C! Magazine - September 2023

19 TH ANNUAL

AWARDS

NOMINEES CARS

Thousands of kilometers of combined testing culminates in our selection of car nominees for this year’s C! Awards

An authentic generational sports car celebration.

Mazda MX-5 MCP 25th Anniversary Edition, BMW iX3 M Sport, Jeep Grand Cherokee L Limited, and more!

Moto Guzzi V100 Mandello, Peugeot XP400 G, and a story why Harley Davidson is king without contest.

19 TH ANNUAL

AWARDS

NOMINEES CARS

Thousands of kilometers of combined testing culminates in our selection of car nominees for this year’s C! Awards

An authentic generational sports car celebration.

Mazda MX-5 MCP 25th Anniversary Edition, BMW iX3 M Sport, Jeep Grand Cherokee L Limited, and more!

Moto Guzzi V100 Mandello, Peugeot XP400 G, and a story why Harley Davidson is king without contest.

Editor’s Note

And the Nominees Are...

This month sees the start of our annual C! Awards, now on its 19th year. Despite having done this for so many years, picking nominees is never an easy task. With so many factors to consider, such as design, performance, efficiency, safety, value, and innovation, it can be extremely challenging to compare and evaluate cars that are meant for different purposes and audiences, especially in today’s automotive landscape where lines between segments continue to get more blurry with every year that passes.

Defining segments and categories is one of the hardest things we have to do every year. It’s always tempting to lessen the number of categories to make our lives easier, but that would be unfair to all the deserving products offered by the various automotive manufacturers. This year, we have an astounding 13 categories for cars, 19 categories for SUVs and crossovers, and 3 special categories. And that’s not even counting motorcycles! With three nominees per category, you can imagine how this can get pretty daunting in a hurry. Yet despite its challenges, I believe that the drive to offer the Filipino people excellent products for their hard-earned money should always be recognized and applauded, together with truly innovative offerings that continue to shape the landscape.

Each of our categories reflects the best of what the industry has to offer, from the humble micro compact economy car to the absolute best money can buy, but no car is flawless. Every vehicle on the market has its strengths and weaknesses, and choosing one over another becomes tricky when you consider that different people have different needs. Car A may be more affordable and economical, but car B may be more luxurious and comfortable. However, when it comes to pick-ups, how important is that? Is there a demand for pick-ups geared more toward luxury than practicality? The answer may surprise you.

Price and after-sales support are also very important factors that we consider carefully. We look for good warranties, a wide network of dealerships, easy access to parts and service centers, and reasonable pricing when we choose a nominee. We don’t just look at how great a vehicle is but also how well it will perform in the long run and how convenient it will be to maintain it regularly. And, of course, how affordable it is to buy. The ownership experience matters a lot more than the vehicle itself in deciding what car you will ultimately purchase.

We hope you have fun reading this issue as you browse through our nominees. As car lovers, we’ve picked the car nominees that we think are the best choices to own in the current market for each segment. Stay tuned next issue for our SUV and crossover nominees!

“Defining segments and categories is one of the hardest things we have to do every year.”

Chris Van Hoven EDITOR-IN-CHIEF

By Kevin C. Limjoco

“It truly is a whole different situation when a product is created by the same people who love it and enjoy it in real terms.”

By Miguel Adiarte

ONE-TWO PUNCH ONE-TWO PUNCH

By Richard Tan

The South Australian Apex Predator Adventure

Accompanied with Dragons, Lions and Cuttles

By Scott “Gutsy” Tuason

“We had very good shark action already for the trip, eight different individuals so far...”

By Kevin C. Limjoco

“The new Nissan 400Z exceeded all expectations with packaging, performance, and aesthetics.”

By Francis G. Pallarco

By John O. Mendoza

John O. Mendoza

O.

Hot Wire

We’ve Sunk to a New Low

On Father’s Day of this year we were all suddenly made aware that there was apparently a service out in the Atlantic, that for an ungodly amount of money, could take you into the depths of the ocean to see the decaying wreck of what was once the mighty Titanic. The reason this information came to light is because the vessel that did go on these 12,500-foot journeys had mysteriously and abruptly gone missing. As the hours turned into days, we all discovered that this supposed $250,000-per-head vessel was nothing more than a culvert made out of parts from Home Depot and Best Buy, and what’s worse, its maker was an impetuous buffoon who faked his way into building it.

Now if that came across as flippant, I apologize. I guess you could say I’ve been infected by the irreverence of people — more specifically the online community — regarding the tragedy that befell the occupants of the Titan submersible. Because while the search for the sub was underway — which we all later learned was crushed in less time it takes for you to even blink your eye — people all over the internet (by that I mean, in their parents’ basements with cracked versions of Photoshop) were already hard at work making memes and jokes about the situation. While a good number of my friends fell into the trend and shared and posted some of these on their walls, chat groups, and even sent them on my DMs, I couldn’t help but ask myself: What exactly is so funny about all of this?

Being an automotive journalist and a pilot, I’ve seen and heard cautionary tales of

vehicle and aircraft manufacturers over the years cutting corners, breaking rules, and deliberately placing innocent passengers in the line of danger, and whenever the inevitable happens, nobody ever seems to think of it as any source of amusement. And when I get into this line of thinking, I’m left to conclude that the only reason why people are so glib about what happened is because they were all obscenely wealthy. Now if you do subscribe to this sort of “eat the rich”

mentality, I need you to help me out here: What exactly is the demarcation of wealth that makes it okay to make fun of someone dying? If you had a billion dollars does it make it okay for someone to laugh at your funeral

If you were wondering, yes, I do think diving down four kilometers into the ocean in a vessel the size of a Polly Pocket to see the Titanic through a washing machine door is pointless and stupid — but then again, so are many other things people pay to do. Take climbing Mount Everest, for instance. Year after year ever since Sir Edmund Hillary and Tenzing Norgay summited it in 1953, people have been trying — and failing — to scale it for themselves. These days, people pay upwards of $50,000, willingly put their lives in the hands of Sherpas with no formal mountain climbing training, and risk about a one in ten chance of being left by the wayside of the trail to die and never decay because of the freezing cold. You have to admit that it sounds just as absurd as going down in a submersible, yet not a single one of those deaths is made fun of.

Death by misadventure really happens. It’s how things initially get done and how we as a society learn to do things better. I can already guarantee you that people won’t stop venturing into the depths of the earth. Even as we speak, the Chinese are boring a hole 10,000 feet deep to see what else is down there. So in the grand scheme of things, no, it’s not really as crazy as it sounds. If anything, the world now has a better understanding of what can and will happen to things at those depths. We lost five lives that day. Their affluence does not give anyone the right to dance around their graves.

Wowie Go MANAGING EDITOR

“What exactly is the demarcation of wealth that makes it okay to make fun of someone dying?”

On The Edge

Ihave done (EV) Electric Vehicle events for three different automakers in the last month and experienced them in various ways.  It brought me to understand what owning one would be like, as well as the idiosyncrasies and benefits one would encounter.

After this prolonged emersion into EVs, it soon became clear that one’s mindset would really change, and for the better, I may add. One striking difference between an (ICE) Internal Combustion Engine and an electric motor or vehicle is the following.

With an internal combustion engine, you can drive as efficiently as possible, but no matter how efficient you get, it will never add fuel to the tank. It can only make you use less fuel. Once used, it is spent.

It is not that way with an electric car. Yes, the more efficient you drive your EV, the more electricity you can put into your battery, which is the same as putting gasoline into your tank. This is possible because part of driving an EV efficiently is maximizing the energy you can harvest from regeneration. You can gather this energy from braking, downshifting, or simply backing off; when used efficiently, it can be substantial.

Don’t get me wrong, both ICE Vehicles and EVs can extend their range as the car’s computer calculates the rate of fuel you’re consuming per kilometer to come up with your range (kilometers to go). In addition, if you change your driving style from a lead foot to a feather foot, your range will noticeably increase, which would benefit both types of vehicles. However, EVs have the added benefit

Living EV (Part 1)

of the regeneration factor to increase the range further.

I have driven through mountain roads with an electric car and had with kilometers to spare int he battery by the end of it. I also noticed that when in heavy traffic, as long as it’s moving, you can still generate some energy for the battery when you use your brakes.

When it comes to floods, one might think you could get electrocuted when in a flood because of the electric motor and batteries. But think of it this way; you do not have an exhaust pipe nor an intake, as you don’t need air. So, both the electric motor and batteries are virtually sealed, making your primary propulsion system waterproof! Much the same way a submarine is.

All these things also make you more aware of how much you waste or save when you drive. This follows through even when I was being wasteful. For example, I was at the track

using maximum output and all that yummy stuff. At the end of it, I found myself still trying to recover some of that spent energy as it was always in the back of my mind. Human nature I suppose.

Having said that, many people that own EVs become more aware of their habits and this filters into their homes. I met several people in these events that have ended up installing solar panels in their houses, finding other ways of making themselves a lot more efficient and carbon neutral. It was inspiring. Regarding charging and range anxiety, there are quite enough public charging stations for now and this is only because EVs are still growing in number. Besides, these do not include charging at home or out of a random wall socket. Just top up a little bit every day or two when you go home, for most this wouldn’t take very long, perhaps just a few minutes to an hour. Actually, for better battery life, charge from between 10% to 80% rather than charging from empty.

On a longer drive like Baguio (260km) or La Union (290km), you may not need to charge those EVs with a 600km range. For those with a 350 to 400 km range EV, charge when you get to your destination, but consider the amount you can harvest on the way down, and for those with less than 350km range, top up in Clark or Shell Rosario for now. To give some perspective on the cost of charging an EV, a full charge at home for a 400km range EV is around 1,000 Pesos, compared to about 4,000 pesos with petrol. The (DC) fast chargers in public places will vary in price, so be aware.

Georges B. Ramirez SENIOR EDITOR

I will have to leave it there for now and continue this in part 2 in the next editorial.

EDITORIAL DESIGN

Chris Van Hoven

EDITOR-IN-CHIEF

Wowie Go MANAGING EDITOR

Georges B. Ramirez

SENIOR EDITOR

Francis G. Pallarco TUNER EDITOR

Miguel Adiarte STAFF WRITER

Monica N. Legarda

SENIOR COPY EDITOR

Angel S. Rivero

Miguel C. Bichara

Isabel N. Delos Reyes

CONTRIBUTING EDITORS

Michael L. Lhuillier EDITOR-AT-LARGE

John O. Mendoza

WHEEL2WHEEL ASSOCIATE EDITOR

Kevin C. Limjoco

FOUNDING EDITOR / PRESIDENT / EDITORIAL DIRECTOR

DIGITAL

Richard Tan

DEPUTY ONLINE EDITOR

Steven Edward Yu ONLINE AND SUPPLEMENT EDITOR

Denise Santos

DIGITAL MARKETING MANAGER

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DIGITAL MARKETING OFFICER

Crisanto Javier ONLINE COORDINATOR

Charie L. Biaden

DESIGN DIRECTOR

Mark David A. See

SENIOR DESIGNER

ADVERTISING

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LEGAL COUNSEL

2024 All-New 7th Generation Ford Mustang September 2023

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DRIVES

IT’S SEVEN O’CLOCK on the dot. I’m in my drop-top cruising the streets. If that sounded awfully familiar, that’s because that’s a line taken from Usher’s 1997 R&B hit. “Nice & Slow.” And if you were fortunate enough to be around at that time, you’d know well enough that nothing looked cooler than being behind the wheel of a Mazda MX-5. First debuting in 1989, the MX-5 or the Miata as most people who grew up with the US version of Gran Turismo came to know it as, really came into its own throughout the last decade of the millennium. Now in its fourth generation, the roadster is undoubtedly the embodiment of Mazda’s technical prowess.

Mazda MX-5 MCP 25th Anniversary Edition

A Proper Celebration

Back in September 2022, in honor of the Miata Club of the Philippines which celebrated its silver anniversary the month prior, Mazda unveiled a special 25th Anniversary Edition of their MX-5. The vehicle pays homage to the 165-strong community that have been staunch supporters of the automaker’s premiere roadster and have been integral in continuing to keep its popularity and reputation growing since they were first founded back in 1997.

The limited edition convertible, based on Mazda’s eight-year-old ND design, is decked in a special trim of Platinum Quartz and Navy Blue, which is an absolutely inspired combination. The car is also fitted with 17-inch silver alloy wheels with low-profile 205/45 R17 Bridgestone Potenza tires, giving it a very lowto-the-ground stance that just underscores the sleekness of the car’s profile.

Inside, the car is beautifully appointed with body-hugging leather bucket seats, supple leather on the steering wheel and the parking brake lever, and engraved markings on the Mazda Connect control knob and at the rear center console that give you small but impactful reminders that what you’re driving truly is a limited-run vehicle. That being said, it’s details like these that kind of almost makes you a little scared to give the roadster the beans out on the open road!

But you definitely have to because you can tell from the outset that it’s exactly what the vehicle was built for. As well-trimmed as it is, the MX-5 is still a beast on the inside. While powering the vehicle is still the same 2-liter, in-line 4-cylinder gasoline engine as the runof-the-mill MX-5s, that in and of itself is already

Words and photos: Wowie Go

enough to launch the car into the moon with 181 BHP and 151 ft.-lbs. of torque tucked away in its slender frame. The powertrain is mated to a Skyactiv-Drive 6-speed manual that’s responsive and has short throws. Perfect for a weekend at the track. Driving it in the city, I find that the transmission of the MX-5 is, for a lack of a better word, “forgiving” even for the most novice of stick shift drivers. If you don’t want to schlep with manual transmission, you’re in luck too, because the MCP 25th Anniversary Edition also comes with an automatic transmission. And it's that quality of the MX-5 that gets you absolutely tempted to go all out in it.

As with most of Mazda’s offerings of late, the driving experience is second to none, with everything you need for an enjoyable ride within easy reach. The cabin feels like a cocoon of fine leather that makes it comfortable even on longer drives. The vehicle is complete with Mazda’s standard Mazda Connect infotainment system with Bluetooth, Apple Carplay and Android Auto connectivity. The whole thing is hooked up to a 9-speaker Bose sound system in and around the interior as well as the headrests for enjoyable listening even when the top is all the way down.

It truly is a driver’s car though. As comfortable as the driving can be, I found that it isn’t exactly the same story on the passenger side. Protruding on the footwell is this massive hump that cuts the legroom quite considerably. Also jutting out of position is the cupholder on the center console that seemed to be placed there as an afterthought. While these aren’t exactly a concern exclusively plaguing the MCP 25th Anniversary Edition, it would be great if Mazda could have a rethink of this in the near future as the body for this particular MX-5 has become quite long in the tooth at this point.

Be that as it may, it takes absolutely nothing from just how magnificent this car looks and drives. And I believe Mazda knows that as well, considering they’re only going to be producing these fine vehicles until the end of this month, meaning to say people (and by “people,” I mean MX-5 aficionados that may or may not be part of the Miata Club since it’s available to everyone) already have one hand on the remaining units being made.

Prices for the Mazda MX-5 25th MCP Anniversary Edition start at PhP 2,280,000 for the manual version and PhP 2,330,000 for the automatic version. For my money, the manual far and away delivers the complete experience of the vehicle. While it may be nice to have the transmission do the guesswork of shifting for you — and admittedly Mazdas do a pretty good job with transmissions — the manual version of the MX-5 just gives you that kind of seatof-the-pants driving that just encapsulates the genius behind their masterpiece that they started many, many years ago.

Plus: Inspired colorcombination and styling cues, its limited run means it has an exclusivity factor, and an unmatched visceral driving experience

Rating 9/10

Minus: Passenger experience needs improvement, the trunk is confusing to access, and its aging body type

BMW iX3 M Sport

The Apex Tipping Point

STILL ON THE FENCE about getting premium electrified mobility? Then this outstanding new BMW iX3 M Sport should be the most convincing argument for it yet. Get in and drive it, and within seconds you will certainly be blown away by the effortless and relentless power from naught. Especially for those who have not fully experienced high-performance vehicles before, they may even get intimidated by the silent and eager briskness that the fully-electrified X3 deploys. The silence masks the incredible sensation of acceleration that

equals a BMW X3 sDrive30i from rest to 100 km/h but betters it where it counts most in the mid-range all the way to its electronically governed 180 km/h top speed. It is the very best performance alternative to a BMW M340i xDrive sedan for less money, more comfort, and more versatility while also being more sensitive to our environment. Fuel costs will also be significantly lower at the sacrifice of some range, and you won’t feel as bad about having so much potential dynamic performance that is simply wasted on the daily grind.

The BMW iX3 is certainly no slouch and you can use its deep entertaining abilities more often stealthily without being obnoxious and with the additional bonus of being able to use it even on “coding” days. Powered by the 5th-generation BMW eDrive tech optimized in the current Cluster Architecture (modular CLAR that incorporates steel, aluminum, and carbon fiber) platform used in the X3 G01 model family, the unique iX3 is made even more special with the M Sport packaging.

The aerodynamic wheels of the BMW iX3 and the overall unique design features were aided by two internationally renowned artists: Spencer Mar Guilburt and Tonia Calderon. The style 842 Bicolor 19-inch alloys are wrapped with 245/50R19 105W XL Yokohama Advan Sport V107 BluEarth tires, which provide very balanced comfort and traction.

The exciting new test unit seen here in Mineral White Metallic with distinctive “Blue i” accents may very much look like your standard BMW X3 but all dolled up (other colors available are Sophisto Grey Brilliant Effect, Cashmere Silver, and Carbon Black Metallic) even when you see the interior and get behind the steering wheel. Everything looks and feels familiar but somehow different. It is precisely these distinctive nuances and more generous standard equipment that distances itself from the current X3 xDrive20d Professional variant that sells for P700,000.00 less.

