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Contents

Richard Thomas Publisher

Jude Morte

Motoring Editor

Editorial Randy Peregrino Gelzon de la Cruz Associate Editor

Photography & Creative Solutions Allan Mendoza

@kopixlover_photography Creative Art Director Senior Photographer

Arlo Almorfe

Junior Layout Artist

Advertising & Marketing Jane Loyola

Advertising & Media Director

Shiela Jacob

Senior Advertising Manager

Utility that’s Korean, cavernous and kick butt

Annie Genon Joan Cedilla Anthony Mayani Marketing Manager

Aica Magat

Events & Marketing Assistant

Raul Roque

Advertising Consultant

PHOTOGRAPHY COVER BY ALLAN MENDOZA

06 08 10 12

THE QUEST FOR POWER PUBLISHER’S NOTE

Looking Back and moving forward WAGSCO (Wheels And Gears Shop Corner)

Is your CAR ready for the MONSOON?

Managing Director

Admin & Circulation Judith Dacayanan Administrative Manager

Salvador “Iloy” Da Circulation Head

Rodel Vivas

Distribution Manager

Mhay loyola Admin Assistant

Abigail San Diego Accounting Staff

GEAR HEAD

Before dawn Somewhere TIRE KICKER

headlights

14 16 18 20

Mario Alaman

Mostly electronic and more snug than an S-Class Way better than gold Filipino pride, at the last Shell Eco Marathon in the country Cars and learning about cars, the UP Diliman way Volume 6 No. 1 www.wheelsandgearsph.com

Would like to thank the following: Steven Tan, Dave Macasadia, Francis Lee, Japheth Castillo, David Asuncion, Cherrey Lou Villaester, Ayjell Acejas, Sherlyn Co, Ralph Garcia, Maricar de la Cruz, Angela Joaquin, Ma. Fe Perez Agudo, Paeng Batuigas, Poppet Morta, Rene Pizarro, Emerson Abarracoso, Klaus Schadewald, JP Orbeta, Timmy de Leon, Jun Cajayon, Franz Decloedt, Je Borromeo, George Chua, Vivianne Chua, Michelle Chua, Honeymae Limjap, Jun Bioco, Hajime Koso, Art Balmadrid, Joseph Bautista, Anton Ibarle, Nora Liquido, Yvonne Linchangco, Lara Rojas, Hermes “Chairman” Canon, Daniel Urian, Lance Mosley, Minnie Valencia-Bustamante, Joseph Ayllon, Kat Lanot, Isa Suarez, Dino Obias, Prudz Castillo, Leah Huang, Mavic Casas, Kitchie Diaz, Carla Moreno, Paulo Bautista, Marco Sindiong, Hannah Tejuco, Hiroshi Suzuki, Shuzo Hoshikura, Norminio Mojica, Odessa Gan, James Sangel, Nicole Muriel, Athenna Ordona, Mark Mallo, Anne Ifurung, Eileen Bartolome-Chua, Felix Ang, Greg Yu, Bob Shaw, Donna Arcilla, Benjie Bautista, Peter Morris, Greg Engeler, Raissa Bautista, Andrew Powell, Paulo Duarte, Erick Velasquez, Jinny Jacaria, Andrea James Alido, Raul Roque, Janel Galindez, Marie Domingo, Sam Dadufalza, Remigio de Ungria, Mark Policarpio, Kenneth Aguirre, Jared Tan, Jimmy Barinaga, Arun Gopal, Shreyas Bhatt Christine Cariño, Ara de Dios, Eva de los Santos, Minnie Buenasedacruz, Riza Atienza, Shella Sonogan, Lyn Tropa, Gloria Bantaotao, Renato Alba, Bryan Chua, Tiffany Buena, Mimi Esquelona, Jasmich Anaña, Amy Leoncio, Jet Fajardo-Rivera, Nelson Gallarde, Sgt. Celso Castromayor, Sgt. Tony Cadiz, Sgt. Isidro Areja, Erick Somera, Prime Berunia, Tet Andolong, Arsenio Andolong

Contents 22

Inside 53

front seat

36 38 40 42 44

Big, blue and much improved

Fit for a pope The high-riding 4x2 D-Max, versatile as ever The topper of WAGâ&#x20AC;&#x2122;s series coverage of the new Baic M20 people carrier

When 2 becomes (number) one

Big elsewhere but not yet here, Suzuki ups its game with the all-new Ciaz

2WHEELS 58 61

Royal Enfield, now in Makati One powerbank to rule them all

Dashboard

48 51 4

Mazdaâ&#x20AC;&#x2122;s new and advanced diesel engine

The drive-it-everywhere SUV Volume 6 No. 1 www.wheelsandgearsph.com

pricewatch

Urban Professionals buyers guide for anything with Wheels and Gears

PUBLISHER’S NOTE

The Quest for Power The power of persuasion. Power cars. Horsepower. A higher power. The power of love. Power tools. World powers.

ow e r is all arou n d

us, and when it comes to cars and motorcycles, we at Wheels & Gears Magazine deliver a powerful

publication!

Either you merely drive your car as a tool, or you love your car. The same applies to two wheelers. Enthusiasts love their vehicles. Throughout history, auto and motorcycle companies were called to a higher cause- to win World Wars. When I think of the top companies in the world, the Italians and the Germans pop into my mind. For a century now, these two countries have dominated the industry, but now Korea and India are capturing market share. Ssangyong has entered the competitive field, and graces our cover. Many now know of Tata motors, from India, and this issue of Wheels & Gears highlights India’s Royal Enfield Motorcycle line. Originally based in England, the company now has its headquarters and manufacturing in India. They also were called to defeat the feared Germans and Italians during the two world wars and converted production to satisfy military contracts. On a lighter note, powering our gadgets while on the go is a concern for all. The Aftermarket industry, led by Blade, provides us with a plethora of charging devices to check out on pages 62-63. Who really wants “low bat”? On average, people own their cars for about 5 to 7 years. Whether you prioritize functionality, style, or power, it pays to do your research before making a buying decision. We know that every edition of Wheels & Gears Magazine will assist you in your search for your best mode of transportation. For the veteran readers of Wheels & Gears Magazine, we thank you. For the rookies, we welcome you as you learn about how our publication links consumers with manufactures, through the following informative sections: Headlights (NEWS), Hot Seat (COVER STORY), Front Seat (Car Reviews), Dash Board (RESTORATION/COMPILATION) 2 Wheels (MOTORCYCLE&BICYCLE) and COGS(Aftermarket/Price Watch). And in this my inaugural edition as publisher, I leave you with the following advice: Don’t text or read while you drive!

Richard Thomas

wagsco

wheeLs and gears shop corner

Looking Back and Moving

Forward

s th is colu m n is t p u ts this piece to bed (read: send to the printers), he couldn’t help but reflect on how he got to this point. After all, the theme for this issue of Wheels and Gears/ WAG coincides with the sixth anniversary of the Brand Magazine mother publication. That includes how a failed attempt at digital motoring media led to a once-every-two-months men’s lifestyle magazine, the dogged determination of that glossy’s publisher to establish said media outlet’s presence (whether editorially, advertising-wise or even on bookstore shelves), and how a chance meeting with WAG’s future art director made the section tread a path rarely taken by most lifestyle magazines. Make no mistake about it, the vision of WAG publisher Mario Alaman to transform the Brand Magazine motoring section into WAG slowly became reality in half a decade’s time. But to this columnist, WAG took off when: 1) [WAG art director] Allan Mendoza took the layout (and most of the photography) reins; 2) Mendoza, [WAG associate editors] Randy Peregrino and Gelzon de la Cruz went aboard after a furious recruiting pitch; and 3) WAG editorial and layout took to inspiration from the USA and Europe when it came to building the section every issue. Immense aid also came from the very sources that WAG tapped, always taps and will always continue to tap for section construction – the auto industry. Whether it was the automakers themselves or the auto aftermarket segment, this columnist is also very much thankful for them, as without their help WAG would not exist. Mind you, when this columnist set up WAG shop in early 2015, very few manufacturers (less than the fingers on ones hand, to be exact) and auto aftermarket retailers were willing to help the team, story-wise or otherwise. But in the span of 12 months, the advertising support has gone up steadily, and many industry players are jockeying (some say queueing even, at double digit depths) to appear in every WAG page. For this columnist, personally, he also counts as aid a short detour into the hallowed halls of a government institution focused entirely on maintaining the country’s credible defense posture.

That detour had to be made, yet gave him much-needed insight on discipline, leadership, dealing with people on a daily basis (emotional downers included), plus mental and testicular fortitude. These intangibles (along with frequent one-on-one skull sessions with a Colonel whom this columnist proudly calls his mentor) helped shape how this columnist handles WAG on a 24/7/365 period. The end result of what was mentioned in the previous four paragraphs can be seen in each and every WAG that appears on your bookstore stands, your desks, your computers, and even your bathrooms (if you consider WAG as the perfect reading material while in the lavatory). Those end results are also reflected in each and every name mentioned in this WAG’s staff box and acknowledgements. And if we forgot to include y’all, we’ll take of that soon. On another note, part of this WAGSCO’s title phrase involves northward motion - something the entire WAG team has always focused on with each issue. In a viciously competitive magazine arena, bookstore shelf recognition is what separates the lauded and loaded from the lousy and lackadaisical – and to pause (read: remain content) is to eventually fall into the latter category. This is why the content and the layout have been experiencing constant change since August 2015 – some as small as an inside page, some as big as the cover page or an entire sub-section, but they’re part of a plan to make the section positively different from the others that WAG shares shelf space. With that, the editorial staff hopes that you enjoy reading this version of WAG as much as we enjoyed building it.

Jude Morte

GEAR HEAD

is your car ready For the Monsoon? “Always treat the reliability of your air conditioning system the same way you prepare it for the summer season.”

h e w e t s e as on is here. Whether we like it or not, there will be downpours anytime of the day. Worse, there will be floods, puddles, dirt, and of course, bumper-to-bumper traffic for us to endure. But there are more to the grind that we need to understand in order to avoid potential and unnecessary troubles on the road. So make sure to do a quick check-up on the essentials to withstand the obstacles and keep you in total control to drive safely.

Keep the headlamps crystal clear. Plastic lens are prone to corrosion which in turn affects the headlight’s ability to emit full brightness. There are available quick fixes to regain the showroom-level clarity by using a plastic lens cleaner and polisher to remove the deposits. Another alternative is using white toothpaste and apply it as if you’re waxing the paint. The micro abrasive content of the toothpaste is enough to scrub the corrosion build-up on the surface.

Check your tires. Not only that it is one of the most critical components, it absorbs all the road conditions – good or bad – to give you good traction and control. When it rains, one of the posing dangers is “hydroplaning” or when the tires fail to keep its friction on the road due to the presence of water. The presence of the tire tread pattern plays a crucial role in slicing through waters. In most cases, front tires have the tendency to wear out first, so tire rotation is extremely important. Always bet on tires with better tread condition for the front wheels and maintain the ideal air pressure.

