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Improvement in sales volume in spite of tough year for Proton

After a year of unprecedented challenges, Proton closed 2020 on a high with another increase in sales, following a previous landmark performance in 2019. Despite losing over 2 months of vehicle production as well as sales due to the MCO (Movement Control Order), the company was still able to sell 109,716 vehicles for the whole of 2020 after a final month of 13,306 units.

The 2020 volume represented an increase of 8.8% over the 100,821 units sold in 2019, and Proton says it is the only major automotive company to record growth in Malaysia. Its market share for the year also increased to an estimated 21.1%, a significant 4.4% increase.

Main drivers of volume growth
The main drivers of volume growth were the extensively updated Persona, Iriz, Exora and Saga, which all posted higher numbers in 2020. The X50 surpassed expectations despite its later than planned arrival. The sales performance, combined with a 49.8% increase in export volume, allowed Proton to buck the trend of the Malaysian automotive industry which is expected to contract by an estimated 13%.

In terms of individual performance, each Proton model ended the year near the top of their respective segments. The Saga remains as the company’s bestseller for 2020, while the launch of the X50 and continued strong sales for the X70 combined to make Proton the leading SUV brand in the country.

*Sales of X50 and continued high demand for X70 makes Proton to leading SUV brand in Malaysia.*

“We are grateful to have achieved this level of performance against the backdrop of 2020. To describe it as challenging would be an understatement but we persevered. Our results were backed by many factors, trust from our customers, support from the government, commitment from vendors, resilience of our dealers and also the diligence of our staff,” said Dr. Li Chunrong, CEO of Proton.

Strategic management and decision-making
COVID-19 brought economic activity to a complete halt and its adverse effects required quick, prudent and tough management decisions. Fortunately, with the last few years of vigilant cost control and improved efficiencies, the company was able to react quickly to the crisis. This meant that despite the shutdown, there were no layoffs or salary cuts. More importantly, constant monitoring and agility allowed the company to ramp up production very quickly after the lockdown.

Post-lockdown, Proton was rigorous about safety for both customers and employees. Stringent protocols were deployed and are still being followed to ensure that all customers, partners and employees can interact with peace of mind.

Still, like all other industries dependent on a global supply chain for components, the company was affected by the availability of parts for producing new cars and replenishing its spares. This caused delays that, in some instances, severely increased waiting times for both sales and service customers. However, steps have been taken to address these issues and a marked improvement in the coming year is promised though, in the short term, some delays will persist.

Continued push in manufacturing and quality
A key component in Proton’s performance for 2020 was the results of its investments in manufacturing and quality. This was both in the areas of hardware and software. Aside from technology, new processes and systems were introduced to drive an increase in capacity and precision. This was exemplified not only with the increased volume but with the smooth introduction of the X50 at the company’s new production line at the Tanjung Malim factory in Perak, which also makes the Persona, Iris and X70.

Proton also reports that it markedly improved its Global Customer Product Audit (GCPA) score demonstrating that its quality initiatives are coming to fruition. The company was able to do this despite manufacturing being the most severely impacted by the pandemic.

Export growth in trying times
Despite the restrictions placed on the global movement of goods, 2020 saw a strong year for the company’s export division, with a bumper month in December. The first locally assembled Saga roll-off the assembly line in Kenya and the model also made its debut alongside the X70 in Pakistan. Both models are currently imported in CBU form from Malaysia but will soon be assembled in Karachi when the new assembly plant is completed later this year.

The X50 meanwhile entered its first export market when it made its international debut in Brunei last month. It is the fourth Proton model to be launched in the kingdom in 2020 after the latest Persona, Iriz and Saga.

Raising the retail game
Proton increased its footprint nationwide with another 20 3S/4S outlets, bringing its network size to 140 by the end of 2020. The company continued its programme of upgrading to make a difference in the entire customer value-chain. In striving to deliver a premium brand experience, it paid special focus to revamping the back-end of the business, especially in the areas of after-sales and parts.

