 6.8 seconds

Top Speed (mph): 203 km/h (127 mph)

Fuel Mileage: 5.7 L/100 kms. Overall

Price as tested: PhP 1,348,000.00 (Promotional prices valid until May 31, 2023: GB model retails for PhP 1,165,000.00 and GS PhP 1,085,000.00)

shockingly more compliant ride, comfort, and handling without compromise. The brakes may only be masked single-sliders pinching modestly sized discs, but it performs with confidence and real bite.

The 2023 GAC Empow GE, despite its ho-hum standard audio quality, did the unthinkable thanks to its abundant standard equipment, dynamic performance, comfort, attractive aesthetics and finish inside and out, at a whopping P427,000.00 less retail price compared to the Honda Civic RS compact sedan. As of this writing, it is now the new undisputed Sultan of the compact car segment!

RATING 9.5/10 PLUS:

Very good and planted roadholding, Matte Fighter Green packaging with yellow highlights is outstanding, exemplary ride comfort and noise insulation, very attractive inside and out, top-tier dynamics, moonroof, fairly passable sounding infotainment system with DTS, rear a/c vent, excellent driver information and GUI from the central 7-inch screen, 10.25-inch control system with Apple CarPlay is above average and comprehensive, ADAS, nice pedals, ambient interior lighting, tasteful brake caliper covers, adjustable quad exhaust, 4-drive modes, awesome steering wheel, key toggle switches are present. Genuinely affordable driving enjoyment.

MINUS:

Does not have the optional dual panoramic roof, no wireless phone charger, no physical rear trunk opener in the boot, the sound system could be further improved, no AndroidAuto connectivity yet. Faux interior carbon finish on door panels could have been better. More powerplants available in other markets.

“The clean design lines of the Empow GE combined with its low stance contributes to an excellent .26 drag coefficient that helps keep the cabin quiet and the engine fuel efficient.”

C! Picks

Excellent Electric Rides

The future is electric! With so many new ones coming out, we asked our editorial team which EV or Hybrid they think is the best

SUBCOMPACT CROSSOVER

Lexus RZ450e

Price — PhP 4,828,000.00

The Lexus RZ450e is significant for several reasons. Not only is it Lexus’ first EV offering in the Philippine market, but it’s also the first EV you can lease in the country, making ownership a breeze. It produces a combined 308 horsepower and 321 lb-ft of torque from two permanent synchronous motors at each end powered by a 96-cell 71.4-kWh lithium-ion battery for a max (claimed) range of 450 kilometers. It accelerates from 0-100 km/h in 5.2 seconds, making it exceptionally fun to drive as well. The peace of mind from its all-wheel drive capability combined with its long list of advanced driver assist features plus Lexus’ renowned reliability makes the Lexus RZ450e an easy recommendation, especially at its asking price.

Toyota Camry 2.5 V HEV

I had the pleasure of driving the vehicle extensively during a shoot several months ago. I can genuinely say that out of all of the vehicles I’ve tested, gas-powered or electric, there hasn’t been a vehicle yet that has come close to the exhilaration of going flat out on a Camry HEV. What I love about it is when you accelerate, you can almost forget it’s even a hybrid; it just turns into this 176 BHP beast that tears up the road like nobody’s business!

And I know what most of you are thinking: “Why not just get a Lexus?” Well, what people fail to realize is that the Camry is its own thing. It’s the original luxury Toyota. Their flagship vehicle. What are you getting from a Lexus that you aren’t already getting in a Camry? That being said, I’ll have you know, some of us actually like rocking the Toyota badge!

Price — PhP 2,417,000.00 WOWIE GO

MANAGING EDITOR

Hyundai Ioniq5

As the number of electric cars continue on an upward spike, the Ioniq 5 by Hyundai stands out as one with the most striking looks. While projecting an SUV-like silhouette, it incorporates radical squared-off lines and sharp angles that instantly catch your attention. Futuristic design cues that would enable it to blend perfectly in any scene from the sci-fi flick Blade Runner.

But those futuristic looks aren’t restricted to the outside, as the interior features a pair of large, high-res LCD screens on the dash and a load of really nice interior appointments. Space is also aplenty as it makes use of a flat floor providing maximum passenger and cargo space.

The Ioniq5 is slated to come in two variants, the Standard Range with a 58kWh battery pack with up to 336kms of range in mixed-use and the Long Range with a larger 77.4kWh pack that can provide up to 458kms of range. Power-wise, it comes with a Permanent Magnet Synchronous electric motor that generates 214 bhp and 350 Nm of torque.

Price — PhP 3,068,000.00 to PhP 3,698,000.00

Zeeho AE8

Price — PhP 209,900.00

With a range of 190 kilometers (claimed), the Zeeho AE8 is the best electric scooter at this price range that is available in the Philippine market to date. It is really a cut above the rest in terms of build quality, running gear, handling, and power. It feels the most conventional among its competitors making the rider feel very confident and comfortable unlike other EVs that feel cumbersome and flimsy like a child's toy. It has very good ergonomics, and has very usable storage space along with high tech features that are unique to the brand. The Zeeho AE8 is simply in a class of its own.

JOHN O. MENDOZA

WHEEL2WHEEL ASSOCIATE EDITOR

ELECTRIC SCOOTER

2023 Mini Cooper S

THE DUALITY OF LIVING LARGE

Ihave to be honest, I’ve always been on the fence about the retro-inspired design movement in cars since it first broke out in the early aughts. Cars like the Ford Mustang, the Volkswagen Beetle, and the Toyota FJ Cruiser were just a little too gimmicky for my liking. So of course, when I was told I’d be experiencing a Mini, I was very much looking forward to finally seeing if the vehicle actually still carries the same kind of spirit as the old version.

Up until the pandemic put everything to a halt, Mini had been inviting dealers, media, car clubs, and a select number of potential customers to a special track day each year that they dubbed the Mini Driving Experience. The most recent edition of the event back in March 2023 was the first since COVID-19, so everyone in attendance was in high spirits as the tradition the brand has held since 2008 resumed once again. A whole day affair, the Mini Driving Experience featured an autocross challenge followed by guided laps on Clark International Speedway, meant to showcase the car’s strengths in both straight-line speed and its agility in tight corners.

Through the tight turns of the autocross course, the Cooper S was incredibly surefooted. Its short wheelbase and low-to-theground, slightly-raked stance made the vehicle a joy to maneuver. There was no secondguessing the throttle response as well as it was quick off the line. But we all know with a length of 3876mm and wheelbase just shy of 2500mm it’s nimbleness was already a foregone conclusion. I suppose where the true test really lies is when they put away the cones and barriers to make way for the track experience. Having just made short work of autocross, I figured that the entirety of the circuit

Words and photos: Wowie Go

is probably where we could really put its turbocharged 2.0 liter 4-cylinder gasoline engine to its paces–which to be honest kind of scared me a bit. Lap after lap the pace got progressively faster, but the Cooper S was as steady as a rock, graciously navigating through the 4.1km circuit with relative ease. With seats that plant your entire body during turns, a steering wheel that facilitates better maneuverability, you can tell the vehicle’s design was done with track days like this in mind. Mini rates the Cooper S to have a top speed of 235 km/h, and it felt like it probably really could, but I wasn’t that crazy. With the

SPECIFICATIONS 2023 Mini Cooper S

Engine: Turbocharged Inline-4

Location: Front, Transverse

Displacement: 1998 cc

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

Max power:

189 bhp @ 5,200 rpm

Max torque:

207 lb-ft @ 1350 rpm

Transmission: 7-Speed DCT

Front suspension:

MacPherson Strut

Rear suspension:

Multi-Link Suspension

Fuel Capacity:

44 liters (11.6 gallons)

Load Capacity: 393 kg

Ground Clearance: 114.3 mm

L x W x H:

3876 mm x 1727 mm x 1414 mm

Wheelbase: 2495 mm

Brakes:

Front and Rear ventilated discs

Wheels: 7Jx17 ET54 Alloy

Tires:

205R17 Hankook Ventus S1 Evo 3

Weight(kerb): 1300 kg (2866 lbs.)

Fuel Mileage:

6.0 L/100 kms. overall

Price as tested:

PhP 3,150,000.00

Plus:

driving experience complete, I was pretty much convinced that the Mini Cooper S was indeed a fun weekend car. But how exactly was it to live with?

Fast forward to several weeks after the event and there I was sitting inside the Mini showroom in BGC, about to drive home a sparkling silver metallic Cooper S to test out for several days. While there, I explored the many different customization options one could have–and believe me there are a lot! Mini claims that you could configure the Cooper 10 million different ways, depending on where you live.

and that zippyness it displayed on the track is absolutely useful for overtaking slowpokes on the highway. There was one noticeable difference I discovered though: the road noise. Perhaps the racing helmet did a masterful job of muffling the noise, but the 205/45/R17 tires mounted to the vehicle may have been a bit too thin for my ear’s enjoyment as there’s a fair amount of rumble present when driving the Cooper S.

Plus:

Dashing good looks, infinite customization, exceptional acceleration and handling, and premium materials all throughout

A strong replacement for the discontinued MKC model. Core Lincoln luxury charm intact, efficient, great 14-speaker Revel audio system, rich standard features, wellrounded and good looking.

Minus:

Minus:

Cramped backseat, louder-than-normal road noise, and its radio is difficult to navigate

Pre-facelift model. Pricey. GUI of the instrument screen could be improved further and offer more user configurability. Ride can be harsh and choppy at times. Could use a bit more thrust and more standout features.

Taking delivery of the vehicle and sitting in it without a bulky old helmet on my head, what I can say for sure is that while people might hem and haw at buying a Mini because of its steep price point (the Cooper S starts at an eyewatering Php 3,150,000), I finally understand why it is. For starters, nothing in the car feels skimped-out. Everything from the buttons on the steering wheel to the aircraft-inspired, chrome-plated switches feel premium, heavy, and solid. Inside and out, it was well thoughtout and executed and nearly every surface in the vehicle was either lined, padded, or adorned with textured material.

It has to be said though that the vehicle is far from a practical purchase. The backseat is as cramped as a 2+2, even though it’s still as wellappointed as the front seats with speakers and cup holders on either side. While over at the trunk, it’s pretty much par for the course for a small hatchback, with a space of 211 Liters, just large enough to fit several small bags for an overnight trip. But come on, let’s not kid ourselves. You didn’t buy the Cooper S to buy groceries and pick up your kid’s soccer team, did you?

RATING 9/10

RATING 8.5/10

Another reason why I think the Cooper S is justifiably expensive is the fact that it very much translates its track experience on the streets incredibly well. It’s very agile and easy to maneuver and park in tight spaces

After driving the Mini Cooper S on the track and on the road, I can honestly say I’ve developed a whole new appreciation for the vehicle. One of the biggest takeaways I have from the entire experience is that in order to truly call a vehicle “fun,” enjoyable driving must come naturally. And the Mini Cooper S, much like its 60-year-old predecessor, the car just has it in spades. It has this ineffable cool factor that can put a smile on even the most cynical of car enthusiasts, yours truly included.

2023 Ford Territory Titanium vs 2023 Jetour Dashing

A Compact Crossover Comparo

Words: Chris Van Hoven Photos: Author and Andréas N. Delos Reyes

Gone are the days when the most heated battles in the automotive industry belonged to either the smallest cars in the market (Toyota Wigo, Mitsubishi Mirage), or the most robust (Toyota Fortuner, Mitsubishi Montero Sport). As the market began to gravitate away from affordable smaller compacts to look for vehicles with added safety, passenger space, and luggage capacity, the pickup-based SUVs simultaneously priced themselves to be a bit out of reach for some, with the most affordable options beginning above the PhP 1.6-million mark, going all the way up to PhP 2.6-million for top-of-the-line models. The most logical choice is something that sits nicely in between — the compact crossover — a segment that has seen a resurgence with the influx of attractive offerings from Chinese manufacturers. Compact crossovers combine the best of both worlds — interior space, luggage capacity, added safety, and ride comfort — while still remaining at reasonable prices, usually below the PhP 1.5-million mark.

Two of the newest entries to this segment are the 2023 Ford Territory (in its Titanium, non “X” variant) and the 2023 Jetour Dashing, two very similarly priced compact crossovers that offer very different experiences. Jetour is a relatively new brand, launched in 2018 under the Chery umbrella, while the newgeneration Territory is built under Ford’s joint venture with Jiangling Motors Corporation. We’re here to break down the differences and analyze their pros and cons to find out which one is for you.

DESIGN AND EXTERIOR

There’s no question that the Jetour Dashing turns heads. Its stylish and modern design is instantly the first thing people notice, and the first thing that people will talk about. With its sleek lines, sportscar-like headlights, and a distinctive front grille, it exudes an air of sophistication while maintaining a sporty appeal. Door handles are integrated into the door itself, riding on the electric car trend where you have to push the handle inwards before you have something to hold on to.

While the Jetour Dashing incorporates a futuristic-forward look, the Ford Territory Titanium features a more “classic” SUV design, showcasing a more robust and burlier exterior, featuring a bold front fascia and muscular wheel arches. The Jetour Dashing is slightly smaller overall, measuring a length

of 4,590mm, width of 1,900mm, and height of 1,685 with a wheelbase of 2,720mm compared to the Ford Territory coming in with a length of 4,630mm, width of 1,935mm, and height of 1,706mm and an insignificantly longer wheelbase at 2,726mm. The Jetour Dashing sits on 235/55 R19 tires on 19-inch wheels, while the Ford Territory Titanium rides on smaller 235/55 R18 tires on 18-inch alloys. The Jetour Dashing offers a ground clearance of 160mm which is in line with its sporty nature, while the Ford Territory Titanium enjoys a higher ground clearance of 190mm, which suits its more “rugged” motif. Both offer ventilated disc brakes up front and solid disc brakes at the rear. Both crossovers offer an impressive road presence, but the choice for which design is better ultimately boils down to personal taste: sleek and modern for the Jetour Dashing, tough and muscular for the Ford Territory.

INTERIOR COMFORT AND FEATURES

The Jetour Dashing’s sporty aesthetic is carried over to its interior, with bright red accents abundant throughout the cabin. The Jetour Dashing’s cockpit looks like something you’d see in a sci-fi movie, with futuristic ambient lighting, and highly supportive front seats that offer electrical six-direction adjustments for the driver and four-direction adjustments for the passenger (with seat heating, and seat ventilation to boot). A gigantic 12.8-inch touchscreen at the center of the dash doesn’t just control infotainment duties, but it can be used to control pretty much all of the car’s functions, from exterior lighting and air-conditioning, to opening and closing the panoramic moonroof. True to its high-tech theme, it has an impressive amount of USB sockets to plug your gadgets into — 5 in total — including a high powered 60W USB-C

socket that’s strong enough to power smaller laptops. The center console includes a 40W fast-charging wireless charger for mobile phones that support it. Two 12V sockets are available as well. The instrument cluster is completely digital and seamlessly integrated, where you’ll find the usual bevy of information. Given the Dashing’s slightly smaller dimensions, the 2nd row remains surprisingly roomy, with the middle passenger enjoying his own headrest as well. Rear vents keep 2nd row passengers cool while another USB-A port keeps their gadgets charged. 6 speakers are present here, which is the same number found in the Territory.