The BMW iX3 actually drives more like a traditional lifted 3-series because of its purely rear-wheel drive combined with trick adaptive suspension on all corners, 75 mm lower center of gravity, and the massive 295 lb-ft of torque accessed from rest. It may weigh over 300 kg. more than the xDrive20d but it feels more athletic and is genuinely nimbler while soaking up road imperfections like a champ. It still has a 500 mm wading depth with its 179 mm ground clearance, and the regenerative brakes (13.7-inch vented discs up front with 4-piston calipers / 13.6-inch vented discs with single sliders at the rear) are very powerful without being wooden. The rear trunk capacity is 40 liters less than the standard X3 to make room for the rear electric motor however you wouldn’t notice it as storage is still 510 liters with the seats up and 1560 liters with the rear seats folded. Rear passengers can recline the backrests that have 40:20:40 split-folding seats, with additional rear USB-C ports and digital temperature controls, and there is a cavity under the trunk floor to store the charging cables.

The much larger and more usable BMW iX3 is everything that the defunct i3 should have been in functionality and performance but without its avant-garde design. The all-new iX1 is the natural replacement of the i3 but the model may not be offered in our market for quite some time. The iX3 is BMW’s first model produced for export at the Shenyang manufacturing facility in China. The US market is supposedly the only major market that will not enjoy this outstanding electrified crossover, mostly due to its range which is actually very good with an authentic rating of

Words: Kevin C. Limjoco

Photos: Andréas N. Delos Reyes

460 kilometers than can be stretched to as much as 520 kilometers if you are very keen to do so methodically but at the sacrifice to user comforts and pace.

Unlike our current favorite highperformance premium mid-size crossover, the BMW iX xDrive40, the iX3 does have the Hans Zimmer collaborated BMW Iconic Soundscape package which is very cool. It uses a 4-kW internal charger/transformer that supports up to 150 kW DC fast charging, that can charge from 0 to 80 % in 34 minutes and 100 kilometers (62 miles) in 10 minutes. At a home with the free BMW installed iwallbox it should take 7.5 hours for a full charge from a completely depleted battery.

Notable standard equipment on the BMW iX3 include Adaptive LED headlights, full-LED lighting all around, M Aerodynamics package, M high-gloss Shadowline trim, iDrive operating system 7.0, Harman Kardon HiFi audio, Fine-wood trim-ash trunkwood open-pored with highlight trim finisher in Pearl Chrome, panoramic moonroof, M leather steering wheel,

DRIVES

ambient lighting, aluminum sport pedals, crisp 10.25-inch widescreen touch display paired with a 12.3-inch instrument cluster, smartphone wireless charger, powered rear trunk, wireless Apple CarPlay connectivity, and acoustic protection for pedestrians.

Rating 10/10

Plus: Unique, hugely entertaining, achingly desirable with incredible athleticism. Every purchase of the iX3 comes with a BMW iWallbox that will be installed by BMW i partners in the customer’s home, 5-year BMW factory warranty, 8-year high-voltage battery warranty, and 6-year BMW Service Inclusive warranty.

Minus: Price. Last of the current CLAR chassis series. No front boot space.

Specifications — 2023 BMW iX3

The BMW iX3 may be completely electrified but it performs with the authentic dynamics that make BMWs so desired and so enjoyable to drive. Even at low speed, the throttle response is very well modulated with feel, it does not react too synthetically like in most EVs. On Sport mode, the iX3 is a rewarding and precise driving machine. You can have more interaction and adjust brake regeneration methods to suit your needs but leaving it to the intelligent adaptive mode effectively handles this optimally anyhow.

Though you may think that the BMW iX3 is a stop gap before the full transition to a fully builtup EV version in the future, it performs today with truly accomplished form and function. It is a brilliant full-featured BMW X3 that so happens to be also environmentally conscious.

Engine: 3-phase electrically excited synchronous AC Rear motor, 17,000 rpm peak motor speed, 80-kWh liquid-cooled lithium-ion battery pack, 232Ah/400 Volts, 1-Speed Direct Drive. • Max power: 282 bhp (210 kW Total System Power) • Max torque: 295 lb-ft (400 Nm Total System Torque) • 0-100 km/h (0-62mph): 6.7 sec.

Top Speed: 180 km/h (112 mph) Governed • Fuel Mileage: 3.41 miles/kWh [18.9kWh/100km] (460 kilometers / 290 miles range)

Price as tested: PhP 4,990,000.00 (promotional price)

Ford Territory Titanium X

Familiarity Breeds Contemplation

Words: Kevin C. Limjoco

IF MANY PHILIPPINE consumers already thought that the affordable 1st generation Ford Territory crossover was a resounding hit, then they will, and already are embracing the all-new 2nd generation model with much more applause. The outgoing Ford Territory set the foundation and the promise of what could be done to serve Ford buyers. It essentially help shatter the artificial ceiling on Chinaproduced vehicles for our market. It was very good but it did need more development and improvement. The new Territory model drives, feels, functions and looks like it had skipped a whole generation of development to be produced. Especially in this top-spec Titanium

X variant, the Territory evolved exponentially to become a properly refined and matured compact crossover that significantly humbles Ford’s own current Escape model sold in North America and in other markets.

The all-new Ford Territory is so good that it should actually be offered in North America albeit with the more potent 2.0-liter turbo engine combined with electrification. In many ways the new Territory reminds me of the best elements of the Lincoln Corsair that we recently reviewed but with an even more spacious interior and better ride. Ford has really struck gold with this co-development arrangement with Jiangling Motors Co., LTD (JMC) of China.

Compared to its predecessor, the new Territory is almost completely new with barely any equipment carryover. It now uses the healthier tuned 1.5-liter EcoBoost powerplant (up by 17 bhp and more critically 17 lb-ft more torque) that was co-developed with the Austrian firm AVT (Anstalt für Verbrennungskraftmaschinen) which was initially detuned to better match the Continuously Variable Transmission on the old model. Now mated with a superior 7-speed automatic transmission with a familiar Ford

rotary e-shifter (with four drive modes and Auto Start-Stop) compared to the outgoing CVT, both dynamic performance and fuel efficiency have been tangibly improved.

Dimensionally, the larger and marginally heavier new Territory has a 10 mm longer wheelbase (2726 mm), has a 50 mm longer body (4630 mm) and about the same width at 1935 mm with a taller height by 32 mm (1706 mm). The ground clearance increased by 10 mm to 190 mm and gained 8 liters of fuel capacity to 60 liters. The new powered rear hands-free lift gate also has an increased trunk capacity from 420 liters with the rear bench fixed to 448 liters, and 1422 liters from 1120 liters with the seat folded.

The Titanium X variant has significant equipment upgrades compared to the already heavily updated new Titanium model, the most significant exterior differences are the 19-inch alloys instead of 18, wrapped with 235/50R19 99H Good Year EfficientGrip Performance

SUV tires, the massive panoramic moonroof, the hands-free liftgate, puddle lamps, and the unique Crystal Pearl White color seen here.

For the interior, the Titanium X gets two more speakers for a total of 8 (making it sound almost as good as the Sony 8-speaker system found in the Chery Tiggo 8 Pro E+ PHEV), ventilated fronts seats on the perforated leather Urban Grey/Domino interior trim instead of the Peacock Blue/Domino treatment in the standard Titanium, 12-inch configurable instrument cluster (up from 10 inches in the previous model), Air Anion PM 2.5 Filters in the climate control system, leather-wrapped steering wheel, and more expansive additional driver assist measures: Adaptive Cruise Control with Stop & Go (feature applies the brakes and brings you to a complete stop if the vehicle in front of you stops, and then resumes driving the car autonomously if the stop is less than two/three seconds), Auto High Beam, Forward Collision Warning, Autonomous Emergency Brake with Pedestrian Detection, Lane Departure Warning, Lane Keeping Aid, and Collision Mitigation System, on top of an already comprehensive suite that includes high-definition 360-Degree cameras, sonar on both ends, Blind Spot with Rear-Cross Traffic systems, Door Opening Collision Warning System, Active Park Assist, Hill Launch Assist & Hill Descent Control, Tire Pressure Monitoring System, and more.

Other notable standard features include the 12-inch touchscreen infotainment system with Wireless Apple CarPlay® and Android Auto™ with wireless smartphone charger, ample USB charge points, Rain-Sensing Windshield

Photos: Andréas N. Delos Reyes

DRIVES

Wipers, and more. The new Honeycomb front grille resembles fish scales and looks great with the updated signature full-LED lighting on both ends. The instrumentation GUI and graphics are better than the systems used in the Everest and Ranger.

The handsome next-generation 5-seater Ford Territory Titanium X uses a 16 mm longer wheelbase than a 7-seater Chery Tiggo 8 Pro with a 92 mm shorter body that is 75 mm wider and 39 mm lower. It feels very well-built and mature on the road. As a tall 5-seater wagon, the Territory is a very comfortable, full-featured, nicely styled crossover that is consistent with the Ford brand and, in fact, carries the longest factory warranties that they have ever offered in our market: up to 7 years or 250,000 kilometers combined with a 5-year pre-paid periodic maintenance. We are confident that the nextgen Territory will be an even more successful model than before, and it deserves to be.

Plus Masterful realworld drivability, feature-rich, suave, a quantum leap ahead of its predecessor, has the more potent engine matched to a better transmission, way better than expected, lost the fake rear exhaust bezels.

Rating 9.5/10

Minus A lot more expensive compared to its predecessor. Power delivery is unhurried. The faux-wood trim looks and feels too inorganic. The all-new model would have been even more compelling with the optional 221 bhp / 265 lb-ft 2.0-liter EcoBoost engine.

DRIVES

feature the 471 bhp / 455 lb-ft 6.4-liter V8 and the more desirable 510 bhp / 500 lb-ft twinturbo 3.0-liter inline-6 powerplants, but they are not yet offered to Philippine customers.

Jeep Grand Cherokee L Limited

Destiny Awaits

WITH THE AUTOMOTIVE frenzy mostly occurring in the sub-compact and compact multi-passenger segments at every level, from entry models to top-spec premium variants, one segment that was once all the rage has become fairly dormant, the full-size 4x4 SUVs. With Ford Philippines ceasing the importation of the Expedition for some time now and with the much smaller 7-seater Explorer crossover taking full responsibility to fill its place at P3,298,000.00, the all-new long-wheelbase

L, which uses the FCA Giorgio Platform (same platform used in the Maserati Grecale, Alfa Romeo Stelvio, and Alfa Romeo Giulia), seems to be primed for the opportunity to seize the day.

Chevrolet Philippines does have both the all-new Tahoe and Suburban in their stable, which are truly awesome and full featured with adaptive Magnetic Ride suspension, Bose® audio and potent V8 powerplants, but their prices are: Tahoe Z71 4×4 10AT PhP 7,702,888.00, Tahoe High Country 4×4 10AT PhP 8,692,888.00, Suburban Z71 4×4 10AT PhP 8,634,888.00, and Suburban High-Country 4×4 10AT PhP 9,636,888.00 respectively.

Which makes the luxurious Jeep in Limited trim look like a bargain compared to its fellow full-size North Americans. However, the new Jeep Grand Cherokee L is still over P2M more than the marginally smaller and more athletic Explorer, though it is significantly more luxurious and more comfortable. The vastly larger and even more luxurious Jeep Grand Wagoneer, in both standard and L variants, also

Our new Jeep Grand Cherokee L test unit was the same unit circulating among the Philippine media, in the Velvet Red Pearl Coat exterior paint with the black and white stitched perforated Capri leather trimmed interior. For the first time, the Grand Cherokee boasts a fully functional third-row that thankfully still has very usable trunk space at 487 liters with that row in its fixed position (1328 liters with the third row folded flat and 2396 liters with both second and third row folded flat). The Ford Explorer actually has more storage at 515 liters behind its third row, however the seats are tighter for adults. The Jeep also offers a more practical and more comfortable configuration with more power outlets and better rear climate control.

The Grand Cherokee L wheelbase is 6.9 inches (175 mm) longer than the previous generation two-row model, and 5 inches (127 mm) longer than its new two-row sibling that is not currently offered in our domestic market. Suspension is fully independent on both ends but not adaptive, which is optional. It makes the initial three-row Jeep effort with the stadium seating (the Commander) look extremely clumsy and forgettable. Jeep claims that the Grand Cherokee L is significantly more rigid without gaining too much weight (less than 170 pounds more weight) compared to its two-row predecessor despite the capacious new interior and new standard equipment.

The 20 x 8.5J” star-designed alloys are wrapped with excellent 265/50R20 107V Pirelli Scorpion Verde tires, while the strong brakes are 13.9-inch vented discs with twin-piston

7-seater 5th generation Jeep Grand Cherokee

Words: Kevin C. Limjoco

Photos: Andréas N. Delos Reyes

calipers in front and 13.8-inch vented rear discs with single slider calipers. The longwheelbase Jeep doesn’t feel underpowered for our country for regular use; however, with a full load on a weekend road trip, it would be more than competent, but you definitely have to be more deliberate to maintain a spirited pace. Ultimately, it feels very refined and secure with a firm brake pedal and linear steering, with a fairly flat and composed ride with an acceptable body roll, but it does not have the punch and exuberance of the Ford Explorer. Offroad ability is genuine using the effortless Quadra-Trac I system with a good 8.5-inch (216 mm) ground clearance and 600mm water-wading depth. The Grand Cherokee L's center-console drive selector dial features Auto, Sport, Rock, Sand/Mud, and Snow settings to manage behavior and traction. The brilliant 10.25-inch digital instrument cluster is standard, along with a HUD and a 10.1-inch infotainment screen featuring the new highly customizable Uconnect 5 infotainment suite, wireless smartphone charger, wireless Apple CarPlay and AndroidAuto, interior rear-facing camera, digital rearview mirror, and very comprehensive safety measures that include adaptive cruise control. There are 7 exterior colors to choose from and two interiors; this black one in the test unit and a Wicker beige. The all-new Jeep Grand Cherokee L truly ticks all the boxes for a premium, full-featured 7-seater SUV. It may have left out a bunch of optional equipment, but for what it has on the dealership floor, it is exceptional. For those who deeply covet a Land Rover Defender 130 with a starting price of PhP 11.890 million, this may also be your best alternative solution.

Rating 9.5/10

Plus Very polished, deep capabilities and capacity, featurerich, panoramic moonroof, thoughtful versatility and kit, entertaining and very comfortable. Pride of ownership. Fabulous 9-speaker Alpine Audio System!

Minus Optional 950-watt 19-speaker McIntosh audio not available. Optional 5.7-liter 357 bhp / 390 lb-ft HEMI V8 not available.

BMW 318i Touring

The Comeback King

Words and photos: Wowie Go

YOU CAN BLAME the Americans for it. Without even prompting you to visualize a station wagon in your head, I already know that it’s a picture of this obscenely large land yacht complete with wood paneling and chrome wire hubcaps. It’s slow, bulky, has terrible gas mileage, and it's the least sexy vehicle you can possibly be seen driving in. It just goes to show how terribly misunderstood this particular car segment is. It is so bad that you could practically count on one hand the wagon options we have here in our country. Well, get

ready because BMW is about to change how you see the station wagon and their beloved 3-Series… Again, that is.

Last June, the Munich-based German automaker reintroduced its line of wagons for the 3-series and then some. Called the “Touring” line, BMW integrated the new body option, which was noticeably absent for a better part of two decades, for their 318i, the M340i xDrive, and for the first time ever, their coveted M3 Competition xDrive. Now if we’re splitting hairs, these are essentially the same vehicles as the standard 3-series inside and out. Still, you'd be surprised by how the new body shape greatly affects the vehicle’s overall profile, performance, and functionality.

The BMW 318i Touring is the line’s most basic option, but don’t confuse “basic” with “bare” because nothing about the 318i Touring is spartan, to say the very least. From the outside, even devoid of the M trim found in its more upscale stablemates, the vehicle

still maintains the same sporty stance and aerodynamic profile that they have. Its sweptback appearance makes it look like it's cutting through the air. I have to say that omitting the more aggressive touches actually gives the vehicle an understated, classier appearance. Tying the whole look together is a set of 18" light alloy wheels fitted with Michelin Pilot Sport 4 255/45 tires.

Inside, the 318i Touring shares most of its styling with the M340i. Soft, premium red leather lines the seats (which are perforated SensaTec for all you animal lovers) and door cards while the dash and center console are covered in textured plastic with a satin aluminum veneer. In not so many words, the 318i Touring’s interior is a treat to the senses because the combination of tactile surfaces, the gentleness of the moving components, and the crispness of the 14.3” control screen as well as the 12.3” infotainment display make you feel like you’re living in a simulation. The cabin comes complete with automatic three-zone air conditioning, subtle but classy ambient lighting in and around its footwells and crevices, and an abundance of USB charging ports to keep everyone happy on a long journey.

And it only gets better from there. The 318i Touring’s performance is absolutely fantastic thanks to its twin turbo 4-cylinder gas engine churning out 156 BHP and 184 ft.-lbs. of torque. While it might not be as beefy as the powerplant of the M340i, let alone the M3’s inline six, it’s more than enough grunt to navigate through city streets while giving you that extra oomph on the highway. I must point out that its powerplant comes equipped with a start/stop function, which I personally found confusing as it would turn off when I didn’t need to and jolt back to life in a surprising fashion. What isn’t abrupt, though, is the 318i Touring’s 8-Speed Steptronic transmission which made gear changes that were practically imperceptible.