While already showing results, these efforts are part of Proton’s plan for the long-term evolution of its business. As such, 2020 also saw Proton change from a retail sales model to a wholesale one with the transfer of ownership of 49 of its branches. This allows the company to focus more on product development, product quality, after sales service and exports while opening the door for dealers to expand the envelope of customer service.

*Proton also did its part in helping in the war against COVID-19, providing frontliners with protective equipment made at Proton’s factory, and also vehicles for government agencies to use.*

“2020 was a real test of Proton’s mettle as we had only just begun our new trajectory. The nature of this pandemic for an organization like ours, which depends on global supply chains, put great strain on the business. However, a combination of good strategy and hard work has left us not only with an increase in sales against a decreasing market but a renewed belief in our product strategy, quality and commitment to our customers,” Dr.Li said.

“At the same time, we also saw to it that we did our part for the country, which all of us at Proton are especially proud of. We will continue to put the pedal to the metal in 2021 and strive to improve all aspects of the business,” he added,

Proton sales and export volumes higher in 2020 in spite of pandemic

Signalling intentions for 90 years – the story of turn signals

Older drivers will remember the days when they had to use their own arms to signal when they were turning left or right. In case you don’t know, to indicate turning left, you moved your arm in a circle (outside the window of course). Thankfully, signal lights were invented and could be activated from the steering column by moving a stalk up or down.

Records at the US Patent Office show that in 1933, one Joseph Bell applied for, and was granted a patent, for his invention of what would be the earliest electrically-operated signal lights for motor vehicles. In his description, he said: “The principal object of my invention is to provide a signalling device which is readily visible and will clearly indicate to all nearby persons an intended change of direction or a stop or both simultaneously.” The patent expired permanently in July 1955.

While not an inventor, silent-film star Florence Lawrence is also credited with having designed the first signaling arm for cars, like the one many remember on the Morris Minor.

Electrically-operated signal lights have been on cars for many decades, especially American ones as they were invented and patented in the 1930s. The extending arm for signalling on the Morris Minor is often remembered but generally, signal lights were separate units on the bodywork or integrated with the other lights as a single unit.

Unchanged feature for decades
Carmakers naturally adopted the signal light as soon as they could and it remained unchanged for many decades, relying on bulbs to flash and a clicking sound which the driver could hear to be aware they were in operation. Authorities in various countries made signal lights compulsory and also specified certain dimensions which were generally similar globally, making it easier for the manufacturers when they designed their cars.

Initially, the signal lights were installed separately with their own housings. As designers came to create integrated lighting units, the signal lights were incorporated in the same housing in some cases, making for a neater appearance and also easier wiring. In some cases, the bulbs were coloured, or the reflector was coloured with the universal orange/amber colour.

LEDs provide more design flexibility
In the late 1990s, light-emitting diode (LED) technology was gradually adopted for signal lights and brake lights, allowing designers more flexibility in how they styled these elements. They still had to be mindful of regulations but were able to be creative at the same time. The use of LEDS had many benefits – longer service life, less failures due to vibrations and less energy use. LEDs could also light up almost instantly, unlike bulbs, and that helped in road safety, especially for brake lights.

Some European manufacturers advanced signal light design with the dynamic indicator. This consists of several light segments that progressively light up from the centre towards the outside, pointing in the direction of turning. They are eye-catching and were initially associated with more expensive models. They are slowly moving downwards in the market and in time, they should also be available in lower-priced cars as a standard feature.

With the need to stick an arm out of the window being unnecessary, one would think that drivers would readily use the signal lights. However, a study by Abertis Global Observatory on road safety in several countries found that, on average, 44% of drivers don’t use them when overtaking or making lane changes. There would also be other road-users who do not pay attention to signals and collide with vehicles as they turn.

Many of today’s cars have a Blind Spot Monitor which alerts the driver of another vehicle in the blind zone if they want to make a turn or change lanes. An even better approach is Honda’s camera-based Lane Watch system (below) which serves the same purpose.