The Ford Territory’s cabin is a lot more traditional than the Jetour Dashing’s approach in the sense that it follows the “if it ain’t broke, don’t fix it” philosophy. The best description would be that it’s an upgrade over

the last generation Territory but doesn’t try to get too crazy with high-tech features in the way the Dashing does. And while it doesn’t have the Dashing’s long list of tech features, the cabin does feel slightly better built overall. The doors are weighty, and NVH isolation is slightly better with the Territory. The driver and front passenger seats are also supportive, but don’t have the same side bolstering the Jetour Dashing does. The driver does get 10-way adjustments though, making it easier to find a comfortable driving position. The Territory’s 2nd row is quite similar to the Dashing’s. It’s equally roomy, with the middle passenger given his own headrest. Air-conditioning vents are also present, with a single USB-A socket available for use. In terms of available charging ports, the Territory

2023 Ford Territory Titanium

Price: PhP 1,399,000.00

Displacement: 1499 cc

Max power: 158 hp @ 5400-5700 rpm

Max torque: 183 lb-ft @ 1500-3500 rpm 0-100 km/h: 9.7 sec.

Transmission: 7-speed automatic

Fuel Mileage: 9.4 km/L (overall)

L x W x H: 4630mm x 1935mm x 1706mm

Wheelbase: 2726 mm

2023 Jetour Dashing

Price: PhP 1,329,000.00

Displacement: 1498 cc

Max power: 154 hp @ 5500 rpm

Max torque: 170 lb-ft @1750-4000 rpm

0-100 km/h: 9.4 sec.

Transmission: 6-speed wet dual clutch

Fuel Mileage: 10.2 km/L (overall)

L x W x H:

4590mm x 1900mm x 1685mm

Wheelbase: 2720 mm

comes short, with only one 12V socket and a total of three USB sockets available (1 Type-C and 2 Type-A). The Territory comes with a wireless charger as well, nestled directly below the large 12-inch infotainment screen. This screen is directly connected to the 7-inch instrument cluster, which gives the Territory a cleaner looking cabin. Like the Dashing, the Territory’s 2nd row seats fold in a 60/40 split, which allows for larger and more versatile cargo loading. If you’re the type who loves the view a panoramic moonroof brings, you’re out of luck with the Ford Territory Titanium, as the panoramic moonroof is exclusive to the Titanium X variant.

PERFORMANCE AND POWERTRAIN

On paper, the Jetour Dashing and Ford

Territory are evenly matched. The Jetour Dashing is propelled by a 1.5-liter turbocharged engine that produces 154 hp and 170 lb-ft of torque mated to a 6-speed wet dual clutch transmission. The Ford Territory features a slightly more powerful 1.5-liter turbocharged EcoBoost engine, with a max output of 158 hp and 183 lb-ft of torque mated to a 7-speed automatic gearbox. But given the Territory’s larger dimensions and heavier frame, their power-to-weight ratio is remarkably close. That’s where the similarities end, however, as both perform rather differently. The Jetour Dashing is a lot more eager to please, offering a jolt of power from early in the rev range. The Ford Territory is more linear with its power delivery, which offers a calmer, smoother pace as opposed to the more thrilling thrust from the Dashing. Once they get going, both cars perform admirably well, easily handling overtaking duties at speed with no apparent gear hunting from either.

SAFETY AND TECHNOLOGY

Both cars feature driver, passenger, curtain, and side airbags, but that’s where the similarities end, as the Jetour Dashing has a much more comprehensive safety suite. The Dashing features a complete list of advanced driver assists that are lacking in this variant of the Territory, including rear side collision alert, lane departure warning, forward collision warning, and automatic emergency braking. The Territory has these too, but you’ll have to spend more to get them as they’re available on the higher Titanium X variant.

PRICING AND VALUE FOR MONEY

The Jetour Dashing is priced at PhP 1,329,000, while the Ford Territory Titanium is priced slightly higher at PhP 1,399,000. The Territory comes with a 5-year warranty that you can extend to 7-years and 250,000 kilometers, while the Jetour Dashing comes with a 6-year unlimited mileage warranty, with a 10 year warranty on the engine. Similarly priced, the Ford Territory Titanium and Jetour Dashing trade punches in different areas, with one excelling in aspects where the other doesn’t. Whether you prefer the futuristic theme the Dashing brings, as well as its sportier more aggressive styling, futuristic interior, superior safety features and a longer list of gadgets, or the Ford Territory’s solid build quality, quieter ride, and more muscular styling, both remain great options in the segment.

Punching Demurely Above its Weight 2023

Words: Kevin C. Limjoco

Photos:

Author, Ashley L. Limjoco, and Karina Mercado-Erlichson

Lincoln Corsair Grand Touring III

The last Lincoln that we tested was back in late 2019 with the pre-pandemic 2020 model year Navigator Black Label 4x4 in the West Coast, in Northern California. This time around, post-pandemic, we got to review Lincoln’s latest pre-facelifted all-new Corsair luxury compact crossover on the East Coast in New York and Connecticut thanks to the fabulous Anika Salceda-Wycoco, Lincoln’s Communications Manager, and New York Press Fleet Manager Mary Beth Childs. There is a face-lifted model coming soon to the US and China markets within the year. After over 590 kilometers (370+ miles) of testing in two states and a free full-charge of the plug-in battery at the Sonesta White Plains Hotel parking lot, the top-spec Lincoln Corsair Grand Touring III in Whisper Blue exterior paint with Smoked Truffle premium leather interior trim and Paldao Wood appliqué, serviced 5 full days of normal everyday driving. The extra 50-kilometers of pure EV range was particularly helpful within the city while the intelligent hybrid system would manage power delivery to all corners seamlessly. The more potent non-hybrid 2.3-liter turbocharged powerplant is no longer offered so the only other available engine is the ubiquitous 2.0-liter turbo shared with other Ford models that still produces a potent 250 bhp with 275 lb-ft of torque mated to an 8-speed automatic gearbox with paddleshifts on the steering wheel and can also be optioned with adaptive suspension and AWD with either the standard or reserve variants at different levels of packaging.

For optimal packaging with the most standard equipment focused on fuel efficiency and luxury however, the Grand Touring variant is the way to go. Though there are obvious equipment familiarities with their Ford brethren, Lincoln always have key core nuances that define the pedigree and distinguishes their shared models. For example, the rear drive for the Grand Touring AWD system is purely electric powered, and the transmission controls on the Corsairs are managed by “Paino Key” buttons underneath the central infotainment system.

The Corsair test unit was perfect for my visit to New York to witness my eldest daughter’s graduation from SUNY Purchase College and help her move out from her dorm on campus to her new apartment in Brooklyn. It was also a lovely carriage to bring my daughters along to visit family in Connecticut where we dined at one of the best French restaurants that I have ever experienced in North America, the Chez Vous Bistro, the creation of Executive Chef-Owner Erik James Erlichson. The fabulous dining extravaganza is located in an elegant pre-war stone building at 188 Bedford Street on the corner of Spring Street. It’s a contemporary French Bistro with a bar, two dining rooms, and offers outdoor seating (from late spring to early fall). Its Mediterranean colors and hand-painted

wooden tables create an alluring, casual atmosphere while the food is authentic and absolutely delicious. I highly recommend it, Chez Vous Bistro makes considerably more famous and more expensive French restaurants found in the US pale in comparison.

For Lincoln fans, the Corsair tested here with the full collection III packaging, is a compelling luxury compact crossover that drives like a slightly raised wagon with all-weather traction. Dynamically, it performs better than expected but not at the same performance levels as its direct premium competition, and that is alright because it has its own unique personality and rewards its occupants with a pleasant environment complemented by a massive panoramic moonroof, exceptional Revel 14-speaker audio, nicely applied materials, and a fairly plush ride thanks to the adaptive suspension and well-designed seats. However, from time to time, though not often, when the road surfaces were not close to perfect, the 20-inch rolling stock would emit some sharp knocks and some harshness did get through more than I thought it should. The composure remained intact and the Corsair would settle swiftly. The brakes were good and easy to modulate and they functioned nowhere near as wooden as many other Hybrids still do thanks in most part to the regenerative functions of some systems.

The Corsair Grand Touring model adds roughly 600 pounds over the non-hybrid models so the modest 165 bhp Atkinson-cycle 2.5-liter inline-four really needs the two synchronous electric motors on both ends powered by a 14.4-kWh lithium-ion battery pack to blend total produced power to 266 bhp to overcome the weight and drive well. It may not be as quick off the line as its more affordable stablemates nor as fast, but it is more refined, fuller featured, and more environmentallykeen. On the practical side, it is plenty quick when it does matter for passing and energetic maneuvers in the mid-range which is more realistic and much welcomed. The AWD system works efficiently and automatically without any driver intervention but the system is not engineered for heavy duty off-roading or deepwater fording, instead it functions for maximum road traction in real-world weather conditions.

The dual exhaust system looks great and thankfully it performs without being obnoxious at all, perhaps even too quiet. With 6 available drive modes, two being dedicated to EV use, you can change the driving behavior of the Corsair to suit your needs. In the Preserve EV mode, you can maintain the battery's charge for later use by engaging it to linearly draw from the regenerative braking to trickle recharge the pack by keeping the engine running more often. When the battery is depleted, it would take approximately 10 to 11 hours to recharge via a standard USA 110-volt outlet and three to four hours from a 240-volt wall outlet like what we have in the Philippines.

The Lincoln Corsair Grand Touring uses a 12.3-inch digital instrument cluster combined with a crisp central 13.2-inch touchscreen with Calm View infotainment control system, SYNC® 4 Enhanced Voice Recognition, and Head-Up Display. It had a wireless smartphone charger, multiple USB ports, both Apple and Android connectivity, active noise control, ambient lighting, full-LED lighting, and so much more. When cruising on the motorway, the hands-free ActiveGlide 1.2 prompt will popup on the instrument panel when it recognizes a qualified route out of the more than 100,000 miles of qualified divided U.S highways.

There is certainly a lot of goodness in the all-new Lincoln Corsair Gran Touring PHEV. It has a cornucopia of standard and optional equipment that surely would satisfy many consumers looking for an alternative luxury crossover. Its biggest hurdle, though, is the retail price which can be really steep for its size and dynamic performance, especially when optioned out. It is distinctive and fairly unique but the price tag would be a very significant conundrum for buyers who may not appreciate the brand and its efforts to deliver despite it being a genuinely well-put-together product.

SPECIFICATIONS

2023 Lincoln Corsair Grand Touring III

Engine: Inline-4

Location: Front, Transverse

Displacement: 2488 cc

Cylinder block: Sand Cast Aluminum

Cylinder head: Sand Cast Aluminum, DOHC, 4 valves per cylinder, i-VCT

Fuel Injection: Sequential Port Injection, Atkinsoncycle, 129 hp front (96 kW) and 67 hp rear (50 kW), 266 bhp (total power combined), Dual Permanent-magnet synchronous AC motors, 14.4-kWh Lithium-ion battery pack. Normal, Conserve, Excite, Slippery, Pure EV, and Preserve EV drive modes.

Max power: 165 bhp @ 6250 rpm

Max torque: 155 lb-ft @ 4500 rpm

Transmission: eCVT, Intelligent All-Wheel Drive, Primarily Front Wheel Driven

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

Rear suspension: Independent Multi-link, coil springs with Adaptive dampers and anti-roll bar.

Fuel Capacity: 42 liters (11.1 gallons)

Ground Clearance: 173 mm

Load Capacity: 762 liters with second row fixed, 1491 liters with second row folded.

L x W x H: 4608 mm x 1887 mm x 1621 mm

Wheelbase: 2710 mm

Brakes: Front 13-inch (330 mm) ventilated discs with dual-piston calipers / Rear 11.8-inch (300 mm) solid discs with single-piston calipers, ABS, AdvanceTrac® with Roll Stability Control™, Regenerative, Brake

Actuated Limited Slip Differential, Brake Assist, Hill Hold Control, Electric Parking Brake, Lincoln Co-Pilot360

2.1™ Drive Safety Suite, ActiveGlide 1.2, and Active Park Assist 2.0.

Wheels: 20”x 8J Multi-spoke Two-Tone Machined Aluminum Alloys

Tires: P245/45R20 99V Continental CrossContact

LX Sport

Weight(kerb): 2006 kg. (4414 lbs.)

0-100 km/h (0-62 mph): 7.2 seconds

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

Fuel Mileage: 32 mpg City / 34 mpg Highway, 78 MPGe (7.1 L/100km overall), 50-kilometer (28-mile) Pure EV Range.

Price as tested: US$ 65,970.00

Plus:

A strong replacement for the discontinued MKC model. Core Lincoln luxury charm intact, efficient, great 14-speaker Revel audio system, rich standard features, wellrounded and good looking.

Minus:

Pre-facelift model. Pricey. GUI of the instrument screen could be improved further and offer more user configurability. Ride can be harsh and choppy at times. Could use a bit more thrust and more standout features.

RATING 8.5/10

Compact, Capable, and Competitive

Chris

Analyzing the Honda BR-V, Hyundai Stargazer, Mitsubishi Xpander Cross, Toyota Veloz, and GAC GN6

Compact people movers are on the rise, and with good reason. Affordable and highly versatile, they provide an answer to one of the country’s most-asked automotive questions: “What’s a good family car to get?”. We’ve looked at offerings from four of the newest contenders in the segment, plus one wildcard, to see how they all stack up against each other.

Words:

Van Hoven

Photos: Isabel N. Delos Reyes and Andréas N. Delos Reyes

2023 Honda BR-V 1.5 VX

The 2023 Honda BR-V perfectly blends power, functionality, and efficiency. Standing at the higher end of the price spectrum at PhP 1,390,000, the BR-V makes a statement with its highestin-class 120 bhp power output, offering a rev-happy experience that automotive enthusiasts will appreciate. The ride quality is further enhanced by its Continuously Variable Transmission (CVT), which ensures a seamless and smooth driving experience, eliminating the abruptness often felt with traditional gear changes.

The combination of its updated DOHC engine and CVT gearbox achieved an impressive 24.6 km/L overall fuel consumption, making the BR-V a great choice for those thinking about going on long journeys, significantly reducing fuel costs and frequency of refueling. This impressive efficiency doesn’t compromise the vehicle's capability, as the 207mm ground clearance ensures it remains unperturbed during softroad excursions or when tackling city potholes. However, despite these impressive features, Honda falls slightly short with the BR-V’s warranty. The provision of only three years or 100,000 kilometers feels less generous compared to competitors, especially considering the vehicle's price point. But the one shining star on the BR-V’s cap is its Honda Sensing feature suite, which gives it adaptive cruise control, auto high beam on, lead car departure notifications, collision mitigation braking, lane keeping assist, and lane departure warning, giving it a significant step above the competition.

▲ The all-new 2023 Honda BR-V is a significant improvement over it's predecessor, with better equipment, a more capable powertrain, and more interior room.

▲ The BR-V's 7-inch touchscreen features Android Auto and Apple CarPlay connectivity across all variants.

⊳ 215/55/R17 tires are used from the S CVT variant all the way to the VX variant.

⊲ Don't let its similar output figures from the last model fool you. The 2023 BR-V's engine is an upgrade in many significant ways.