Prevent fog on the windscreen and window glass. Just like water and dirt, fog can also hinder your visibility when driving. This only occurs depending on the difference of the internal and external temperature. So it’s not always about keeping the cabin Arctic-cold as this also produces condensation outside the glass surface. Understanding how to regulate air-conditioning temperature helps to prevent the situation. Always treat the reliability of your air conditioning system the same way you prepare it for the summer season.

Test the wiper blades. Ultimately, visibility is something you don’t compromise when driving. And when it rains, splashes and road dirt impede your view. However, many car owners tend to neglect this important component. For the most part, drivers assume that as long as the wiper arms are moving, they’re fine. Always get the original equipment manufacturer (OEM) specs for the correct length and quality. Likewise, always maintain a sufficient level of washer fluid with solution to aid the blades from cleaning windshield dirt and grime.

Meanwhile, check out the interesting articles in this issue. Discover more about the multi-award winning subcompact Mazda 2 Speed edition featured in Front Seat. Likewise, Mazda’s most advanced and Euro VI-compliant diesel engine is now available for both the premium saloon Mazda 6 and compact sportute CX-5. Last, learn more about the state-of-the-art off-roading features and capabilities of the all-new Ford Everest 4x4 Titanium. Drive safely, everyone! Randy S. Peregrino Associate Editor

tire kicker

BeFore dawn soMewhere I had time to calmly think, “Oh crap, this is gonna hurt,” before we reached the other side, the front tires hitting a ditch and promptly exploding. The next instant, someone slapped my face and then there was silence, pitch black nightness.

w as in th e n av ig ator’s

seat, four hours into an endurance thing, when opposing traffic swerved into our lane. My driver had to jink fast, lest someone end up a hood ornament on that damned night. Jink us away from certain collision, he sure did. But that put my side of the car on soft, unpaved dirt, and all of us—the driver, car and I—on a course straight for this huge ancient tree trunk on the roadside. So my friend jinked us quickly back, veering us away from what would’ve become either a bone-crushing memory, or a fleeting crumple zone epiphany. That’s when we entered the terminal skid, the last one, no getting back control after that. We were on pavement again, sure, but with traction gone and our steering having parted ways from our actual heading, the car perpendicular to the road’s direction, our movement diagonal, slightly forward and horribly sideways. Our screeching tires swept the road, the headlights pointed squarely at more trees on the other side, those trees flashing right to left as they also grew larger. I had time to calmly think, “Oh crap, this is gonna hurt,” before we reached the other side, the front tires hitting a ditch and promptly exploding. The next instant, someone slapped my face and then there was silence, pitch black nightness. I never lost consciousness, but with that airbag billowing out at blinding speed, I never saw it coming either—I thought someone had reached in through the window and gave me a firm smack instead. The airbags deflate immediately, good for mitigating trauma, not so good for situational awareness.

Because the bags retreat so quickly, it takes a moment to realize they had actually deployed. The realization almost came too late for me because, in the wake of that airbag action, us with our LED (light emitting diode) flashlights out and checking limbs, a white cloud smelling of hot plastic is what then lingered inside the car. I took away two things from that adrenaline buffet. First, there’s this pre-dawn rush hour on national roads in the countryside. Just before the sunrise is when drowsy riders on nimble two or three-wheeled mounts think they have the road to themselves as they leave their houses, or wend their way back to these. If you’re on the road for a midnight run, set your alarm to beep you a reminder, a call to extra caution, a reveille for the hazards of oh-dark-thirty. Second take away, and lastly: the talcum powder they sprinkle on airbags to keep the fabric from sticking together, it’ll linger in the air after the bags have done their job. That plus the molten smell of airbags formerly imprisoned in sun-scorched dashboards could easily be mistaken as signs of a fire, especially after a collision. Be ready for this, burn it in without benefit of muscle memory, to keep instincts from making you jump out of the car and maybe into oncoming traffic. Best thing to be, to be aware and ready. In the meantime, carmakers can work the other end of things, maybe try using colored talcum powder that’ll make the airbag cloud look less smoke-like. Not white anymore but maybe a cloud of green, or blue. The former could even be funny, the latter, downright cool. Gelzon de la Cruz Associate Editor

HEADLIGHTS Car News

News from the auto industry, whether from the car company or aftermarket segments

HEADLIGHTS

Masterpiece of driving intelligence Mostly electronic, copious amounts of cabin convenience and more snug than a S-Class is Mercedes Benz’s 2017 E-Class Text and photos by Jude Morte

ge n e rou s in te rn e t s e arch of the Mercedes Benz E-Class’ recent (read: 2010-2015) history will tell you that the car is a major seller. After all, the 2010-2015 model (billed as the W212, based on its chassis code) sold 60,000-odd units annually in North America, the region being the second or third largest market for the German automaker. Hence, it would take a really good product to top the W212. Enter the W213, or the 2017 Mercedes Benz E-Class. Presenting itself as a masterpiece of intelligence, the W213’s aforementioned premise is based on a threefold pillar of anticipation, adaptation and efficiency. The first pillar, anticipation, comes in the form of multiple secondary safety systems (including a 360-degree network of cameras, sensors and radars) that aid the driver in almost any forward or rearward moving situation. For example, Active Brake Assist that warns the driver of impending collisions, autonomously activates panic braking when necessary, and detects pedestrians crossing the danger zone ahead of the vehicle. Attention Assist keeps the driver focused on the road, alerting via loud beeps from the in car entertainment (ICE) speakers in moments of inattention or drowsiness, thanks to sensors on the wheels that detect if the driver deviates from lane markings. Speaking of lanes and lane markings, Drive Pilot follows road markings and intuitively adjusts to the speed of traffic ahead. Lastly, for the parking-impaired, the Parking Pilot and Active Park Assist features take control of the steering wheel (the driver just handles gear transition, plus throttle and brake play) for hands-free parking similar to that on the current Ford Focus. The second pillar, adaptation, can be seen mostly in the ICE features that adapt to rapidly changing methods of communication, along with driving dynamics that can be toggled instantly

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Presenting itself as a masterpiece of intelligence, the W213’s aforementioned premise is based on a threefold pillar of anticipation, adaptation and efficiency. for myriad driving approaches. Mercedes Benz’s reknowned COMAND (Cockpit MANagement and Data system) ICE can now be controlled with a touchpad in front of the center console, and was improved with higher resolution graphics and animation, plus a larger (now 12.3 inch liquid crystal display) screen. Plus, Mercedes’ Air Body Control ride dampers allows you to control ride comfort in relation to the road, and a self-leveling function makes ure that the ride remains comfortable even if fully loaded with items or people. Couple that with Dynamic Select, and you can choose between four preset modes – Comfort, Eco, Sport and Sport+ (Sport Plus) – to tailor the W213 to your liking. Lastly, an Individual mode enables the one behind the wheel to run bespoke the overall forward motion dynamics. The third pillar, efficiency, can be seen in the W213’s exterior and under the hood. Mercedes Benz deemed that a turbocharged 184 hp 2.0L straight four resides in front of the cabin, and when mated to a nine-speed automatic, you are never out of the powerband nor are you guzzling gasoline. This is because the forced induction makes the W213 run as if a 2.5L inline four sans turbo was making the unit go, and the short steps between gears doesn’t force you to exert much right pedal effort. The Mercedes Benz E-Class 2017 is estimated to be in the P3 million-P4.9 million range.

HEADLIGHTS

Platinum is the new gold In Caltex’s eyes, [Techron] Platinum is way better than gold

of elements, platinum is considered as a more sought-after commodity than gold. Its remarkable resistance to corrosion, low reactivity to metals, and a scarcity significantly less than the aforementioned other element make it a more precious item of value. Caltex and Chevron Philippines, Inc. (CPI or Chevron), marketer of the Caltex brand of fuels and lubricants, jumped on the connotation of the above fact and affixed the “platinum” term to its recently launched Caltex Platinum with Techron® fuel. The new, 95-octane Platinum offering replaces Caltex’s Gold 95 with Techron®, and contains a higher treat rate of the fuel giant’s “Clean and Glide” (CAG) technology to make it faster-acting. As such, one gets all the benefits of Techron® at a much faster rate than Caltex Gold. “Our new [CAG] technology is specially formulated to clean and protect your engine – giving the same proven cleaning performance that you’ve come to expect from Techron®, but now with friction modifiers which are designed to protect metal components and improve efficiency by reducing friction. Continued use of Caltex with Techron® also boosts the benefits of our five-star fuel with maximized power and improved fuel economy over time...The ability of new Techron® with [CAG] technology to protect metal surfaces was proven in a n th e p e rio d ic tab le

High Frequency Reciprocating Rig (HFRR*) lubricity test. which proved our new five-star fuel formulation was able to reduce friction and wear by an average of 41 percent and 38 percent, respectively, compared to our previous formulation,” said Chevron Asia-Pacific product engineer manager Greg Engeler. What the above paragraph meant was the fuel offers motorists a 5-Star fuel with five enhanced benefits – improved fuel economy, maximized power, reliable performance, lower emissions and a smoother drive. And even with five obvious benefits, the positives are endless. For example: •

•

A clean engine ensures that your fuel-to-air ratio is optimized, allowing your vehicle to take full advantage of the kinetic and potential energy in your fuel. With Techron® cleaning, your fuel system is rid of dirt, which supposedly ensures your engine runs more efficiently, and thus helps you travel further on less fuel. In order to perform at maximized power, your engine requires unrestricted air and fuel delivery which cannot happen when deposits clog your vehicle’s valves and port fuel injectors. Techron®’s unique chemistry allegedly is proven to remove and protect your engine from deposits in these critical areas. Clean & Glide

Volume 6 No.1 www.wheelsandgearsph.com

•

Text and photos by Jude Morte

technology reportedly further helps to reduce friction, helping maximize power and torque, ensures smooth acceleration, and enhances engine protection. A cleaner engine means you can trust your vehicle to perform reliably everyday by ensuring optimum combustion and enhancing drivability. Techron supposedly can remove dirty engine deposits to help your car start smoothly, without stuttering. Clean and Glide technology further helps to reduce wear which helps enhance engine protection. Caltex Platinum’s unique formulation prevents harmful deposits which can cause increased exhaust emissions of hydrocarbons, oxides of nitrogen and carbon monoxide.

Caltex Platinum with Techron® is now available at all Caltex gasoline stations. *A standard test for fuels that is designed to determine the ability to protect metal parts in fuel pumps which rely on petrol (whether diesel or gasoline) as a lubricant. The HFRR lubricity test was modified to safely test the lubricating properties of gasoline, using locally available vehicles such as the 2011-present Toyota Camry and the 2012-present Ford Focus.