The rest of the 318i Touring’s technological accoutrements are a real blessing as well. The vehicle comes equipped with BMW’s latest line of tech gizmos, which includes their BMW Live Cockpit Plus, adaptive cruise control, a speed limiter, and a wireless charger on the center console. The hi-fi speakers on the 318i are crisp and full, beating out any car not in its price range, but it would’ve probably been an even better experience had it been fitted with the Harman-Kardon system found on the M340i. But regardless, the Touring’s real selling point is how much easier it is to live with compared to a conventional crossover SUV. Let’s set aside for a moment its incredible driving pedigree and focus on the utilitarian features it has, like its 500-liter trunk that's expandable to 1,500 liters through a 40:20:40 split. With its conveniently low sill, it makes loading large items easier than any crossover out there. Its low-to-the-ground stance also makes it easier for children and older folks to alight from the vehicle. Maneuvering the 318i Touring feels less bulky and doesn’t draw the same visibility issues you’d get from a higher cabin on an SUV.

Perhaps the only issue the vehicle probably does have is its pricing. At PhP 3,890,000, it’s exactly at the X1’s price range and already

within striking distance of the X3’s. In a market that’s already been indoctrinated with the ideology of “big equals safe,” it makes it incredibly hard to make a compelling argument that wagons are the more practical choice for family living. Which is a shame, really. With its unrivaled combination of performance and practicality, the BMW 318i Touring is the perfect archetype that could very well lead the way to a station wagon renaissance. The truth is, it has everything an affluent, value-driven, performance-seeking, family man looks for in a vehicle that’s not a gigantic SUV. If only they would let it.

Rating 9.5/10

Plus Hits the right balance of performance, luxury, and utility, loaded with BMW’s latest suite of technological features, best value compared to its other two Touring counterparts.

Minus The price: It’s difficult to rationalize opting for the Touring compared to its larger SUV stablemates with similar prices.

WORDS & PICTURES: KEVIN C. LIMJOCO

COVER STORY

2024 ALL-NEW 7TH GENERATION FORD MUSTANG

As the lone media representative from our region, I had the distinct privilege of testing three all-new 7th-generation Ford Mustang models: the not-so-entry-level EcoBoost, the GT fastback, and the GT convertible. Given the tremendous popularity of the Ford Mustang, particularly in its home in North America, a very long list of media outlets, the limited number of activated press units that need to be reviewed, and the infamous traffic conditions in our venue in Southern California, we had to pair up with as many as three different publications per test car.

Everyone was wonderful and in good spirits, especially the Ford USA team as they confidently and vibrantly discussed every new aspect and feature in the all-new model series during their presentations on location in Arcadia, California at the base of the San Gabriel Mountains. Arcadia was chosen because of its proximity to the Irwindale Speedway for the autocross and drift exercises as well as the brilliant mountain roads of the Angeles Crest Highway, particularly the newly applied tarmac sections.

On day one with the Ford Mustang EcoBoost, I was paired up with the popular Canadian Brian “The Driftmeister” Chow, who produces the Everyday Reviews YouTube channel. On day two I was paired with the famous local Los Angeles YouTube veteran, automotive influencer, and hardcore Editor-at-large for Road & Track, Matt Farah. Matt is the creator of The Smoking Tire (video series and podcast) and the owner and creator of West Side Collector Car Storage. He is a very entertaining enthusiast and skilled driver who took us deeper off-route into the less traveled country roads, making our driving and riding experience significantly more rewarding.

Traditionally, if a manufacturer retains the basic chassis and drivetrain, we would not concur in describing an updated model as “all-new.”In fact, the evolution to the 7th generation model was so expertly done that quite a few car experts would have to really pause, focus, and study the exterior aesthetic nuances to distinguish the old from the new. Once you do though, without even stepping into the cabin, you will

recognize the profound changes. The new Mustang’s chief exterior design manager Chris Walter did an incredible job restyling the new S650 from the outgoing S550. The evolution does not orphan its predecessor but instead builds on the character while adding genuine aerodynamic performance and refinement improvements. The hard points, chassis, and the windows may be carried over, but there was so much exhaustive work done on almost every other component that I now completely agree that the new model is indeed “all-new” and should be recognized as such. With all the reengineering, modifications, and updates, even the chassis has fractionally decreased in length.

There may have been a dozen key Ford Mustang members present during the on-location media event that led this outstanding effort but there are exceedingly more engineers and personnel involved in recreating the icon. These unsung

heroes should also be applauded for collectively creating the last and greatest Pony family. The feeling of pride, confidence, and accomplishment was more than palpable even before stepping into the test vehicles. And after testing the three models, sans the more powerful Dark Horse (500 bhp @ 7250 rpm) variant, which was not available to test and obviously nor the near future upcoming special models, those feelings from the Ford team are completely justified. It truly is a whole different situation when a product is created by the same people who love it and enjoy it in real terms. For example, I can easily say that you can feel and see the passion and dedication of the people working in the halo brands of Porsche, Ferrari, Maserati, and Pagani. I’ve experienced it firsthand many times over the years when I visited the factories, but how many of

the same people get to actually own and drive their products as endusers/consumers? Realistically, the more mass-produced Porsche would have the most in-house car owners of the four brands I just mentioned because of its relative affordability and attainability.

The Ford Mustang is certainly an incredible success story over the past almost six decades, but we have to recognize that its acquisition costs have also climbed significantly over the generations. Which is the primary reason why the 2.3-liter EcoBoost variant continuous to exist to bridge the financial gap while still providing the practical and still enjoyable driving experience. In the Philippine market, much like in the US, the vast majority of the outgoing 6th generation S550 Mustangs sold were V8’s (approximately 77% with almost as many GT500’s sold as EcoBoost’s). It is in the other markets like in Europe, South Africa, and Australia that the EcoBoost had much healthier sales. It must be said, though, that perhaps in our market, the EcoBoost sales would have been better if the Performance Pack upgrades were offered, which would have made them substantially more powerful and more compelling at 330 bhp @ 6500 rpm. The 350 lb-ft of torque would have started at a more useful 2500 rpm, together with better brakes and suspension.

This time around with the new S650, the newly revised engine is more efficient yet more vibrant with 315 bhp @ 5500 rpm (only 5 bhp more than the previous stock powerplant) using a dual-fuel system and a new twin-scroll turbocharger with an electronically controlled wastegate combined with a sweeter sounding

dual exhaust system mated only with the 10-speed automatic transmission. The thirst for a manual with RevMatching and No-Lift-Shift is only quenched with the V8 engine GT’s where it is offered. As good and engaging as the Getrag MT-82 6-speed manual is though, I ultimately prefer the efficiency, higher performance, and effortlessness of the 10-speed automatic.

The Performance Pack offered for the new EcoBoost does not alter the engine performance like before but adds significantly larger Brembo brakes on all corners, optional adaptive MagneRide dampers for an extra cost, Active Exhaust, a 3.55:1 ratio Torsen LSD (3.15:1 Limited-slip rear axle is standard), larger staggered wheels and tires, and the Drift Brake system in place of the standard electric integrated parking brake. The Drift Brake system, enabled exclusively in track mode, is standard on all Performance Packages on the new Mustangs and was co-developed with RTR drivers

SPECIFICATIONS

2024 Ford Mustang EcoBoost

Engine: Inline-4

Location: Front, Longitudinal

Displacement: 2261 cc

Cylinder block: Cast Aluminum

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

Fuel Injection: Port & Direct Injection, Intercooled Dualscroll Turbo with Overboost

Max power: 315 bhp @ 5500 rpm

Max torque: 350 lb-ft @ 3000 rpm

Transmission: 10-speed Automatic, with optional steering wheel SelectShift paddles, Rear Wheel Drive with Limited Slip Differential

Front suspension: Independent Double-ball joint

MacPherson Struts, aluminum control arms, dampers with 32 mm anti-roll bar and tower brace.

Rear suspension: Independent Multi-link, dampers, with 21.7 mm anti-roll bar.

Fuel Capacity: 61 liters (16 gallons)

Load Capacity: 382 liters

Ground Clearance: 137 mm

L x W x H: 4818 mm x 1918 mm x 1402 mm

Wheelbase: 2718 mm

Brakes: Front 12.6-inch (320 mm) ventilated discs

2-piston calipers / Rear 12.6-inch (320 mm) solid discs with 1-piston calipers, Integrated Electric Parking

Brake, ABS, AdvanceTrac Dynamic Stability & Traction Controls, and Electronic Brake Booster.

Wheels: 18”x 8J High-Gloss Ebony-Black Aluminum

Alloys.

Tires: P235/50R18 97W Pirelli P-Zero Nero

Weight (kerb): 1630 kg. (3588 lbs.)

0-100 km/h (0-62 mph): 5.3 seconds

Top Speed (mph): 250 km/h (155 mph) Governed

Fuel Mileage: 22 mpg City / 33 mpg Highway

RATING 9.5/10

PLUS:

Brilliant balance of attainable performance, efficiency, enthusiasm, and style. Most of the design and equipment goodness of the family range in a more affordable package.

MINUS:

Not for old-school hardcore Mustang fans and seasoned enthusiasts though it is “EcoBoost” at its best.

Vaughn Gittin Jr. and Chelsea DeNofa, which allows novices to expertly drift through corners “with the ease of a professional drift car while maintaining the performance, comfort, and design characteristics that define the Mustang.” It is a novel and physically more attractive feature intended to entice new and younger car buyers to the Mustang world. When you don’t engage the drift brake, the digital good-looking hand brake functions normally. The Drift Brake is one of many new and unique engagement features of the new Mustang to level up personal entertainment.

Another cool new function purely for showing off to friends and family, aside from the basic remote engine start and window functions using the key fob or FordPass App, is the new RemoteRev feature, which literally allows you to blip your throttle remotely accompanied with just the right amount of exhaust burble from

SPECIFICATIONS

2024 Ford Mustang GT (with Performance Pack)

Engine: V8

Location: Front, Longitudinal

Displacement: 5038 cc

Cylinder block: Cast Aluminum with plasma transfer wire arc cylinder liners and steel oil pan.

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

Fuel Injection: Port & Direct Injection

Max power: 486 bhp @ 7250 rpm (with Active Valve

Exhaust)

Max torque: 418 lb-ft @ 4900 rpm (with Active Valve

Exhaust)

Transmission: 10-speed Automatic with Standard steering wheel SelectShift paddles or 6-Speed Getrag

MT-82 Manual with Rev Matching and No-Lift-Shift, Rear Wheel Drive with Torsen Limited Slip Differential.

Front suspension: Independent Double-ball joint

MacPherson Struts, aluminum control arms, adaptive

MagneRide dampers, with 33.3 mm anti-roll bar and tower brace.

Rear suspension: Independent Multi-link, with adaptive

MagneRide dampers with 24 mm anti-roll bar and K-brace.

Fuel Capacity: 61 liters (16 gallons)

Load Capacity: 382 liters (323 liters for Convertible)

Ground Clearance: 137 mm

L x W x H: 4818 mm x 1918 mm x 1402 mm

Wheelbase: 2718 mm

Brakes: Front 15.3-inch (390 mm) ventilated discs

Brembo fixed 6-piston calipers / Rear 14-inch (355 mm)

vented discs with Brembo fixed 4-piston calipers, DriftBrake, ABS, AdvanceTrac Dynamic Stability & Traction

Controls, and Electronic Brake Booster.

Wheels: Mixed 19”x 9J Front and 19” x 9.5J Rear Sinister

Bronze Complex Aluminum Alloys.

Tires: Mixed P255/40R19 96Y Front / P275/40R19 101Y

Pirelli P-Zero PZ4

Weight (kerb): 1739 kg. (3827 lbs.)

0-100 km/h (0-62 mph): 4.3 seconds

Top Speed (mph): 250 km/h (155 mph) Governed

Fuel Mileage: 15 mpg City / 24 mpg Highway

RATING 10/10

PLUS:

The Greatest Pony Car ever with the most refinement, customization, engagement, comfort, and dynamic performance while being feature-rich. A noble and very compelling resistor to the internal combustion-less future.

MINUS:

No fixed import schedule yet, potential price and packaging anxiety. I wish it had a larger fuel tank and more trunk capacity.

outside of the car before it settles back to idle (specifically: the engine will rev three times in increasing engine speeds up to 5000 rpm according to the preprogrammed engine rev profile). However, not all Mustangs have this feature; the Eco Boost cars need to have the optional Active Exhaust, and only automatic transmission V8’s would have it.

Looking at the displayed fastback coupés and convertibles before driving off on the first day of testing, the distinction between V8 and force-fed inline-4 powerplants are less obvious now due to the depth of customization. Ford showcased a sampling of the different available new exterior and interior colors, the more expansive choices of interior materials, more numerous wheel design and specification choices. For the new prolific Brembo brake options, you get multiple color choices, including a minute detail: the signature galloping horse, as part of the fun Easter egg hunt. Yes, the Mustang has an abundance of neat extra design features, from the obvious, like the silhouettes of every generation discreetly found in the bottom of the rear windshield glass, to a favored instrument functional design theme of the Fox Body, to the odd extra lights in the corner recesses of the front grille to meet pedestrian safety requirements.

The overall new design of the new Ford Mustang is elegant, purposeful, and emotionally charged. I love it! The new GT has a functional trapezoidal cooling outlet in the center of its aluminum hood, while the EcoBoost doesn’t. I like the new lines so much that I prefer the look without the big rear wing despite its dynamic purpose, and would settle for the tiny version if I had to have one on a GT Fastback coupé. I pressed Adam Brecher, Vehicle Dynamics Engineer and Matt Simpson, General Manager Enthusiast Vehicles, for exact drag coefficients to define the claim

that the new Mustang has the very best aerodynamics ever. They wouldn’t give the figures to me and insisted that the very best way to find out was to experience the cars and reap the tangible results of their exhaustive efforts. Jim Owens, Mustang Brand Manager and Laurie Transou, Mustang Chief Engineer, who are Mustang pedigree owners themselves, did not have to oversell their cars, like I mentioned earlier, they and the rest of the development team are huge fans of the icon and they have collectively produced the greatest of all generations.

I was certainly sold on the very handsome exterior aesthetics and was very confident with the promise of mechanical greatness of the latest 4th version of the Coyote V8 built on the magnificence of the outgoing Mach 1 powerplant which now revs higher all the way to the 7500 rpm rev limiter and is able to breath even better thanks to two throttle bodies, a new steel oil pan, hotter cams, and more resulting to 480 bhp @ 7150 rpm and 415 lb-ft of torque @ 4900 rpm or even better with the optional Active-Valve Exhaust system, 486 bhp @ 7250 rpm and 418 lb-ft @ 4900! But what I was worried about most was the interior and hoped that it would finally get the attention that it requires and deserves. And man, the team exceeded expectations. Craig Sandvig, Digital Product Design Manager, and Rachel Schermaier, Mustang Vehicle Integration Engineer, together

with their team, have produced not only the very best interior packaging for a Mustang ever but set a whole new standard for maximizing automotive screens.

The cabin experience begins with not just the most attractive interior that a Mustang has ever had, but it is also the most comfortable with the very best NVH ever. While on the test routes, I was astonished and thankful for every new detail and enhanced old details. The cabin area is mostly the same but the redesign maximizes and optimizes it. The rear seats are still an acoustic sponge and visual delight for very young children at best. The 10-degree angled driver-centric screens are wrapped in a unified bezel using a 12.4inch display above the steering column and a 13.2-inch touchscreen infotainment system over the center console powered by the Unreal 5 Gaming system to create its in-system data, animations and graphics. Ford may not be the only company to use the technology, but at the moment, I can inform you all that the sharp and crisp Mustang screens are the absolute best in the business by a long shot. Finally, a company optimizes the potential of using the screens for maximum driver enjoyment, literally giving the user all the options available to configure what they want to see. Bravo Ford!! And the infotainment system has full connectivity to both Apple and Android without compromise, combined with a wireless phone charger and supported with the outstanding 1000-watt Bang & Olufsen 12-speaker audio with Sync4.

A universal and important functional improvement across the model range is the new electric steering rack with a faster ratio (15.5:1 vs 16:1) combined with stiffer mounting points which makes the all-new excellent steering wheel come alive with pronounced better feel and precision. The standard new Mustang GT comes with 13.9-inch (352 mm) vented discs with 4-piston Brembo calipers in front and 13.8-inch vented (350 mm) discs at the rear with single-piston calipers, but our test unit had the larger Brembo system from the Performance Pack. The afternoon heat in Southern California hit over 100°F (38°C+), so I dropped the canvas roof of the GT convertible only for pictures. The climate control handled it without an issue at all. The slightly heavier GT convertible is definitely very good and felt just as capable as the coupé on the open road and on the twisties but it did still flex a bit and had more road noise, which are both understandable. I still prefer the hardtop Fastback.

The striped silver Mustang EcoBoost test unit we drove had very good driving dynamics with a compliant ride despite not having the adaptive suspension. The new standard suspension is finely tuned with balanced sportiness and comfort. It definitely hugged corners and behaved very similarly to its more potent brother. But frankly, especially if this generation is truly the very last of the breed, I highly recommend a bespoke 10-speed Ford Mustang GT Fastback with the Performance Pack and keep it for future generations to enjoy.

Chris Walter and Corey Holter

Chris' overall exterior design treatment of the all-new Ford Mustang is sensual, elegant, and bursting with character. The Ford Marketing master, Corey, is the gentleman who we would love to see as a future Managing Director of Ford Philippines.

Leveled Up Commitment

Matt Farah's calf ink says a lot about his passion and dedication to core driving pleasure.