2023 Hyundai Stargazer GLS Premium

he Hyundai Stargazer GLS

TPremium subtly embodies Hyundai's commitment to providing great value, reliability, and assurance of durability. While its power output of 114 bhp @ 6,300 rpm and 106 lb-ft torque @ 4,500 rpm may seem modest, especially when compared to the Honda BR-V, it delivers a balanced performance that should meet the needs of most urban drivers.

However, Hyundai's dedication to customer satisfaction sets the Stargazer apart, as demonstrated by an industry-leading warranty period of five years or 200,000 kilometers. This extended coverage provides an extra layer of confidence and peace of mind for longterm owners. Hyundai's robust reputation is reflected in the Stargazer's build, promising years of hassle-free ownership. Though its fuel economy of 16.4 km/L and a ground clearance of 185mm are fairly average, the Stargazer's reliability and warranty make it a worthy contender in the segment. And like the BR-V, the Stargazer also comes with a comprehensive list of driver technologies thanks to Hyundai’s SmartSense. This feature's suite provides the Stargazer with forward collision mitigation, lane following assist, high beam assist, lane keeping assist, blind spot collision avoidance assist, and rear cross-traffic collision avoidance assist, which makes its price of PhP 1,288,000 even more reasonable.

▲ Whether you love Hyundai's design language or not, Hyundai's H-Signature tail lights are certainly eye-catching.

▲ The Stargazer's 8-inch touchscreen supports Apple CarPlay and Android Auto.

▲ The Hyundai Stargazer features the longest wheelbase in its class.

2023 Mitsubishi Xpander Cross

Priced at PhP 1,328,000, the Mitsubishi Xpander Cross is the jack-of-all-trades champion. Although the vehicle's power output – 103 bhp @ 6,000 rpm and torque of 104 lb-ft @ 4,000 rpm – may not be its standout feature, the Xpander Cross is far from a disappointing option.

Where the vehicle genuinely shines is in its ability to tackle the beaten path. With a segment-leading ground clearance of 225mm, the Xpander Cross is more than capable of navigating harsh terrains, making it an ideal choice for families that relish the occasional adventure. Despite its rugged capability, the Xpander Cross does not compromise on comfort or modern aesthetics, maintaining a pleasant exterior and interior appearance that matches its more urban-focused competitors.

However, its 4-speed automatic transmission and a fuel economy of 15.67 km/L may be areas of concern for those seeking the latest transmission technology or higher fuel efficiency. It also needs a serious update regarding its safety features, as its complement of just two airbags falls behind its competitors. Its warranty is standard for the segment, offering three years or 100,000 kilometers of coverage.

▲ With its built-in roof rails, wide, muscular wheel arches, and tall stance, the Xpander Cross is the most rugged looking among its classmates.

2023 Toyota Veloz 1.5V

The 2023 Toyota Veloz 1.5V is the budget-friendly warrior of this lot. With a price tag of PhP 1,250,000, it is the least expensive among these vehicles, but it certainly does not fall short on the performance or features front. With a respectable (for this bunch) power output of 105 bhp @ 6,000 rpm and torque of 102 lb-ft @ 4,200 rpm, the Veloz 1.5V carries the nearinvincible Toyota badge as its shield.

Toyota's famed reliability is coupled with a Continuously Variable Transmission (CVT), providing smooth gear shifts and an enjoyable driving experience. The Veloz 1.5V is also quite efficient, with a fuel economy of 18.1 km/L, making it a cost-effective choice for those looking for long-term savings.

Safety is an area where the Veloz 1.5V stands out from the competition. It features four-wheel disc brakes, a relatively rare feature in this segment, which enhances the stopping power and provides better control, ensuring a safer drive in varying conditions.

Despite these features, its ground clearance of 190mm may not satisfy those looking for a bit of clearance to avoid rocks and other obstacles on rougher roads. While average, the warranty coverage of three years or 100,000 kilometers does not detract from the overall value proposition of the Veloz 1.5V. It’s a Toyota, after all.

▲ The Toyota Veloz comes with disc brakes all around, which is something it leads the pack in.

▲ The top-of-the-line Veloz 1.5V comes with an impressively large 9-inch touchscreen with Android Auto and Apple CarPlay connectivity.

▲ Large air vents at the rear ensure that all passengers stay cool, with their own manual controls.

2023 GAC GN6 GE

As the wildcard of this comparo, we decided to throw in an offering that’s similarly priced as the rest on this list while still satisfying many of the needs that people eyeing this segment are looking for. The GAC GN6 GE, retailing at PhP 1,350,000, is a testament to the fact that lesser-known brands can deliver great surprises. With an eye-popping horsepower of 169 bhp @ 5,000 rpm and a torque of 195 lb-ft, the GN6 GE leads the pack in terms of power output, promising an exhilarating drive.

The vehicle's 6-speed automatic transmission provides a more dynamic and engaging driving experience compared to the CVTs found in most competitors. This transmission setup provides better acceleration, smoother highway cruising, and a better sense of control with fixed gear ratios.

The GN6 GE offers a generous ground clearance of 205mm, making it versatile for both city driving and occasional rough road excursions. However, this power and capability come at the cost of fuel efficiency, as it offers a less impressive 9.5 km/L. Despite the relatively high curb weight of 1,615 kg, if power and comfort on the road are what you seek, the GAC GN6 GE should be on your shortlist.

Its warranty coverage of 5 years or 150,000 kilometers shows GAC's confidence in their product and offers reassurance to potential buyers about the product's durability.

▲ Its 8-inch screen is nice and sharp, but no Android Auto connectivity unfortunately.

▲

While not technically a part of this segment due to its larger size, the GN6 is priced similarly, making it difficult to ignore considering its features.

2023 Honda BR-V 1.5 VX

Price: PhP 1,390,000.00

Displacement: 1498 cc

Max power: 120 bhp @ 6600 rpm

Max torque: 107 lb-ft @ 4300 rpm

0-100 km/h: 10.6 sec.

Transmission: CVT

Fuel Mileage: 24.6 km/L (overall)

L x W x H (mm):

4490 x 1780 x 1685

Wheelbase: 2700 mm

Ground Clearance: 207 mm

Curb Weight: 1298 kg

Front Suspension:

Independent, MacPherson Strut

Rear Suspension:

Torsion Beam Axle

Front Brakes: Vented Disc

Rear Brakes: Drum

Warranty: 3 years / 100,000 kilometers

2023 Hyundai Stargazer GLS Premium

Price: PhP 1,288,000.00

Displacement: 1497 cc

Max power: 114 bhp @ 6300 rpm

Max torque: 106 lb-ft @ 4500 rpm

0-100 km/h: 11.3 sec.

Transmission: CVT

Fuel Mileage: 16.4 km/L (overall)

L x W x H (mm): 4460 x 1780 x 1695

Wheelbase: 2780 mm

Ground Clearance: 185 mm

Curb Weight: 1272 kg

Front Suspension: Independent, MacPherson Strut

Rear Suspension: Torsion Beam Axle

Front Brakes: Vented Disc

Rear Brakes: Drum

Warranty: 5 years / 200,000 kilometers

While each of these vehicles comes with its unique strengths and drawbacks, they all offer compelling choices in the compact MPV segment. The final choice would ultimately depend on individual preferences regarding power, efficiency, price, and brand reputation. Whether it's the power and efficiency of the BR-V, the reliability promise of the Stargazer, the rough road prowess of the Xpander Cross, the affordability of the Veloz, or the powerful performance, space, and comfort of the GN6, there is something for everyone in this lineup. For a more in-depth comparison, our online Buyer’s Guide offers a helpful tool for comparing these cars spec-for-spec. Be sure to check it out on our website.

2023 Mitsubishi Xpander Cross

Price: PhP 1,328,000.00

Displacement: 1499 cc

Max power: 103 bhp @ 6300 rpm

Max torque: 104 lb-ft @ 4000 rpm

0-100 km/h: 11.4 sec.

Transmission: 4-speed AT

Fuel Mileage: 15.67 km/L (overall)

L x W x H (mm): 4595 x 1790 x 1750

Wheelbase: 2775 mm

Ground Clearance: 225 mm

Curb Weight: 1260 kg

Front Suspension: Independent, MacPherson Strut

Rear Suspension: Torsion Beam Axle

Front Brakes: Vented Disc

Rear Brakes: Drum

Warranty: 3 years / 100,000 kilometers

2023 Toyota

Veloz 1.5V

Price:

2023 GAC

Price: PhP 1,350,000.00

Displacement: 1495 cc Max power: 169 bhp @ 5000 rpm

Max torque: 195 lb-ft @ 1700-4000 rpm 0-100 km/h: 9.8 sec.

Transmission: 6-speed AT

Fuel Mileage: 13.5 km/L (overall) L x W x H (mm): 4780 x 1860 x 1730

Wheelbase: 2750 mm

Ground Clearance: 190 mm

Curb Weight: 1140 kg

Front Suspension: Independent, MacPherson Strut

Rear Suspension: Torsion Beam Axle

Front Brakes: Vented Disc

Rear Brakes: Disc

Warranty: 3 years / 100,000 kilometers

Wheelbase: 2810 mm

Ground Clearance: 205 mm

Curb Weight: 1615 kg

Front Suspension: Independent, MacPherson Strut

Rear Suspension: Twist-Beam Axle

Front Brakes: Vented Disc

Rear Brakes: Disc

Warranty: 5 years / 150,000 kilometers

GN6 GE

“There is something for everyone in this lineup.”

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 MAZDA BT-50

THE UNCONVENTIONAL DETAILER SOLUTION

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes and Carbon Detailing Studio Staff

We continue our extended Mazda BT-50 4x4 long-term testing with a complete detailing of the exterior and interior using the exemplary services of the Carbon Detailing Studio found in Bloc 10, Filinvest, Alabang. With a healthy selection of high-quality detailers found throughout our archipelago, we honed in on the very compelling premium workshop located right next to the very popular Karrera Café situated across the 15-storey academic building of the Far Eastern University Alabang campus. The Karrera Café rounds out a very unique automotive consumer/enthusiast service solution found in the South of Manila that also includes the AM4X4 custom off-road out-fitters with the climate-controlled Carbon Detailing Studio.

Since we took delivery of the all-new 2022 Mazda BT-50 4x4 long-term test unit in Gun Blue Metallic back in the 4th of July 2022 with a factory set 18-kilometers on the odometer, we have traveled 6,350 kilometers within the island of Luzon. The furthest north we have traveled so far was in Lake Tabeyo near the hamlet of Tinaleb in Benquet. The furthest northwest of the island was in the outskirts of Porac, Pampanga near Haduan falls where the Japanese mini-series Angel Flight location shoot was filmed, followed by a nice family adventure in Camaya Coast in Bataan near Mount Mariveles. The furthest travels south of Luzon has been in Calatagan in Balayan Bay and in Laiya, in San Juan, both in my home province of Batangas.

With these exploratory adventures accomplished, the Mazda BT-50 has earned a few light scratches on the exterior paint despite very careful traversing. It is inevitable. A random bamboo branch flung by a strong gust of wind or a bushel of sharp Bougainvillea along a narrow country artery could easily leave its mark. So, with enough of these tiny organic nicks combined with a few pronounced hand arts from bored vagrants when the vehicle is stoically minding its own business in a parking lot, we needed to address them before they somehow encouraged further unsightly weathering.

You can’t help but notice the autoart being worked on in full public display when you either visit the Café or simply drive past the Carbon Detailing Studio on the way to the Palms Country Club. The workers look like artisans methodically resurrecting an automotive art piece in a climate-controlled environment for optimal workmanship with the least possible decontamination.

The Carbon Detailing Studio is also found in Makati in the Bridgestone Tire Service Center outside of Dasmariñas village at 2293 Chino Roces Avenue. Carbon is a specialty automotive studio that specializes in automotive film installation, coating, and professional detailing. Carbon is continuing what the original company, Titan Motorwerks, started. Titan’s over a decade-long track record of film installation has been much improved with expanded services and overall enhanced quality under the Carbon team. They are the Philippine distributors of the long lasting and heavy-duty USA-made DuraShield paint protection film (PPF) and SolShield IR ceramic tint. Other services include; Ceramic coating, luxury detailing, car care, and ceramic car wash. Driving into the facility was a breeze, literally entering from the main Bloc 10

driveway. The warm and very courteous Carbon Team that worked on our C! Fastfleet Mazda BT-50 was Teresa M. Petalcorin, Andie Anthiny M. Maceda, Marlon A. Atienza, Jocelyn R. De Guzman, Michael Alexis Castillon, and Jacquiline Pajaron. Each team member contributed to the final result. For maximum effectivity of the service, we left the pickup truck for a whole week while we observed the progress of the team several times a day as we drove by. The extra time is critical for curing purposes. The very first thing they did was thoroughly clean both the exterior and interior inside of the facility so that it would be at its best without debris or contaminants before each stage would be accomplished. The last thing anyone would want is to trap dirt and grime within the seals.

With the Carbon team working in an almost clinical environment, combined with optimal lighting and materials, consumers are guaranteed to receive the best service solution, however there is literally a heightened price for this methodical attention to detail. Only with actively observing the process in person and with the final end result would one truly appreciate the lasting difference of applying the extra measures.

"With the Carbon team working in an almost clinical environment, combined with optimal lighting and materials, consumers are guaranteed to receive the best service solution"

The scope of work done on the Mazda BT-50 is as follows with the corresponding costs:

• Full detailing and panel preparation for applications of PPF and ceramic coating.

• Multi-layer Dquartz Diamond-infused ceramic coating on all paint and chrome.

• Cquartz Professional Ceramic coating on all glass and all PPF.

Total PhP 70,000.00

• DuraShield PPF Application on front bumper, upper section of the bumper, and tailgate.

Total PhP 70,000.00

• DuraShield PPF on door handle cup recesses @ PhP 1,500.00 per area.

Total PhP 6,000.00

• DuraShield PPF on interior piano black trim on door window panels and gearshift center console.

Total PhP 7,000.00

• The grand total: PhP 153,000.00 for the Carbon Service done on the Mazda BT-50 4x4.

Yes, that is an eye-watering amount for general common paint treatment, but the Carbon Detailing Studio is not a conventional detailer solution provider either. They exist to serve the premium and classic/vintage vehicle markets that may need the extra paint solutions to enhance as well as protect their investments. The end result when we picked up the “Carbonized” Mazda BT-50 was an overall authentic showroom appearance that actually livened up the Gun Blue Metallic paint. The BT-50 long-termer is now even easier to maintain its good looks while being even more resistant to general use on-road and off-road. We highly recommend the treatment and we are very pleased with the results.

SPECIFICATIONS

2023 Mazda BT-50 4x4 (Long-Termer Update)

Engine: Inline-4

Location: Front Semi-Midship, Longitudinal

Displacement: 2999 cc

Cylinder block: Cast Iron upper with induction-hardened cylinder bores, Cast aluminum lower

Cylinder head: Isuzu-patented Special Cast Aluminum, DOHC, 4 valves per cylinder, Variable Swirl System

Fuel Injection: Direct Commonrail Fuel Injection, Intercooled Variable Geometry (VGS) Turbodiesel

Max power: 188 bhp @ 3600 rpm

Max torque: 332 lb-ft @ 1600-2600 rpm

Transmission: Aisin AWR6B45 II 6-speed with sequential shift and brake shift lock electronically controlled, tri-mode with fuel-saving lock-up torque converter on gears 3, 4, 5 and 6. Primarily rear-wheel driven. 4×4 System: “Terrain Command” control with ‘shift on the fly’ 2-high↔4-high selection at up to 100 km/h & 4-low. Rear Differential Lock.