HEADLIGHTS

Three stars, the sun, and a Shell Eco Marathon Raising Filipino pride in the last Manila-held Shell Eco Marathon-Asia Text and photos by Jude Morte

not disappoint in using science, technology, and innovation in addressing climate change, as their energy-efficient cars bagged prizes during the awarding ceremony of the Shell Eco Marathon Asia (SEMA) 2016 at the Manila Hotel one muggy Sunday summer night. The Filipino youth seemed to prove that there was more than meets the eye as energy-efficient cars made by the teams of De La Salle University (DLSU), Mapua Institute of Technology (MIT), and University of San Carlos, Cebu (USC), were recognized during the awarding ceremony in the evening. Gaining ranks in the Prototype categories were Team Aguila from MIT (second place in the Petrol fuel subcategory, recording 335 kilometers per liter or km/l), and Team Lahutay 4 from USC (third place in the Diesel fuel subcategory, logging160km/l). Self-built vehicles under the Prototype category aimed to build the most aerodynamic and fuel-efficient vehicle possible. Team How much Ethanol from Panjavidhya Technological College, Thailand bagged first place in the Prototype Alternative Fuel category with a mileage of 2,040km/l or the approximate distance between Manila and Bangkok. Two teams from DLSU shined in the UrbanConcept category as Team DLSU Eco Car Team – Battery-electric ranked first in the Battery-electric subcategory after recording 78 kilometers per kilowatt hour (km/kWh),

i li p i n o s tu d e n t te am s d i d

and Team DLSU Eco Car Team–I.C.E. placed second in the Petrol fuel subcategory after recording 159km/l. Team Sadewa from Universitas Indonesia more than doubled last year’s winning result and recorded 275km/l in the UrbanConcept Shell FuelSave Gasoline category. Vehicles under the UrbanConcept category are fuel-economy vehicles which resemble more realistic cars. The Philippines was the largest contingent among the 100 student teams from 17 participating countries across Asia, Australia, Middle East, and Africa. Twenty-eight student teams from across the country joined the final leg of SEMA in the Philippines. The teams, who were allowed to be as creative as possible in coming up with their cars’ technical and design aspects, were judged by the mileage achieved on a liter of fuel. The winners in each category as well as in each fuel class were awarded with P92,000.00+ for their school. Aside from those that bagged awards, other participating schools from the Philippines were Ateneo de Davao University, City of Bogo Science and Arts Academy, Far Eastern University’s Institute of Technology, Malayan Colleges Laguna, New Era University, Mindanao State University–Iligan Institute of Technology, National University, Pamantasan ng Lungsod ng Maynila, Polytechnic University of the Philippines– Manila, Central Colleges of the Philippines,

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Don Bosco Technical College–Mandaluyong, Cebu Institute of Technology, University of Mindanao, University of the Philippines-Diliman, Technological Institute of the Philippines (the Quezon City and Manila campuses), University of the East, and the University of Santo Tomas. SEMA is a student innovation competition that challenges students from universities across the world to design, build, and drive the most energy efficient cars. It also celebrates ideas and innovation, the best up-and-coming engineers, designers and inventors, and cutting-edge thinkers about energy and mobility. This year will see the most significant change to the Shell Eco-marathon with the introduction of the Drivers’ World Championship. Here, drivers will go head-to-head in a traditional racing car format while maintaining the need to drive efficiently. The winning team will earn an invite to spend one week with Scuderia Ferrari at their factory in Italy. Based on this year’s results, four UrbanConcept teams have qualified for the Drivers’ World Championship, to be held at the Queen Elizabeth Olympic Park in London later this year. Qualified teams include the DLSU Eco Car Team–Battery Electric; Team Sadewa, ITS Team 2, and Team Bumi Siliwangi Team 4 from Indonesia; and Team NTU 3D-Printed Car from Singapore.

HEADLIGHTS

Breaking trends

A campus car show where you learn how cars work, not just appreciate autos Text by Dianne Gammad | Photos by Jude Morte

rgu ab ly th e b ig ge s t cam p u s

motorshow in the metro revved up its passion for automobiles in UP Diliman in Quezon City recently. 300-odd meters of UP Diliman University Avenue tarmac were filled with an array of 60-plus automobiles, ranging from timeless restored classics to modern customized cars, owned by car enthusiasts of all ages. Organized by UP Gears and Pinions (the premier mechanical engineering organization of UP Diliman), the RevUP Diliman Motorshow (RevUP-DM) was not your ordinary auto show. Considering that a student organization was behind it, the participants were not only just students but also people outside the campus or outside the organization who were also fanatical about four wheelers. Initially, the motor show was conducted once every two years since it started in the early 1980s. However, on its 15th year in 2010 UP Gears and Pinions decided to do it as an annual event. RevUP-DM 2016 was not only solely

a showcase of remodeled, restored and customized cars. It broke the usual formula of conducting a car show by introducing the first-ever Diliman Exhibit – an

to exhibit their projects. So, we [had] the [cars from the] Shell Eco Marathon and some hybrid cars that were made previously also by students from our organi-

“This year, the RevUP opened the first Diliman Exhibit – a showcase of the various automotive projects within UP as well as transportation technology from companies off-campus. We wanted to come out with an educational purpose to car shows, not just to display.” - UP Gears and Pinions member Mark Policarpio on-ground educational exhibit that aims to educate people with new technologies in the vehicle production and showcase the creativity and skill of the Filipinos in creating innovations out of automobiles. “This year, the RevUP opened the first Diliman Exhibit – a showcase of the various automotive projects within UP as well as transportation technology from companies off-campus. We wanted to come out with an educational purpose to car shows, not just to display” said UP Gears and Pinions member Mark Policarpio. “We invited UP project [stakeholders]

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zation. There are also 3D printers called the Nanica Io. They are creating robots to be displayed in the exhibit,” said UP Gears and Pinions member John Eris Ramirez-Lam. UP Diliman’s Shell Eco Marathon entry in Kislap (which bagged first place in the 2015 Shell Eco Marathon-Asia or SEMA) was also present at RevUP-DM. A veritable star of energy efficiency and powered by lithium ion batteries, Kislap posted a mileage of 40.5 kilometers per kilowatt hour (km/kWh) at the second iteration of the locally hosted SEMA at the

CAR NEWS

300-odd meters of UP Diliman University Avenue tarmac were filled with an array of 60-plus automobiles, ranging from timeless restored classics to modern customized cars, owned by car enthusiasts of all ages. Luneta-Quirino Grandstand area. Another booth of interest at RevUP-DM was an actual Volkswagen Beetle “boxer” engine donated by the Don Bosco for the UP Gears and Pinions to examine and to serve as a technical guide for UP Diliman mechanical engineering students. So-called because of the two-bank, horizontally opposed piston-and-connecting rod layout linked to a single turning bar (known as a crankshaft), the boxer engine allows for easier viewing of how a reciprocating engine’s internals work more than an inline layout or V-shaped layout. Not to be left out, there were also electric engineering projects linked with mobility. An example of the electric vehicle featured in the car show was the UP Ikot “jeeps” primarily for UP Diliman employees, all running on rechargeable lithium ion batteries. The auto passion exudes by both

the organizers and participants of the auto show helped in the conduct of the RevUP-DM. “We have a lot of car accessory shops who are returnees. Mostly, those who are near UP,” said Lam. Some of the patrons of the 2016 RevUP-DM were Drive Bright Auto Detailing, JC Customs, JDM Select (West Avenue branch), and RevUP-DM regular Carbon Zone. Aside from the booths of the participants and the educational booth, Lam pointed out that some of their sponsors and concessionaires put up a booth for the event. “Usually the sponsors are the ones putting up booths for the event. So this year, not all our sponsors wanted booths so the only sponsors who put up their own booths are the OLX Sulit.com, the X-bike which is an electric bike from Taiwan…We [also have] Brighton Machinery, which is a company that distributes or offers renting services for excavators and bulldozers.” Like us! www.facebook.com/wheelsandgearsph

HEADLIGHTS

Big Quiet Bosch After two consecutive banner years harnessing Asia markets to drive growth, independent tech giant Bosch may now be in the right place to go overt with their powerful brand Text, photos and table by Gelzon de la Cruz

os ch is e v e ry w h e re .

Virtually all motor vehicles (or 95 percent of these, to be exact) have at least one Bosch component. That was their assertion last year when they also announced record-breaking growth of 19 percent in Asia when revenues in the region increased dramatically from 23 to 27 percent of global sales, just as their numbers for Europe and the Americas went down slightly to 53 and 20 percent, respectively. While Europe and the Americas remained major markets, Bosch now looks at Asia’s economies as main drivers of all-important growth. This year, at the annual press briefing held last June by local affiliate Bosch Philippines, they reported that Asia-focused growth saw Bosch regaining and surpassing revenue levels before their significant 15 percent negative growth setback in 2012—these, despite growth being spurred by a China economy that then slowed down significantly in 2015. After last year’s operations, Bosch now ranks among the ten biggest companies in Germany, making the organization one of the most successful privately owned companies in the world.

Behind the scenes The state of regional industries is critical because Bosch is mainly a provider of inputs that go into the products of other

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companies. Although they have diversified steadfastly — expanding on their start in automotives first with consumer durables and then with building and manufacturing automation — Bosch has been focused on being indispensable partner and provider to frontline brands familiar to end users. Adding to their assertion last year that most motor vehicles have at least one Bosch component, Bosch Philippines managing director Andrew Powell reported that they are now the world’s leading supplier of automotive sensors - and that they supply the sensors for three out of every four smartphones in circulation. Despite these, the Bosch brand is nowhere near being the household name like Intel is these days, as Bosch has no equivalent to the pop phenomenon that “Intel inside” has become. The reason is that Bosch defers to customers who prefer that their names be the only overt ones on their products. But this could change now that their successful permeation into emerging Asian industries puts the 130-year-old brand at the disposal of relatively young customer manufacturers. To the general public, the Bosch brand is most visible on semi-durable parts such as spark plugs, headlight bulbs and batteries that consumers inevitably replace in their vehicles. For mechanics, the name points to quality replacement parts such as brake pads and shoes, engine starters and alternators. But the bulk of Bosch’s automotive business comes from their pioneering work in electro-mechanical systems that only original

CAR NEWS

The Bosch brand is nowhere near being the household name like Intel is these days Bosch annual press briefing, June 2016

Setting of Bosch press briefing … like a business meeting

equipment manufacturers (OEMs) handle directly, as they build Bosch-sourced sub-assemblies into entire vehicles. These include the anti-lock braking system (ABS) that they pioneered in the late 1970s, the common-rail direct injection (CRDi) system typical of newer diesel engines, the anti-skid technology of the Electronic Stability Program (ESP) that they developed in 1995 and which is now standard on upscale vehicles, the familiar parking assistance systems that manifest as reverse gear-activated cameras and proximity sensors, and now the driver assistance systems that have put Bosch at the very front of the race to build autonomous, self-driving vehicles.