2019 KIA GRAND CARNIVAL EX 11-SEATER

Words:

Kevin C. Limjoco

Photos:

Andréas N. Delos Reyes

Our 3rd generation C! Fastfleet Kia Grand Carnival continues to provide very strong duty with comfortable capacity combined with a strong powerplant and optimal fuel efficiency despite being fully replaced by the all-new Carnival. We are generally still very satisfied with the versatility, performance, general ride comfort, and capacity.

The audio solutions built around a Nakamichi NDS-4610A from PartsPro are still performing very well. The Silky Silver colored C! Fast Fleet audio system was heavily upgraded from stock, what first began as a lifeless sound generator is now a properly soulful and full-range daily audio experience. All the standard Kia functionalities and appearance are intact, but the aural sensation has been outstanding. From the Kia factory 6 speakers powered by a 100-watt built-in amplifier, the new system now has a total of 13 speakers (including the new sub-woofer) and at least 300 watts of potent sound energy! The sound improvement was dramatic using the OEM speaker locations but still nowhere as good as a factory-tuned and installed multispeaker premium system produced from a branded supplier like Harman Kardon, Bose, Infinity, Bang & Olufsen, Bowers & Wilkins, Mark Levinson, and others, however.

With close to a modest 27,000 kilometers on the odometer after 4 years of mostly routine use, we replaced the 235/60R18 103H Continental TrueContact Tour tires that had a Treadwear rating of 800, Temperature A, Traction A, and weighed 26 pounds per tire

but it didn’t last longer than 22,000 kilometers which is shocking. We replaced the stock 235/60R18 103H Kumho Crugen Premium tires that came with the minivan after it was fully run-in under 5,000 kilometers for the imported Continental tires which ran astoundingly better but wore out well below their rated performance unfortunately.

After our experience using a very good tire that statistically performed better in North America, we wanted to use a tire more appropriately suited to our climate and road conditions. We selected GT Radial Philippines’ (https://www.gtradial.ph) symmetrical GT Radial 235/60R18 107V XL SAVERO SUV tire (that features: 4 wide longitudinal grooves, Geometrically optimized sipes, Stiff

circumferential ribs, and Stiff shoulder blocks) with the following UTQG ratings: Treadwear 380, Traction A, and Temperature A, that retails for PhP 6,000.00 per tire. The GT Radial weighs 3 pounds more per corner compared to the Continentals but I’m hoping it makes up for it nonetheless with better longevity, performance, reliability, and comfort.

The new GT Radial tire treadwear may have half the rating of the Continentals; however, it has a higher load rating and a better speed rating. So, time will tell how the new set of rubber will perform in its active duty. So far, the new GT Radial tires already have pronounced better road feel and traction while being more compliant and even quieter than the tires they replaced.

SPECIFICATIONS

2019 KIA Grand Carnival EX 11-Seater

Engine:

Inline-4, 2199cc, dohc 16V, Direct Injection Intercooled E-VGT Turbodiesel, 8-speed AT

Max power:

197 bhp @ 3800 rpm

Max torque:

325 lb ft @ 1750-2750 rpm

0-100 km/h (0-62mph): 9.4 sec.

Top Speed: 202 km/h (126 mph)

Fuel Mileage:

8.9 L/100km Overall

Price when purchased: PhP 2,180,000.00

Plus:

Good looking, most powerful engine in its class, spacious, better transmission and standard equipment.

Minus:

Missing some key equipment found in other territories, all-new Carnival model completely outshines it on all fronts.

RATING 9/10

“We wanted to use a model more appropriately suited to our climate and road conditions, so we selected the new symmetrical GT Radial SAVERO SUV tires.”

AWARDS

NOMINEES CARS

From minicompacts to premium full-size sedans, we've meticulously combed through cars from every segment currently available in the market. After tens of thousands of kilometers of testing and exhaustive data gathering, these are the best of the best.

MINICOMPACT

When it comes to daily commutes around town, these mini compacts don't disappoint. Easy to drive around traffic and park in tight spaces, these cars are the epitome of practicality.

SUBCOMPACT

Possessing a smaller frame than their compact cousins, subcompacts combine performance and features with practicality, often offering the best value for your money.

Toyota Wigo

Nissan Almera

Honda Brio

Honda City

Suzuki S-Presso

Geely Emgrand

COMPACT

These are the everyday heroes. They offer cutting-edge features and impressive performance without breaking the bank. Large enough to offer comfort for five while compact enough to be a personal car, compact sedans were once the kings of the road.

PREMIUM SUBCOMPACT

For those looking for the benefits that a smaller car brings combined with the latest tech and use of premium materials, the Premium Subcompact class is where you'll find it.

GAC Empow

Honda Civic

Toyota Altis

Peugeot 3008

Mini Cooper

Mercedes-Benz A-Class

PREMIUM COMPACT

These luxury cars offer superior design, performance, and connectivity in a smaller frame. They're good enough to compete with the larger Executive Class sedans, without the added size.

PREMIUM EXECUTIVE SEDAN

Refined and prestigious while still exciting to drive, the Premium Executive Sedan segment holds the best balance between luxury and sportiness - perfect for the young, successful executive.

Mercedes-Benz C-Class

Mercedes-Benz CLA-Class

BMW 3-Series

BMW 2-Series

Lexus IS-Series

Hongqi H5

PREMIUM MID-SIZED SEDAN

Premium Mid-Sized sedans are the middle ground of luxury cars that offer spacious interiors, powerful engines, and advanced technology. They're equally rewarding whether you're sitting at the back or taking control of the wheel.

PREMIUM FULL-SIZED SEDAN

Here's where you'll find the largest and most luxurious cars that offer incredible levels of comfort, performance, and technology. These flagships showcase the best the manufacturer has to offer.

Volvo S90

BMW 5-Series

Mercedes-Benz E-Class

Lexus LS

BMW 7-Series

Mercedes-Benz S-Class

ULTRA-LUXURY SEDAN

The pinnacle of automotive excellence, the Ultra-Luxury Sedan is reserved for those who deserve nothing but the best. They offer only the ultimate levels of comfort, features, and refinement.

LUXURY GRAND TOURER

Powerful and comfortable, these larger performance cars may not have the cornering prowess of smaller sportscars, but when it comes to getting from point A to B quickly and comfortably, these are the cars you'll want to drive.

Bentley Continental GT

Mercedes-Benz S-Class Maybach

Aston Martin DB11

Bentley Flying Spur

Lexus LC 500

Rolls-Royce Ghost

SPORTSCAR

Sportscars represent the most fun you can have behind the wheel without spending ludicrous amounts of money. Rear-wheel drive, low to the ground, and ready to conquer every corner you throw at it.

PREMIUM SPORTSCAR

When performance is the objective and money is no object, these cars will show you how it's done. They'll reward you with the fastest lap times, the quickest acceleration, and one hell of a drive.

Nissan 400Z

Mazda MX-5 RF

Subaru BRZ

Aston Martin Vantage

Porsche 911

Chevrolet Corvette Stingray

SPECIAL CATEGORY SOLO SEGMENT

We created this category for the cars that are so unique and special that they stand on their own. These trailblazers have no competition but still deserve to be recognized for being excellent automobiles in their own right.

Honda Civic Type-R

Suzuki Jimny

Toyota GR Yaris

Ford Ranger Raptor

ONE-TWO PUNCH ONE-TWO PUNCH

HONDA’S NEWEST CITY SLICKERS COME TO TOWN

HONDA’S NEWEST CITY SLICKERS COME TO TOWN

2023 HONDA BRIO AND 2023 HONDA CITY

Words: Miguel Adiarte

Photos: Chris Van Hoven

The Brio was first launched in 2011 but did not land in the Philippines until 2014, while the City has been in production since 1981 but did not reach the Philippines until 1996. Despite having decades between their conception and arrival in our country, these two models have succeeded in the car industry as some of the most reliable and affordable hatchbacks and subcompact cars, especially in Asia.

Last June, we saw this year’s upcoming models up close and personal before their public launch, and the experience left me wanting to take home the cars from the get-go. The Brio, which has not had any significant changes for the past five years, got a facelift for this year’s model. The 2023 model comes with a new grille which also led to a redesigned bumper for the vehicle. All RS variants now get a black top, which undoubtedly makes the car look sportier and sleeker. In addition, all variants also got some new tech installed in them. They are now equipped with Apple CarPlay, Andriod Auto, upgraded-spec versions for its new instrument cluster, and two additional speakers for a total of six for the RS variant. The rest of the car is kept the same, but one cannot complain because it is still equipped with one of the most powerful engines in its class, the 1.2-liter, 4-cylinder i-VTEC engine.

A “refresh” is what you can call the changes for the new Honda City, although considering the technology they were able to put in, it could also be an understatement to say that. Like the 2023 Brio, the new City will now come with redesigned bumpers, grilles, and wheel designs that make it obvious this is the upgraded model. The City also offers more color options for this model. You can choose from Ignite Red Metallic, Obsidian Blue Pearl, Meteoroid Gray, Platinum White Pearl, Taffeta White, and Luna Silver Metallic.

The Honda City and Brio have been staples of the brand for over a decade now.

The Honda City and Brio have been staples of the brand for over a decade now.

“A 'refresh' is what you can call the changes for the new Honda City, although considering the technology they were able to put in, it could also be an understatement to say that.”

SPECIFICATIONS

2023 Honda City

Engine: Inline-4, 1498 cc, SOHC i-VTEC, MultiPoint Fuel Injection, Continuously Variable Transmission (CVT) Max

Plus: Spacious and well-designed cabin, smooth and refined ride, excellent fuel efficiency, advanced safety features.

Minus: Noisy CVT under heavy acceleration.

SPECIFICATIONS

2023 Honda Brio

Inline-4, 1199 cc, SOHC i-VTEC, Multi-Point Fuel Injection, 5-speed MT / Continuously Variable Transmission (CVT)

Plus: Efficient and practical city car, user-friendly features, comfortable interior, agile handling.

Minus: Limited power for highway driving, compact size may not suit everyone's needs.

Also like the Brio, the instrument cluster got upgraded, and it is also Apple CarPlay and Andriod Auto capable now, but that isn’t all it got in terms of tech. Honda also equipped all variants of the new City with the brand’s latest safety package known as Honda Sensing. This allows the City to have collision mitigation warnings, lead car departure warnings, adaptive cruise control, and lane keep assist. Let me reemphasize the keyword here, which is “assist.” We are nearing the age of autonomous vehicles, but we are not there just yet, so you drivers will still have to be the captains of your ships for a couple of more years.

The RS variants for both Brio and City are intentionally made to be more sporty. This is why some features of their exterior are exclusive to the RS, like the blacktop and RS design grille for the Brio as well as the Sports front bumper of the City. RS variants for the new Brio and the new City already come with complete leather interiors. Remember that leather seats make big messes a quick clean-up, so add that to your pros and cons list when deciding on which variant to get.

Prices for the Brio start at PhP 735,000 for the 1.2 S MT variant and goes up accordingly to 827,000 for the S CVT, PhP 853,000 for the V CVT, and PhP 863,000 for the RS CVT. The prices for the City, on the other hand, start at PhP 973,000 for the E CVT, PhP 998,000 for the S CVT, PhP 1,073,000 for the V CVT, and PhP 1,128,000 for the RS CVT.

“Honda also equipped all variants of the new City with the brand’s latest safety package known as Honda Sensing.”

⊳

A sporty new grille makes the Brio RS stand out from the pack.

THE ALL-NEW MPV THAT'S PERFECT FOR YOUR FAMILY

2023 Toyota Innova Zenix

2.0 V and Q HEV

Words and photos: Richard Tan

The Toyota Innova is one of the most ubiquitous vehicles in the land — and for good reason. It’s a medium-sized people mover that is economical to own, is reliable, has ample hauling capabilities, and is suitable for a variety of environments. Despite the veritable tickbox of pros the Innova already has to its name, it seems that Toyota is still, somehow, keen to bring even more value to the market.

The Toyota Innova Zenix has all the hallmarks of the current Innova — that’s a given. It’s the extras that it brings to the table that make it a more attractive prospect.

nter the 2023 Toyota Innova Zenix.

EThe Zenix is pretty much a significant overhaul from the existing Innova iteration, starting from the seating configuration to the overall fascia. While it retains a lot of the original drive feel (particularly the gas model) and of course, its workhorse reputation, the Zenix truly departs from the Innova’s utilitarian roots by ushering in a captain seat second row configuration as standard, a more spacious third row, and a host of front row amenities that makes the Zenix feel closer to the Alphard than the Avanza. The passenger section is of most note, in my opinion, because the focus on comfort changes the market this model intends to capture. The standard captain seats are comfortable, even for people as wide as myself. The cabin also has ambient lighting, and as someone used to riding the Toyota Alphard and Lexus LM 350, the Toyota Zenix’s second-row seating is impressive and a welcome arrival. In the Zenix, being a passenger princess isn’t limited to the front passenger.

The rider-oriented amenities don’t end there. Up front, you get two cup holders by the aircon vent because that’s what it’s all about. You also get a number of storage spots, as well as both type A and type C cable ports for charging and media connectivity purposes. The entertainment system isn’t too shabby either, as it took mere seconds for us admittedly tech-regular folk to figure out how to pair iPhones to the console. One downside, however, was that the speakers are on the treble-y side, leaving you wanting more bass oomph.

Performance-wise, the Zenix is still spry with a responsive tiller, albeit with a tamer throttle response compared to the current line of Innovas – which is not a bad thing. If Toyota is trying to shed any negative stereotype about Innova drivers, this feels like a step in the right direction. The tame throttle doesn’t mean the Zenix is slow; it just makes it feel even more comfortable. From a driver’s perspective, it’s a van in a smaller package. You get none of the heavy physics on your back under heavy braking that

you do on a, say, Toyota Alphard, but do you get a similar coziness. Big plus: you get a host of safety features such as the Isofix Tether Anchor 2 and stability control on both variants, and the complete Toyota Safety Sense (TSS) suite on the Q HEV variant.

Storage is more than ample in the Zenix, especially with the third row fully folded. The eye test suggests that the rear can accommodate two, maybe three, large pieces of luggage. It’s spacious enough for most family-hauling needs: groceries, a baby carriage, golf bags, you name it.

Perhaps the most exciting aspect of the Toyota Zenix is its entry as another HEV in the Toyota lineup. Toyota continues to dispel notions that electric or hybrid vehicles aren’t as good as internal combustion cars. The Zenix

Spacious, safe, comfortable, economical.

The All-New Toyota Zenix ticks off all the boxes of a family car.

The Zenix can rough it up — a bit. It’s got 185mm of ground clearance, surprisingly, 9mm more than the Innova.

drives that point home with an HEV model that feels slightly more responsive on the throttle than the gas variant. Not sure if it’s simply a test unit thing, but the Q variant felt more ready to spring into action than the V variant we drove. The quiet still takes some adjusting to, however, as the Q variant had very few rumble or hum moments, especially during stops. Both variants did well on hill starts, and both units overall felt very similar in terms of handling and responsiveness.

For all of its fun features, we did find one thing about the Toyota Zenix to really gripe on: the clarity of the center display under glare. More specifically, while reversing. Footage comes out muted and sometimes grainy, and solar glare makes the screen hard to read. Curiously, this only happens when the reverse camera is on. As an infotainment display, the center LED screen did more than fine, and it was barely affected by glare. Fortunately, the Zenix has more driver parking aids, such as clearance and back sonar and the panoramic view monitor on the Q variant.

Overall, it’s quite evident that the Zenix carries on the Innova’s legacy of reliability and performance, albeit now

SPECIFICATIONS

2023 Toyota Innova Zenix Q

Engine: Inline-4 hybrid

Location: Front Drive: Front

Drive modes: Eco, Power, EV

Displacement: 1987 cc

Cylinder head: DOHC 16v

Transmission: CVT

Front suspension: MacPherson strut

Rear suspension: Torsion beam

Fuel capacity: 52 L

L x W x H: 4755 mm x 1850 mm x 1790 mm

Wheelbase: 2850 mm

Wheels: 18” alloy in super chrome metallic

Ground clearance: 185 mm

Max power: 172 bhp @ 6600 rpm

Max torque: 151 lb-ft @ 4500-4900rpm

Motor generator output: 131 bhp

Total system max output: 183 bhp

Price as tested: PhP 1,930,000.00

Plus:

Comfy captain seats, spacious boot space, quiet ride.

Minus:

Underpowered

RATING 9/10

with a very clear third focus: comfort. It’s a very exciting era to be in, what with Toyota’s strong, concrete efforts to reach carbon neutrality via its multiple-pathway approach.

The All-New Toyota Innova Zenix is now available at all 72 Toyota dealerships nationwide with the following price tags:

Toyota Innova Zenix 2.0 V CVT: Starting at PhP 1,670,000.00

Toyota Innova Zenix 2.0 C HEV: Starting at PhP 1,930,000.00

The 2023 Toyota Zenix clearly carries on its legacy of reliability and performance with a, now, clearer third focus: comfort.

The Toyota Zenix’s spacious interior, comfortable seats, and advanced safety features ensure that your family is safe and comfortable.

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 South Australian

Apex Predator Adventure

Words and Photos: Scott “Gutsy” Tuason

and I am trying to take photographs. How did I get myself into this predicament? It started about a year ago when I realized I had never run a trip out to Australia for the shop (Squires Sports, my shop in Manila, specialized in off-the-beaten-path sort of adventure diving trips). I needed to do a recon trip out to South Australia, to see if this sort of trip is something my clients would want. I definitely was interested, but then again, I do have a skewed sense of what is fun.