Front suspension: Independent double wishbone, highride, coil springs, gas shock absorbers, anti-roll bar.

Rear suspension: Heavy Duty Solid-axle alloy-steel over slung long-span semi-elliptic 3-leaf springs; gas shock absorbers.

Fuel Capacity: 76 liters (20 gallons)

Ground Clearance: 240 mm

Wading Depth: 800 mm

Approach Angle: 30.4 degrees

Departure Angle: 24.2 degrees

Ramp-over angle: 23.8 degrees

L x W x H: 5280 mm x 1870 mm x 1810 mm

Wheelbase: 3125 mm

Brakes: Front 12.6-inch (320 mm) ventilated discs with 2-piston calipers / Rear 11.6-inch (295 mm) drums, ABS, TCS, EBD, ESC, EBA, AEB, HAS, HDC, Misacceleration

Mitigation and Turn-Assist.

Wheels: 18” x 7.5J Multi-spoke Brilliant Black with Machined Finish Aluminum Alloys.

Tires: P265/60R18 110H Dunlop Grandtrek AT25

Weight(kerb): 2130 kg. (4686 lbs.)

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

Top Speed (mph): 196 km/h (123 mph)

Fuel Mileage: 7.9L/100km Overall

Price as tested: PhP 1,790,000.00 (Pangolin II Edition 4x4 AT variant: PhP 1,858,000.00, 4x2 AT variant: PhP 1,430,000.00 and 4x2 MT variant: PhP 1,390,000.00) in

Gun Blue Metallic

Plus:

Superior to its predecessor, best looking pick-up from the front with the most refined overall interior, very full-featured, paired expertly with its Isuzu twin, Mazda’s brilliant free 5-year service plan.

Minus:

The active safety can be too aggressive, no wireless phone charger, drum rear brakes, conventional rear light assembly, wallows a bit when unladen, no option for a powered retractable aluminum tonneau bed cover yet.

RATING 9.5/10

The end result when we picked up the "Carbonized" Mazda BT-50 was an overall authentic showroom appearance that actually livened up the Gun Blue Metallic paint.

FOCUS ON

"Nissan’s uncanny ability to reinvent itself in the face of adversity time and time again is something that makes the company special. The “V” that’s prominently featured in front of their vehicles is a perfect representation of the company’s fortitude; it may as well stand for victory."

Words: Wowie Go

Taking a look at the sharper image Nissan is cultivating

THE NAME IS NISSAN

It was a tumultuous time when cars from the Yokohama-based manufacturer seemingly had two identities. Nowadays, only the people reaping their pensions or applying a generous amount of liniment before bed remember how big of a deal this actually was, but the name Datsun has now gone largely forgotten, lost in the annals of automotive history. While Nissan continues to strengthen its foothold around the world, only getting stronger with its long-running ties with Renault and Mitsubishi, it’s become increasingly fascinating how far the company has come from having a full-blown identity crisis to taking the world by storm.

You may have noticed automotive journalists refer to the ubiquitous front fascia on all new Nissan vehicles as the “VMotion grille.” Well, you’ll be glad to know that we writers aren’t just regurgitating meaningless marketingspeak. Launched in 2017 at the North American International Auto Show in Detroit, VMotion 2.0, as showcased in a concept car bearing the same name, is a philosophy that espouses the importance of a high sense of style, emotional design, space, comfort, and technology with each vehicle they design with it. But in order to fully appreciate Nissan’s ambitious undertaking, we’d first need

to look at the leaps and bounds the company has taken to get there, back to Nissan’s somewhat labyrinthian history.

Back in the 1930s, the Japanese government allowed for the operation of vehicles with displacements less than 500cc without any licenses. Seeing a profitable hole in the market, the DAT Motorcar Company of Japan, makers of full-sized vehicles since 1914, decided to capitalize on this and create the Datson (later changed to Datsun due to “son” translating to “loss” in Japanese) Type 10 in 1931. For the next two years, sales slowly trickled in for the 495cc, 10-horsepower vehicle, which soon evolved into the Type 11. Until this point, the company had long been affiliated with its parts

“Major Motion from Nissan… At your Datsun dealer,” was what the commercials used to say back in the early 1980s when they finally made the fateful decision of going global with their parent company’s name.

Nissan Vmotion 2.0

The Nissan Vmotion 2.0 was revealed during a press conference at the 2017 North American International Auto Show.

FOCUS ON

supplier, the Tobata Casting Company, which was then owned by a large holding company called Nihon Sangyo. In 1932, the DAT Motorcar Company became a subsidiary of Tobata Casting which was then incorporated into an entirely new subsidiary called Nissan Motor Company the following year. The name “Nissan” was derived from the stock symbol used at the time by Nihon Sangyo in the Tokyo Stock Exchange.

With the injection of this new capital, the newly formed company built an entirely new factory in Yokohama in 1935, where it produced cars, trucks, and even airplanes at some point for the Japanese Imperial Army. Still selling vehicles under the Datsun name, the company would roll out its Type 15, Japan's first mass-produced car. Mechanically based on the Austin 7 and taking its styling from its Type 14 predecessor, the car came in a phaeton, roadster, coupe, sedan, and van configurations. From there, Nissan would continue to build upon this platform with the Type 16 and 17 until civilian car production came to a halt in 1938 following the breakout of the Sino-Japanese war leading into World War 2.

While the war ravaged through a large majority of industrial companies all over the world, Nissan actually grew within this time period, becoming a full-fledged “zaibatsu” or conglomerate and the fourth-largest company in Japan. The company, at one point, had control of over 74 firms throughout the country. In 1948, after renaming themselves Nissan Heavy Industries, the company resumed production of civilian passenger vehicles with the Datsun DB series. Designed to resemble the American-made Crosley subcompact car, the car utilized the same chassis construction as their prewar vehicles. Sales for the new “modern-looking” vehicles were scant, to say the least, and the company would need to make a galvanizing decision in order for its production to truly ramp up.

Like much of its contemporaries, Nissan would look towards the West to find a way to revitalize its lineup of vehicles. Already having a relationship with the Austin Motor Company, they partnered with the British manufacturer, which required them to assemble 2,000 units of their vehicles from imported partially assembled sets. These would then turn into Nissan being required by Austin to manufacture the parts locally, something the Japanese company welcomed as it meant that they then had unfettered access and rights to all of Austin’s patents. To the company’s credit, in the span of the agreement they were able to fulfill their obligations in a stellar manner, assembling over 20,000 Austins at the end of their partnership in 1959. But maybe the biggest accomplishment

Datsun Type 11 Phaeton

Inside of the Tobata Casting Factory, 1933 Nissan Design International design studio, 1982 Datsun Type 15 Datsun DB

Prince SkylineGT, 1964

Nissan had by this point was the wealth of knowledge they acquired as they embarked on their most productive decade yet.

Armed with a fresh new outlook and perspective, Nissan set about making their own version of Austin’s BMC B-Series Engine. Improving upon the engineering of the British, Nissan’s engineers made several versions of the engine, each with variations that suited their needs. They experimented with de-stroking the engine several millimeters, repositioning the engine’s camshaft from the left side to the right giving their new engine 8 ports instead of Austin’s 5, and increasing the displacement as a whole. These early 1H, C, and E engines would be the heart of Nissan’s marquee nameplates of the decade like the Sunny, the Sports (later called the Fairlady), and the Bluebird.

It wasn’t just a technological boon for Nissan in the 1960s. The decade also saw great expansion for the company both locally and globally. 1960 saw the company setup shop in the United States, establishing Nissan North America. This was followed by Nissan Mexicana and then with Nissan Motor Australia in 1966. The company also sought to grow its already large portfolio locally, purchasing the Prince Motor Company, an aircraft manufacturer turned luxury automobile brand. There was very good reason for Nissan to purchase the company as Prince had proven itself a capable builder, already making history in 1962 as the first Japanese car company to compete in a European rally by joining the Liège-Sofia-Liège rally. The vehicle they fielded was their performance sedan, a little known vehicle called the Skyline.

Once again a crisis, this time with oil in the middle east, hampered most automotive manufacturers in the 1970s. Not Nissan, though. Their lineup of robust, economical vehicles meant that they — along with a lot of the Japanese manufacturers — were in high demand in the western hemisphere. So high was the desire that they had to construct additional factories in Mexico and in the US. Across the pond, the brand became the best selling Japanese brand in Europe by the end of the decade. Still sporting its Datsun badge everywhere else around the world but Japan, it was at this point Nissan decided to go all in and market themselves for who they truly are.

At the cost of about half a billion dollars and spanning half a decade, Nissan spent the early to mid-1980s rebranding its dealerships, cars, and marketing materials from the Datsun name they used for over 5 decades to the standalone Nissan name. It was at this point that vehicles sported an assortment of confusing badges from “Nissan,” to “Datsun,” to “Datsun by Nissan.” This lack of

Nissan Livina

Nissan Almera

THE NAME “NISSAN” WAS DERIVED FROM THE STOCK SYMBOL USED BY NIHON SANGYO IN THE TOKYO STOCK EXCHANGE.

Nissan Navara

Datsun Bluebird Estate Wagon, 1962

Fairlady 240ZG, 1971

any defined identity was the reason why several regions reported a significant slump in sales, causing newer, less-established manufacturers like Honda to capitalize on the confusion and gain a foothold in western markets. Be that as it may, by 1986, the company’s mission to scrub the Datsun name out of existence (at least until 2012, when the company tried to resurrect it in emerging markets) was complete.

Perhaps the superstitious change from Datson to Datsun was prophetic, as the change from Datsun to Nissan only brought about turmoil for the company. By 1991, the company, which had promising numbers coming into the 1980s, had shrunk to 4.7% in North America at a time when competitors like Toyota and Mitsubishi were growing by as much as 28%. Back home in Japan, the same drastic decline was also being experienced. Nissan’s market share was down to just 19%, a far cry from its 34% peak in the 1970s. Things were so bad that by 1998, the company had to be bailed out, racking a $22 billion debt. The

lack of innovation, little investment in technology, coupled with an economy in recession played a key role in Nissan’s malaise in the 90s. However, things were about to change at the turn of the Millennium.

Looking to get out of the hole it had gotten itself into, Nissan yet again entered into a partnership, this time with French manufacturer Renault. Under the leadership of its CEO Carlos Ghosn, who also previously pulled Renault out of its own financial doldrums, the company would go through a technological renaissance in the next decade. Under the Renault-Nissan Alliance (Mitsubishi would join much later in 2017), the company would retool its production and logistics network, taking what the two companies deemed as “best practices” from each side and applying it to both, as well as merging their networks with one another. They also ambitiously announced the creation of a mass-market zero-emission electric car in the mid-2000s. The project which would eventually become the Nissan LEAF.

Keeping its momentum of innovation going, the company would introduce its most ambitious endeavor yet: the Nissan Intelligent Mobility suite. A set of sophisticated driving aids designed to “promote zero emissions and zero fatality,” it’s divided into three different aspects: Intelligent Driving, Intelligent Power, and Intelligent Integration. The system would be showcased in 2017 along with its new design philosophy of emotional design and technology in the Nissan VMotion 2.0 concept car. Since then, Nissan vehicles the world over have taken their inspiration from this design not just physically but technologically as well. Today, features like Intelligent Forward Collision Warning, e-POWER, and the e-Pedal are becoming more and more commonplace in new Nissan offerings like the Nissan Kicks.

Nissan’s uncanny ability to reinvent itself in the face of adversity time and time again is something that makes the company special. The “V” that’s prominently featured in front of their vehicles is a perfect representation of the company’s fortitude; it may as well stand for victory. It’s a badge of honor for being able to withstand everything from war, economic turmoil, financial impropriety, and everything else that may come along the way.

Nissan LEAF Plus

First Generation Nissan LEAF

Nissan Kicks e-POWER

Nissan-Datsun Ad

Nissan 370Z NISMO

"It's

1985 Toyota Corolla GT-S (AE86)

not about collecting; it's more about the opportunity to own something I only read about when I was young."

BADDER, FASTER!

Boosted!

Exhaust Notes

Driving a car can be enjoyable for the mechanically inclined, but many also find it even therapeutic for the soul Without question, the sheer act of driving gives great pleasure and thrill to any hardcore car enthusiast, especially when it’s behind the wheel of a performance vehicle on a winding road far away from the city. Such automotive pleasure is generated as soon as the engine fires up, and the throttle blades allow air from the velocity stacks. These mechanical attributes may be as simple as the precise clickety-click of the manual shifter or as complex as the steering wheel communicating how well the tires are gripping the road. But equally just as important is the quality of the exhaust note. Having said that, I guess the question is, have you listened to what your car's exhaust note sounds like lately? After all, it should follow that the car should sound as good as it looks and performs.

Admittedly, my preferences in terms of exhaust notes veer towards those coming from a 426 cubic inch, Dodge Hemi-V8 engine in all its glory with open headers and 4-inch collector that can only be best described as war. Other preferred exhaust notes include a stage-3 cammed Honda VTEC engine, classic twin cam Toyota’s, hefty straight six Nissan’s and so much more. But when it comes to listening to a crisp and clear, audiophilequality exhaust note, the Italian marque Ferrari ranks high on anyone’s must-listen-to exhaust tracks. This holds true whether it’s the current model or the classic ones. It’s high revving V12 engine always seems to hit all the right notes as the rev needle sweeps through the numbers like a musical conductor does with his baton. In any case, the engine configuration and the number of cylinders seem to play a major role as to why classic engines such as the Colombo-designed Ferrari V12’s and other similar ones like the Bizzarini-

designed Lamborghini V12 engine sounds so glorious it makes the hairs on the back of your neck stand up.

Keep in mind that exhaust gases don’t come out of each cylinder at the same time like a smooth stream but as exhaust pulses. This is why a 4-cylinder engine will have 4 distinct exhaust pulses per complete engine cycle; a 6-cylinder has 6 pulses and so on. By having more explosions from having more

cylinders, it creates more exhaust pulses, more continuous exhaust flow and a more distinct sound quality as compared to a small displacement 4-cylinder engine. Another major factor that affects the quality of the exhaust note is the exhaust manifold design or header. While stock exhaust manifolds don’t promote exhaust flow, when it comes to headers in performance cars like Ferrari’s and so on, bigger is not necessarily better. Normally bigger diameter pipes would flow better, but this omits the concept of exhaust velocity, where the main objective is to move the exhaust gases at the highest velocity possible. Here’s an analogy: letting the water run unrestricted out of a garden hose will flow slowly. However, if you take your finger and cover part of the opening, the water will spray out at a much faster rate. So, if you have a 2" pipe and a 3" pipe, the exhaust pulse in the 2" pipe will be travelling considerably faster than the pulse in the 3" pipe just like the water in the garden hose analogy. Just remember that the pipe should also be wide enough to create as minimal back pressure as possible. A tuned header has carefully calculated pipe lengths to enhance exhaust flow in a particular engine, while taking into consideration the revolutions per minute range and the firing order sequence.