Proper use of turn indicators
Driving safety experts advise that before making a turn or lane-change, the driver needs to look in all the mirrors first. Just because you activate the signals does not mean you have the right of way and you need to ensure that other road-users are not endangered or inconvenienced. This is where the Blind Spot Monitor that more and more cars are having will come in useful, as it can alert the driver of another vehicle that may not be visible.

It is also a good idea to activate the signals well in advance of making the manoeuvre so others can either reposition themselves as they anticipate your vehicle slowing down, or slow down if you are about to move into the lane in front of them. Of course, in lane-change manoeuvres, the time between a decision to do so and executing the action may be very short so in this case, checking the mirrors is more important.

In earlier years, motorists stuck their arms out to signal turns and the action to turn left was to move the arm in a circle. Today, they just press a stalk by the side of the steering column up or down (below)

In many vehicles, there is a lane-change mode on the signal stalk where a gentle partial press will activate the signals for a few seconds. This is to alert others just long enough and the signal lights will go off by themselves. They will not remain on for long as when you push the stalk up or down.

It is also recommended to use the signal lights when leaving a roundabout. The more aware other drivers are of your intentions, the less likely an accident will occur. You should also use the signal lights to let others know that you are waiting for someone to come out of a parking bay if you happen to be stopped in a carpark. Your brake lights might not be one so a vehicle approaching may not know you are fully stopped and waiting; seeing the signal lights will at least let the driver know of your intentions.

How the new Nissan Almera Turbo is contributing to road safety

Aston Martin readies for return to Formula 1 after 60 years

To the younger generation, Aston Martin may seem like a newcomer to Formula 1, the brand was in the sport 60 years ago, entering the DBR4 and DBR5 in the 1959 and 1960 championship seasons. As it was not very successful, it focussed instead on sportscar racing which it was more successful in, with multiple class victories at the 24 Hours of Le Mans.

This year will see Aston Martin back in Formula 1 Grand Prix racing as its team will make its race debut on March 21 at the opening round in Melbourne, Australia. The racing cars will be revealed in February, but it is already known that the drivers will be 4-time Formula 1 World Champion, Sebastian Vettel and multiple Grand Prix podium finisher, Lance Stroll.

“Formula 1 is a hugely powerful platform that will play a key part in the overall Aston Martin strategy as we seek to take the company forward. It is a truly global sport with a huge audience that we believe can help reignite the brand and further increase its desirability all over the world. This is a brand that has already had huge success in top-level international motorsport such as the 24 Hours of Le Mans – and now we have an opportunity to write a new page in the history books. That’s a hugely exciting prospect for anyone who is a lover of the Aston Martin brand, for fans of Formula 1 and the sport itself,” said Lawrence Stroll, Aston Martin Lagonda Executive Chairman and also the father of Lance.

Brand awareness
Aston Martin understands the power of Formula 1 when it comes to brand awareness. Much work has already been done and achieved via the company’s title sponsorship of Red Bull Racing in previous seasons, Now the brand will go up a notch as it joins the F1 elite as a manufacturer.

*Though it has been 60 years since Aston Martin raced in F1, its Wings have been on Red Bull Racing’s cars in recent years as title sponsor.*

Otmar Szafnauer, who is the CEO & Team Principal, said: “We’ve had almost a year of preparation to reach this point and we’re really looking forward to seeing the reaction when we finally unveil our new identity as the Aston Martin Formula One Team.”

“Representing such an iconic brand is a huge privilege for every member of the team. We’ve earned a well-deserved reputation for punching above our weight, so we’re confident we can do the Aston Martin name proud right from the get-go. It’s the start of a new journey and I can sense an extra energy in the team, with a determination to push performance further than ever before. Combined with some of the most creative minds in the business, a true racers’ mentality and the can-do spirit that has served us so well through the years, we have every reason to be excited about the future,” he said.