What interested me in the trip was not only did it offer Great White Sharks, but it also included looking for Leafy Sea Dragons, Australian Sea Lions and thousands of mating Cuttlefish. After an overnight flight from Manila to Adelaide and a thirty-minute flight, I found myself in Port Lincoln, South Australia loosely called the Seafood capital of Australia. After an overnighter in the sleepy town Port Lincoln, it was finally time to board the MV Rodney Fox, a 30-plus meter Live-aboard vessel. It was a nice loose group of guests, and I actually had my own room so my camera gear could explode inside it, plus I did have to bother a roommate at 4am fixing gear and things.

First stop was Tumby Bay, in search of the elusive Leafy Sea Dragon and after two dives in 14˚C water and a broken dry suit (good thing I

brought a spare 7mm open cell wetsuit), no luck, and my search for the unicorn of sea horses goes on. The Fox pulled anchor before sunset and headed for the long haul to Whyalla, where once a year, in the winter months, tens of thousands of Australian giant cuttlefish aggregate for chasing, mating, and, well.. death after the mating process. Whyalla did not disappoint. After 2 dives and three hours underwater, I had my fill of cuttles doing their thing to make more cuttles. The last dive was a twohour solo dive, which had me wondering if the White sharks show up here as well; it was confirmed that they do once in a blue moon, but only small ones LOL.

After Whyalla, we had a slight setback; our captain had hurt his newly operated knee, and we had to head back to port to switch captains. This also gave us an off day before heading out to the Neptune Islands for the white sharks. After a hard night of levitating in bed from the rough seas, I saw the silhouette of South Neptune island at 6 am with thunderclouds breaking in the background, quite ominous for a shark trip. And we did get into the water until the afternoon, but I did see the first sharks around the boat as early as 10 am; we just couldn’t get in the water, actually we could not even launch the cages, it was so rough. From about 2:30 pm until dark , I did get to finally jump in the cage and witness the white sharks of South Australia. I had seen them before in Mexico and South Africa, but South Australia is the birthplace of cage diving, no less than with the man that started it all, Rodney Fox (he was not onboard but his son Andrew was running the trip, he has the best white sharks images in the world I might add.)

I am being thrashed around in the cold, rough Southern Ocean, three White sharks buzzing around me, holding on for dear life so I don’t smash my head or my back on the cage,…

“Another reason for coming to South Australia for White sharks is the bottom cage, it just gives a whole new perspective and you truly are in their home court, sharks coming up to the surface is only because we are scenting. ”

Another reason for coming to South Australia for White sharks is the bottom cage, it just gives a whole new perspective; and you truly are in their home court; sharks coming up to the surface is only happening because we are scenting. Down at 20 meters, the sharks just act differently; one starts to get the feeling that you are on the menu and the only thing stopping you from being bit is aluminum. However, on the second day at South Neptune, we tried a bottom cage dive but had to abort it due to strong waves at the surface. At one point, the cage was almost perpendicular while I did my best Spiderman impression. It was back to the surface cages for the rest of the day. Day 03 at Neptune saw the winds calm down a bit and got to do two bottom cage dives which did not disappoint, and finished off the day with some stellar surface cage action during the golden hour of light. We then had to head back to port to change captains again, because the new captain had previous commitments, but “no worries, mate” we did the turnaround in 8 hours and were back at South Neptune by the next day with a full day of bottom and surface cage dives! However, the weather predictors were not looking good with screaming winter winds and coming from the wrong direction. We had to high tail it out of there and head for cover closer to the mainland.

The crew chose the hide at West Bay just off the Lincoln National Park. It was calm and protected and, gave us one last shot at finding the Leafy dragons. It was the winter solstice, and the true colors of winter were really out, about 50 shades of grey the whole day; the air temp never got above 12˚C, rain, and water temperature was the lowest of the trip at 13˚C. The crew mentioned that this spot was a bit “sharkie” so they would be extra eyes on the lookout on the dives while we buried our eyes into the substrate looking for the dragon. Once again, no luck, but it was just a gorgeous spot, great topography and fish life.

On our last day, we had an executive decision to make: either go back to South Neptune for half a day of White sharks or try our luck with the weather and see if we could dive the Seal colony. I think everyone was sharked out. We had very good shark action already for the trip, eight different individuals so far, plus we would have to make the crossing again, so we chose Lions for the last day. What a great way to end the trip. The Australian sea lions are a pretty species, playful, and just a lot of fun to snorkel or dive with. Two-hour long dives was just the right way to cap off the 9-day trip. If there was one takeaway from the trip, it is this: you definitely want to be in a cage when you see White sharks in the wild.

“The crew mentioned that this spot was a bit “sharkie” so they would be extra eyes on the lookout on the dives while we buried our eyes into the substrate looking for the dragon. ”

FOCUS ON

THE Z ® ZEALOT SPORTS CAR

Words: Kevin C. Limjoco

Photos: Isabel N. Delos Reyes

Our most prolific C! lens woman Isabel received the all-new Nissan 400Z as it was being delivered via a full car carrier, when I heard over the phone, “Wow, now that is really beautiful!” Now, any of you readers who have been following our collaborative work over the past 15 years will immediately catch that Isabel has rarely made such a natural response with two-door sports cars. Ironically, despite being an accomplished driver with deep experience behind the steering wheel, she rarely likes two-door coupés and sports cars. So, from that genuine reaction from her before I set my eyes on the very first all-new Nissan Z in the country, I knew we had something extra special in our hands.

The launch car you see here in the exquisite two-tone Ikazuchi Yellow TriCoat (aka Thunder Yellow) with the contrasting Super Black glossy roof divided beautifully by the Katana blade roof finisher, is every Z-fan’s dream realized. It may be perceived by critics to be a reskinned Z with a new heart, which is fairly accurate in its bare essentials, but that is hugely diminishing the final result of a tremendous effort to build on a successful Nissan FM foundation.

The basic chassis may be the same with an identical wheelbase and also about the same cabin proportions, but the only real performance part carryover are great ones; the brilliant Akebono brake components. Almost everything else has been either completely changed, upgraded, or honed to the tune of over 80% new parts and increased overall rigidity by about 11%. The increase in rigidity may seem modest but you have to take into account that Nissan also added significantly more sound and vibration insulation combined with enhanced active sound acoustics resulting in the quietest Z cabin ever with the best fit and finish it has ever had while it performs at new dynamic levels of excellence and driver enjoyment.

The 7th-generation Nissan Z (400Z) uses the sensational 400 bhp / 350 lb-ft twin-turbo 3.0-liter V6 engine that we first experienced over 7 years ago in the 2+2 Infiniti Q60S Red Sport 400 luxury coupé that was mated to a 7-speed automatic gearbox, had over a foot longer body on a foot longer wheelbase, weighed over 300 pounds more, had the same Akebono brakes, and rode on much less rubber. Getting behind the steering wheel of any Nissan Z® car is always a thrill and always an occasion; I have yet to have a dull moment in one. Since 1969, Nissan has been manufacturing their own unique interpretation of mechanical bliss, and for years at one point, they soldiered on as the only torchbearer for pure Japanese sports cars.

“ THE EXQUISITE TWO-TONE IKAZUCHI YELLOW TRICOAT (AKA THUNDER YELLOW) WITH THE CONTRASTING SUPER BLACK GLOSSY ROOF DIVIDED BEAUTIFULLY BY THE KATANA BLADE ROOF FINISHER, IS EVERY Z-FAN’S DREAM REALIZED.”

The new Nissan 400Z does feature a factory standard carbonfiber composite driveshaft combined with a mechanical viscous Limited Slip Differential but only with the slick new 6-speed manual with SynchroRev Match® that may not be offered in our market. That is alright because if you actually desire optimal performance more than engagement, the new Mercedes-Benz (9G-Tronic) shared Jatco 9-speed automatic gearbox more than makes up for losing the extra response from the composite shaft. The new 9-speed gearbox optimizes the potent power from the smaller and lighter twin-turbo 3.0-liter V6 compared to the outgoing 3.7-liter V6 that produced 350 bhp @ 7400 rpm and 276 lb-ft @ 5200 rpm at its best in NISMO form. Acceleration from naught to 100 km/h improved from 5.1 seconds to 4.5 seconds while gaining an additional 1 mpg in the city and 2 mpg on the highway driving despite weighing about 116 pounds more due to the expansive upgrades and new design.

The 400Z’s powerband is significantly more elastic than the outgoing 370Z NISMO making it much less tiresome to drive daily while quantumly improving its dynamic ability when driven enthusiastically. Peak torque is 74 lb-ft more and begins at 1600 rpm and holds it until 5200 rpm. While maximum horsepower is 50 more at 1000 rpm less engine speed and redlines lower at 6800 rpm compared to the screaming 7400 rpm, which I admit does sound and feel great. Thankfully if you truly need to feel that extra oomph, Nissan does have the NISMO version of the 400Z, too, which has a more aggressive limited-slip differential, larger wheels, more track-biased suspension tuning, more aggressive bodywork, stickier Dunlop SP Sport MAXX GT600 tires instead of the very balanced Bridgestone S007 tires that were originally tuned for an Aston Martin DB11, bigger oil cooler, manual Recaro seats, special transmission retuning (downshifts are nearly twice as fast and launch control is more aggressive), and larger brakes to manage the extra 20 bhp and 34 lb-ft more torque.

As interesting and as exciting as the new Z NISMO sounds, I would give it a pass for our Philippine market as the current dynamic performance is better suited for our driving conditions. You will honestly end up driving swifter in the more elegant standard coupé because it can manage our road surfaces better, and heck, it will be much more comfortable in the process too. Speaking of elegance, let us go back to its gorgeous homage to the past generations of the Z beginning with the teasing two half-circle LED DRL slashes on the excellent LED headlights that recalls the closed lenses featured on the Japan-only 1971 Datsun 240ZG Fairlady. The tapered front end, subtle power dome on the aluminum hood (the doors and rear hatch are also aluminum), and center dividing ridge are all found on the first-generation Z. The more squared-off rear and cool three-dimensional taillight cluster are inspired by my favorite Z, until this new model, the 90’s twin-

“ THE 400Z’S POWERBAND IS SIGNIFICANTLY MORE ELASTIC THAN THE OUTGOING 370Z NISMO MAKING IT MUCH LESS TIRESOME TO DRIVE ON A DAILY BASIS WHILE QUANTUMLY IMPROVING ITS DYNAMIC ABILITY WHEN DRIVEN ENTHUSIASTICALLY."

turbo 300ZX. The gaping manta ray mouth center rectangular grille is also inspired by the 240Z. I like the tasteful gun-metal upper portion of the grille where the license plate and two front sonar sensors lie. Overall, the semi long-hood and short-deck silhouette that helped make the original car's shape so iconic and endearing are represented in a collective and very attractive way, whether one appreciates the generations leading up to it or not.

The interior, however, is a mixed bag. The design and layout association with its predecessor is very obvious but just so much better executed with considerably better materials (synthetic suede door panel inserts) and screens. However, our market for now may only get the black interior and not the contrasting-colored options. The power-adjustable sport seats with faux-suede upholstery are very supportive and the most comfortable ever in a Z. The analog gauges have been replaced with a crisp user-configurable 12.3-inch digital gauge display (designed with input from Tsugio Matsuda, a racer for NISMO in Super GT in Japan) while the infotainment system uses the standard 8.0-inch display (a crisper 9.0-inch unit with navigation is optional) powered by a great sounding 8-speaker Bose audio system, though Apple CarPlay and AndroidAuto connectivity are wired. The climate control buttons and seat heaters are traditional together, with an old-school manual e-brake. The fully adjustable steering wheel (with telescopic adjustment finally) is inspired by the GTR supercar slayer and actually uses the aluminum paddleshifts from it. The throttle and brake are aluminum-trimmed. A sliding center armrest reveals a second cupholder, while a dedicated phone holder with USB ports is conveniently located at the bottom of the center stack. The shiftby-wire transmission controller isn’t bad, nor is it great, but the functionality of the actual system is fabulous. The last feature that ties it all together is the iconic angled triple gauge cluster that displays analog turbo boost, turbine speed up to 240,000 rpm, and voltage.

There are only two drive modes: normal and sport. And you can switch off traction control in a straightforward dashboard button to the left and bottom of the steering wheel. With sport mode engaged, the Z responds with quicker shifts, a livelier and moreresponsive throttle, firmer steering effort, the stability-control settings are more liberating, and enhanced engine sounds fill the cabin. The exhaust sound, even in full throttle, is not as streetlevel obnoxious as before, and the dual exhausts look great now with extra drilled holes surrounding the lip instead of looking like open paint cans.

The beautiful Rays® forged mixed alloys are awesome and I think the current Bridgestone Potenza S007 B-silent tires are perfect for our driving conditions. They take the beating of our roads well while still being tenacious when needed. In the end, the new Nissan 400Z exceeded all expectations with performance, packaging, and aesthetics. The full aluminum suspension may not have adaptive functions but it embodies the Z with precise handling, compliance, and driving entertainment. The thrust of the eager and potent twin-turbo V6 is intoxicating. The Nissan 400Z is not just the greatest Z but it is also the very best sports car you can buy and enjoy on a daily basis in our market.

Engine: V6

Location: Front, Longitudinal Mid-Ship

Displacement: 2997 cc

Cylinder block: Cast Aluminum

Cylinder head: Cast Aluminum, DOHC, 4 valves per cylinder, water-cooled Intercooler system with electronic wastegate actuators, Twin-Turbo

14.7 maximum Boost, CVTCS

Fuel Injection: Direct Injection

Max power: 400 bhp @ 6400 rpm

Max torque: 350 lb-ft @ 1600-5200 rpm

Transmission: Shift-by-wire controller Jatco

9-speed Automatic with GTR aluminum steering wheel paddles & Downshift Rev-matching, Launch Control, Rear Wheel Drive with 1.5-way mechanical clutch-type Limited-Slip Differential.

Front Suspension: Independent Doublewishbone aluminum with die cast aluminum-alloy subframe, monotube dampers with 27.2 mm anti-roll bar and tower brace.

SPECIFICATIONS

2024 Nissan 400Z

Rear Suspension: Independent aluminum Multilink, monotube dampers with 26.5 mm anti-roll bar.

Fuel Capacity: 62 liters (16.4 gallons)

Load Capacity: 198 liters

Ground Clearance: 122 mm

L x W x H: 4380 mm x 1845 mm x 1315 mm

Wheelbase: 2550 mm

Brakes: Front Akebono® 14-inch (356 mm) ventilated discs with fixed 4-piston calipers / Rear 13.8-inch (350 mm) vented discs with fixed 2-piston calipers, Manual E-Brake, Vehicle Dynamic Control (VDC) with Traction Control System (TCS), ABS, EBD, HAS, and BA.

Wheels: Mixed 19”x 9.5J Front and 19”x 10J Rear

RAYS® RAYSENG® Forged Aluminum Alloys.

Tires: Mixed P255/40R19 96W front / P275/35R19 96W rear Bridgestone Potenza S007 B-Silent

Weight (kerb): 1640 kg. (3602 lbs.)

0-100 km/h (0-62 mph): 4.5 seconds

Top Speed (mph): 250 km/h (155 mph) Governed

Fuel Mileage: 19 mpg City / 28 mpg Highway

Price as tested: PhP 3,888,000.00

Plus:

The most refined and most powerful Z ever. Lusty engine, smooth transmission, gorgeous looks, visceral, featureladen. Intelligent cruise control. A true generational sports car celebration. Hugely fun and precise.

Minus:

No wireless smartphone charger, wired Apple Carplay and AndroidAuto, Carbonfiber composite driveshaft only on manual transmission models, NISMO variant has 20 bhp and 43 lb-ft of torque more power. Limited interior color schemes.

RATING 10/10

TECH & TUNER

LOUDER, BADDER, FASTER!

1974 FORD ESCORT (MK1)

"With old-school cars, you are able to feel more of the road, unassisted steering, engine sound, burbling Weber 40's, and a driving experience different from the feel of modern vehicles."

— Edgar Vicerra

Boosted!

Making Your Engine Last

Simple practices to help extend engine life

It’s a known fact that nothing lasts forever; most especially when it comes to the engine that lurks under the hood of any car. While some cars give their owners years and thousands of kilometers of trouble-free driving, others have problems as soon as they roll out of the dealership. Why the huge difference? Aside from fate, it may be due to a factory defect or design flaw. Car manufacturers address this situation with model recalls to replace defective components. It could also occur due to driving conditions. For example, driving short distances without fully warming the engine could drastically shorten an engine's life. Corrosion is another factor - for example, park the car for a few months in a place with high humidity, and it will probably have more problems than the vehicle that's driven daily. Obviously, there's no way a car can run forever, but there are ways to significantly extend the engine life of your vehicle while simultaneously reducing the occurrence of mechanical failure. While the fountain of youth for the internal combustion engine has yet to be discovered, here are five simple practices that should help extend an engine's life. The following practices are very rudimentary and can apply to all vehicles. Most of these may seem like common sense, but as you read them, ask yourself how often you actually practice what it says.

01 — Follow Your Service Schedule

This one's a no-brainer, but there are still way too many car owners out there who pay little or no attention to their vehicle's maintenance schedule as specified by their car manufacturer. There’s no reason for skimping on proper maintenance, which is particularly inexcusable in late model cars that do everything but drive themselves to the dealership at the appropriate time.

02 — Regularly Check Fluids

Here's a weekly task that only takes 10 minutes. With a cool engine and a clean rag in hand, simply open the hood and pull the oil dipstick. Wipe it clean, re-insert it, and pull it out again for a quick check of the most important engine fluid. While you’re at it, check the radiator overflow reservoir level and the brake fluid, transmission fluid, power steering fluid, coolant, and wiper ffluid as well. It can be overwhelming. However, the good news is most vehicles these days have indicator lights to alert you when you need to attend to these. Still, it helps to do a regular visual check to avoid any unexpected issues. It would also be wise to check the hoses and belts for any signs of wear or imminent failure.