Francis G. Pallarco TUNER EDITOR

The number of engine cylinders, exhausts pulses, exhaust manifold design, cylinder head design, balancing of all reciprocating parts and a whole lot more are involved into making a finely conducted exhaust note. While we each have our own preferences as to which sounds best or loudest, a distinct exhaust note certainly adds appeal and character towards any performance-oriented car. Most especially once the engine fires up and the rev needle teeters towards redline. Some may take it for granted, but if you really think about it, if your car doesn’t emit that sound which makes people’s heads turn and take notice, then you’re probably missing something.

Does your car sound like vroom-vroom-vroom or brap-brap-brap?

“Having said that, I guess the question is, have you listened to what your car's exhaust note sounds like lately? After all, it should follow that the car should sound as good as it looks and performs.”

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

EVENT

Back To The Eighties!

The 2023 Trans Sport Show presented by Motul showcased top-notch restored and modified builds from different generations

Now on its 31st year of bringing together the finest restored and modified vehicles, the annual Trans Sport Show continues to set the benchmark when it comes to car show competitions. Organized by Ms. Sophie Delos Santos of Tradeshow International, she sums up this year’s highly successful event, “The 31st TransSportShow, presented by Motul for the 3rd time, encapsulated the thrill and excitement of visitors belonging to all generations. The unique exhibition of project vehicles from vintage all the way to supercars and outdoor rigs pretty much touched the hearts of all types of car enthusiasts who attended. It also ignited new interests when presented with things they wouldn't normally have paid attention to. Trans Sport Show truly is a car enthusiasts' show. I'm very happy to know that their car show experience will become an exciting story to tell in the years to come.” And she also adds, “This would not have been possible without the support of Motul Philippine Distributor - Infiniteserv Int'l as our presentor. This long partnership was born out of a common goal which is to elevate the show to an even more exciting motoring event purely for car enthusiasts organized by car enthusiasts and where “car show stories” are made and passed on to future generations. Trans Sport Show surely is “one hard habit to break!”

Like always, this year’s Trans Sport Show saw an interesting mix of classic and an impressive lineup of hyper cars and supercars. Equally getting the attention of the attendees were the highly

2023 MOTUL

TRANS SPORT SHOW CUP

MAJOR AWARD WINNERS (Partial Listing)

1972 Datsun 240Z Best of Show Nostalgic

1955 Ford Thunderbird

1st Place American Classic

2023 Lamborghini Urus Best of Show Contemporary, Best Body Kit, 1st Luxury SUV

1981 Toyota Land Cruiser 1st Classic 4WD

1980 Toyota Corolla Trueno Best of Show (Reserve), Best Engine Display, 1st Japanese Hatch

2012 Toyota Land Cruiser Prado Best in Paint, 1st Off-Road SUV

2022 Lamborghini Huracan STO Best Tuner, 1st Place Supercar V10

1985 Toyota Corolla GT-S Best Track Car, 3rd Place Japanese RWD Hatch, 2019 Ferrari 488 Pista 1st Place Supercar V8

2000 Honda Civic

1st Place Japanese ‘90’s Compact

2000 Mitsubishi Lancer

1st Place Japanese AWD

1995 Toyota Corolla

1st Place Japanese FWD Hatch

1996 Toyota Tacoma 1st Place ‘90’s 4WD

1974 Volkswagen Beetle 1st Place EV Category

familiar cars from the eighties and seventies which had enthusiasts basking in nostalgia. For most, these were the cars they grew up with or dreamt of having back in the day. These ranged from ’76 Lancer “L-Type” to the “Box-Type” that made for a nice display. Other eighties favorites include the AE86 Corolla’s in stock, race and modified setup that appealed to varied tastes.

Classics include the 1972 Datsun 240Z and the drop-dead gorgeous 1955 Ford Thunderbird which you don’t normally see every day. For supercar and hypercar fans, the Lamborghini Huracan STO that’s been tuned by Speedworks to put out an insane amount of horsepow er got the Tuner award and 1st place in the Supercar V10 category. I must say that the quality of the entries was simply top-notch, proving why this car show continues to be regarded as the one to compete in. In case you missed it, here are some of the wonderful cars that took top spots in their respective categories.

The Best of Show Nostalgic Class went to the immaculately restored 1972 Datsun 240Z by Alex Isip of Alex Car Restoration. The Best of Show Contemporary Class and First Place Luxury SUV and Best Body Kit awards went to the eye-catching Lamborghini Urus from Keith Bryan Haw of Importhookup and Alex Car Restoration. The 1955 Ford Thunderbird won first place in the Best American Classic category, also from Alex Car Restoration. The 1980 Toyota Corolla Trueno from Hublink Trading Corp won the Best of Show Nostalgic Reserve, first place in the Japanese RWD hatch category and the Best Engine Display award. The 1981 Toyota Land Cruiser by 533 Garage also won first place in the Classic 4WD category.

Words: Francis G. Pallarco Photos: Gian T. Pallarco

EVENT

GT@20!

Grupo Toyota Celebrates 20 Years of Camaraderie with a Scorching Hot Anniversary Event

Words: Jill Elicano-Tan

Photos: Thorens Manguera

Grupo Toyota, the largest Toyota car club in the Philippines, recently celebrated its 20th anniversary. To commemorate the occasion, the club hosted its Anniversary Meet, entitled GT20 last May 6, 2023, at Blue Bay Walk, Pasay City.

The event also served as the 2nd quarter meet of Grupo Toyota, often referred to simply as GT. The event was well attended and supported by partner brands and shops Toyota Manila Bay, Toyota Motor Philippines, AISIN Philippines, Riken Motorsports Philippines, PartsPro, AutoPerformance Ph, Aguila Auto Glass, Walter Sounds and Lights, Runstop PH, Fabrix Eco Filter, Fixstop Auto Service, Sonax Philippines, JBL Philippines, MetroPark, Federal Land, Inc, Varta Battery Center QC, X-1R Philippines, GT Radial, Madtracks, GS Battery Philippines, Anzahl Urethane Paint, Bactakleen PH, JP Wheels Center, NSR Tuned, Autoplus Sports, Project Vector, AGA Academy, CleanShine Master, Rider's Aide, The Auto Atelier, Prautotype Auto Restoration, and the Automobile Association Philippines

Despite the blazing summer heat, attendees started arriving shortly after noon, and continued to arrive in droves throughout the day, until late in the evening. The 20th-anniversary event is a testament to Grupo Toyota's commitment to its members and partners and its dedication to being a friendly and family-oriented car community.

The 20th Anniversary Event

To commemorate its 20th anniversary, Grupo Toyota held a special event at its partner venue Blue Bay Walk in Pasay City. Hundreds of people braved the sweltering temperature, including Grupo Toyota’s loyal members, partners, and other enthusiasts of the car club community.

The highlight of the event, as always proved to be the games that the group has been known to have as an icebreaker and foster happy vibes among its members. There was also a talk by Robert Tan,

one of GT's founders who highlighted the club's milestones and challenges over the years.

The event had an assortment of activities, such as games at every booth of its band partners, free snacks, live music performance by Ralph Cadiz, a 2nd generation Grupo Toyota member, and giveaways and raffles, creating an enjoyable and festive atmosphere. The evening was capped off with a special mixed set from DJ Imay Datu, via live stream. The event was a rousing success and a fitting way to celebrate Grupo Toyota’s 20th anniversary.

History of Grupo Toyota

Grupo Toyota found its beginnings in 2003 when its founders, a group of 10 friends, decided to hold an informal gathering of all Toyota owners and enthusiasts. The mission was simple - get together, talk about cars and life in general, and have fun.

From that simple first meet, the group continually expanded and evolved to what it is today - an online community that promotes friendship and camaraderie as well as responsible ownership and driving. The group has grown to over 27,000 active members in its Facebook group and all over the Philippines, even spanning the globe, with mini-chapters in North America, the Middle East, to name a few.

The non-profit group launched several innovative initiatives for car communities, including brand partnerships to promote related products, an amateur race series that provided a safe yet fun introduction for members to begin motorsport, and assisting in a feeding program for the less privileged from proceeds of merchandise sold by Grupo Toyota.

The Future of GT

Grupo Toyota is single-minded in its dedication to pursuing its original mission of providing a supportive, inclusive community that prides itself on its family-friendly environment. The group has adopted Toyota's Kaizen philosophy of continuous improvement and will continue to innovate to better the experience of every member. Ahead for the group are more meets, Super Sprint race events and clinics, a charity run, swap meet, and a whole host of fun events. The club's success and longevity are true testimonies to its mission and dedication to create a welcoming community for its members.

As Grupo Toyota celebrates its 20th anniversary, we can only imagine what the future holds for the club.

RACE-PREPPED

THIS AE86 IS A TRD USA BUILT RACECAR USED FOR SCCA RACING.

Words: Francis G. Pallarco

Photos: Eight Auto Media

Before it became synonymous with drifting due to a popular Japanese street racing manga series, the fifth-gen (' 83-'87) Toyota Corolla 3-door liftback, commonly referred to as the "AE86", was frequently used for circuit racing worldwide. During the eighties, Japan had Group A and the N2 Class racing with those unmistakably wide TRD fender flares. Privateers also campaigned race-prepped versions in the British Touring Car Championship (BTCC) and even winning a Spa-Francorchamps 24-hour race. In Hong Kong, they campaigned with several TOM'Sprepared AE86s for Team Chowini for the Macau Grand Prix. In the States, TRD USA had a race-prepped AE86 which competed in the Sports Car Club of America (SCCA) race series during the nineties. Would you believe that particular TRD USA racecar is here on our shores? It happens to be owned by Brian Diaz and is our featured racecar.

Before delving into the mods and prep work, let's tackle the burning question: How did Brian come across such a rare piece of machinery? He explains, “During the Pandemic Lockdown of 2020, a friend who happened to be in the States referred the car to me. At first, I was skeptical, but after gathering more information and consulting friends who are experts in AE86s, the next question was: Is it worth it? To cut a long story short, I asked him to purchase the car for me after I knew what I was getting. My timeline was only six months to a year back then, but it took us almost three years to find the proper channels to get it here.”

Provenance matters, especially when dealing with a car of this caliber. Brian narrates, “I couldn't pass on the opportunity to own something with heritage, history, and racing pedigree. As far as I am concerned, it's a oneof-one built in the nineties by TRD USA for SCCA racing and shown in the TRD USA parts catalog. It even ended up being featured in Grassroots Motorsports Magazine. Race-wise, its highlight was winning first in class during the inaugural SCCA “IT Fest”

▲

Even though the car has changed hands, they were mostly SCCA officials and executives who were also using it for racing.

▼ What really makes it very special and highly desirable are the various periodspec TRD parts that were once on the TRD USA catalog which have long been discontinued and are almost impossible to source.

at Heartland Park in Kansas.” Backing up those wins are SCCA handbooks that date back to 1988, which means that this car has been racing for some time. Even though the car has changed hands, the previous owners were mostly SCCA officials and executives who were also using it for racing. When it came up for sale during the nineties, its former owner understood its rarity and purpose despite having sustained some damage incurred from racing. Being a Toyota enthusiast, he made the necessary structural repairs and reinstalled all the race parts. Proving that he did a god job, his lap times improved and consistently led for years at SCCA events. Because of way too many project cars, downsizing was the only solution forcing him to let go of his prized racecar that he worked so hard to bring back to its former state, which included faithfully reproducing the TRD USA stripes and livery for that period-correct look. It’s such a revered racecar in the States that it's featured on popular Toyota websites such as Club4AG, AE86US, and Grassroots Motorsport attesting to its origins and racing pedigree.

Road racing is hugely popular in the States and the main governing body is the Sports Car Club of America (SCCA). They have major classes which have subgroups to permit a wide variety of cars. In this case, TRD USA built it to compete in the Improved Touring category (IT) with five sub-classes based on the car’s performance potential. These are, Improved Touring A (ITA), Improved Touring B (ITB), Improved Touring C (ITC), Improved Touring S (ITS) and Improved Touring

R (ITR). This also means strictly conforming to the SCCA set of rules and guidelines regarding prep work and modifications allowed for its class. Its contemporaries in ITA include BMW’s and RX-7’s from the same era.

This is more than just a stripped out racecar as it comes with a comprehensive list of TRD parts with lots of prep work to make it eligible for SCCA racing. Looking at the roll cage alone is already a lesson in proper fabrication. But what really makes it

very special and highly desirable are the various period-spec TRD parts that were once on the TRD USA catalog which have long been discontinued and are almost impossible to source. These can be found on the engine, driveline and suspension including the very expensive TRD steering wheel and shift knob.

The JDM bumpers were installed by TRD when the car was originally built for IT class and is SCCA approved.

Under the hood is a fully rebuilt 4AGE engine to produce optimum

power, but most importantly can withstand the rigors of sustained high speed operation. It looks factory stock apart from the custom air box, TRD plug wires and header, but the block has been bored over and balanced with match ported heads. Old school gearheads refer to this kind of precise engine work as having a “Blueprinted engine”. The driveline alone is also a treasure trove of TRD goodies with a TRD close-ratio transmission, TRD short shifter, TRD 3rd member with LSD and TRD HD Axles. Allowing it to corner at high speed without letting the tail hang out and smoke the rear tires are a slew of TRD suspension components from front to back such as coil springs, dampers and more that are all hard to find.

The wheels are competition-use only Panasport Ultralight 14-inch wheels with matching track-spec Nitto NT01 intermediate tires.

▲ It’s such a revered racecar in the States that it's featured on popular Toyota websites such as Club4AG, AE86US, and Grassroots Motorsport attesting to its origins and racing pedigree.

This Toyota AE86 is an important piece of motorsports history, and it also highlights TRD's racing efforts in the States during its time. Brian sums up his rare find, “It's not about collecting; it's more about the opportunity to own something I only read about when I was young. There are no definite plans yet, but I dream of building my own man cave one day and making this AE86 the centerpiece in my garage.” So, what's the best part about having a fullon TRD-prepped SCCA racecar and a time capsule example in your garage?

“The best part is that it gives me a big smile every time I look at it and knowing that I own a piece of history.” Now, who wouldn't?