*11 years separate the ages of the two drivers for the team – Sebastian Vettel (33) and Lance Stroll (22).*

A team with a 29-year history
The Aston Martin Formula 1 Team may be a new name on the starting grid of the 2021 F1 World Championship but the team itself has a history that goes back to the days of the Jordan Racing team in 1991. The team went through various owners until the end of 2007, when Indian businessman Vijay Mallya bought it over. It was then renamed Force India, a name it would use in the championship for 10 years that followed, until 2018. However, during 2018, Mallya had financial problems which led to him having to let go of the team and it was acquired by Racing Point UK. This was a consortium led by Canadian businessman Lawrence Stroll and its ownership of the racing team gave it entry to F1.

*In earlier years, before it was the Racing Point Team, it was known as Force India.*

*The Aston Martin F1 Team is the new name for the BWT Racing Point Team which raced in the 2020 season, finishing fourth overall.*

The team at first had SportPesa as a title sponsor in 2019 but then the East African company pulled out and in the following season, BWT (an Austrian company making water treatment systems) took over as title sponsor.

Stroll became Executive Chairman of Aston Martin Lagonda last year after leading a strong investment consortium to take a shareholding in the company. The consortium made a £182 million investment and gained a 16.7% stake. Stroll is a Canadian billionaire, is well known in the fashion industry, with shares in Tommy Hilfiger and Michael Kors. He is a car-lover with a collection of vintage Ferraris and has been involved in F1 via brand sponsorships for many years.

Aston Martin’s F1 racing years
The 1950s were an exciting time for Aston Martin. Company owner Sir David Brown, who had acquired the business in 1947 before adding the Lagonda brand later that same year, was steadily creating finely styled British sportscars of growing appeal.

Sir David recognised the importance of motorsport to the brand’s commercial success and, in 1955, made plans to develop and enter cars that would take on the best competition in both the World Sportscar Championship and the still relatively new Formula 1 World Championship.

The history books focus on the famous achievements of the Le Mans-winning DBR1, and the DB3S that preceded it, but the initial venture into single seaters, DP155, could be seen as a valuable learning exercise for the brand. As a precursor to the later 1950s Grand Prix cars and alongside this project, Sir David initiated work on a new engine, and a new road car design that would become the DB4.

From this was born the DBR4 and although testing began as early as 1957, it was not until 1959 that the car made its competition debut at the BRDC International Trophy event, run to Formula 1 rules, at Silverstone in May of that year.

Two cars competed and car No. 1, driven by 24 Hours of Le Mans winner Roy Salvadori, came in a creditable second behind Jack Brabham in a Cooper-Climax T51. Powered by a 2493cc, dry sump, 6-cylinder RB250 engine, from the same basic design as the DBR1 sportscar engine, the DBR4/250 was a 256 bhp spaceframe single-seater which weighed 575 kgs.

Despite being driven by some of the star names of the era, Salvadori and Carroll Shelby among them, the front-engined DBR4 was out of step with the new mid-engined competition and failed to mirror in Formula 1 what its DBR1 cousin famously achieved in the sportscar arena. After a disappointing debut for its successor, the DBR5, Aston Martin withdrew from single seater motorsport in 1960 and gave its full attention to sportscar racing.

Perodua beats 2020 target by 10,154 units, in spite of difficult conditions

In spite of many weeks of forced shutdown during the first half of 2020, Perodua bounced back in the second half to not only make up for the lost period of sales but even managed to exceed its forecast of 210,000 units by 10,154 units for a total of 220,154 vehicles (registered nationwide).

The achievement was helped by the government’s PENJANA stimulus program which gave exemption of sales tax to the auto industry, and for Perodua customers, that meant saving the 10% normally imposed. As reported recently, the sales tax exemption has been extended and will be allowed up till the end of June 2021.

“We thank all Malaysians for choosing Perodua and the government for extending the sales tax exemption under PENJANA to sustain the sales momentum which the automotive industry is now enjoying,” said Perodua President & CEO, Dato’ Zainal Abidin Ahmad.