Bosch emerging At their briefing last year, Bosch Philippines had no prepared statements about these original Bosch innovations. And, when asked if he thought the market is sufficiently aware of Bosch

as a source of advanced technologies (like their ESP), Powell replied that Bosch is somewhat of a silent speechwriter to the automakers. This year, in contrast, Bosch Philippines included in their prepared briefing an estimate that if all cars in Europe, the US and Japan were outfitted (or retrofitted) with ESP, 14,000 lives could be saved in those countries yearly. Inhibitions may have loosened after manufacturers from emerging automotive industries of India and China (Tata and BYD in particular, respectively) published sales literature naming Bosch as the source of the electronic stability control systems in their cars. And Bosch now seems to advocate transparency vis-à-vis their own suppliers as well. This year, Powell further disclosed that related to their becoming the top supplier of automotive sensors, Bosch had recently taken delivery of the one millionth camera supplied them by Integrated Micro-Electronics, Inc. — a joint venture between Ayala Corporation and Resins, Inc.

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HEADLIGHTS

Grand Launching of Wheels & Gears

July 15, 2016 Utmost Creative Publishing launches the Wheels & Gears formally to the public at Metro Walk Tent in Ortigas

present to you Wheels & Gears Magazine, “The Philippines’ First Automotive and Lifestyle Magazine” by the National Library of the Philippines. Nominated and awarded as “Most Trusted Automotive and Lifestyle Magazine” of the 2016. Best Choice Annual Awards and “Best Automotive and Lifestyle Magazine” of the 2016 Golden Globe Annual Awards for Business Excellence. Wheels & Gears (WAG) started in 2012 as the motoring section of Brand Magazine, the urban professional’s magazine, and won the prestigious Henry Ford Awards “The Automotive Consumers Categories”. Since then, we have continued to build ideas to maximize the reach and the target market of WAG as the motoring magazine that offers to the car manufacturers and aftermarket the incredible opportunity to reach the lifestyle industry. Wheels and Gears created a new way of advertising; the only combined motoring magazine with lifestyle magazine (Brand) reaches the dual market. Our utmost goal is to be the number one guide and source for lifestyle and automotive. The highlight of the grand launching was the performances of several artists like Nicole Asencio lead vocalist of General Luna, Anna Rabtsun contender of I love OPM and The Diamond Soul Siren ,Ñina. Hosted by Jojo Alejar. With special participation of Kat Pellicer, Model and Brand Ambassador of Uni-ball pen instruments with Neil Perez, Mister International 2014. Wheels & Gears Magazine Motoring Editorials namely; Gelzon dela Cruz, Randy Peregrino, and Jude Morte present the awards.26 Plaques of Appreciation while playing the logo of the

e are p rou d to

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awardees such as: CAR: Mazda, Tata, Suzuki, Volkswagen, Honda, Isuzu, Peugeot, Nissan, Toyota, Baic, Hyundai, BYD, Mitsubishi, Ford, and Ssangyong. 2WHEELS: Storck, Royal Enfield, Ducati, Yamaha, and Norco. AFTERMARKET: GT Radial, Blade Asia Inc., Shell Helix, Shell Advance, Hobbiestock, Race Chip. Acknowledgements to all the sponsors while playing the AVP commercial of their products. And a closing remarks with the Publisher of Brand Magazine/ Wheels & Gears, Mr. Mario Alaman and Executive Editor Mr. Richard Thomas. The previous event was good and productive. Thanks to our sponsors namely: Blade Accessories, Tata Motors, BYD, Suzuki, Ssangyong, Isuzu, Race Chip, Shell Helix, Shell Advance, CS-II Titanium Coating, GOMOTO, TCL LED TV, Black Mamba, Uni Writing Instruments, Chancellor 9000, Nature’s Spring , AOC, Magic Sing, Barako Haus Coffee in Timog, Tey’s Cupcakes & Pastries, Agents International, Carlo Rossi, Mr. Blooms, Manang Flor’s, and DMC Digital Link. Thanks also to our media partners such as : Business Mirror, Daily Tribune, Manila Standard Today, Malaya Business Insights, Pilipino Mirror, Bulgar, Remate, Philippine Graphic, 92.3 Action Sports, Auto Review, CMAP (Circulation Managements Association of the Philippines), Cook Magazine, PTV4, GNN (Global News Network), Idol Tap Studios and Brand Magazine.

CAR NEWS

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HEADLIGHTS

Words by Jude Morte Photography by Allan Mendoza

RetuRn

Respectability

The XLV leads SsangYongâ&#x20AC;&#x2122;s comeback to the gut of the local utility motoring scene

HOT SEAT

or a time, the tale of SsangYong was modest highs interspersed with ground-digging lows. In fact, you can label the automaker’s previous local signature moments labeled in short phrases. You have “The Arrival” (the formal arrival of SsangYong in the early 2000s), “The Derision” (the collective thumbs down of many a motorist, with regard to SsangYong vehicles in the early 2000s due to badly designed vehicles and mismanagement malaise), and “The Receivership*.” However, a significant tie-up with another Asian manufacturer rescued SsangYong (Korean for “Double Dragons Motor Vehicles”) from financial dire straits. In fact, the auto for this Hot Seat - the XLV midsize crossover sport utility vehicle - is a product of that venture, wherein one can call ‘em “The Comeback.” This is because the XLV represented the manufacturer’s return to respectability – and hopefully, prominence. That started with an exterior that veered away from its

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predecessors’ homely look and went contemporary with the overall outside design. To this writer the front and rear ends were reminiscent of the current MINI Countryman, Ford Explorer Sport and the US market-only Ford Edge, while the full side profiles were similar to the US market-only Ford Flex. It’s quite a lovehate matter, but then again, most estate SUVs aren’t exactly lookers. But with the new look comes dimensions that result in multiple, large item cargo loading. With the rear seats upright, the cargo bay swallowed two balikbayan boxes and three medium-sized travel bags. When the rear seats are folded, you fit in twice the number of balikbayan boxes and space-eating travel luggage. Toss in a rear bench that can seat three average Filipinos comfortably, eight cupholders (including one for each door) and a glovebox that can fit a Coach handbag, and the XLV rivaled even minivans when it comes to item stowage. In an era of smartphones and constant communication, the XLV not only went with the times, but also went a step ahead.

COVER STORY

SsangYong Tivoli XLV

“The XLV represents SsangYong’s return to respectability – and hopefully, prominence.”

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HOT SEAT

Specifications Vehicle: SsangYong Tivoli XLT 1.6 AWD A/T ELX | Type: Midsize crossover sport utility vehicle | Engine type: SsangYong e-XDi 1.6L inline four cylinder diesel (115 ps / 300 Nm; 10.5:1 compression ratio), with common rail direct injection, variable geometry turbocharger and front mounted intercooler | Transmission: Six speed automatic (with manual mode), Active all wheel drive | Price as tested: P 1.245 million

The Android-ready, Bluetooth-ready, six-speaker in-car entertainment/ICE had MirrorLink technology that allows you to run certain app[lication]s – such as satellite navigation, music, handsfree calling and even videos – from your smartphone to the ICE’s seven-inch touchscreen head unit without a USB cable. Solely for the driver, the gauge cluster’s display screen and the “Trip” button below the head unit toggled between distances traveled, external temperature, fuel range, and even real time fuel consumption.

In addition, the XLV’s message of relaxation was communicated through thick and comfy fabric seats, which acted as additional dampers against noise, vibration and harshness (NVH) – and thus made passengers get continuous shuteye throughout any trip. The relaxation conveyance was furthered via a climate control system wherein the left aircon vents’ temperature can differ from the right aircon vents, or synchronize the overall aircon temperature at a button’s touch.

“The XLV is a dragon punch into the belly of the motoring scene.” 32

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COVER STORY

SsangYong Tivoli XLV

“With the new look comes dimensions that result in multiple, large item cargo loading.”

Previous SsangYongs had robust diesel powertrains, and the XLV was no exception. When jumping on the throttle, there’s a one to two second delay, then the forward rush from the near-instant torque delivery and all wheel drive became immense enough to make palms (and even teeth) gush sweat. That almost rendered the automatic transmission’s (A/T’s) manual mode as an afterthought, until you realize that you’re just in “(D)rive,” and that you can prompt more lunges from this dragon by tossing the

A/T stick into “(M)anual” and going north (for upshifts) or south (for downshifts) on a lever at the A/T stick’s left. Fortunately, the ability of the XLV to shed speed and get away from potential prangs are exceptional. To this writer, the front brake bias was such that even on deceleration from 30-40 kph, the front end’s tendency to “lean” forward was pronounced. You have to slowly apply foot pressure on the middle pedal, otherwise you and other XLV occupants will know quickly how slack or secure were the seatbelt straps. With regard to veering away from looming mishaps, the 167 mm ground clearance (the same level as the 2006-2014 Kia Carnival and the 2011-2015 Hyundai Elantra), the wide stance and large Kumho Solus XC 215/45R18 tires on the loaner unit provided for coupe-like roadholding – even with 100-110 kph corner commitment. But it’s the steering that’s the biggest talking point, as you can tailor the feel AND feedback via a button at the head unit’s four o’clock side. Female drivers will appreciate the “Comfort” (light feel, wallowy response) setting, but for most drivers the “Sport” mode should be used. Navigating thru parallel parking, long backing and s-turns are done easily at the said mode, without Like us! www.facebook.com/wheelsandgearsph

HOT SEAT

much concern whether the front end responded to steering wheel inputs. Speaking of going rearwards, the XLV has a reverse gear-activated camera and parking sensors within the rear bumper, the latter going full wail at a hand’s length from anything behind the unit. The XLV spearheads SsangYong’s return to Philippine shores, and given the vernacular meaning of the company name, it’s safe to say that the SUV is a dragon punch into the belly of local utility motoring.

*The January 2009 appointing of a South Korean bankruptcy court-appointed third party to regain SsangYong’s unpaid loans, done as a result of the car company’s four straight quarters of financial loss.