Specifications — 1985 Toyota Corolla GT-S (AE86) / Toyota Racing Development USA / Brian Diaz

Engine: 1.6-Liter, Inline-4, DOHC, 16v, Multiport Fuel Injection w/ T-VIS • Engine Mods: 7-Rib Block, Bored .040 over, Total Seal rings, Match ported, Balanced, NEVO hard anodized under drive crank pulley, Cams timed, TRD plug wires, Jacobs Coil, TVIS and non-TVIS intake “spacers”, SCCA fuel sample port, Custom Phenolic intake spacer, Custom insulated “cold air intake”, R/C Engineering blueprinted injectors, TRD Headers, Modified MAF Sensor, Stainless steel exhaust and muffler with passenger side exit, New Toyota factory radiator water/water wetter for coolant, Factory air to air oil cooler with stainless lines, TRD motor mounts, ECU with 8000+ RPM limit, • Drivetrain Mods: TRD Close-Ratio 5-Speed

Transmission, TRD Short Shifter, TRD 3rd member - 4.56 Ratio, TRD HD Axles, Custom 4-puck ceramic clutch • Suspension Mods: TRD front sway bar with TRD Poly front mounts, Custom camber plates, Tokico Illumina adjustable front shocks with Eibach springs, Long wheel studs “Safety studs”, Adjustable TRD rear bar with custom Delrin mounts and rod ends, Negative roll blocks, TRD rear coil springs, TRD adjustable rear race shocks, TRD strut rod bushings, TRD control arm bushings, TRD Panhard rod with (giant!) rod ends, Fresh control arms and ball joints

• Brake System Mods: Stainless brake lines, Tilton Brake Proportioning valve

• Wheels and Tires: Panasports Ultralights Wheels (14x7), Nitto

• Interior Mods: TRD steering wheel, TRD shift knob, Sparco EVO2 seat with custom hard mounts, G-Force Pro Series (5-point) Safety Harness, G-Force Race Net, Gutted Door, Fuel Safe Fuel Cell, External Fuel Pump in Spare Well, Fire Suppression System, SCCA legal cage with double cage bars on both sides with foot well braces, Manual Steering Rack, Custom Delrin Steering rack bushings

NT01 Tires – 205/55R14

• Other Stuff: Fully disassembled and re-furbed chassis some years back including roll cage updates, Full repaint with Catalyzed PPG Urethane, Almost all new Toyota fasteners throughout, Custom strut bar with welded mounts (removable aluminum bar), Custom battery hold down, EGT and o2 gauges, Custom graphics and License plate

S-15 PERFECTION

CHAMPION RACECAR DRIVER

LUIS GONO SHOWS US THE PROPER WAY TO EXECUTE A MODDED SILVIA

Words: Francis G. Pallarco

Photos: Jordan Aparicio

It’s one of the most popular rear-wheel-drive sports coupe to come out during the nineties. A lightweight uni-body structure, nearly 50/50 weight distribution, a 2.0-liter, turbocharged engine, rear-wheel-drive layout and a fastback silhouette. Those are just some of the highly desirable traits of the Silvia S-15 by Nissan. Moreover, it has an encyclopedia's worth of Japanese aftermarket performance parts to upgrade almost every aspect, making it as competitive and attractive as today's modern crop of performance cars. These are largely why the Silvia continues to be sought after by performance car enthusiasts worldwide.

Enthusiasts such as champion racecar driver Luis Gono who takes after his father, Carlos Gono, when it comes to extreme performance modification, as he explains, “I grew up

watching Best Motoring and playing Wangan Midnight, so I was always a fan of the JDM tuning culture. Naturally, it made me yearn for my own 90's build. It's my first ground-up project car since I started working at the shop using the money I've saved over the years. I've been drifting our 240SX since 2013 and have really grown to love the S-Chassis. After scouring the net and a lot of patience, we finally sourced a fresh Silvia S-15, and the project began.”

Before taking on any car build, it’s important to determine the purpose of the build to get a clear plan on what to do, as Luis did. He explains, “Since I would be carrying the name of our shop, Autoplus Sports, it had to be something completely modified inside and out. A perfect Silvia by my standards. It had to have a highly capable SR20DET (no swaps), a comfortable ride, attractive exterior and paint job, with a complete

interior that looks factory fresh. Once I was set on the concept, I started ordering parts little by little, and began the build.”

The engine has been fully rebuilt by Francisco Blanco of BRE using top-shelf internal engine components from SR20DET specialist Mazworx. While a bigger engine swap would generate even more power, Luis wanted to retain the original engine, “Call me old school, but I still believe no other engine besides the SR20 has any business being on an S-Chassis. Mazworx supplied the parts, and BRE built the SR on our drift car (240SX), and its been running beautifully for about a decade now. I wanted to follow a similar ideology on this S-15 where we’d have a fully built motor that we’ll run mostly on low boost. (Roughly 330-350whp and for track use have a 450-500++ map ready).”

We all know how the S-Chassis naturally loves to go sideways and light up the rear tires. Something Luis knows how to do pretty well, but since this would be something for the street, they opted for a sensible approach, “We used KW V3 coilovers for a very back friendly ride and just enough adjustable components to dial-in the basics.” Although it does have an aftermarket LSD, just in case the need to drift comes up.

No doubt, Nissan fans will instantly recognize the Millennium Jade hue from the Skyline R34 V-Spec Nur variant and the gorgeous Garage Mak wide body kit. “I knew the kit would be very loud and if I paired it with a bright glossy color, it would attract too much attention. So I chose to stay within the Nissan colors and this particular shade looked classy if done correctly.” I must say, Carport 108 executed a flawless paint refinish along with the exposed carbon fiber details on the panels, most especially on the vents that all add up to an awesome look. Another wellthought-of build approach was keeping the colors to a minimum. The main aspects don't compete for attention but allow you to focus on the whole car. Case in point is the engine bay and the matte gun blue colored Rays wheels that seamlessly blend in with the exterior as well as the custom gold Project Mu calipers that peer from the spokes.

▼ No doubt, Nissan fans will instantly recognize the Millennium Jade hue from the Skyline R34 V-Spec Nur variant and the gorgeous Garage Mak wide body kit.

“Being the distributor for Rays wheels in the country, we had to highlight the brand. Believe it or not, we had to wait around a year for these wheels since it’s a special by option color.”

I asked what the best part about his build was, and Luis quipped, “First, the kit since I’ve been wanting an S15 for the longest time just to install this Garage Mak kit. Second, the brakes, we asked Project Mu to do a special Gold color for our calipers so they would stand out from the iconic Teal calipers. Lastly, the Stack display since it’s a very basic cluster that shows us what we need while giving a nice 2000’s D1 vibe.” After winning the Best in

Show, Best Body Kit, Best 2-door, Best Extreme Modified and Best Engine Display award during this year’s Manila International Auto Show, it’s very obvious that this Silvia has been meticulously put together with the proper parts and staying true to its build theme. As a parting shot, Luis offers some advice, “A ground-up build takes time and if you aren’t firm on what you want to happen, the end result won’t be cohesive. Another thing is staying patient throughout the process because you will run into hurdles for sure. I’m certain the car will have a lot hiccups once we start breaking in and tuning it, but that’s all part of the process.”

Specifications — 1999 Nissan Silvia S-15 / Luis Gono / Autoplus Sports

AUTOPLUS SPORTS

▲ The engine has been fully rebuilt by Francisco Blanco of BRE using top shelf internal engine components from SR20DET specialist Mazworx.

Now in a new and better location, Autoplus Sports continues to provide exceptional automotive services from regular vehicle maintenance to complete performance modification with a wide range of high quality aftermarket parts.

PRODUCTS:

• Ravenol

• Rays Wheels

• Weds

• Advan Racing

• Project Mu

• SARD Racing

• Kyo-ei

• Lite-Ion

• KW Suspensions

SERVICES:

• Change Oil/PMS

Engine: SR20DET, 2.0-liter, Inline-4, DOHC, 16v, Turbocharged and intercooled, Mazworks Crate Engine Engine Mods: CP Pistons, Carillo CARR Rods, Single Hole Main Bearings, 17mm Wide Rod Bearings, Mazworx Main Studs, Mazworx Head Studs, Mazworx SR20 Engine Bolt Kit, ATI SR20 RWD Street Damper, Greddy High Capacity Oil Pan, Tomei 87mm MLS Gasket, Tomei Camshaft Set HLA 258, Tomei Adjustable Cam Gear, Supertech Valvetrain Complete, Nismo Rocker Arm Stopper, Mazworx Timing Chain & Tensioner Kit, KTS Pulley Kit, Mazworx S14/15 SR20 Fuel Rail Kit, ID1050X Injectors, Greddy

Intake Manifold Plenum, NAPREC 80mm Throttle body, Tonnka Manifold, Garrett G25-660 w/ T51R Mod Compressor, Blitz Intercooler Kit, Turbosmart EWG / FPR

• Other Stuff: Koyorad Radiator, Radium Fuel Filter, Carbing Cooling Plate, New OEM (Oil Pump, Water Pump, Rocker Arms, VTC, Oil Pickup, etc)

• Engine Build: Francisco Blanco of Blanco Race Engineering (BRE)

• Alignment

• Vehicle Check-up

• Underchassis Repair

• Exhaust Fabrication

• Aftermarket Parts

• Wheel Mounting/Balancing

• Diagnostics

Engine Management: Link Storm ECU

LSD

• Engine Tuning: Toby Lee of GT Auto

• Drivetrain: 6- Speed Manual Factory Spec-R, Ogura Single Plate Clutch, OS Giken 1.5 Way Quiet

• Horsepower: 330-350 whp street tune, 450500++ map ready for track use

• Suspension, Brakes and Chassis Mods: KW V3 Suspension, KW Camber Plates, Cusco Sway Bars, Project Mu FS6 /

FS44R (Custom Option Gold Caliper), D-Max Caster Arm / Tie Rod / Rod Ends, Chasebays Booster Delete, New OEM (Lower Control Arms, Bushings, etc.)

• Interior Mods: Recaro RSG Seats w/ Baseframe, Greddy Steering Wheel, Works Bell Shorthub

/ Quick Release, Stack ST8100 Display, Top Secret 6 Speed Knob, Carbing Pedals, New OEM (Center Console, Bezels, Vents, Buttons, LHD Stalks, Window Switches, Weatherstrips, Handbrake, Carpet, etc.)

• Exterior Mods: Garage Mak Type 5 Kit, Garage Mak Blister CF Trunk, Garage Mak CF Hood, Garage Mak Wing (1700mm), RE Amemiya Rear Diffuser, Magical Racing Mirrors

• Motorsports Preparation

Type 2, New OEM (Weatherstrips, Mouldings, Headlight, Taillight, Front supports, etc)

• Wheels & Tires: Rays TE37 Saga S Plus (18x10.5 +15), Falken Azenis Tires

• Body & Paint: Carport 108

• Kudos To: My dad, Squid family, Sydney, Nowel of Carport108, Tito David Feliciano, Tito Pacho Blanco, the hardworking team at the shop (Ricky, Dale, Angelo, Dennis, Patrick, Jam, Nono). Manila International Auto Show 2023 — Custom Car Competition Awards Best of Show, Best Body Kit, Best 2-door, Best Extreme Modified, Best Engine Display

CHECK OUT THIS WIDE AND LOW FERRARI F12 BERLINETTA OF RAYMOND RONQUILLO

LARGO

E BASSO

Words: Francis G. Pallarco

Photos: Jun Vinluan

Unlike modern supercars and hypercars that we see today sporting sharp edges and angular body styles, it’s refreshing to see a proper GT supercar with a lengthy hood and a dramatic fastback roofline like the Ferrari F12 Berlinetta. Specially developed to replace the 599 GTB, it has a sports car body style and a righteous V-12 engine up front. Take note that the F12 Berlinetta is both a GT and a supercar, combining a front-engine, rear-wheel drive layout with exotic, F1inspired dynamic capability. But we’ll leave it at that as it sums up what our featured Ferrari F12 Berlinetta started as. Because obviously, it’s now far from stock and unlike any other with its wide body kit and slammed demeanor. Ladies and Gents, what you’re looking at is a beautifully customized Ferrari F12 Berlinetta by Keith Bryan Haw of Importhookup that will make Ferrari

purists feel very uncomfortable. With so many high-end widebody kit manufacturers catering to supercars and hypercars the world over, I’d say that overfenders have become an essential design component on allout exotic builds, including this one from Canadian tuning company Duke Dynamics. Operating since 2006, they specialize in body kits for Lamborghini, Ferrari, and BMW using the latest 3D scanning technology. They use Prepreg Carbon Fiber which is manufactured using the finest process, allowing it to be used for aerospace and military applications. Aside from getting the best quality, the overall design is nothing but stunning. The multi-piece widebody kit really accentuates the F12’s front end and the wide rear flanks. The front fenders are now 4 inches wider while the rear fenders are almost 5 inches wider with side gills that are reminiscent of the 288 GTO. Also worth

mentioning is the gaping rear vent along with a massive rear wing. Up front, the vented hood comes with larger vents that form part of Ferrari’s Aero Bridge. This channels air from the hood and through the flanks along the sides of the vehicle to create increased downforce. It’s such an intricately designed exterior that’s full of details, most of which only become evident the longer you look at it. I must admit, from every angle the car is very photogenic. A lot has to do with the widebody kit that plays a huge role in elevating the looks of this Ferrari F12.

Faced with such a beautiful exterior, Keith and Alex Isip of Alex Car Restoration weren't content with simply color matching the gorgeous body kit using the same white (Bianco Avus) color as Keith explains, “We picked the color based on a diecast that the previous owner owned, plus I haven’t seen that kind of blue on a Ferrari here in the Philippines. We really wanted it to showcase the lines of the body kit.” That color is Azzuro Blue, according to Alex, who also explains about the challenges when doing a color change on a Ferrari.

“Paint preparation was the challenge as always, but we ensure every process involved adheres to our shop standards from start to finish.” Alex continued, “I also used the latest anti-scratch clear coat by Cromax and finished it off with Kamikaze Zipang self-healing Glass Coat.” Like most of their builds, they also outlined some body parts in order to show off the beautiful carbon fiber, at the same time giving great contrast and detail to the exterior. Besides, it’s not every day we get to see a Ferrari F12 finished in Azzuro Blue as Keith adds, “We did that color combo to balance the carbon and blue paint. Not too much exposed carbon to still make it look like a Ferrari. For me, a Ferrari should be more subtle in mods because that’s the way they like it.”

The widebody kit requires wider and larger wheels that, according to Duke Dynamics, should measure 20’s up front and 21’s at the rear. Something Keith opted not to follow and went for an even larger wheelset. Massive 21’s up front and 22’s at the rear filled up

▲ Ladies and Gents, what you’re looking at is a beautifully customized Ferrari F12 Berlinetta by Keith Bryan Haw of Importhookup that will make Ferrari purists feel very uncomfortable.

the wide fenders and wheel arches. The wheels are custom AL13 wheels in a deep concave profile with the proper negative offset. The wheels feature a highly polished lip with brushed raw aluminum finish for the wheel centers that Keith specifically ordered to achieve a clean look. Being a stickler when it comes to tire and fender gaps, a set of adjustable springs by Novitec helped them achieve that near-zero gap and a proper slammed attitude.

An imposing Ferrari V-12 engine sits up front with an almost unbelievable 730 bhp and 509 lb-ft of tire-shredding torque in stock form. All that grunt is transmitted to the very wide 335 section rear tires through a 7-speed dual-clutch transaxle and Ferrari’s E-Diff. These equate to factory rated figures of 0-100 km/h in 3.1 seconds and a top speed of over 339.5 km/h. But a build of this caliber wouldn’t be complete without a proper set of mods that increase engine power. First on the list is a Gintani F1 Decat Race Exhaust that sounds insanely wild and loud like a Formula One car. Just head on over to Keith’s YouTube page to hear this Ferrari wail through the gears. Next on the list is a Gintani Tuning ECU software that’s tuned by Alex Gintani himself. It’s guaranteed to generate more power through improved throttle response and torque management. What’s great is that Gintani saves your stock/factory ECU settings so that you can revert your vehicle to stock settings at any time.

Overall, this is one of those epic Ferrari builds that is tastefully wild, where the mere thought of changing the entire color or gutting the fenders might not sit well with some enthusiasts, but having a slammed and widebodied one in striking blue color like our featured Ferrari F12 is undoubtedly something to lust after. Because, in this case, this isn't just a Ferrari F12; it is so much more.

“Not too much exposed carbon to still make it look like a Ferrari. For me, a Ferrari should be more subtle in mods because that’s the way they like it.”