*Measures to protect customers and employees are in place at all Perodua outlets in accordance with Standard Operating Procedures specified by the Health Ministry.*

He added that Perodua manufactured 220,968 vehicles in 2020 despite temporarily halting production between March and May 2020 due to the Movement Control Order (MCO). “Despite this, the tax exemption introduced in June 2020 succeeded in spurring car buyers’ interest that was able to sustain the players as well as the local automotive ecosystem,” he said.

One million EEVs
“Perodua also hit the one million Energy-Efficient Vehicle (EEV) milestone in November 2020 – exactly two years after achieving the first half-million. This further solidifies our position as Malaysia’s largest EEV manufacturer,” said Dato’ Zainal.

The better-than-expected sales achievement had a direct positive impact on the Malaysian automotive ecosystem, helping both independent parts suppliers and dealers weather the challenges in 2020. Perodua has always been mindful of the need to help its suppliers and dealers to maintain a healthy business position.

Dato’ Zainal said that for now, Perodua will continue to fulfil outstanding orders and push for higher sales in 2021. The target for the year will be announced later on.

To locate a showroom to view, test or buy a Perodua vehicle, visit www.perodua.com.my.

Perodua registers record number of vehicles in one day – over 5,000 units

Fuel Price Updates For January 2 – January 8, 2021

Polestar 2 offers advanced lighting technology to drivers

Like Volvo (and Saab), Polestar is a Swedish brand and ‘lives’ in a region with a lot of snow and ice as well as long periods of darkness in the winter months. As such, the cars that it has developed would have received a lot of extra attention relating to grip, stability and of course cabin insulation, among other things. After all, the engineers who go to work daily experience extremely cold and slippery conditions which they would want to ensure the cars they develop are safe in such conditions.

Lighting is also very important, not only to illuminate the road ahead but also make the car visible to others. Even in the daytime, the lighting levels may be low, reducing when it snows. So the designers also pay extra attention to the lighting systems and the Polestar 2 electric performance fastback gets highly advanced lighting technology.

Pixel LED Headlights
For example, the Polestar 2 ‘Launch Edition’ comes with standard Pixel LED headlights, an active high beam technology as well as a ‘welcome sequence’ that activates when the vehicle is unlocked. A total of 84 individual LED pixels form a matrix in each lamp; within this matrix, each LED is controlled individually.

In turn, this allows the headlights to shade out their light in the path of up to 5 leading or oncoming vehicles when in motion. The functionality allows the driver to leave their lights on high beam, enabling maximum forward visibility at all times without blinding other road users, and without having to think about switching between modes.

“When you drive Polestar 2, especially in the dark, you really understand how much this technology increases safety,” explained Polestar CEO, Thomas Ingenlath. “LED lighting also allows for creativity, and the light signatures we have designed are unmistakable. They are distinctive and people will know you are driving a Polestar.”

Front foglights with cornering support utilize energy efficient LED technology and activate automatically at low speeds according to steering or turn signal input, further enhancing visibility when maneuvering the vehicle.

Intelligent rear lighting technology
At the rear of the Polestar 2, the signature rear lighting has no less than 288 LEDs in a distinctive full-width wrap-around light bar, featuring unique welcome and farewell lighting sequences. The rear light bar includes adaptive lighting technology. In daylight, the brightness is increased to ensure optimal visibility of the light signature. At night, the LEDs automatically dim to prevent drivers behind from being dazzled.

Only if regulations permit
Pixel LED technology is available for all markets but only if regulations allow. At present, regulations in the USA do not allow such functionality so the cars sold there will not have it. However, should the regulations change in future, the feature can be activated with a software update. Owners won’t even have to bring their cars to a service centre for this as it can be transmitted over-the-air (OTA) free of charge. OTA updates for other systems can also be provided, ensuring that the car operates optimally all the time.

Polestar 1 production underway in Chengdu, China

Aspark Owl – first Japanese electric hypercar – claims acceleration record

The owl isn’t known for any speed records but there is one ‘owl’ that has an acceleration record. It’s the Aspark Owl and was recently confirmed as the quickest accelerating car in the world – 0 to 60 mph (96 km/h) in 1.72 seconds, set at the Misano World Circuit in Italy. It is also the first Japanese all-electric hypercar to go into production for commercial sale.