03 — Go Easy During Startup

After considering that a cold engine will have little oil left on the moving parts as it has all seeped down into the oil pan, cold starts truly are an engine’s worst nightmare. However, modern cars and motor oil technology have improved to the point where the engine is fully lubricated within 20 to 30 seconds.

Once you start the engine, the oil pump quickly circulates the oil throughout the motor, lubricating all the necessary moving engine components. So, a few second after you’ve started the car, put on your seat belt, and get comfortable, the engine might not be at its optimal operating temperature, but rest assured it’s completely lubricated, and you’re okay to drive at this point. Just remember not to rev the engine hard for the first few kilometers of driving until you see the temperature gauge slightly move off the cold reading. When you drive the car, it’s going to warm up in just a few minutes instead of idling for a few minutes. Extended idling just wastes gas.

04 — Use High Grade Gasoline

If you happen to own an expensive highperformance machine, always go for the highest quality fuel available. This is another small investment that will give big returns on both performance and long-term engine life. Today's modern, high-compression engines come equipped with knock sensors, which theoretically keep them from hurting themselves on today's low-grade gasoline. Do they always work? Probably. But if you own an expensive high-end vehicle, do you really want to find out the hard and costly way?

05 — Be Mindful of Warning Signs

Do you hear a ticking or squealing sound from the engine, or is your car suddenly experiencing lower-than-normal power levels? Do not ignore these warning signs because these usually indicate possible engine trouble. Failing to heed these warning signs will almost always result in bigger problems. All those under-the-hood engine noises are warning signs and should be dealt with before the problem becomes even more significant.

06 — Drive Smart

Francis G. Pallarco TUNER EDITOR

I'm talking smart from a vehicle longevity standpoint. If you've got a turbocharged motor, I'm sure you won't let the engine simply lag around at low revs. Occasionally letting it run at its peak may be fine; just try not to let the engine constantly bounce off the rev-limiter at every stop light. The same goes for braking and shifting. The occasional short outbursts of speed-shifting and panic stops will only result in premature vehicle downtime. Relax, regularly check the gauges (that's what they're there for), and save the enthusiastic stuff for long open highways and track days. Who knows, your car just might thank you for it.

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

Workshop

SUV Suspension Upgrade

Achieve better handling and improve overall ride comfort with KYB’s New SR Special shock absorbers specially developed for SUVs

HANDLING AND COMFORT

For those who drive Sport Utility Vehicles (SUVs), upgrading the suspension is a good starting point if you’re looking to make some significant performance improvements. By choosing the proper aftermarket suspension components like front struts and rear shock absorbers, this simple and quick upgrade greatly affects a variety of vehicle dynamics, including road holding, traction, and more importantly, improve overall ride comfort.

Even though today's modern SUV makes use of heavy-duty suspension components, some of its components, like shocks and struts, also wear out over time. Their primary function is to absorb excessive bumps while also supporting the coil springs as these are directly attached to the chassis. In fact, these components do the most to aid in ride comfort, preventing you and your occupants from feeling every crack or bump on the road while you drive.

That explains why the struts and shock absorbers are a vital suspension component which makes them worthy of upgrading to something better than stock, like KYB’s New SR Special, as some of the benefits include improved handling under various driving conditions, improved overall ride quality (meaning a softer and smoother ride), and better performance when the vehicle is loaded above the normal payload. The New SR Special shock absorber is available for most SUVs, MPVs, Vans and cars. It is a direct bolt-on replacement for daily-driven SUVs for improved handling performance and overall ride quality.

THE KYB NEW SR SPECIAL

Constructed using high-quality Japanese manufacturing design, the New SR Special is gas-type shock absorber utilizing a single-tube shell case, making it very durable and efficient. The New SR Special features a different viscosity, whereby 50% was added on the compression/bumping stroke and 80% on the rebound/ extension stroke as compared to OEM shock absorbers.

Combined with KYB’s constant research and development, they were able to achieve the optimal damping

characteristics, allowing the New SR Special to enhance the SUV’s overall handling characteristics, most especially in everyday driving situations that we normally encounter such as, accelerating, turning and stopping while still providing a comfortable ride quality.

The KYB New SR Special offers:

• Comfortable Ride

• Stability

• Better handling

• Good cornering

• Reduced braking distance

Words and photos: Francis G. Pallarco

REAR SHOCK ABSORBER

FRONT STRUT

KYB NEW SR SPECIAL BASIC INSTALLATION STEPS

Front Strut Assembly

Step 1 // After securing the vehicle on the lifter, remove the front wheel and proceed to loosen the bolts on the shock tower. The upper control arm will also have to be loosened at this point in order for the strut to be completely removed.

Step 2 // Next, remove the lower bolt at the bottom of the strut. Lastly, take extra caution while removing the bracket that holds the brake line. The entire strut assembly should be able to slide down.

Step 3 // Place the strut assembly on a spring compressor and compress the coil spring until the tension is relieved from the upper strut mount. Loosen and remove the upper strut nut and remove the top housing and the bump stop and washers. Keep in mind the sequence. There may also be an Allen-shaped recess on the end of the strut.

Step 4 // Remove the coil spring from the old strut and install it on the new KYB strut and place it on a spring compressor. Re-install the components (strut mount, washers, bump stop bushings, etc.) in the proper order. Install and tighten. Carefully decompress the spring, ensuring that it seats properly in the upper and lower spring perches.

Step 5 // Install the new strut by inserting the top end into the shock tower along with the two nuts on top and one on the bottom. After tightening the upper and lower nuts reconnect the other components that were removed, like the upper control arm and the brake line bracket.

Rear Shock Absorber

Step 1 // The removal of the rear shock absorber is simple and straightforward as it only involves removing the nut on both ends to allow its complete removal and replacement.

Step 2 // Simply place the new rear shock absorber taking note of its proper orientation and install the nut on top and at the bottom. Double check for proper tightness and placement.

After installing the front and rear New SR Special dampers, there’s a highly noticeable improvement in terms of ride comfort and how the SUV behaves when it corners. While it is not as stiff like coil overs nor as soft compared to OEM units, I would say that the New SR Special has the right balance of damping characteristics. This can be felt when cornering or suppressing road irregularities while providing a better-than-stock ride comfort. Another thing I noticed is that there’s significantly less body roll under hard cornering. What’s more, the front weight transfer or “nose dive” is remarkedly less during hard braking, making the vehicle feel more stable. Overall, it far exceeded the comfort levels compared to OEM struts and shocks while offering increased handling capabilities. This makes it a practical upgrade for daily driven SUVs and other types of vehicles that offers great performance benefits that can be really felt while on the road.

For Inquiries:

Massive Parts Inc.

(+832) 253 0305 / 2354050 // www.massiveparts.com // www.kyb.com.ph

Kudos To:

Speedlab

11 Pagataan Street, Brgy. Manresa, Quezon City // (+632) 4104678 speedlab@speedlab.com.ph // www.speedlab.com.ph

This one essential upgrade is guaranteed to yield improved overall handling and ride quality that's better than stock.

EVERY NOW AND THEN SOMEONE MANAGES TO FIND A HIDDEN TREASURE LURKING IN A JUNKYARD SHOP.

Words and photos: Francis G. Pallarco

RESCUE

EFFORT

It’s a motorsports icon that can be best described as a rear wheel drive rally legend. Of course, I’m referring to none other than the tailhappy Ford Escort. During its time, it greatly influenced rallying with championship titles, allowing it to gain a huge following the world over. So much, that there are still plenty of rally prepped Escorts. These can be seen actively competing in various historic rallies and other rally events in Europe. Personally speaking, it’s just one of those cars that immediately conjures up devilish thoughts of taking a corner sideways at opposite lock while flat out on the throttle. 100% analog and

fun to drive, it continues to be highly tunable with plenty of aftermarket and OEM parts in the UK. There’s just one bit of downside though, there’s only a handful left on our shores. This makes the chances of buying, let alone even finding one for sale seem almost impossible in this day and age.

I’m pretty sure lady luck must have been on Edgar Vicerra’s side as he chanced upon a Ford Escort Mk1 in a junk shop several years ago as he recalls, “The first time I passed by this Escort ‘Mexico’, as they fondly refer to it, I was shocked; asking myself what's the car doing there and just drove by. When I came back it was still there so I decided to inquire if this car was

▼ Aside from going over the entire engine, the addition of twin Weber DCOE side draft carburettors greatly adds performance and visual impact.

still available, and to my surprise it was! The asking price was 25k, but after a bit of haggling, we ended up at 19k. I hurriedly paid for the car to ensure the sale. We towed the car and brought it home together with my two car enthusiast brothers who couldn't believe where I found it. Another lucky thing was that it still had its original 1.6-liter, GT engine.”

While the car was intact, it surely needed a lot of work. Mostly in terms of bodywork to which they decided to turn it into a 70’s works rally car inspired build, as Edgar recounts, “It took us almost 5 years to bring it back to its former glory. Although I made some modifications with the front and rear fenders using metal sheets (not fiberglass) for a widebody look.” These iconic bubble arches were patterned after the ones used on the Mk1 Escort rally cars in the 70’s that allowed them to use wider wheels and tires. “To add, the lines of the body were difficult because we started with the body in rough shape and we wanted it to bring it as close to the original bodylines, which was restored by Bert Gabalfin.” Their efforts also extends into the functional interior where only the essentials were added to recreate a vintage racerinspired cockpit.

Named after the Ford Factory that made it, the original “Kent” 1.6-liter engine still resides in the engine bay.

▲

Also referred to as a crossflow engine due to its cylinder head design, this also allows it to respond well to aftermarket performance modifications. In this case, Edgar and his mechanic, Nestor Polancos, completely rebuilt the engine, fitted new pistons and added a pair of Weber 40 DCOE carburetors with chrome velocity stacks, while a custom header runs through a throaty full exhaust system. Making sure there’s plenty of spark, an Accel Super coil and beefy plug wires complete the engine upgrades giving the Escort plenty of power to light up the rear tires.

The front and rear suspension has also been refreshed with new struts and shocks including front camber plates to allow suspension tuning. Escort fans might notice the absence of Ford’s bulky power brake booster up front, which has been replaced by an aftermarket PBR remote brake booster. Aside from better performance, what’s great is that it can be neatly and

discreetly fitted under the dashboard like they did. As for the wheels, it had to be nothing but a set of “banana-type’ wheels that perfectly suits the Escort. Another important thing that makes the Escort look complete are the 2 pairs of Cibie fog lamps up front. Particular design cues that allowed them to pull off a period-correct seventies build theme that were originally aiming for.

Safe to say that Edgar and his brother's labor of love towards a junkyard find has become a build that commands attention and leaves a lasting impression. But the best part, according to Edgar, “Seeing the progress of the car and finally getting it drivable again. We’re also lucky to find parts in different stores and the help of friends, Omar Luna and Eric Garcia. Overall, we are very happy with the build especially that it was done in my shop at VBros Garage. Now, we are able to enjoy driving the car and experience its rawness. With old school

While the car was intact, it surely needed a lot of work. Mostly in terms of bodywork to which they decided to turn it into a 70’s works rally car inspired build.

cars you are able to feel more of the road, unassisted steering, engine sound, burbling Weber 40s, and a driving experience different from the feel of modern vehicles. It is also flattering to be commended by strangers who recognize the car and share stories.” Their journey with their Escort is a testament to what’s possible through dedication and the help of old and new friends along the way.

Specifications — 1974 Ford Escort (Mk1) / Edgar, Reggie, and Edwin Vicerra / VBros Garage

Engine: 1.6-Liter, Inline-Four, OHV, Ford Crossflow Cylinder Head

• Engine Mods: Weber 40 DCOE carburetors, Chrome velocity stacks, Accel Super Coil, Aftermarket Plug wires, Custom header and exhaust system

Brake Mods: PBR Remote Brake Booster

• Transmission: 4-Speed manual • Suspension: Adjustable Front Camber Plates, Front Struts, Rear Shock Absorbers

• Wheels & Tires: Banana Type Wheels (14x7), Fullrun PCR Tires (185/65R14)

• Body & Paint: Bert Gabalfin and painted at VBros Garage

Other Stuff: Rear Courtesy Light, NOS GT emblems, Veglia Gauges, Nardi Steering Wheel, MOMO horn button, Hood Pins

Kudos To: Nestor Polancos, Omar Luna, Eric Garcia, Bert Gabalfin, Luis Vicerra

“PERSONALLY SPEAKING, IT’S JUST ONE OF THOSE CARS THAT IMMEDIATELY CONJURES UP DEVILISH THOUGHTS OF TAKING A CORNER SIDEWAYS AT OPPOSITE LOCK WHILE FLAT OUT ON THE THROTTLE.”

RALLY

-BRED

HERE'S HOW TO PROPERLY TURN A STOCK EUROPEAN SEDAN

INTO A FULLBLOWN RALLY CAR.

Words: Francis G. Pallarco

Photos: Author and Martin DV

If you were to build a rally car, what would be the first car that crosses your mind?

Is it a coupe or a sedan? Rear wheel drive or Front wheel drive? How about a compact all-wheel drive? Actually, there are plenty of suitable candidates to consider. In fact, just look at the cars that are currently competing in our local rally events, and you will instantly get an idea of what’s popular and what seems to be working out. The rally events I’m referring to are the competitive Philippine Rallycross, Philippine Rally Series, and Rallysprint which have done wonders to revive the local rally scene that used to be very popular back in the day. With entrants composed of rally veterans and newbies to the sport, this created a diverse array of rally-prepped machinery competing to be the fastest.

It's diverse enough that several rally-prepped BMW (E36) sedans are actively competing with winning

results. One of them happens to be our featured car, owned and built by Dindo De Jesus, who's an experienced rally car driver, making him no stranger to the sport as he explains, “The BMW rally car was born out of my desire to go back to rallying using a rear wheel drive car. I always believed that RWDs are the most pleasurable car to drive, most especially on gravel/dirt. It might not be the easiest or most driver friendly, but it surely is the most fun to drive. I initially thought of the usual Toyota AE70 or AE86, but after seeing E36 rally cars in Europe/Youtube and how fast they were, I toyed with the idea of doing one, thinking that it should perform well, as it was one of the last RWD cars of the '90s. Being so, it is as refined as it could be because it has a sound and proven design/platform already. A few months later, I chanced upon (after a long while) Jun Magno and his E36 rally car at a rallycross event. That further reinforced my idea

of doing an E36 Rally car. Jun and I discussed the project and he agreed to help me build one. The car was built in less than 8 months, despite sourcing many rally parts from Europe, Finland in particular, where E36’s and E46’s are apparently very popular rally cars.”

Reliability wins rallies which is why he opted to keep the inline-six engine mostly stock, save for a few aftermarket bolt-ons. However it does have a standalone ECU that’s been dyno tuned by Lance Binamira of Lancetuned Motorsport. Despite achieving close to 200 horsepower, Dindo notes, “I could use some more but not too much. I think another 30-50 horses would be perfect.” Much of the attention was given to the driveline and suspension that, according to Dindo, is the key to a rally car’s performance. This BMW uses Bigem gravel-spec components with upgraded suspension arms and a Z3 quick steer rack. Stopping power comes courtesy of competition DBA rotors and Porterfield pads. Collectively, these aftermarket rally-spec components allow the car to steer the wheels faster, take corners, hit bumps, stop better and take on gravel roads at high speeds as Dindo describes what’s it like to drive flat out on a gravel stage, “Rally driving in gravel is astounding. At high speeds, the car feels like it’s almost floating as it desperately grabs for traction. I’d say it’s more prevalent on RWD cars as the rear end feels it constantly wants to get ahead of you which is a wonderful and beautiful feeling. RWD rally cars on gravel also produce giant rooster tails of dirt, making it spectacularly beautiful and exciting to watch.”

Safety should be the most important aspect when setting up a rally car, as Dindo notes. But I think the same level of preparation should be applied to any car that’s going to be used for competition, like what they did on this BMW. This includes requisite rally car preparation steps such as seam welding, proper roll cage fabrication done by D Best Autofix, and using the right FIA-approved race driver equipment, which should include a plumbed-in fire suppression system. It comes with several nozzles positioned in different areas of the car for maximum safety. As you might have noticed by now, this

▼ This BMW uses Bigem gravelspec components with upgraded suspension arms and a Z3 quick steer rack.

BMW is that well-built. As such, it was awarded the Best Prepared Rally Car during the 2021 Rallycross Series. Dindo sums up its performance: “During its first event (rallycross), it was a revelation. I knew it would perform well, but I did not anticipate it would be this good. The car performed beyond expectation. It was very predictable and offered very good feeling and feedback. Aside from the parts and mods, I believe the platform in stock form is already superior to start with. The great steering that BMWs are known for, the chassis, the wheelbase, and the suspension geometry all contributed to the mods that were done. The car won its first event and won all the remaining legs. No mechanical issues and retirements. Was consistently fastest/top in 2wd class; only 4wd's were faster. It managed to match times of 4wd's and beat them on a few occasions. It was crowned 2021 overall RWD champion and 2nd overall Open class Champion (against 4wd’s), which proves the integrity of the car’s build.” I can’t wait to see it tear up the gravel track again.

ISLAND AUTOMOTIVE SOLUTIONS

The best motorsports related equipment

▲

Reliability wins rallies which is why he opted to keep the inlinesix engine mostly stock save for a few aftermarket boltons. Although it does have a standalone ECU that’s been dyno tuned by Lance Binamira of Lancetuned Motorsport.