— Keith Bryan Haw

Specifications — 2015 Ferrari F12 Berlinetta / Raymond Ronquillo / Importhookup

Engine: 6262cc, V12, Direct Injection, Variable Intake • Engine Mods: Gintani F1 Decat Race Exhaust, Gintani Tuning ECU software • Exterior Mods: Duke Dynamics Widebody Kit, Bumper (F&R), Fenders (F&R), Front side blade, Front Lip, Hood, Fins Diffuser, Rear Wing • Body and Paint: Alex Car Restoration, Cromax Azzuro Blue with CC6300 Anti-Scratch Clear, Kamikaze Zipang (self-healing) Glass Coat • Suspension Mods: Novitec Adjustable Springs • Wheels & Tires: AL13 Design+Technik R60, R-Series Wheels, Front-21x11, Rear-22x13, Michelin Pilot Sport Tires, Front 285/30ZR21, Rear 335/25ZR22

When was the last time you had an oil change?

The engine oil is the lifeblood of your vehicle. It keeps the many components of the engine working efficiently, and it helps reduce the accumulation of varnish and carbon from collecting on the engine. As oil collects heat, varnish and carbons during the course of protecting and keeping the engine running smoothly, it eventually turns to sludge, no matter how good the oil is. That’s when you should have your oil changed.

WHEEL2WHEEL

The Ride Life

Gear Investment and Certifications

I've seen and met quite a number of riders who would spend so much on their motorcycles but would cheap out on protective gear. Recently, one of my riding buddies had an accident. This happened while we were already cooling down from our regular blast down the mountain. We were at a relaxed pace, chillin' when out of nowhere, an underbone rider got in the way of my friend and got bulldozed.

My friend suffered from a dislocated right shoulder, fractured left wrist, fractured toes and friction burns. His hospital deposit alone was PhP 200,000. He would probably be spending an estimated PhP 600,000 on hospital bills and a few more for the underbone rider. The unfortunate underbone rider suffered from multiple road rashes on his limbs and even on his face as he wasn't wearing a helmet.

Had it not been for my friend's complete riding gear, his injuries would have been a lot worse.

Buying proper gear is probably the most important thing in motorcycling. Getting the best protection you can afford is a must. For anyone who is just getting into motorcycling, I always tell them to get the complete set of gear. Cover as much skin as you can and make sure that whatever it is you're wearing fits properly.

My wife and I had an accident a couple of years ago. She had everything on except for a pair of proper riding boots. As Murphy's Law states, “Anything that can go wrong, will go wrong.” She got a full fracture on her left ankle which took countless visits to the hospital to have it casted, rotated, and re-casted, and about a year to heal. Then months of therapy sessions had to be done to get back the full range of motion on her foot.

All that money spent on that plus the fact that she wasn't able to practice her profession for a year could've been avoided by the only piece of gear she didn't wear that day.

Motorcycle gear may seem expensive but remember, hospital bills, and loss of income are a whole lot worse. Accidents can happen at any given moment or location. It happens

even when you're just parked on the side of the road. I know of a few people who have lost limbs getting side swiped by other vehicles while parked on a shoulder.

Proper safety riding gear is the best investment you can make if you plan on riding a motorcycle.

In investing on gear, always check the CE rating level for jackets, pants, and boots, and the ECE rating for helmets.

Forget about Snell, and DOT. Snell test requirements are best applied to car helmets and not to motorcycle helmets. DOT means practically nothing as they allow the manufacturers to certify their own stuff. There are only 2 certifications that you should be concerned about and those are the ECE and FIM.

The Economic Commission for Europe, better known as ECE, has set the best standard for road-use motorcycle helmets with the recent ECE 22.06 standard. It has now included more impact points, rotational impact tests, new brain injury and skull fracture citerons along with a 130 km/h visor test and higher impact speeds over the previous ECE 22.05 standard. They also test the helmets at varied speeds making sure the helmets do well in absorbing the impact at any speed.

The Fédération Internationale de Motocyclisme (FIM) serves as the worldwide authority for overseeing and authorizing motorcycle racing. It acts as the representative organization for 116 national motorcycle federations, which are categorized into six regional continental unions. The FIM decided to certify helmets for competition in order to ensure rider safety in their events.

FIM homologation is similar to the ECE 22.06 but with faster impact speeds that may be overkill for the ordinary road user. These helmets are designed to let you survive crashes at speeds over 340 km/h. FIM sanctioned racing and track events will only allow FIM certified helmets. Racers definitely need FIM homologated helmets for them to be allowed on track.

CE (Conformité Européene) ratings let you know how effective your gear is in protecting you from injury.

What you need to be checking are the following things:

What type of CE certification does it have?

CE Tested - implies that the manufacturer conducted testing on either the entire garment or a portion of it within their own facility, potentially meeting certain standards. However, the garment may not have been tested in an officially accredited testing facility to meet recognized standards.

CE Certified - provides more assurance as it indicates that the garment samples underwent testing in certified facilities. In this instance, it is important to determine which specific part of the garment was tested. CE Approved - signifies that multiple parts of the garment were tested in certified facilities and have been accredited to meet or exceed the required standards across all areas.

The standards get updated every few years so best to check if the CE rating on your gear is up to date. Let's examine the rating “EN16212:2014” for example. The alphanumeric code following “EN” provides information about the specific capabilities of the protector. The “1621” indicates that the item is designed for motorcycle use, while the “-2” signifies the specific area of protection, which, in this case, is the back. If a protector is labeled as EN1621-1:2012, it is intended for various body parts except the back. On the other hand, a protector labeled as EN1621-2:2014 is specifically designed for back protection.

There are two levels of CE protection available: CE level 1 and CE level 2. In most cases, a CE level 1 protector is sufficient for regular tracks. However, certain advanced track schools or races with higher speeds may require a CE level 2 protector.

The “2014” in the rating refers to the year when the standard was implemented.

I hope this information helps you choose the best protective gear for your riding style. Ride safe and enjoy!

John O. Mendoza WHEEL2WHEEL ASSOCIATE EDITOR

Bike Review

Triumph Street Triple 765 RS

A Gentleman’s Perfect Track Hack

Words: John O. Mendoza

Photos: Norbert Zuiqop and www.picman.co.uk

The Triumph Street Triple has always been on my radar. All the reviews I've read of it have continuously piqued my interest, wondering how much fun this platform must be on our native twisty roads. Based upon the legendary Triumph 675 Daytona, the Street Triple has always been the sharp middleweight naked that has challenged plenty a supersport on race tracks around the world.

This latest version of the Street Triple 765 RS is updated with Brembo Stylema brake calipers, revised chassis geometry and IMU based cornering ABS and traction control. The fuel tank capacity has been reduced by 2.4 liters from the previous version to 15 liters. A more powerful engine with 128 bhp @ 12000 rpm and 59 lb-ft of torque @ 9500 rpm, fully adjustable Showa big piston fork and an Ohlins STX 40

fully adjustable rear shock, make this generation Street Triple the most capable version of the model ever.

On paper, the Triumph Street Triple 765 RS is truly a graduate with Suma Cum Laude honors for a middleweight naked. Triumph Green Hills activated a new unit for me so as you can imagine, I am the very first one to swing a leg over the bike. It came with Pirelli Diablo Super Corsa SP vIII tires which elated me, thinking about how sticky these were gonna be on track.

So we loaded the Street Triple 765 RS in my van for me to take to Clark International Speedway the very next day. I had 2 days of track riding and a few more days on the street to look forward to.

The day I took it out of the van and swung a leg over it to take to scrutineering was the absolute first time I started it to breathe life to its T-Plane cranked three cylinder engine.

True to its heritage, the Triumph Street Triple definitely felt British in its conservativeness. It wasn't too outlandish looking, just the right amount of understated street fighter styling. It's not loud either. It seems to be a very polite and gentlemanly natured motorcycle with a stiff upper lip.

When you list down all the equipment installed on this bike, you'd expect it to have a much higher price than its SRP of PhP 845,000. I mean, the spec on this thing puts more expensive top-of-the-line models to shame.

I usually fiddle with the suspension to get it to where I like it on the racetrack but I thought I'd try this bike bone stock and as delivered since this is the very first Triumph I'll be riding from the local distributor. I wanted to see how well Triumph dials-in their chassis. As I did my usual routine of accelerating hard and braking abruptly coming out of pit-lane to heat up the tires, it was apparent that the brakes were truly top drawer stuff requiring but a touch to get the rear wheel off the ground. Blasting on and cycling through

the gears felt like a breeze as the up and down quick shifter is buttery smooth and very easily actuated with a light tap or tug. After a couple of warm up laps, it was finally time to pick up the pace and start getting down to business.

The 2023 Triumph Street Triple 765 RS handles like a proper supersport with pinpoint accuracy hitting every target you aim at on the race track. The handlebar is a proper balance between comfort and sportiness giving you the right amount of leverage to put the bike onto its side without much effort. The bike holds the intended line well and has no problem making mid-corner adjustments if the need arises. The bike is easy to flick from side to side even from deep lean angles. The suspension goes over bumps well, giving you a nice plush ride on most riding conditions. The steering locks are not so generous though, understandable as the bike really is a supersport with the fairings stripped off. The chassis is very stable at high speeds and has such a confidence inspiring setup. The amount of mechanical grip this chassis provides is amazing!

The brakes are phenomenal! These top tier Brembo Stylema calipers really drop the anchor on this bike. With just a touch, the immense power of these stoppers make your eyes pop out. It has a strong initial bite and a linear braking delivery giving you a perfect feel everytime. These are great for braking late deep into corners or for just getting the bike stopped from high speeds to evade obstacles. The IMU controlled ABS is not at all intrusive which is awesome, giving you much control and confidence.

The unique uneven firing T-Plane crank of this triple cylinder engine exudes much character and allows the rear tire to recover from full power aggression making it more tractable blasting out of corners while prolonging the life of the tire. While the 765cc three pot lump only puts out 128 hp and 59 ft-lbs, it is enough to challenge the liter bikes on most sections of the Clark International Speedway. I was nipping at the heels and even passing well ridden examples of bikes that have over 200 hp in their 4 cylinder engines. It's

▼ The Street Triple 765 RS flicks from side to side with much accuracy and ease like a proper supersport.

only at the long straight where those bikes can outshine the mighty little 765. The buttery smooth up and down quick shifter with auto-blipper makes the job so much easier not having to touch the clutch except when moving from a standstill. The clutch actuation is fairly light and easy, you sometimes forget that the engine is more than 3 quarters of a liter. The engine runs cool even when stuck at a standstill and should

▼

have no problems going through Metro Manila traffic.

The Triumph Street Triple 765 RS is decked out with so much performance bling, I'm surprised the price hasn't gone up to a million.

The 5-inch full TFT dash displays all the data clearly. Even the unconventional rev counter display is easy to see and understand at a glance. There are 5 riding modes that are easy to cycle through with the left hand switch gear. Navigation through the display is very intuitive and is easy to handle without any need to break out

a manual. I stayed on track mode the whole time to get the least amount of riding intrusions possible and I rarely felt anything kick in.

The Street Triple 765 RS is such a compact, lightweight, nimble and comfortable bike that it will definitely serve you well as a daily commuter, long ride companion, weekend warrior, or a full-on track weapon. It's light on the tires, and even on the gas. It just does everything so well that it's very hard to find any faults.

The word scalpel gets thrown around pretty easily these days on other bikes but the Triumph Street Triple 765 RS is truly a proper surgeon's tool that can carve up a race track or a twisty mountain road with precision and accuracy. It's not just fast and sharp, the ergonomics are spot-on so you don't get fatigued as much as on other bikes with this level of performance. Daily commutes on the Street Triple should be a pleasure being that it is compact, light and not too tall as to discourage vertically challenged riders like myself. Touring duties should be a walk in the park for something so comfortable and easy, giving you immense joy and excitement on every single ride.

The 2023 Triumph Street Triple 765 RS is very modest about its appearance, performance, and even price. It's simply unbeatable at this price-point specced up to the nines with top-shelf equipment. It's so hard to say anything other than superlatives for this bike. If there is one bit of criticism I would give is that the bar end mirrors impede my hand from doing the screwdriver grip but that can be easily remedied by taking them out when on the track or by simply flipping them upside down to give way to your hand.

I keep yakking on about how awesome this bike is, but really, it's that good! Specification

(0-62mph): 3.1 secs

Plus A perfect all rounder with superb track ability. Great value for money.

Rating 10/10

Fuel Mileage: 22 km/l

• Price as tested: PhP 845,000.00

Minus Absolutely nothing!

“The word scalpel gets thrown around pretty easily these days on other bikes but the Triumph Street Triple 765 RS is truly a proper surgeon's tool that can carve up a race track or a twisty mountain road with precision and accuracy.”

Bike Review

BMW F 850 GS Trophy

The Real Bavarian Off-Road/ On-Road Adventure Special

The events leading up to the launch of the original BMW R 80 G/S back in October 1980 were monumental achievements establishing the formula for a comfortable, and large displacement go-anywhere motorcycle that is to win the hearts of the emerging Enduro enthusiasts. The R 80 G/S proved its mettle in several major Enduro competitions winning most of them over the course of a couple of years as a prototype. Since its inception, the GS as it once was has circled the globe with guys like Helge Pedersen who rode his R 80 G/S approximately 400,000 kilometers around the world over the course of a decade from 1982 to 1992 and with Gaston Rahier winning the Paris-Dakkar Rally twice in a row in 1984 and 1985. The original GS was

truly a world trotting motorcycle that could literally go on any terrain.

Fast forward to these days and the then perfect large Enduro formula that could go through the toughest trails has somewhat become porky and can be cumbersome on such terrain. The big R 1250 GS of today feels more at home on wide open roads than on mud. Thankfully, BMW started developing a middleweight GS that is more akin to its ancestor, the R 80 G/S back in 1993. It started out as the F 650 "Funduro" which is the basis for the F 650 RR that won in the Paris — Dakar rally 2 years in a row from 1999 taking 1st to 4th places in the 2000 race.

The middleweight GS now known as the F 850 GS is a more off-road focused motorcycle than its bigger sibling, the R 1250 GS. Similar in engine displacement size to the old R 80 G/S,

Words: John O. Mendoza Photos: Author and Kim Madridejos

▼ The F 850 GS' stance may be a challenge to shorter riders but is nothing a low seat accessory can't resolve.

the F 850 GS is powered by a more compact, water cooled 853cc parallel twin with 4 valves per cylinder and DOHC. The world beating R 80 G/S is now surpassed by the F 850 GS by a long shot having almost twice the power at 95 hp vs the legend's 50 hp, and better power-to-weight ratio.

Tubeless tires on spoked rims add to its off-roading prowess with a set of 21-inch front and 17-inch rear wheels giving you a hint of what its true intentions are.

I dreaded the day I was going to have to pick up another adventure bike due to the fact that I'm not a tall person and have never enjoyed how tall these bikes are in standard trim. The seat height of the F 850 GS is 860 mm but can be lowered to about 815 mm with the available lowering kit. As I suspected, I was handed one in standard height. I'm 5 feet and 6 inches tall with a 31-inch inseam and by some miracle I managed to get comfortable with the F 850 GS on public roads. See, this GS performs

very well on the street giving you much comfort for long periods of saddle time, very typical of its heritage. The suspension is fairly basic as far as BMWs go with a non-adjustable front and a rebound and preload adjustable rear with remote preload adjuster. These suspenders do the job well though, with finely tuned damping and spring rates to keep the bike settled no matter what type of riding you do with it. I say that it sits on a good balance between on-road stability and off-road ability.