“It’s a great honour for us to announce this achievement, reached in a record time,” said Aspark CEO Masanori Yoshida. “In 2015 when we decided to start this project, no one believed it could have been done”.

From concept to production in 3 years
The Owl was first shown as a concept in 2017 and a production prototype was displayed at the 2019 Dubai Motor Show. The original plan had been to start first deliveries in the second quarter of 2020, but the COVID-19 pandemic disrupted the schedule. Production is now underway with a limited series of 50 cars to be available worldwide, each one priced from 2,900,000 euros (about RM14.4 million). The Owl will be offered by selected dealers in North America, Europe and Japan, as well as the Middle East.

The hypercar is the product of Aspark, a Japanese company which ventured into car manufacturing in recent years. The company was founded in 2005 by Yoshida and has global operations providing engineering and R&D services for the automotive industry, as well as for electronic, industrial and medical sectors. It has a Technology Development Centre in Japan and also carries out development and production of the Owl hypercar in Turin, Italy.

The Owl is the first of a series of extreme and disruptive automotive projects planned by the Osaka-based company. It has the most powerful powertrain with 4 electric motors ever made. The rotational speed of each motor is 15,000 rpm, said to be the fastest in the world.

They produce a total output of 1,480 kW (2012 horsepower), with maximum torque of around 2,000 Nm. That’s 3 times more power than Formula E electric racing cars and 2 times more than today’s Formula 1 cars.

Unique Battery Monitoring System
The centrally mounted unique shape of the battery pack is specifically designed and developed for the Owl. The lithium-ion battery pack has a total capacity of 1,300 kW and can be charged within 80 minutes with 44 kW system.

One of the strongest characteristics of the battery pack is the Battery Monitoring System, which continuously monitors the level of each cell and protects the battery from overcharge, over-discharge, overheat and more. This safety device keeps the battery system under automatic control.

Carbonfibre monocoque structure
The chassis of the Owl is a single piece carbonfibre monocoque structure. The overall weight of the chassis is only 120 kgs. Honeycomb features are used on the chassis in order to absorb the shock as much as possible and to increase the safety. The body of the Owl, weighing 180 kgs, is completely made with the highest quality level of CFRP, which has high stiffness, an extreme level of lightness and a great beauty.

Stainless steel frames under the carbonfibre roof and a combination of steel frames with high stiffness ensure maximum safety for the occupants in the cockpit in case the car rolls over. It is just 99 cm tall, but the ride height can be varied between 80 and 160 mm.

“By accelerating the final stage of the Owl project in Italy and establishing a new legal subsidiary in Switzerland (Aspark Promotion AG) dedicated to the hypercar business, Aspark reinforces its international presence outside Japan,” said Head of Sales and Communication, “We are not only delivering the premium-level hypercars to our customers, but we also take the full responsibility for aftersales, right level of warranty and full product liability.”

Bacalar Car Zero in final phases of testing by Bentley Mulliner

The first member of the Bentley Mulliner Coachbuilt portfolio – the Bacalar – is now undergoing final test, development and durability work ahead of the start of build next year of 12 pre-sold customer cars. The on-car validation programmes have been condensed into an extremely busy schedule covering 20 weeks, which started this month.

So far, the car – designated Bacalar Car Zero – has completed wind tunnel-based aerodynamic assessment, high speed stability and top speed testing, handling and dynamics evaluations, appraisal of noise and vibration, and careful thermal measurements. It now enters a period of ongoing customer-focused mileage accumulation and durability work, before a phase of climate cycle testing up to 80°C and an intensive electrical system validation.

The purpose-built engineering prototype and the first barchetta-style Bentley of the modern era is already accumulating mileage and passing crucial quality tests at a variety of locations around Europe.

All of this work is vital to sign-off the new and bespoke nature of the Bacalar. It incorporates a total of more than 750 new components, all of which have to pass Bentley’s exceptionally stringent quality, functionality and durability standards. More than 40 of those parts are crafted in carbonfibre, while a complement of nearly 100 are produced using rapid additive manufacture techniques.