Specifications — 1998 BMW 328 (E36) / Dindo De Jesus / Island Automotive Solutions

Established in 2002, this was borne out of a personal passion for motorsports. Hence we would like to be able to assist fellow car persons like me as well. We would like to be able to provide quality parts not only for racers, but for all car enthusiasts as a whole. We would like to be of help if you’re building a racecar, track day car, 4x4 rig or your beloved old school project car. We are the authorized representative for Disc Brakes Australia DBA, Atech Racing seats, Lifeline Fire Systems, ACL Race Bearings, ATS Limited Slip Differentials, Weber carburetors, Porterfield race pads, AIM Dataloggers and RAW 4x4 equipment.

For Inquiries

IAS Island Automotive Solutions

2838 Uruguay Street, Barangay San Isidro, Makati City / 0917 564 0692

Engine: 2.8-Liter, Inline-6, 24v, DOHC with VVT, Aluminum Block and Heads

• Engine Mods: Schider headers, custom exhaust, solid engine mounts

• Cooling System: CSF aluminum radiator , SPAL OE fan delete

• Engine Management: MaxECU stand-alone ECU, Tuned by Lancetuned Motorsports

5-Speed manual with Samsonas Motorsport-Type Race Shifter, Sachs Motorsports Clutch

• Horsepower: 198 @ 6000rpm

• Transmission:

• Suspension: Bigem gravel spec suspension, Rally Corsa suspension arms, Z3 quick steer rack

• Differential: ATS carbon LSD

• Brakes: DBA 4000 Series Rotor Discs, Porterfield R4s Brake pads, Brake servo delete, braided brake lines

• Wheels & Tires: Evo Corse

• Interior Mods: Atech Motorsports Seats, Steering wheel, 6 point belts, helmet hammock, Terratrip 303 rally computer, Lifeline (plumbed-in) Fire System, Cartek IC-type master cut-off switch, Carbon drivers and co-drivers footrest and pads

Olympiacorse Gravel Wheels (15x6.5), Accelera RA162 Rally Tires (195/65R15)

• Exterior Mods: Rally Corsa flares, Rindenberg rear spoiler , GP4 roof vent, Plastics4performance lightweight windows, Fiberglass hood, fenders, doors and boot lid, Wesem Light pod Rally Car Preparation: Island Automotive Solutions, D Best Autofix, Lancetuned Motorsports

RALLY DRIVING IN GRAVEL IS ASTOUNDING. AT HIGH SPEEDS, THE CAR FEELS LIKE IT’S ALMOST FLOATING AS IT DESPERATELY GRABS FOR TRACTION. I’D SAY IT’S MORE PREVALENT ON RWD CARS AS THE REAR END FEELS IT CONSTANTLY WANTS TO GET AHEAD OF YOU, WHICH IS A WONDERFUL AND BEAUTIFUL FEELING.

— DINDO DE JESUS

HOW TO BUILD YOUR OWN SIM RACING RIG

Racing at the highest levels of motorsport used to be a distant dream for most; these days, all it takes is a gaming setup, an internet connection, and maybe some online luck and you could be racing against Max Verstappen himself. Here are the essentials for building your own sim racing setup.

Words: Richard Tan

GAMING PLATFORM

The best gaming platform is the one you have — or, the one you can afford. The more affordable and readily available gaming platforms are Sony’s PlayStation and Microsoft’s Xbox, both time-tested plug-andplay machines. The current iteration of the Xbox has two variants, the Xbox Series S, which retails between PhP 15,000 and PhP 20,000, and the Xbox Series X, which retails between PhP 27,000 and PhP 35,000. As for the PlayStation 5, the latest version from Sony, it retails in the PhP 27,000 - PhP 38,000 range, depending on unit specs and availability.

If you want to take your gaming to the next level (and do it like Charles Leclerc), consider building your own PC. This one’s way tougher, because if you’re not entirely sure about the parts you want, then you could be prone to price gouging and other scams that proliferate the PC building space today. So if you’re gonna take this route, make sure to research and double research everything. It also pays to stick to reputable parts sellers and PC builders if you’re not confident about building your computer yourself.

The basic parts you need to build a gaming PC are a graphics card or GPU, a processor or CPU, a motherboard, an operating system or OS, memory or RAM, storage, power supply, and a case. Make sure to throw in a cooling system, as gaming PCs can get very hot (literally), and you wouldn’t want it to cut out in the middle of a racing session.

Specifications vary between game titles, so we’ll use the minimum specifications for iRacing as a basis, since those will likely suffice to run other racing titles on PC.

GAME TITLE

We have a record number of sim racing-compatible titles in 2023, thanks to more powerful gaming platforms and a more interconnected online landscape. It’s always good fun racing against the different levels of in-game AI, but it’s hard to deny how much more satisfying it is racing in real time against your peers. It’s a track day from the comfort of your home, and you get to drive cars that will probably never set foot on Philippine soil. What’s not to like?

The quintessential racing game at the moment is, of course, the official F1 title game F1 2023; however, professional drivers-turned online sim racing streamers swear by iRacing thanks to its incredible realism and attention to detail. To put it in perspective, according to Lando Norris, F1 2023 is a racing game, while iRacing is a racing simulator. If you’re shooting for racing the way the pros go through it, then iRacing is the title for you.

If you’re aiming for pure fun — and the experience of driving many different types of cars across different types of tracks — then you should have a look at Forza Motorsport, Assetto Corsa, Project Cars, rFactor, Automobilista, and perhaps the most enduring title of them all, Gran Turismo

GPU 4GB dedicated vRAM

• AFOX RX560

GDDR-5 128-bit (PhP 8,000)

• INNO3D GTX1630

TWIN X2 OC

GDDR6 64-bit (PhP 8,000)

• ASUS Phoenix GTX 1650 OC

GDDR6 128-bit (PhP 9,000)

CPU 4-6 cores

• Intel Core i5-9400 Coffee Lake 2.9GHz (PhP 4,000)

• Intel Core i3-10100F

3.6GHz (PhP 5,000)

• AMD Ryzen 5 5600G 3.9GHz (PhP 8,000)

12+ GB dedicated vRAM

• MSI GeForce RTX 3060 Ventus GDDR6 192-bit (PhP 20,000)

• ZOTAC RTX 3060

GDDR6 192-bit (PhP 21,000)

• ZOTAC RTX 4070TI Trinity GDDR6X 192-bit (PhP 60,000)

8+ cores

• Intel Core i9-11900K 3.5GHz (PhP 30,000)

• AMD Ryzen 9 7900X 4.7GHz (PhP 30,000)

• Intel Core i9-12900KF 5.2GHz (PhP 36,000)

OS Windows 10 Home (PhP 6,000) Windows 11 Home (PhP 5,500)

Motherboard Your motherboard will depend on your chosen CPU and chipset, so it’s best to consult with a trusted computer store or parts seller regarding compatibility. Motherboards sell from PhP 4,000 up to PhP 50,000 depending on specifications and capabilities.

Ram 16GB

• Team Elite Vulcan TUF 2x8 3200mhz (PhP 2,500)

• G.Skill Ripjaws V 2x8 3200mhz (PhP 2,600)

• Kingston Fury Beast 1x16 3200mhz (PhP 3,000)

32+ GB

• G.Skill Trident Z5 Neo 2x16 6000mhz (PhP9,000)

Storage 25GB 50+ GB

Power Supply Power supply unit (PSU) prices range from PhP 2,000 to PhP 13,000. It’s best to consult your trusted computer store or parts seller on which PSU is best suited to your specific build.

Case PC cases have a wide variety of price points based mostly on brand, aesthetics, and build material. You’ll easily find cases that go for PhP 2,000 or lower on one end of the spectrum, and PhP 17,000 and over on the other end, with a whole plethora of choices in between.

Cooling System

Air-cooled systems are usually a more affordable option, going for PhP 3,000 or less per cooling unit or fan. Liquid-cooled systems can go for between PhP 3,000 up to PhP 20,000 depending on brand, build material, and cooling capabilities. As your PC may run extremely hot during e-racing sessions, it’s always a good idea to invest in a robust cooling system to protect your PC from damage.

PART MINIMUM OPTIMAL

TV / MONITOR

Picking out a TV or monitor really ultimately comes down to preference — and/or budget. So yes, follow your heart, buy the viewing device of your choice. But below is a quick reference list of features you’ll want your TV or monitor to have for your optimal e-racing experience:

• 30ms or lower latency

• Minimum 60Hz refresh rate

• 4K HDR (to ensure you don’t get bitten by the obsolescence bug too quickly)

• Media inputs to suit your chosen gaming platform

INPUT DEVICES

Yes, you can go sim racing on the stock handheld controllers that come with your gaming platform, but where’s the fun in that? For the truest racing feel, it’s good to invest in steering and shifters, as well as pedals. The main difference between basic and premium sim racing input devices is that premium devices have true-to-screen driver feedback capabilities — meaning you’ll feel the gravel when you go off track or even get a steering wheel whip around after a shunt. Very cool.

PERIPHERALS AND ACCESSORIES

Round up your sim racing experience with decent speakers (for listening to that engine music) and/or even a racing bucket seat for that complete racing feel.

• Speakers and sound bar prices range from PhP 4,000 to PhP 70,000

• Racing seat prices range from PhP 10,000 to PhP 40,000 or more if you decide to have one customized to you ala F1 seat fitting.

As you can probably tell by now, sim racing is quite an investment. But look at it this way: you get to drive F1 cars, hypercars, collector’s items, and even concept vehicles on inch-accurate video game representations of racetracks and even street circuits across the globe. All that without doling out millions of pesos on insurance, manpower, rent, and the vehicles themselves, without putting yourself in the way of bodily harm, and lastly, without having to deal with those pesky 5G forces going flat out on Eau Rouge. Sounds like a win to me.

Good Enough! Getting Serious Pedal to the Metal Thrustmaster T248 Racing Wheel and Pedal set (PhP 20,000)

A trusted e-racing brand to get your toes wet.

Moza KS Formula Steering Wheel (PhP 16,000)

+ Moza Racing R9 V2 Direct Drive steering base (PhP 24,000)

+ Moza Racing SR-P pedals (PhP 10,000)

Pro level feel at pro-am level prices.

Fanatec Podium F1 Racing Wheel (PhP 140,000)

+ Fanatec Clubsport V3 Pedals (PhP 30,000)

For the full Charles Leclerc experience.

“SIM RACING ON PLUG-AND-PLAY GAMING DEVICES IS A FASCINATING EQUALIZER. IT READILY GIVES YOU THE SAME DRIVING PLATFORM PROFESSIONALS USE.”

For most people, even iPhone users, the default mobile navigation app is neither — they use Waze. But a lot of us — myself included — don’t like the cloyingly cutesy and social vibe of Waze. Barring the purchase of an expensive third party vehicle navigation system (or God forbid, fully relying on built-in car navigation systems that often have clunky interfaces), the rest of us iOS non-Wazers turn to either Apple’s Maps or Google Maps to get to where we need to go.

Since Maps has long been the laughingstock of the mobile navigation industry, I have personally leaned on Google Maps for many years. Recently, however, Maps has moved its app technology so far forward (or so they say) that it has warranted me putting it through a real-world test.

For this test, I ran both apps side by side on separate devices, and used it on a route that I was familiar enough with that I could take shortcuts and take side quests where possible. I wanted to see how well the apps recalculated routes and arrival times and displayed accurate traffic information ahead. I also wanted to compare interfaces, especially ease of use for new users.

Right off the bat, Google Maps was quicker on the draw with recalculations, but that may be because Google already owns half of my life’s location data anyway. I made detours within my village and just before I hit SLEX to see how well Apple Maps would adjust. Sadly, Maps refused to recalculate routes, and simply showed how far away I was from the “correct path.”

Both maps warned me beforehand that there would be toll fees involved in my route, which was great, but Maps failed to point out where the toll plazas were. Both showed some traffic data visualizations, but only Google Maps provided travel time estimates and adjustments mid-route. Curiously, Maps also gave a more conservative

Apple’s Maps vs. Google Maps

Which is better for PH drives?

Words: Richard Tan

“Since Maps has long been the laughing stock of the mobile navigation industry, I have personally leaned on Google Maps for many years. Recently, however, Maps has moved its app technology so far forward (or so they say) that it has warranted me putting it through a real-world test.”

Use Apple Maps if you prefer Use Google Maps if you prefer

• A clean interface

• Turn by turn alerts on your Apple Watch

• Better privacy (as per Apple’s privacy policy)

• If you also use Android and want your travel data to be shared between devices

• Rely on travel calculations

• Need to use offline maps to save on data, and are unwilling to wait for iOS 17’s Maps

travel time estimate from the start, which turned out to be more accurate because I strictly follow speed limits. Upon arrival at the vicinity of the destination, Google Maps informed me that the place would be to my right. Maps stayed silent during this time. Overall, I did not feel swayed to switch over to Maps. Google Maps performed better, and gave me more customizability, so much so that I could choose to request a non-toll route. Maps did have its strong points though. Its interface is visually more appealing and less cluttered, which is nice to have on smaller screens. Google Maps wins in terms of provided information, but it comes at the expense of filling up your screen with colored lines and reroute suggestions.

Google Maps delivers more traffic data, while Apple Maps has a cleaner look.

C! MAGAZINE LUCKY DRAW WINNERS

Congratulations to the winners of the Lucky Draw

Words: Francis G. Pallarco

Just in case you missed it, C! Magazine recently launched an online C! Lucky Draw that ran from June 18 to 25 and was open to everyone. Joining was super easy as entrants simply had to head over the new C! Magazine website or scan a QR code, and take part in a quick survey. After answering all the prescribed questions, they were instantly eligible to win print copies of C! Magazine's May/June 2023 issue as well as special prizes such as vouchers from Motul worth 5k of services and a Century battery. Employing a randomized online spin-a-wheel method, a total of eight lucky winners were chosen with their corresponding prizes.

C! Magazine May/June 2023 Issue (5 winners)

John Debrie Gonzaga

Terence Arcalas

Bryan Corpuz

Joe Warren Aguilar

Antonio Ibarle

Motul Flagship

5K Worth of Services (2 winners)

Katherin Gonzaga

Marvin Carpio

Century Battery

Vehicle Model: 2017 Honda Mobilio (1 winner)

Renante Ignacio

Thank you to everyone who participated in our C! Lucky Draw and made this contest a huge success! Stay tuned for our next C! Magazine Lucky Draw coming soon!

C! Magazine May-June 2023 Issue

WHEEL2WHEEL

EVERYTHING AND ANYTHING TWO WHEELS

MOTO GUZZI V100 MANDELLO

This sexy Italian model is more than just its looks. Read all about its cuttingedge features on the next few pages.

The Ride Life

Brake Actuation and Finesse

It's so easy to go fast on a motorcycle. These crotch rockets accelerate faster than most multi-million peso supercars. This being said, most riders bite off more than they can chew, pinning the throttle and going into warp-speed without the proper know-how on getting the bike stopped from those neck breaking situations. In most cases, these riders stab at the front brake when something unexpected happens.

If you are one of these riders who have no clue on how to properly use the brakes, then this is for you.

Let's start off with the front brake lever position. I set my lever close enough for my fingers to reach it quickly and comfortably, and with enough room for my ring and pinky fingers not to get pinched between the grip and the lever even at full braking force. I check to see if the brake is spongy when pressed. If it is, I see if a little brake bleeding can fix it, then I proceed to replacing the brake fluid with a higher spec product if it doesn't.

Now let me make this clear, use only your pointer finger or pointer and middle fingers together to actuate the brake lever. Use your ring and pinky fingers along with your thumb to hold on to the throttle grip. If you're using all four fingers to actuate the lever or if you are using your pointer finger to grip the throttle and your middle finger or middle and ring fingers to actuate the brake lever, just stop! You are putting yourself in danger.

What fingers do you use for controlling a pen while writing? Yes, those are usually your pointer finger and thumb. That's because you have more control and dexterity on your pointer finger than on any other of your fingers.

Brake control alone is a skill that requires years of conscious practice to master. How you actuate the lever, the amount of force you apply, how you apply it, and your timing may be the difference between a safe and enjoyable

ride, and an absolute disaster. Teaching oneself not to stab at it is truly essential in safe riding.

On the track, yes we don't usually put our fingers on standby to cover the lever. Why? Because inside the track, there are no surprises. You just go around on the same course over and over again. You memorize your braking markers on the braking zones, so it's just like clockwork. Being consistent is key. On the road, however, is a very different story. On public roads, there are lots of things to anticipate. Riders are often caught by surprises that make them unnecessarily grab a handful of front brake which overwhelms the front tire and results in a crash.

Cover the front brake by placing your pointer and index fingers on top of the front brake lever all the time while riding. When you have those fingers already in position to actuate the lever, the faster your reaction time will be and there will be less of a chance to stab at it.

Practice having to apply just enough pressure to feel the pad come in contact with

the rotor first, before incrementally adding more force as needed. Release the lever as smoothly as you can. No abrupt inputs and absolutely avoid stabbing at the front brake! It will take a while for you to get used to this as you try to consciously avoid panic braking everytime something startles you, but just keep at it and soon enough this will be second nature. Keep your rubber side down and ride safe. See you on the road.

John O. Mendoza WHEEL2WHEEL ASSOCIATE EDITOR

MOTO GUZZI

THE V100 MANDELLO IS AS SMART AS IT LOOKS GOOD. EQUIPPED WITH SOME CUTTING EDGE FEATURES, THIS BEAUTY SURELY HAS BRAINS TO MATCH.