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FRONT SEAT test drives

the latest locally available vehicle reviews

FRONT SEAT

Text by Jude Morte | Photos by Allan Mendoza

Game changer

Hyundai’s 2016 Tucson takes the compact SUV game to new levels

n th e com p act s p ort utility

vehicle (SUV) game nowadays, what makes a particular brand sell is the product’s interior liveability. With the 2016 Hyundai Tucson (pronounced Too-son \ˈtü-ˈsä-nˈn\), it’s not just cabin liveability – it’s the overall motoring package. That starts with an exterior design that critics pointed out as a carbon copy of its [supposedly] larger Santa Fe sibling. To this writer, the fact that the Tucson now had dimensions and looks similar to the current Santa Fe not only showed a growth spurt in all areas, but also changed the way the “compact” in “compact SUV” term is defined. Also helping is the test unit’s Ara Blue color, which invited curiosity from onlookers, and expanded the brand target market to not just 40-60 somethings, but also 25-30 young ‘uns. Revolutionary also defined what’s inside the Tucson. Keyless entry and push button ignition come standard, the latter needing a the key fob on your person, your thumb on either front door and a tug on either front door handle to unlock all doors. Ditto three 12-volt outlets (two below the airconditioning or A/C controls and one near

the left side d-pillar), a panoramic sunroof (with one touch automation), power-assisted adjustment for both front seats, and cold A/C. Speaking of the A/C, it can be toggled so that the driver’s side and front passenger side temperature can either be the same, or vastly different, depending

“THE TUCSON’S ARA BLUE COLOR INVITED CURIOSITY FROM ONLOOKERS, AND EXPANDED THE BRAND TARGET MARKET TO NOT JUST 40-60 SOMETHINGS, BUT ALSO 25-30 YOUNG ‘UNS.” on a button below the in car entertainment head unit. Also, there are A/C vents for rear passengers, albeit below the center console and level with rear occupants’ legs. Interior lighting is VERY bright, as the white light cabin lamps proper are either close to the rear view mirror (for front

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occupants), or behind the b-pillars and tilted in a manner that they are at a 35-40 degree angle towards rear occupants. It’s very much helpful for any occupant, as searching for small items on the cabin floor (even during night time) are done quickly. The increased dimensions allow for midsize SUV-level loading. The rear row seated three in comfort, and the cargo hold (sans tonneau cover) handled a balikbayan box plus two medium sized travel bags without blocking rear view vision. With the tonneau cover, the cargo bay swallowed a balikbayan box, a medium sized travel bag and a small travel bag below the tonneau cover, plus three large handbags atop the tonneau cover. Oh, the rear hatch can be opened or closed either on the key fob or on a button below the leftmost A/C vent, while the hatch proper can be closed via a button within its gate dimensions. Acceleration was generally linear in behavior, but you have to step on the rightmost pedal in a smooth motion, as jumping on and off the throttle results in small to nil response. However, if you get your throttle timing right, you have little to

TEST DRIVES

REVIEWS

“ACCELERATION WAS GENERALLY LINEAR IN BEHAVIOR, BUT YOU HAVE TO STEP ON THE RIGHTMOST PEDAL IN A SMOOTH MOTION, AS JUMPING ON AND OFF THE THROTTLE RESULTS IN SMALL TO NIL RESPONSE.”

zero need for the manual mode, the latter engaging when moving the stick to the left when the A/T (automatic transmission) stick is at the default “(D)rive” mode. If you really need all 178 hp and 402 NM from the 2.0L turbodiesel, the best gears to use for all terrain and all inclines forward motion are third gear and fourth gear. The engine isn’t strained, you remain in the powerband longer and you enter the power curve quicker. With the ‘16 Tucson, you have confidence thru corner transition without waking up the stability and traction electronic cops. This is helped by a low stance

“THE TUCSON NOW HAD DIMENSIONS AND LOOKS SIMILAR TO THE CURRENT SANTA FE, WHICH NOT ONLY SHOWED A GROWTH SPURT IN ALL AREAS, BUT ALSO CHANGED THE WAY THE ‘COMPACT’ IN ‘COMPACT SUV’ IS DEFINED.”

(evident mostly at the front end) and wide Kumho Crugen Premium 225/55R18s. The ride is stiff, but not enough to wake up passengers sleeping nor rattle their bums on broken tarmac – all due to the tires and improved suspension geometry. The steering feel is light, and displayed a disconnection during parallel parking and long backing. However, the steering can be responsive during emergency lane changes, right-left-right and left-right-left transition, and even sweeping change-ofcamber corners. The safety aids are numerous. The electronic parking brake (or e-brake) behind the A/T stick needs you to pull up on the lever for engagement, and you step on the brake pedal and push down on that same e-brake lever for disengagement. There’s a hill hold function (known as “Auto Hold”), which engages the brakes when the Tucson is on an incline and in “(N)eutral.” The button for this function is behind the e-brake. There’s also a reverse gear-activated camera mounted below the rear hatch glass, with the display for the said camera within the rear view mirror, skewed

towards the driver’s side. It also has two color-coded “ladders” wherein the blue version displays the direction of the rear bumper, and the yellow version displays the direction of the steering wheel. Dimensions close to midsize SUVs, plus features and driving dynamics rivaling luxury SUVs make the 2016 Hyundai Tucson a revolution in compact SUV guise.

Specifications Vehicle

Hyundai Tucson 2.0 GLS 6AT AWD CRDi DSL (2016)

Type

Compact sport utility vehicle

Engine type

Hyundai R 2.0L inline four cylinder diesel (178 hp / 402 Nm), with common rail direct injection, variable geometry turbocharger and front mount intercooler

Transmission

Six speed automatic (with manual mode), all wheel drive

Price as tested

P 1.538 million

Rating

/ 10

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FRONT SEAT

Text by Jude Morte | Photos by Allan Mendoza

Holy roller

Volkswagen’s people carrier is one fit for a dignitary and his entourage. Just ask Pope Francis

rom an Catholic Church’s/RCC’s head visited the Philippines, to see what’s going on in arguably the largest RCC country in Asia. Incidentally, the very vehicle he used going around was a Volkswagen Touran. Which, if you consider the story title, is a very apt label for the German utility unit. The Touran’s seats (save for the driver’s) fold flat and flush with the rearmost cargo floor (actually the third row), and the front passenger seat can be folded flat (and flush with the second row) to create a table for impromptu picnics – or place the occasional holy water and sacramental items. Need to stow away your bible? The front occupant backrests had storage pockets and foldable trays, similar to those on airlines. Frankly, the rear row features are not only great for popes, but also for parents with active kids (e.g., into sports or theater), as they can dine, change clothes, and get some rest in the Touran before and after an important engagement. Fitting your entire security detail, entourage or even your loved ones in the Touran shouldn’t be an issue. Each

as t y e ar th e

second row seat can be individually folded toting 12 FM and 12 AM presets, Bluetooth connectivity (although it just reads flat or moved forward, the former action Android-based phones and not Apple done by pulling on vinyl/nylon/cloth pull phones), and a USB jack within the center tabs around the seats close to the thigh console (meant for external MP3 players). cushions, and the tumbling ability via The ICE controls were straightforward separate red vinyl/nylon/cloth pull tabs (including the steering wheel-mounted behind and below the thigh cushions. ones on both the 3:00 and 9:00 sides) and Interestingly, the leftmost and rightmost second row seats had Isofix brackets with the sound had a rare, strong balance of which to attach a child’s car seat or two. If treble and bass. On the other hand, the A/C took a 30 second (or longer) period you must fit people in the third row, then with the blower and temperature knobs at the second row seats must be moved forward - done by tugging on some plastic maximum - to cool the cabin after being sun-exposed for prolonged moments. pull tabs below each second row seat Even with light throttle inputs, the unit’s thigh cushions. Speaking of the third row, wide powerband rendered the automatic its seats can also be folded flat via levers transmission’s (A/T’s) manual mode as on the backrests, or on vinyl/nylon/cloth an afterthought. This is due to a short pull tabs behind said backrests. turbo lag, wherein the near-miraculous Making Touran occupants feel like going to heaven are “The Touran’s loading configurations are straightfornot only great for popes, but also for parward in-car entertainents with active kids (e.g., into sports or ment (ICE) theater), as they can dine, change clothes, and airconditioning and get some rest in the Touran before or (A/C). The after an important engagement.” ICE is basic,

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TEST DRIVES

REVIEWS

There’s lateral lean, but you don’t feel like you need prayers to keep from toppling over.

rush of forward motion is felt in the seat of your pants after one to two seconds due to the built-up exhaust gas pressure (or boost) in the turbo housing. Fortunately, partial boost (at a notch or three below 2,000 rpm) makes it manageable for the driver (who is most likely the owner of the vehicle, aged 45 years and older) or a family/company driver (roughly 35 years

and older) who isn’t used to peppy, turbocharged diesel engines. If you need the full forward might, you move the A/T stick to “(S)port” and watch the rev counter needle sprint around its semicircle housing. There’s lateral lean, but you don’t feel like you need prayers to keep from toppling over. It also helped that the Hankook Optimo 4S 205/55R16s on the loaner Touran had thick sidewalls, which helped reduce NVH (noise, vibration, harshness). The steering was light, but got heavier as the unit reached 70 kph and higher. Fortunately the steering weightiness didn’t feel like moving in syrup, which is helpful for the basketball parent or family driver when shoehorning the Touran into garages or school parking slots.

The safety features were more than helpful enough. The exterior lighting was bright (even with just park lights and fog lights on), and the headlights had daytime running lamps to make oncomers know of the Touran’s presence. The rear bumper had sensors incorporated, and with a top shot display of the Touran on the ICE’s monitor and a realtime virtual graphic of the distance between the Touran’s rear bumper and what’s behind it (or close to it) allows the driver to discern rearward goings-on. Because Pope Francis made the Volkswagen Touran his sole non-custom transport for his 2015 Philippine sojourn, the brand suddenly became one blessed automobile.

Specifications Vehicle

Volkswagen Touran ComfortLine 2.0 TDi DSG

Type

Multi-purpose vehicle

Engine type

2.0L inline four cylinder diesel (109 hp / 280 Nm), with common rail direct injection, twin scroll turbocharger and front mount intercooler

Transmission

Six speed dual clutch automatic (Direct Shift Gearbox), with manual mode and “(S)port” mode, front wheel drive

Price as tested

P 1.775 million

Rating

/ 10

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FRONT SEAT

Text and Photos by Gelzon de la Cruz

Do-all D-Max

The top-trim D-Max pickup that pioneered the high-riding 4x2 template is as versatile as ever

h e n is u z u b rou gh t in the D-Max to replace their popular Fuego pickup back in 2003, everyone noticed. For the first time, at least in this market, here was an Asian pickup with “crew-cab,” car-like seating that rode high on all-terrain tires and sported buff looks. The added height projected mid-size bulk when models that came before perpetuated the compact truck mindset that was a holdover from the last millennium’s oil crises. At the D-Max’s top LS trim-level, Isuzu used the formula across the board, regardless of whether the variant was a typecast 4x4 off-roader, or a conventional do-all with a 4x2 drivetrain. Now, the sporty configuration is standard fare among big brands. Those 4x2 high-riders that started out looking contrived, defying stereotype with ground clearance formerly reserved for off-roaders, are now stock, both in showrooms and in buyers’ minds. Now into its second generation (after a first-gen facelift that made it all angular), the current model D-Max features fluid lines that depict how it’s become organic to the city: no longer an interloper but rather a fixture on crowded roads as well

as, yes, occasionally still on rough dirt. The second-gen’s cabin curves in where it butts up against the cargo box. The feature softens its lines, makes it look less institutional, but also creates useful space within. The curve allows for slightly more reclined seatbacks on the rear

windows rolled up and the cabin insulated is as good as ever with this Isuzu’s tropics-ready air conditioner. The steering and stick shift on the manual transmission variant both give back this initial hard-rubber resistance which promptly gives way, resulting in

“Those 4x2 high-riders that started out looking contrived … are now stock, both in showrooms and in buyers’ minds.” bench, addressing the common complaint against rear accommodations on trucks. And, with seatbacks set further away from the perpendicular, the rear seats themselves, divided into 60/40 segments, could be folded up to turn the back of the cabin into a flat-floored, climate-controlled space for dry-cargo hauling. That said, the interior appointments work hard to convince you that you’re in a car rather than a truck. The D-Max is a diesel, of course, but with its excellent sound insulation, it’s easy to miss the fact. The truck’s cabin does an excellent job cutting down noise and vibration. And the climate control to keep

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responsive steers and crisply slotted gear shifts. There are only the reversing sensors to help you, but the ergonomics of the D-Max, her firm feeling controls, all make it easy to weld your butt-cheeks to it, end up wearing her mass, letting natural caution kick in. The passenger box being inside a stretched 3.095m wheelbase goes a long way to dampening road shocks, and for keeping things stable in corners as well as on easy-curving turns. The rear’s proprietary Softride system brings the shorter, stiffer leaves into play only when the vehicle is well laden, keeping things

TEST DRIVES

REVIEWS

“Aggressive short-shifting, impatiently aggressive even for a diesel, gets you fuel-economy like that of a passenger car.”