I admit, I may not be the best person to assess such a bike as my off-roading skills aren't really there yet but I'll do my best to get you a clear picture of my experience with it.

On the road, the F 850 GS Trophy gives you a commanding view of your surroundings. The tall yet relaxed riding position lets you tower over other riders and cars allowing you to see farther ahead than most. The 15-liter tank is good for about 366 kilometers at about 24 kilometers per liter fuel consumption depending on how hamfisted you are.

Electronics include 3 rider modes, ABS and TC. Not as comprehensive as the electronics suite on the bigger GS but just the right amount for what this bike really is for.

Taking it through the turns of my favorite twisty mountain road revealed that the 850 holds its own on the pavement quite well, helped by the Michelin Anakee 3 tires that are quite road biassed dual sport tires. The suspension is very plush which is to be expected as it is designed to rough it out on the trails. On corners, you just have to muster up some confidence to put its ear close to the ground. Its wide bars give you much leverage to tip the bike deep into corners which is very well needed as the 21-inch front wheel needs a little bit of convincing to lay on its sides.

I may have bitten off more than I can chew as I decided to test the F 850 GS where it is meant to be ridden. As I've said, my off-road riding skills are a bit sketchy. Even as a child, I never liked playing in the mud but I can't review this kind of motorcycle out on

the pavement as it is clearly meant to get down and dirty. So on I went with an adventure bike riding buddy of mine to a trail I knew about near my family's property in Tanay, Rizal. From what I remembered, it was a beginner's trail just a few meters from our gate. But I was mistaken, road works have progressed a lot since the last time I was there and have extended to even the most remote parts of the area. We just followed the newly built road to where it ended and quickly got on the dirt thinking that it was gonna be an easy trail. To my horror, it immediately transformed into a long and steep downhill mess of rocks and loose soil

to which we were both out of our depth sliding both ends of our bikes at rapid speed heading towards a river crossing at the base and another steep incline going up the next hill. I gotta tell yah, my marbles were up my throat and my bottom end welded shut so tightly, even a kebab skewer wouldn’t penetrate. Even at a high rate of descent over huge rocks, loose debris and mud, the F 850 GS remained composed and well mannered. The suspension worked superbly smoothing out the bumps and gobbling up all the rocks and debris the trail threw at it. I just needed to trust the bike and let it do its thing. The important thing was to fight my

▲ With its Enduro 21inch f / 17-inch r wheel setup, the BMW F 850 GS is poised to take on rough terrain. All it needs is a set of more off-road biased tires to really stick it on mud.

survival reactions and keep my eyes where I wanted to go letting the F 850 GS Trophy deal with everything else. A sigh of relief filled me as I reached the bottom unscathed. We stopped for a moment to collect our scattered thoughts from the bum puckering experience going down. Once we got ourselves to calm down, it was on to the next task of crossing the river to get up to the next hill. So on I went braving the depth for unforeseen rocks hiding under the river bed and again, I just kept my eyes on the prize, locked my legs on the tank and soldiered on letting the F 850 GS deal with all the mess and again, it did not fail me even when powering up the next hill onto loose soil. Soon enough I found myself enjoying what seemed to be a harrowing few hours of trail riding with such a tall bike in an area where lighter dirtbikes would've been ideal. I'm just so glad I got through it without ever dropping the bike.

The electronics package was helpful on the road but on dirt, these really aren't things one thinks about. The Michelin Anakee 3 tires were definitely not ideal for off-roading as they were slippery as heck in these conditions but provided good allweather grip on the road.

As our trail ride ended, I realized that the F 850 GS, ridden by more seasoned off-roaders who are taller by about 4 inches than I, would be a perfect match to take on even rougher terrain. Much like the world-beating original R 80 G/S prototypes, the F 850 GS is, for all intents and purposes, a fully capable off-road machine that can run over whatever the trail throws at it, well, provided you have the height and the skill to do so. But then again, Gaston Rehier is a 5-foot and 3-inch guy who won the Paris - Dakar Rally twice on an even taller and heavier G/S.

Plus Great enduro capability with great long distance travel ergonomics.

Rating 8/10

Minus Not short person friendly.

“Even at a high rate of descent over huge rocks, loose debris and mud, the F 850 GS remained composed and well mannered.”

Bike Review

Ohvale GP 2

Superbike Track Training Minus the Risk

Words: John O. Mendoza

Photos:

Author and Darwin Zialcita

Motorsports in general is a very expensive endeavor. In motorcycling, the cost of tires alone is massively substantial when you consider that a good pair of track tires costing somewhere in the region of PhP 23,000 to PhP 30,000 only lasts a couple of trackdays on the A group liter bike pace. Fees for large displacement motorcycle accommodating racetracks today are also higher than ever at PhP 3,000 for a full day at the Clark International Speedway and PhP 2,500 at the Batangas Racing Circuit. The locations of these tracks require hours of travel time, toll fees and fuel expenses. Add to those are possible expenses for bike repair if, God forbid, something goes wrong and then the hospital bills from a hypothetical high speed crash. Remember, we reach speeds north of 270 km/h on the CIS main straight.

Everything considered, it really makes for a financially intimidating hobby if you plan to be a trackday junky.

Enter the Ohvale GP 2. Ohvale is an Italian motorcycle manufacturer that specializes in Mini - Moto motorcycles. Mini - Motos first came into existence back in the 1950s where they were used as pit bikes in drag strips for race

crews to get around on. Fast forward to present times, Mini - Moto has grown into a racing universe on its own.

Ohvale is the brainchild of one Valerio Da Lio, an industry expert with over 30 years of experience in the motorcycle world. It is important that Ohvale motorcycles are not to be confused with pocket bikes or pit bikes. Da Lio's vision is a miniaturized version of an actual superbike that mimics the riding dynamics experienced by race-oriented riders on regular sized motorcycles. By reducing the speed, size of the machines and size of the

racetracks, riders can now enjoy training for races with a significant reduction in cost and physical risk.

The Ohvale GP 2 was introduced to the market in 2021 as a follow-up to the company's first product, the GP 0. The GP 2 has a roomier trellis frame and bigger 12-inch wheels to accommodate taller riders.

Powered by a Daytona Anima 190 cc 4 valve SOHC single cylinder engine, the GP 2's heart feels like a production bike spinning quickly, responding to every throttle input. It is equipped with a fully adjustable shock at the

rear and an optional fully adjustable Mupo fork kit for the front. Stopping power is handled by a J. Juan developed braking system that assures no fading whatsoever. A CNC machined triple clamp, fully adjustable clip-ons and rear sets allow you to configure the controls to your preference.

Hopping on the back of the GP2 felt very familiar. The riding triangle is very similar to an actual superbike. Though a little bit more cramped, it gives you a sense of confidence like being on a full on race bike. The pegs are high, and the bars are low and wide. Immediately, I could imagine how this little bike could help sharpen my riding. Once on the go, the GP 2 first felt a little tiwtchy. It was like it was exaggerating my inputs and movements. This teaches you to be smoother when moving around on

top of the bike so as not to upset the chassis. After only a couple of laps, I became comfortable with it and started to push for faster times. After a couple of sessions, I noticed that my body position was starting to improve. I hadn't been on the track for quite a while and that time away made my body stiff. Only after a few laps, I found that my body had loosened up and that I was getting faster and faster. I was only going at speeds under 100 km/h but the sensations felt very similar to big bike track riding.

Having ridden the GP 2 for a couple of trackdays now at the Carmona Racing Circuit made me realize why world-beating riders such as Peter Hickman (World's Fastest Man and Isle of Man Tourist Trophy Champion) and Valentino Rossi (9-time Grand

Prix world champion) train on Ohvales. What you practice on the Ohvale directly translates improvements to your riding on full-on sport bikes. Even if you go all out on this thing, you run a smaller risk of injury and exorbitant repair costs than on bigger bikes. Its small size allows you access to smaller and closer tracks with cheaper track fees and transportation costs. Running costs on the Ohvales are also so much more affordable as the tires can last north of 30 track days before needing to be replaced with a new set. On small tracks, you only reach speeds of under 100 km/h as opposed to 270 km/h and up on the bigger track on a superbike, so if you go off on the Ohvale, the damage to the bike would be nothing substantial. All you replace are usually the rear set sliders and the

▲ The Ohvale GP2 is like a shrunken superbike, complete with premium components.

“Hopping on the back of the GP2 felt very familiar. The riding triangle is very similar to an actual superbike.”

Specification — Ohvale GP 2

Engine: Daytona Anima Horizontal Single Cylinder • Displacement: 187 cc • Cylinder Head: 4 valves SOHC

Fuel Injector: Carburation • Max Power: 25 HP • Transmission: 4 speed with slipper clutch

Price as tested: PhP 550,000.00

bar ends. Even if you crash on it several times throughout your session, the damage wouldn’t be enough to end your trackday. It's usually just a case of dusting off, picking up the bike and riding away in anger or embarrassment.

It would be easy to be mortified by the PhP 550,000 SRP of the Ohvale GP2 but then one must consider all of the high-end equipment installed on it. This is a specifically designed and scaled down motorcycle to mimic every riding characteristic of a racing superbike hence all the components are just as well engineered and produced. The GP2 is completely made in Italy apart from the engine. Intricately machined billet aluminum parts adorn the bike as well as premium suspension parts with better specs than on most big displacement motorcycles.

I guess the big question is, if it is worth the price. Well, it really depends on your intention. If you intend to sharpen your track riding skill and are determined to push the boundaries of your ability, then I say that it is a resounding yes! If the world's best with virtually unlimited resources to develop their skill-set train on Ohvales, then what better platform is there to do it on? If you have a child with much potential and is enthusiastic about riding motorcycles, then I say yes it is worth every centavo. Just think about the safety this platform provides for new learners as the safest place to train on is a controlled environment at sensible speeds. Not having to expose a learner to all the dangers of public roads while getting to feel all the dynamics of a big motorcycle is just priceless.

The Ohvale GP 2 is indeed a perfect training tool that encompasses all the fun and dynamics of a great trackday machine. Away from serious injuries and repair costs, this bike is indeed a worthwhile investment for you and the potential riders in your family.

Plus Superbike fun without the risk of a high speed crash or injury.

Rating 9/10

Minus Price may be out of reach for most.

MT HELMETS KRE + KRAKER

and washable liners, are but some of the premium features found on MT Helmets' KRE + range.

The KRE + is also equipped with a multi density EPS liner, which is like progressive springs on your shocks and forks wherein the tension increases as the spring is compressed giving you a plusher ride for most road conditions.

Comparing this helmet to other carbon fiber lids out in the market, you would notice that the weight is a bit heavier at approximately 1700 grams in a size medium. This is mainly due to the tougher FIM standards that the shell had to survive. There is also a new Skull Fracture Criterion introduced in the FIM standard along with the established Head Injury, and Brain Injury Criterions.

Having tested the KRE + on the racetrack, I have found that like other racing helmets, it is quite noisy at speed. Earplugs are truly needed when using most racing helmets as the emphasis is for maximum airflow and not wind noise.

Words:

John O. Mendoza Photos: Billy Pulido and www.picman.co.uk

Data from the Philippine General Hospital (PGH) from 2004 to 2006 shows that motorcycle related injuries admitted were a total of 6.7% of trauma cases. Of those were fractures of the lower and upper extremities, 46.9% and 36.1% respectively, 78% maxillo-facial (injuries to the face or jaw), and 40.7% traumatic brain injuries.

The in-hospital mortality rate was 5.8%, and 43% of those fatalities were due to traumatic brain injuries.

A responsible motorcyclist who deeply cares for his and his dependents' well-being would be inclined to acquire the absolute best protection against any injury his passion for riding may bring about.

What if I tell you that you can have the same level of protection as a premier helmet brand's flagship model for less than half the price, passing the most

demanding safety standards in the history of motorcycle racing?

MT Helmets (Manufacturas

Tomas Helmets) Is the largest helmet manufacturer in Spain. It was founded in Cartagena in 1968. MT Helmets is one of the most respected helmet manufacturers in Europe and has long since been working with DOT, ECE, SHARP and more recently, FIM certifications to produce the best protecting helmets they can provide. The FIM (Fédération Internationale de Motocyclisme) is the worldwide governing body of motorcycle sport and as such specifies the rules and regulations for every aspect of international competition.

MT Helmets KRE + Kraker is a moderately priced helmet at PhP 19,500 that is packed with features found only in helmets twice its price range.

A full carbon fiber shell, double D ring retention system, fully removable

At maximum speeds on the long straight of Clark International Speedway, The KRE + performed superbly, being stable and cutting through the wind quite easily. It wasn't pulling my head in different directions unlike other helmets. The view from the eyeport was on par with my Arai RX7X. Even at full lean, I could still see through the corners and locate where I needed to get to. The Arai RX7X's air flow was better than the KRE's but it's not to say that the KRE + performed poorly. Let's also remember that the Arai is double the KRE's price and is not FIM homologated.

Overall, I give the MT Helmets KRE + Kraker an 8.5 out of 10 for giving us top-level features and protection within a mid-level price-point.

BUYER'S GUIDE

Executive Cars

Sporty and luxurious with no expense spared. These are the cars you drive to show the world that you've truly made it.

BUYER’S GUIDE

Audi A4

BMW 3-Series

Jaguar

It’s that time of the year again when storms are a-brewing like a crowded Starbucks at four in the afternoon. Unfortunately, with the frequent bad weather come bad driving habits. It seems like inclement weather brings out the worst in Filipino drivers, but it needn’t be this way. Here is a list of do's and don'ts to keep you in-check this rainy season.

Words: Wowie Go

01 Do: Check your wiper blades

Ever try to wipe something off your windshield only for your wiper to smear it across the entire length of it? Your wipers are probably just dirty. In most cases it can easily be solved by wiping the blades down with some warm, soapy water, followed by some rubbing alcohol.

02 Don’t: Use your flashers during heavy rain

We can’t state this enough: your hazard lights are for emergencies only!

Whoever propagated the myth that you should use your flasher in poor visibility should be sent to the gulag. Turning on your flashers makes it impossible for cars to know whether or not you’re stalled in the middle of the road. Just don’t.

03 Do: Bring a raincoat when operating a motorcycle

This time of the year, it’s so easy to get caught in changeable weather. One minute it’s bone dry, the next it’s the second coming of Noah’s arc. Get ahead of the forecast and have a raincoat with you when you set off on your 2-wheeler. Which leads us to…

04 Don’t: Crowd below bridges and overpasses during a downpour

We get it: Poor you. You’re about to get drenched in rain and you’re just pulling over underneath the overpass to grab your raincoat or let the rain die down. Did you stop to realize you’re backing up the people behind you? Don’t be a jerk. Pull over somewhere that doesn’t impede traffic and do your thing.

05 Do: Stay indoors when driving out isn’t necessary

Just because the news said the roads are passable doesn’t mean you should push your luck. You could save yourself the heartache of getting into an unfortunate accident if you just decide to stay in when the trip isn’t all that important.