Words: John O. Mendoza

Photos: Billy Pulido

V100 MANDELLO

Bike Review

MANDELLO

Once upon a time, Moto Guzzi was an innovative and class leading motorcycle company. The brand displayed remarkable courage by constantly pushing the limits of innovation, daring to experiment and take on challenges. Additionally, their expertise in making the shaft drive highly effective was notable. However, perhaps the most awe-inspiring achievement was the creation of the V8 engine, known as the Otto Cilindri. This exceptional engine set a top speed record of nearly 280 km/h during a Grand Prix event, maintaining its supremacy for an impressive two decades. Moto Guzzi had won 3,329 official races, 8 World Championships, 609 Constructor's Championships and 11 Isle of Man TT victories. Over the years, despite facing financial challenges, Moto Guzzi has demonstrated an unwavering determination to maintain their dedication to excellence and progress. They stand out with their distinctive dependability, choosing not to pursue the latest and fastest technology, but instead remaining loyal to a timeless motorcycle approach.

Being the longest-running European motorcycle manufacturer, this Italian company focuses on simplicity, classic aesthetics, and preserving a traditional riding experience.

“The new Moto Guzzi V100 Mandello is a bike that is both modern and tastefully styled without being detached from its distinctive brand characteristics.”

That being said, the new Moto Guzzi V100 Mandello is a bike that is both modern and tastefully styled without being detached from its distinctive brand characteristics.

Let me tell you, photos don't do this bike justice. I myself didn't know what to make of it when I first saw the bike on the internet. It looked big and heavy, I thought the design might not appeal to the younger crowd. All these thoughts were immediately dispelled once I got a look at the V100 in person. The bike looked very modern but had that classic vibe to it. No, it's not a Neo-Retro. It's genuinely a bike of this day and age that somewhat reminds me of the disco-era.

I guess the best way to describe the look is a timeless futurama if that's even a thing.

Even in person, you might think that it's big and heavy, but swing a leg over and you'd quickly realize that it's actually very light. Switching it on and watching the 5-inch TFT display come to life make you realize how truly modern the bike is. The switch-gear reminds you of Aprilia's hand in the company as it shares its switch-gear with

the Tuareg it seems. The transversely mounted 90° v-twin engine distinctive of Moto-Guzzis bursts into life with much gusto and character. Unlike its brothers in Moto Guzzi's line-up, the V100 Mandello boasts of a new-generation engine with modern architecture that is remarkably compact with a shorter overall length by 4 inches compared to Guzzi's "small block" V85. This clever engineering allows the V100 to accommodate a longer swingarm while maintaining a short wheelbase. To achieve proper weight distribution, the front axle bears the majority of the weight, which was a challenging aspect in previous models like the V7, and is generally problematic for motorcycles with longitudinal powertrains.

The new engine is liquid-cooled and has a displacement of 1,042cc with an over-square bore and stroke of 96mm and 72mm respectively. It has four valves per cylinder and a DOHC head. The V100 claims 115 peak horsepower and 77.5 poundfeet of peak torque.

The V100 Mandello is the very first street production motorcycle to utilize active-aero

The V100 Mandello is very light on its feet and dances with much poise through the corners.

technology. Although it is really designed to deflect rain water and wind in bad weather conditions to give the rider better comfort. The windscreen is also electronically adjustable to your liking. It looks very cool watching both the active aero and windscreen activate as the bike is red, gold, and silver. It looks like something Tony Stark would proudly own.

On the road, the V100 Mandello feels light, agile and powerful. It feels like a naked sportsbike except that you'd run out of ground clearance tipping it over to its sides a little earlier.

It holds a line deep into corners very well and is very stable at high speeds, probably due to its longer swing arm. The bike is a very comfortable machine to be on for long rides. I'd even dare say that this is my favorite sports-tourer. The engine packs a lot of torque and spreads its power quite evenly across the rev-range allowing for less gear changes throughout the ride.

No, this is not the V100 Mandello S model so it doesn't have the semi-active Ohlins (or as I like to call it, the "Wow-lins") suspension but the base model's equipment with adjustable preload and rebound damping front and back works just fine for everything one might do on the street. Well, depending on one's weight of course but for the average rider, the base model setup is perfectly fine even for spirited riding.

The V100 Mandello wears a pair of 120/70R17 and 190/55-R17 Pirelli Angel GT II tires that compliments the bike's sports-touring intentions giving it long mileage tire wear, good all weather performance, and balanced agility and stability.

The V100 is equipped with full LED lighting and DRL cornering lights, with a full electronic suite including cornering ABS, traction control, cruise control, riding modes, full color TFT dash, adaptive aerodynamics, and an electronically adjustable windscreen.

Overall, the Moto Guzzi V100 Mandello is a traditional Guzzi that has been brought up to compete in the arena of the latest and greatest in its own unique and distinctive way.

It is so identifiably loyal to its heritage yet goes far beyond what any present day Moto Guzzi has to offer. It is the perfect blend of modern technology, design, brand character, and riding performance offered in a tasteful package. Its engine character and performance mixed with great handling and riding dynamics makes the Moto Guzzi V100

This is a bike that I would love to take on a long ride. It’s light, handles well, and most importantly, is very comfortable.

PEUGEOT

The Peugeot Motocycles XP400 GT is a new generation ADV expressway-legal Maxi-Scooter. Unlike other ADV scooters in its class, the XP400 GT unabashedly displays its off-roading intentions on its sleeve. Its set of beefy inverted 41mm long travel forks, 17 front and 15-inch rear wheels with dual-sport tires, and hand guards let you know that it's ready for light trails.

Words:

John O. Mendoza

Photos:

Kaez Ballesteros

In the year 1898, delegates from Spain and the United States came together in Paris to formally sign a peace treaty.

This agreement granted Cuba its independence, handed over Puerto Rico and Guam to the United States, and permitted the victorious nation to acquire the Philippine Islands from Spain at a cost of $20 million. It is also the year our country, the Philippines, declared independence from Spain.

Why am I talking about history you ask? Well, most of you may not know that Peugeot Motocycles produced its first motorcycle back in 1898. Yes, it's as old as Aguinaldo's government. That's about 125 years of existence and like the peace treaty the Americans and the Spaniards signed, Peugeot, as most of you know, has its birthplace in France. Peugeot as a company started way before they put up their motorcycle business having started in 1810.

Fast forward more than a couple of centuries later, Motostrada, our local distributor of brands such as MV Agusta, CF MOTO, and Peugeot Motocycles, has the D'jango, Metropolis, and its latest model, the XP400 GT on offer.

You really have to hand it to the French for thinking things through quite differently like the linkage actuated rear suspension. If it were not for the slit on the side, I wouldn't even know where to find the rear shock which is well hidden from dirt and grime that comes off the rear tire.

Contrary to what some other publication said about the XP400 and its GT variant, its 400cc single-cylinder engine generates an asserted peak power of 36.7 bhp and 28 lb.ft of torque, surpassing the figures provided by its competitors like the BMW C400X, Honda ADV350, and Suzuki Burgman 400. No, it's not sluggish and is way faster in acceleration than any 150cc scooter.

To test the XP400 GT properly, I opted not to go through the Skyway on my way to Laguna to test it out on light trails outside the city. The XP400 GT is not much wider than any 150cc class maxiscooter. I was able to weave and filter through heavy EDSA traffic quite easily. It is well balanced and could handle the heat even at noon time standstill traffic situations under the summer sun.

Even at high speeds, the XP400 GT remains to be rock-solidly stable and comfortable.

THE XP400 GT IS PRESENTED AS A GREAT ALL-AROUND, GO-ANYWHERE PACKAGE. WELL, I CAN’T DISAGREE WITH THAT.

XP400 GT

WHEEL2WHEEL

The XP400 GT is capable of rapidly punching through a sea of cars and motorcycles every time I see an opening. I can see this as my daily rider bike for sure.

Out on the open stretches of the South Luzon Expressway, I found myself cruising at upwards of 140 km/h with ease. This ADV Maxi-Scooter could probably go above 150 km/h if I wanted it to.

With that much speed capability, stopping must be equally impressive so the brakes are handled by dual 295mm front discs with radially mounted 2 pot calipers, a characteristic unique to the Peugeot XP400 GT as other makers prefer a single, smaller diameter disc up front for this segment. At the rear, a single 240mm disc is present, and the standard

package includes dual-channel ABS and traction control. Yes, you read that right, "traction control" on a scooter. I don't know if one might ever need it on a CVT system, but hey, it's nice to have it and not need it than to need it and not have it, right?

On twisty roads, the XP400 GT held its own quite well. It will track similarly to an ADV motorcycle. The wide bars help you muscle the bike into corners with much leverage. The steering is neutral and relaxed, which may need a little coaxing to flick quickly from side to side but is really not a problem.

Typical of the ADV segment, the riding position is very comfortable and relaxing with multiple options to place your legs and feet.

The fuel tank is right in the center of the bike in between the step boards making its 231 kg weight disappear since its center mass sits really low on the chassis making the XP400 GT feel light and easy. With a seat height of 815 mm, average height riders shouldn't find it intimidating to ride even with a pillion rider. The thing that stands out to me riding it on the bumpy sections of EDSA is how plush the suspension feels. Oh it's heavenly, just floating above all the potholes and cracks.

The dash is tastefully appointed mixing dial instrumentation with a TFT display screen for an assortment of information. Of course, this wouldn't be a French designed motorcycle without unique quirks like how the rev counter dial starts from the right and counts the revs up turning counter clockwise.

The XP400 GT is equipped with a key fob system for ease of use not having to slot a key in every time you ride.

The push-button seat compartment, and fuel filler access is a great touch making the XP400 feel so premium.

Off road, the XP400 GT felt very sure-footed. It didn't feel out of place on the dirt trails we went to. Yes, it may lack a little bit of ground clearance but the ergonomics and ride quality more than make up for it.

I love how they designed the tunnel where the gas tank sits in between my feet. One thing I've learned from ADV off-road school is to lock my boots on to the center of the bike. The XP400 GT's fuel tunnel perfectly lets you lock your boots in place. So don't worry about the lack of an actual fuel tank to lock your thighs on to. I was very comfortable doing Enduro Steering drills on this scoot.

If there is one thing to complain about the XP400 GT, it is that the underseat storage cannot accommodate a full sized helmet. Yes, it has plenty of room for other stuff but it's such a hassle to have to carry your helmet instead of just leaving it securely in the storage compartment. Thankfully, the XP400 GT has an optional rack for a top box expanding its load carrying capacity.

The Peugeot Motocycles XP400 GT is just a perfect blend of practicality and excitement, allowing you to ride almost anywhere in comfort and style. With a fuel consumption of 21 to 25 km/l depending on how and where you ride, the XP400 GT is truly a maxi-scooter you should consider for an all around 2 wheel adventure machine.

“I found myself cruising at upwards of 140 km/h with ease. This ADV Maxi-Scooter could probably go above 150 km/h if I wanted it to.”

On the corners, this ADV Maxi feels stable and is easy to flick helped by its wide ADV style bars.

NO BETTER MOTORCYCLE

Words and photos:

John O. Mendoza

In the Philippine capital, or National Capital Region (NCR), we've come to be accustomed to riding in heavy slow moving traffic, bumpy roads riddled with potholes and other imperfections alongside downright dangerous traffic barriers, signs, and rude and reckless drivers. The really nice rides to take are either the MARILAQUE mountain pass or the expressways.

Though having a bona fide cruiser-riding dad, I never understood the allure of the hog. I mean, it's big and hefty, tough to filter through narrow spaces and worst of all, has limited cornering ability. Sportsbikes and naked sportsbikes have always been my schtick. They have the best performance and are light and easy to maneuver through thick traffic. They are mostly liquid-cooled, so overheating is really not much of a problem.

Up in the twisties, local riders have a blatant disregard for any standing speed limit or any traffic sign, for that matter. Sure, that includes myself sometimes but then the local authorities don't seem to be serious about doing any real and proper enforcement. The same deal goes for expressway riding. Bikes just blast through any speed limit there is to have some fun as there is nothing really there to entertain them except scaring themselves with speed. The views from the expressways are really nothing to write home about except maybe when you get farther out on SCTEX.

So I just use the Harley Davidson Heritage Softail Classic (FLSTC) my dad calls “Kerengkeng” which he left in my care for quick night rides or just to show up in style at bike meets. It never quite made sense to me because it's marginally slower than the bikes I like and does not corner very well given the very limited ground clearance.

It was not until I got to ride a hog in the US that my eyes were opened as to what the love affair with this kind of motorcycle is all about. For the entire month of July, my family and I went on a trip going all over the US of A. Having stayed in California, Nevada, Minnesota, and Illinois, and having gone through Wisconsin and Arizona, I gotta say, they really aren't exaggerating when you hear the phrase “America the beautiful.” Driving through all of these states makes you realize how tiny our country is and how much of the same thing we mostly see everywhere we ride in the Philippines.

world where the Harley Davidson is king without contest. Where its character and presence command great respect and appreciation for such majestic natural monuments.

No need to hustle as you ride in awe of God’s creation. Ride free and easy as you follow the winding dessert road across vast open spaces to one side and spectacular multi-colored rock formations on the other.

“There are highways upon highways and thousands of miles of smooth tarmac going on out there. The views are such wonders to behold and vary amazingly from state to state.”

WHEEL2WHEEL

There are highways upon highways and thousands of miles of smooth tarmac going on out there. The views are such wonders to behold and vary amazingly from state to state. Of course, my trip wouldn’t be complete without a motorcycle ride. My uncle Manny was generous enough to offer one of his bikes to me. It is a 2017 Harley Davidson Heritage Softail Classic (FLSTC). Yes, just like the one my pops left with me that I use back home in the Philippines, only newer. We rode for 5 hours going up Mt. Charleston and then out to Red Rock Canyon, stopping at one of the remote biker bars out in the desert before heading back to Vegas. In those 5 hours of riding

“I was calm, content, and in awe of my surroundings going through such great monuments of time. Watching the different colors of rock formations, and the terrain transforming from vast desolate wide open spaces to highly colored fields of various vegetation, the Harley Davidson strides through like the figurative iron horse that it is, making the rider feel both humbled and empowered by the freedom it provides.”

around Nevada, I was mesmerized by the gorgeous scenery and amazing views. With my uncle on his Harley Davidson Street Glide and I on the Softail, I couldn't imagine better bikes to take on a ride like that.

I mean, the scenery is breathtaking and would be a waste if one was to blast through it like how we ride in the Philippines. Speed limits are heavily enforced, and almost everyone drives and rides with much respect and road courtesy.

Everywhere you go is so quiet with nobody honking their horns and yelling at each other. No loud buses and jeepneys that run without mufflers to contend with, the Harley Davidson exhaust

note and cadence becomes such a welcome and even relaxing burble that packs a lot of character. I could even say that it's almost addicting.

We were running at around 90 mph (145 km/h) on the freeway at times but were cruising at 75 mph (121 km/h) where the indicated speed limit is 65 mph (105 km/h) as cops do tolerate it up to 10 mph above the limit depending on the flow of traffic and your riding. The bikes' windshields really did their jobs protecting us from wind blast and the relaxed feet forward lazy boy style of riding position really made the ride all the more special.

I was calm, content, and in awe of my surroundings going through such great monuments of time. Watching the different colors of rock formations, and the terrain transforming from vast desolate wide open spaces to highly colored fields of various vegetation, the Harley Davidson strides through like the figurative iron horse that it is making the rider feel both humbled and empowered by the freedom it provides.

Our hogs were just perfect for taking in the scenery and enjoying the ride.

Here, the Hog is king. I can't think of better bikes to ride. Now I understand. Harley Davidson is truly the best motorcycle for riding in the USA. This is why Americans love this bike so much. I too am now a convert. I now have a deeper appreciation about the brand and the cruiser world.

MUST-HAVES FOR SENIOR DRIVERS

In honor of Grandparents Day this month, we thought it’d be apropos to talk about senior drivers. The number of elderly that are out and about have grown significantly the past two decades thanks to the ever-growing number of benefits being given to them like free mall parking, discounted meals, and senior-only lanes in banks, pharmacies, and government offices. That said, if you are a senior or live with one that’s actively driving around, we’ve listed some useful items that might come handy.

Words: Wowie Go

01 An extra pair of glasses

They say memories fade. In the case of the elderly, the fact that it can be difficult to remember where you left your glasses sometimes isn’t necessarily exclusive to those with Alzheimer’s–it’s just part of the aging process. That’s why it’s only prudent to leave a pair in your vehicle for when you forget your main pair when driving to watch that free movie.

02 A copy of your senior ID

Nowadays, there’s hardly an establishment that doesn’t have seniorspecific parking areas or parking rates. However, the only way to take advantage of this is to present your OSCA card. Now, you could show your driver’s license to prove your age, but why go through the trouble of digging out your wallet when you already have a copy of your senior card in your car?

03 Emergency medical supplies

Besides a basic first aid kit, which you should already have, medically-related items like maintenance medication and hearing-aid batteries, things you may suddenly need while on the road, should also be included. Additionally, if you’re suffering from a chronic illness and want to drive out alone, inform someone in your house before you leave, no matter how short the trip may be.

04 A disposable urine bag

People tend to have diminished bladder capacity the older they get, and there's no shame in that.

However, our roads aren't exactly the most reliable in terms of traffic. So there's a high likelihood that you may get caught in a horrendous jam and need to use the john. With a disposable urine bag ready, you will never have to worry about this situation again.

05 List of emergency contacts

In the unlikely event that your car breaks down or you get into an accident, it's a good idea to have a printed list of emergency contacts in the car. The added benefit of having it on paper is that you or emergency responders will have the information to get in touch with the necessary people.