“The ergonomics of the D-Max, her firm feeling controls, all make it easy to weld your butt-cheeks to it, end up wearing her mass, letting natural caution kick in.” supple when its just people you’re trucking around. And finally, about the engine: the LS trim’s 2.5L 4JK1-TCX with common-rail direct injection (CRDi) is the first D-Max engine with a variable geometry system (VGS) turbodiesel. Displacing less than the 3.0L CRDi non-VGS turbo it had replaced last year, the new 2.5L delivers higher peak torque at lower revs, and at much improved fuel economy. Although

Isuzu now also has D-Max LS variants with the 3.0L 4JJ1-TCX with VGS turbodiesel, the 2.5L seems more appropriate for city use - and our drive results bear this out. Aggressive short-shifting, impatiently aggressive even for a diesel, gets you fuel-economy like that of a passenger car. Rolling out on idle power and applying just a touch of throttle only when the clutch is fully engaged, then shifting quickly at 1500rpm to get you up to second gear by the time you hit 10km/h, then just as fast at 25, 40 and 50km/h to bring you all the way to fifth, this singular shift schedule could deliver surprising fuel economy of 11km/l in the city. With its car-like comfort atop flood-defying ground clearance, and mounting a turbodiesel that doesn’t sound like one from the inside, especially when revs are kept low with street-savvy short-shifting, and particularly with the guilt-free fuel mileage that then results, its top trim LS

with 4x2 manual transmission renders the D-Max an excellent do-all truck.

Specifications Vehicle

2015 D-Max LS 4x2 MT

Type

Pickup (double cab)

Engine type

4JK1-TCX 16-valve double overhead camshaft 2.5L inline four cylinder diesel (18.1:1 compression, 134hp / 320 NM), with common rail direct injection, IHHI variable geometry turbocharger and front mount intercooler

Transmission

Five-speed manual, rear wheel drive

Price as tested

P 1.154 million

Rating

/ 10

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FRONT SEAT

Text and photos by Gelzon de la Cruz

The M20 in full

A third story on the BAIC M20 recaps coverage of the new model, and tops things off with a look into gaming its powertrain for fuel-efficient short-shifting

Fe b ru ary -march ‘16’s he ad lig h ts (news) section, we reported on the features and pricing of BAIC’s new M20 multi-purpose vehicle (MPV) on the eve of its launch. The M20 comes to a market that already has a wide selection of MPVs of varying sizes, but those sizes obscure the fact that price remains the main deciding factor. Buyers looking to have a versatile people mover are out to get as much MPV as they can have, at their budget. It points to the nature of needing an MPV in the first place. Now, enter the M20 with its sleek hood flowing into a big boxy cabin. It’s wider and taller than both bestselling subcompacts the Toyota Avanza and Suzuki Ertiga - and yet is priced much lower than either one at under P600K. Current design trends are for tall shoulders and low headspace, lines that render the vehicle more muscular. In contrast, the M20 has tall shoulders matched by high headspace. The effect is both airy and stately, the result a roomier cabin. Unlike the Suzuki and Toyota subcompacts which n

offer comfortable seating for seven people, the M20’s cabin can handle eight. And with its sturdy body-on-frame construction and class-busting 2.79m wheelbase, the M20 has the soft-roading ruggedness of Asian utility vehicles (AUVs) and the wheelbase geometry of bigger MPVs. Our second story on the M20 was in April-May ‘16 for our Dashboard road stories. We then reported on BAIC Philippines’ in-house test drive of the M20, bringing us along on a nostalgic run up Kennon to Baguio and onwards to Sagada through Halsema Highway. On that drive, we found the driver’s ergonomics made for exact steering in corners, on tight roads, and on punishing switchbacks. And, on those ascending hairpins of Kennon, precise steering complimented by that long wheelbase that kept the MPV confidently upright in fast curves made turning the M20 both fun and forgiving. It’s also on the climb up Kennon that the M20’s 1.5L BJ415B engine showed its moxie. With a power curve that peaked early and stayed there, delivering 145NM at 3000-5000rpm, the BJ415B could stay in second gear

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easily (even venturing up to third on occasion) while negotiating the steepest grades at Camps 6 and 7 on the way up to Baguio. After our analyses in February and our road trip story in April, this third story on the M20 and one for our Front Seat (reviews) segment, now adds details to what BAIC Philippines President George Chua got right straight off the bat but without us noticing it at the time. Our host on the northern run (and him at the wheel negotiating the rough road patches approaching Sagada) Chua made the offhand remark that once you get used to the M20’s torque curve, the rest is easy. There’s a steep climb in the power curve getting to the engine’s 3000 to 5000rpm peak torque plateau. We were hardly hindered by this on the open road to Sagada, only needing to rev the engine up near 3000rpm when we rolled out from a standstill onto an uphill grade. But on a subsequent city test drive, the possibility for more finesse became obvious. There’s ample low-end torque to roll out on idle power, but then going into the

TEST DRIVES

REVIEWS

“With its sturdy body-on-frame construction and class-busting 2.79m wheelbase, the M20 has the soft-roading ruggedness of Asian utility vehicles (AUVs) and the wheelbase geometry of bigger Specifications MPVs.”

usual short-shifts at 1500rpm, upshifting to second at 15km/h, then at 30, 45 and 60km/h to get all the way to fifth, resulted in some near-stall shudders at the onset. The reason was that after the engine had it easy with the first gear’s relatively short ratio, it then hit a wall with unusually tall ratios on both second and third. The ratio gaps were a little too wide on those middle gears for burdening the peaky torque further with early upshifts.

You don’t have to resort to the conventional shift schedule; just mix things up into a modified short-shift ladder, still going easy on the gas and keeping revs at 1500rpm while using 20km/h increments (instead of 15) for those shifts up to second and third. The modified schedule: revs peaking at 1500rpm with up-shifts at 20, 40, 50 and 60 km/h (note those back-to-early shifts into fourth and fifth). In city traffic, coping with horrendous crawls, fuel mileage improved from eight km/l with conventional shifting, up to 10km/h with the modified short-shift schedule. It takes practice, but the results were worth it.

Vehicle

BAIC M20 1.5L Luxury

Type

Compact multi-purpose vehicle (MPV)

Engine type

BJ415B 16 valve double overhead cam (DOHC) 1.5L four cylinder gasoline (106hp / 145NM), with direct electronic fuel injection and variable valve timing (VVT), naturally aspirated

Transmission

Five-speed manual, rear wheel drive

Price as tested

P 578,000

Rating

/ 10

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FRONT SEAT

Text and photos by Randy S. Peregrino

The Kabuki effect It goes beyond being premium

e t’s b e gin w ith th e

accolades. The Mazda 2 is the bearer of both the prestigious Japan Car of the Year 2014-2015 and the Philippines’ 2015 Car of the Year 2015. That said, it leaves no room for skepticism despite being Mazda’s most junior unit. Even a subcompact enthusiast wouldn’t deny the fact that its build is mesomorph dense. And having established an immense advantage in its class, to say that this supermini is worthy of a title is an understatement. The infinite feeling after driving it is absolutely there to keep you from being content and call it a day, because you know that you just had an excellent experience when you simply want to do it again and again. Enter the well-crafted Speed hatchback version, in bright crystal-white pearl color

and fashioning what Mazda dubbed as the “Kabuki” edition. In case you haven’t realized, the Kodo design philosophy is the very reason every Mazda vehicle looks stunning. In relation, this particular Mazda 2 had numerous add-on aesthetics, mainly outside, which created more visual impact. Shades of the trademark Soul Red were adapted to add accent in specific spots, like: •

One accent up front in the middle of the grille, making the sharp-looking fascia more radiant, along with the slender adaptive light emitting diode/LED headlamps (with daylight running lights). • Another accent for the side mirrors that made the safety feature more visible, and created a motion effect of “The infinite feeling after driving lines and curves on it is absolutely there to keep you the flanks. • The air diffuser from being content and call it a day, underneath the because you know that you just had equally striking rear end bumpers. an excellent experience when you

simply want to do it again and again.” 44

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A black

gloss-finished aerodynamic kit was also installed, including a front bumper chin, side skirts and rear spoiler for a sportier appearance. Complementing the overall expression were 16-inch alloy wheels, with black and machined finish. With the smart keyless entry system, the key fob can stay inside your pocket and you just push the rubber button on the front door handles to unlock all doors. Step inside and you will find yourself under the spell of sophistication, as blending offwhite together with black leather fashioned a contrasting and neat look. Polished metal-finished borders, carbon-fiber texture on the dashboard and sidings, and red drapery stripe supplemented the stimulating highlights of the jaunty interior. It’s amazing how easy it was to find the

TEST DRIVES

“In case you haven’t realized, the Kodo design philosophy is the very reason every Mazda vehicle looks stunning. In relation, this particular Mazda 2 had numerous add-on aesthetics, mainly outside, which created more visual impact.”

REVIEWS

perfect driving position, thanks to a sixway manual control and well-fitting seats, along with a tilt-and-telescoping steering helm. While the rear may be wanting in legroom, it was not difficult at all to find comfy seating. You operate the infotainment via an intuitive seven-inch liquid crystal display/LCD touch screen, or thru two knobs in the center console - which were more ideal when piloting. Kitted with an engine start/stop button, the ignition fired up quickly as the instrument cluster lit up the attractive and prominent analog tachometer, digital speedometer and eyelevel heads-up display. Perceived during the initial drive was how light and nimble were the roadside manners. Weighing a little over a ton (1,025 kg curb weight), the relatively low mass enabled the 1.5-liter SkyActiv-G powertrain to effortlessly propel the car and reach cruising speeds. Meanwhile, the six-speed automatic transmission (A/T) demonstrated seamless shifting and aided in smooth acceleration. But once you engage that sport switch behind the A/T stick, the throttle becomes more sensitive and the motor response becomes more aggressive. And with the available paddle Like us! www.facebook.com/wheelsandgearsph

FRONT SEAT

shifters, more torque can be utilized throughout the rpm range; you WILL find yourself hooked on to fun and spirited driving pleasure. The hatch was quiet, with negligible tire rebounds on the road. There was hardly any twist or difficulty passing through tight corners or bended roads, even with both hands remained in parallel position while turning the wheel. On the other hand, reliable safety and security features were also available, such as passenger and driver airbags, antilock braking system with electronic brake-force distribution, and rear-parking sensors, among others. Undoubtedly, the Mazda 2 Speed is every fanaticâ&#x20AC;&#x2122;s granted wish to have all the bells and whistles of the top-spec sedan into their hatchback, with added sleekness and athletic emphasis. As such, being the smallest in the manufacturerâ&#x20AC;&#x2122;s roster proved to be in capable of manifesting the big difference in terms of what it has to offer in the subcompact segment.

Specifications Vehicle

Mazda 2 Speed Edition

Type

Supermini

Engine type

Transmission

Price as tested

Rating

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SkyActiv-G DOHC 16-valve 1.5L inline four cylinder gasoline, (12.0:1 compression ratio, 107 hp/139 NM of torque), naturally aspirated SkyActiv-Drive six-speed automatic (with Sport mode), front wheel drive

P995,000 (add P16,000 for Soul Red color)

/ 10

DASHBOARD Car features

all sorts of motoring-related stuff, including old school project cars

DASHBOARD Text and photos by Randy S. Peregrino

Bring on the big D! More torque, most advanced, and Euro VI compliant

au to ph ilip p in e s , th e exclusive distributor of Mazda vehicles in the country, finally brought in their latest SkyActiv-D diesel powertrain. A wholly unexpected development (considering that Mazda was selling well with their gas variants), the SkyActiv-D’s introduction was perfect since more customers were transitioning to diesel units, and Mazda sought to expand the model ranges for the Mazda 6 executive saloon and the CX-5 compact sport utility vehicle. “The Mazda SkyActiv-D diesel engine is

e rjay a

among the most advanced in the world, and with the availability of low-sulfur Euro IV diesel fuel, we are proud to be able to introduce the engine into not one, but two of the critically acclaimed and award-winning Mazda 6 executive sedan and the CX-5 compact crossover. SkyActiv-D is the cleanest and most fuel-efficient diesel engine available in the market and our customers deserve the best that Mazda can deliver,” said Berjaya Auto Philippines president Steven Tan. The new SkyActiv-D diesel motor was a 173 hp/420 NM 2.2L inline four cylinder

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fitted with a two-stage turbocharger, with an incredibly low (in terms of global rating) 14:1 compression ratio. Aside from achieving 10 percent less weight by using lightweight components, that two-stage turbocharger enabled smooth and linear response from low to high engine speeds, and greatly increased low- and high-end torque up to a 5,200 rpm rev limit. Moreover, it complied with global emissions regulations without expensive oxides of nitrogen after treatment, which can pad vehicle pricing. Combined, these were Mazda’s answers to lower emissions, high

FEATURES

The SkyActiv-D powertrain can achieve fuel efficiency level comparable to hybrid cars, and measured with a muffled degree of noise closely equal to a gasoline engine.

combustion efficiency, more torque and superior fuel economy. Chiaki Santo (from the Powertrain Planning Development department of the mother Mazda Motor Corporation in Japan) also revealed additional noteworthy highlights. For one, it can achieve fuel efficiency level comparable to hybrid cars, and measured with a muffled degree of noise closely equal to a gasoline engine. Additionally, compared to other popular European segment counterparts, both the Mazda 6 and Mazda CX-5 all-wheel-drive/ AWD not only retained the lowest engine

compression ratio but also yielded the highest maximum torque – huge reasons why the diesel versions comprise 80 percent of the two models’ Japan total sales. In order to get first dibs and to validate the manufacturer’s claims, select motoring media hied off to a 114-kilometer ride and drive to Anilao (Batangas). Together with fellow journalists Patrick Tulfo and Martin Aguilar, we boarded a striking Soul Red SkyActiv-D Mazda 6. Having previously tested the Mazda 6 gas, the exterior was still as appealing and engaging at every angle. And to experience a different

standpoint, the passenger feel provided absolute comfort and tranquility coming from the comfy ride, sophisticated interior and impressive NVH (noise, vibration and harshness) suppression. To create a distinction, Mazda applied a dark motif with black leather draped seats, sidings, dashboard, and a dark brown-accented center console. The polished metal trims and borders were still there to emphasize the elegant touch. Oh, not only was there generous legroom, but the rear air conditioning vents made the rear quarters cozy and cool. Like us! www.facebook.com/wheelsandgearsph

DASHBOARD

“These models will not only target diesel-powered vehicle fanatics, but also aim to capture a larger share of segments that value practicality and fuel efficiency - and up the ante in unique driving experiences.”

There were gobs of torque at the rev counter’s low end for swift acceleration, and given the sedan’s aerodynamic frame, speed increments were evidently quicker. On ascending and winding roads, validation of the torque rating was frequent, even during overtaking in steep terrain. With the existing manual mode from the coupled automatic gearbox, it even enabled the motor to stay within the optimum powerband. The next day saw our group plop into the diesel CX-5 AWD. It had equally

stunning exterior profiles manifested by the signature Kodo design language. While it offered the same dark-themed cabin clad in fine pelt, it conveyed a more utilitarian aura with an equally spacious legroom. On-road, the AWD was beneficial in tackling continuous tight turns while maintaining excellent handling and control. However, the additional weight and demand of the drivetrain required more push from the engine. Even so, the new diesel motor’s might was still apparent, especially on the freeway where

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high-speed limits were easily attained. Both priced at P1.985 million, the new SkyActiv-D Mazda6 and CX-5 AWD still possessed the same state-of-the-art features and reliable security elements from their petrol siblings. These models will not only target diesel-powered vehicle fanatics, but also aim to capture a larger share of segments that value practicality and fuel efficiency - and up the ante in unique driving experiences.

FEATURES

Urban and outdoor dweller This 4X4 SUV makes off-roading effortless Text and photos by Randy S. Peregrino

h e m ajor e n h an ce m e n ts in the overall built of the all-new Everest clearly made a huge impact in the market. Several months back, sales reportedly reached more than 8,000 units, and it was only a matter of time till the brand would breach five-digit sales figures or more. Thus, Ford Philippines continues to hold a strong position in the midsize sport-utility vehicle (SUV) segment. “We are truly happy that the all-new Everest remains to be one of the most sought-after SUVs in the market. The bold design, advanced technology, and stunning off-road and on-road capability of the Everest, coupled with its comfortable seating for up to seven passengers, have truly redefined the midsize SUV segment,” said Ford Philippines managing director Lance Mosley. To prove that the SUV was more than just form, select motoring media were invited for an adventure drive in Tanay, Rizal. It all started in an early morning assembly at the Ford BGC (Bonifacio Global City) showroom. Teamed up with fellow scribes Mike Potenciano and Lindy Pellicer, we were assigned to the 4x4 Titanium variant. The new sculpted frame was a breakthrough from the manufacturer’s stellar job in coming up with a new level of styling. Oozing from the front end was the signature inverted trapezoid chrome grill, slender headlamps fitted with auto-leveling projector-type light emitting diode/LED and daytime running lights, and a tough-looking fascia. From a typical boxy frame, it had more delineation now, particularly on the hood, to complement the bulging wheel arches and curvatures. Designated as the initial driver, elegance from the finest materials greeted us inside. The well laid out dashboard became

a neat sedan-like design, with clustered controls and glossy pieces. Finding the perfect driving position was trouble-free, thanks to an eight-way power-adjusted seat and tilted yet chunky steering wheel (with embedded switches). Using a light color for the leather seats, sidings and panels fashioned a tidy and calming effect, while the dark-themed ceiling allowed the panoramic glass roof to emit more brightness. While slicing thru heavy traffic, there was very little noise penetrating the cabin, save for the engine grunt at higher rev ranges. Even with seemingly low profile tires, the Everest surprisingly produced minimal rebound and harshness on uneven pavement. After a short stopover, scribes took the SUVs to task until we reached the provincial highway leading to Rizal province. Delivery-wise, the 3.2L straight four turbodiesel’s brute force made the highway climb seamless, without even taxing the powertrain. With a staggering 470 NM of torque available just below 2,000 rpm, even uphill overtaking was effortless. This made the manual mode from the six-speed automatic gearbox essential for engine braking on downhill points, but can also be employed to remain within the powerband. On tight turns, the curve control actively demonstrated full assistance to reduce lean, even on constricted bends. Likewise, the electronic power steering assisted in the process of smooth maneuvering, as we finally made it to a jungle base in Tanay to rest and to scarf tender steak slabs for lunch. The next activity was tropical forest off-roading. Given that the current Everest had intelligent four-wheel-drive - plus first-in class terrain management system – Tanay’s forests were ideal to Like us! www.facebook.com/wheelsandgearsph

DASHBOARD

The new sculpted frame was a breakthrough from the manufacturer’s stellar job in coming up with a new level of styling.

We efficiently conquered the most difficult gradient with blind spots by solely relying on hand directions, with the wheels alternately moved on and off the ground while the Torque on Demand (via an Active Transfer Case) moderated force distribution. try the SUV’s off-roading functions. The transmission was shifted to first gear on manual mode with Hill Descent Control (HDC), the electronic rear differential locked and 4x4 Low engaged. Without stepping on any pedal, the HDC maintained a slow pace while tackling the unpredicted and rocky terrain, leaving only the option to upshift to increase movement. In a sudden dive, the HDC remarkably applied the right amount of brakes ahead of anyone’s natural reaction, and prevented the vehicle from pitching or rolling. Meanwhile, deliberately stopping in an almost 45-degree incline enabled the Hill Start Assist to prevent any

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movement in between transition and the SUV simply continued scrambling. Last, we efficiently conquered the most difficult gradient with blind spots by solely relying on hand directions, with the wheels alternately moved on and off the ground while the Torque on Demand (via an Active Transfer Case) moderated force distribution. After the off-roading test, we made additional stops for photos, and then reached the Thunderbird resort in Binangonan (Rizal) for settlement, relaxation, and socials.

FEATURES

The compelling Ciaz

Big elsewhere but not yet here, Suzuki gives notice to Philippine big brands with the all-new, Asia-specific, sub-compact Ciaz Text, photos and tables by Gelzon de la Cruz

h e n it w as Firs t introduced

in India, where the Maruti-Suzuki partnership has firm hold on half of that country’s two million unit car market (but mainly just in the small car segments), the Ciaz seemed to stir things up immediately. The new model was so quickly accepted there that it picked up windfall demand from long waiting lists, among buyers made impatient by slow deliveries of other sedans. End of it all, the Ciaz benefited that market by forcing competitors to ramp up production and get their cars to market faster. Now, the Ciaz promises to cause a similar stir here, in the much smaller but disproportionately complex Philippine market. Here, in a market gone crossover-crazy, and where the sedan’s classic three-box form has been stretched in other ways for multi-role utility, the new Ciaz appears to hit all the new, sensible sweet spots. Introduced globally in 2014, the Ciaz is a new model line, a subcompact sedan meant to fill Suzuki’s gap between their small-car Alto, Celerio and Swift offerings, and the much larger, too premium, 2.4L

“Where the sedan’s classic three-box form has been stretched in other ways for multi-role utility, the new Ciaz appears to hit all the new, sensible sweetspots” Kizashi mid-size sedan. There was the SX4 sub-compact sedan, but its European sourcing imposed cost penalties that boxed the model out of our region’s markets. In contrast, the new Ciaz was designed specifically for the Asian market, and production is kept within the region to make the most of tariff breaks. With prices starting at P738K for its standard GL trim with manual gearbox (at par with popular offerings of basic family car variants from Toyota, Hyundai and Kia) is Suzuki positioning the Ciaz as an Uber or GrabCar candidate? That would be a big “Yes” from Suzuki Philippines-Automobile general manager Shuzo Hoshikura.

is how cars would fare on roads disappearing under floodwaters that eventually retreat but then leave potholes in their wake. It’s something that car builders seem to pay attention too these days, particularly Suzuki. The Ciaz’s minimum ground clearance of 160mm appears to subscribe to hardlearned doctrine that specifies this as the minimum number for clearing common jutting hazards. Just right at 160mm, going higher could’ve made the Ciaz more of a hardcore softroader, sure, but at the cost of raising its center of gravity and risking loss of a sedan’s trademark handling. And the Ciaz has wheel options, depending on variant, for either 195/55R16 or 185/65R15 tires, yielding overall diameters of 621 and 622mm, Multi-role and modern respectively. This gives it wheel diameters second only to the 622 or 628mm availHere, with road conditions less reliable the further you go out of town (or ironically, able on the Mazda 2. Besides the aesthetic effect of making vehicles look more deeper into the inner city) a top concern Like us! www.facebook.com/wheelsandgearsph

DASHBOARD

muscular, large wheels make for much better rough road handling.

Biggest, but also the lightest At 4.49m long and 1.73m wide, the Ciaz has the biggest footprint among the likes of the [market leader] Toyota Vios and the Hyundai Accent. And, at 2.65m, it also has the longest wheelbase in the class (five cm longer than its closest rival’s, ten cm longer than on the Vios). That long wheelbase translates into better stability in fast turns, as well as generous people space between intruding wheel shrouds. Even with front seats slid back fully, legroom in back is generous enough to swallow up both grown ups and overgrown adults, alike. Its turning radius, although enlarged by the long wheelbase, remains within city tolerances at 5.4m, sedan-like and still smaller than on minivans and SUVs. And yet, the Ciaz’s being the largest in its class seems to come without penalties. It manages to remain the lightest in the bunch with 1,010 to 1,040kg of curb weight, depending on the variant. This means it’s lighter and better powered than the mainstay Toyota Vios’ 1.3L variants.

“The Ciaz’s being the largest in its class seems to come without penalties; it manages to remain the lightest in the bunch.” 54

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To test the notion that maybe the Ciaz’s lightness is the result of creative cut-backs in metallurgy, you can pop the hood and try swinging it up with as few fingers as you can manage working with one hand. The Ciaz’s hood requires all five fingers to lift open; she brandishes heavy metal.

FEATURES

A common, uncommon powertrain The Philippine-spec Ciaz comes with a 92 hp/130 NM 1.4L K14B gasoline straight four with variable valve timing (VVT) that’s been proven on their popular Swift hatchback and Ertiga MPV, and offered with either a five-speed manual or four-speed automatic transmission also used in those other models. The Ciaz’s K14B is an up-rated version with a new cylinder head and piston crowns to achieve an 11:1 compression ratio. Apparently, the higher, more efficient ratio delivers as promised - at the recently concluded Department of Energy Euro IV Fuel Eco Run, the manual Ciaz GL posted an impressive 27.94 kilometers per liter average for the 280km course. Nonetheless, this latest version of the K14B with either manual or automatic gearbox shares numerous parts in common with those of other Suzuki models. This could shorten the list of new parts that need stockpiling and leverage technical skills that Suzuki and third party service providers already have, thereby facilitating essential maintenance for the new sedan’s powertrain. All told, with its long sleek looks atop rugged running gear, being big on the inside (because it’s big on the outside), and, finally, with an efficient and tested powertrain kept common enough for support to be readily available, the Suzuki Ciaz is the car worth watching this year. The Ciaz ought to be interesting, even if you’re not really in the market right now, even if only to watch it give the big brands a run for their money.

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2WHEELS

motorcycles and bike features + reviews

all sorts of motorcycles and bike-related stuff

2wheels

Bullet goes to Bagtikan Made like a gun, goes like a bullet, now in Makati

in ce its Form al arriv al in 2012, Royal Enfield has endeared itself to the general motorbike audience due to its cafe racer design and engineering, and a rich tradition that includes service (factories thrown in for good measure) for the British military. Suffice to say, the manufacturer’s tagline of “made like a gun, goes like a bullet” was never more apt. Now, that bullet recently found a home along Bagtikan Street in Makati, and followed a new visual identity that will be the standard for all Royal Enfield outlets worldwide. 972 square feet of motorcycle riding thrills, heritage and everything else in between, the shop is not just a haven for those that wish to experience the fun of tooling around town on two wheels, but also a venue where one can experience the Royal Enfield lifestyle down to the clothes on one’s body. “The idea was to set up a man cave where you’d feel comfortable hanging around while undergoing all this

pure motorcycling experience,” said Jimmy Barinaga, president and chief executive officer of Hardcore Brothers Custom Motorcycles Inc./Hardcore Brothers, the official distributor of Royal Enfield in the Philippines. Central to Royal Enfield’s Bagtikan boutique is, of course, motorbikes. The entire model range was displayed for all to see, including the P295,000 Bullet 500 (500 cc), the P151,500 Bullet 350 (350 cc) , the P313,000 Classic 500, the P196,500 Classic 350, the P353,500 Rumbler 500 and the P353,500 Royal Enfield Continental GT (535 cc) two-wheelers. Sadly, during the launch proper of the Bagtikan emporium, none of the bikes were clad in the classic signature “flat green” color (a nod to the manufacturer’s storied past as service two-wheelers for British

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Text by Jude Morte | Photos by Gelzon de la Cruz

soldiers in both world wars). However, Hardcore Brothers took one Continental GT motorbike, dissected it, and strategically displayed all its parts on one wall as a means of welcoming customers and guests to the Royal Enfield haven. To this writer, it’s solid proof of the build quality and engineering of the Royal Enfield marque, as well as hard evidence of the company’s storied history.

Motorcycles | BIKE FEATURES AND REVIEWS

“The bullet that is Royal Enfield recently found a home along Bagtikan Street in Makati, and followed a new visual identity that will be the standard for all Royal Enfield outlets worldwide.” Aside from displaying various Royal Enfield products, the store also featured an interesting visual merchandising format and innovative product displays, including myriad parts from past and current Royal Enfield motorcycles, framed photos that silently spoke volumes of the British and Indian past and present of the marque, and apparel that reflected the Royal Enfield lifestyle. “This time it’s not just motorcycles: We also showcase a wide range of motorcycle apparel and accessories that are purposely built and detailed for the Asian market... Everything that’s displayed here - the jackets, the pants and even the shoes and boots - were designed for Asians, particularly Filipinos,” said Barinaga.

On the business side, Royal Enfield head for international business Arun Gopal pointed out that in a 15-month period (January 2015-March 2016) Royal Enfield sold over 600,000 motorcycles across the globe to support its global growth strategy. It also announced its plan to sell 675,000 motorcycles for the 12-month period from April 2016 to March 2017, with the Philippine segment a huge cog in the manufacturer’s sales plan.

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A+

ftermarket tools

TRAVEL ESSENTIALS

A BUYERS GUIDE OF SORTS

AFTER MARKET GUIDE

Car charger, and then some One power bank to rule them all

Text and photos by Jude Morte

“The car charger itself is a massive white brick of stored energy three-fourths of a forearm’s length and one half of a forearm’s width sporting three output ports (including a USB port), an input port at the rightmost side, the on/off switch, and five lights laid out horizontally at the unit’s left side (for Jumpstarter juice indication)”

go, one will note that they are limited to just charging the battery of one’s car. That in itself is a good thing, but wouldn’t it be great to have your car charger charge everything, including your gadgets? This is what Jumpstarter, its massive 12,000 mAh (milliampere-hour) to 14,000 mAh battery and its pricing (reportedly in the P4,500.00-P7,000.00 range) can provide to the automobile owner-driver – and possibly his or her riding companions. In fact, the term “massive” is an understatement. Opening the product’s box and unzipping its faux clutch bag receptacle, your are immediately greeted by what seemed to be an entire army of necessary peripherals, such as: s p ortab le car ch arge rs

• The car charger itself, a massive white brick of stored energy threefourths of a forearm’s length and one half of a forearm’s width sporting three (3) output ports (including a USB port), an input port at the rightmost side, the on/off switch, and five lights laid out horizontally at the unit’s left side (for Jumpstarter juice indication) • The black (positive) and red

•

• •

(negative) alligator clamps with which to clamp unto a car battery’s terminals A male plug for charging the Jumpstarter via a car’s lighter socket or 12-volt outlet A two-pronged charger with red dome light, meant for charging the Jumpstarter via a stationary 220-volt electrical outlet (either at home or at the office) Two (2) multi-purpose sockets, a black one and a white one, the latter with a USB port Eight (8) white ports that can charge even old-school Nokia phones (the ones with mechanical pencil lead-thin male ends) and late 2000s iPods (the ones with a small, rectangular plastic and metal end that shoves into the iPod proper) Eight black ports, as a complement to the aforementioned eight white ports An instruction manual that is fairly easy to understand

Performing charging tasks with the abovementioned stuff is easy to do, as the verbal instructions (although worded in a manner that read like it was written by a non-native English speaker) can be easily followed, plus graphics on the rear side of

the stiff cardboard box further helps the would-be owner regarding what to do in any charging attempt. Also, the Jumpstarter unit itself has a light emitting diode/LED lamp at the leftmost side of the charger. When toggled via the on/off switch, the lamp can emit either a constant burst or two versions of intermittent bursts of white light that is very handy when trying to find your car battery’s terminals at night or in the early morning. The Jumpstarter is a great tool, but it has quirks. For one, the manual claims that fully charging the unit requires a four hour span. However, this writer discovered that fully charging the unit takes 13 hours via a 220-volt outlet. Also, once you’re done using the unit, there is just one way to safely secure the product’s standard equipment without bloating the leather casing – and it takes a certain amount of thinking, finesse and patience to properly get them in their respective housings. Even with better and faster direct competition, the Jumpstarter is a very handy tool for providing juice to most items requiring electrical charging (and not just car batteries).

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