“Very much like Blower Car Zero that we unveiled earlier, Bacalar Car Zero is the crucial prototype that we’re using to sign-off the design, engineering and craftsmanship of this ground-breaking part of Bentley Mulliner’s future. The Bacalar is a thoroughly modern iteration of the coachbuilt Bentleys of the past – extremely rare, entirely handcrafted, totally bespoke to each customer and exquisite in its details. The whole team behind the car is thrilled to see the prototype shrugging off every test we throw at it, and we’re really looking forward to starting the build of the 12 customer cars,” said Bentley’s Director of Mulliner, Paul Williams.

2021 Bentley Mulliner Bacalar — *Each of the 12 cars (already sold) will be uniquely personalised to the requirements of the customer.*

Just 12 examples of this striking, limited edition model are being created, guaranteeing rarity and exclusivity. The Bacalar looks to the future of bespoke luxury motoring as each model will be handcrafted according to the individual customer’s personal tastes.

This exceptionally rare car is appropriately named after Laguna Bacalar in Mexico’s Yucatan peninsula, a lake renowned for its breathtaking natural beauty, continuing Bentley’s strategy of naming cars after remarkable landmarks which started with Bentayga in 2015.

*Bentley Mulliner will personalise a car in any way specified by the customer… even with this rainbow finish.*

The Bacalar brought to life by Bentley Mulliner is a roofless Barchetta design with all-new and highly muscular coachwork. Embracing a myriad of options and materials, each Bacalar will be truly unique, the result of direct interaction between the Bentley Mulliner design team and the individual customer.

The Bacalar features an enhanced version of Bentley’s 6-litre, W12 TSI engine. Claimed to be the most advanced 12-cylinder engine in the world, it produces 659 ps/900 Nm, delivered to the wheels through an advanced Active All-Wheel-Drive System. The system allows the Bacalar to use rear-wheel drive as much as possible during normal driving for optimum efficiency and dynamic performance.

The Bacalar shares no body panel with any other car in the Bentley model line-up and derives inspiration from the dramatic EXP 100 GT concept car conceived to mark the company’s centenary last year. Indeed, it only shares one exterior component with a Continental GT – the door handle, simply because it contains the keyless entry system.

The rear clamshell, wings and top deck of the Bacalar are crafted from carbonfibre, while the doors are lightweight aluminium. Combined with the use of three-dimensional printing, it has allowed designers to create an even more distinctive car.

The exterior look of each model is completed in collaboration with individual customers, who have been able to further personalise their car, choosing from rare paint options, exterior treatments and design themes. The Bacalar represents a return to the exciting early years of Bentley, allowing owners to help shape the car of their dreams.

Only 12 people will get to own this super exclusive Bentley Bacalar (w/VIDEO)

How first aid kits came to be standard in German cars

Some manufacturers provide it as a standard item, or their distributors/dealers will take the initiative and throw it in. The item referred to is the First Aid Kit and while it is not offered in every car in Malaysia, it is something which has been mandatory for passenger cars sold in Germany since 1970.

Although the requirement began 50 years ago, first aid kits were already being provided in cars as far back as the 1920s, the various medical items stored in a special pouch or container. In time, the items were standardised with the typical ones needed to treat minor injuries.

Mercedes-Benz First Aid Kit — *Vehicles in Germany had first aid kits even as far back as the 1920s.*

It was an amendment to Article 35h of the German Road Traffic Licensing Regulation in 1969 which made it compulsory for a newly registered vehicle from 1970 onwards to have a first aid kit on board at all times. It had already been mandatory for buses and coaches to carry a first aid kit since August 1960.

Eventually, the regulation was extended to all vehicles, not just newly registered ones. Since January 1972, all vehicles in Germany have had to carry a first aid kit. Similar rules apply in many European countries today.

Inspected regularly by law
In Germany, the first aid kits in the vehicle are also checked as part of the statutory inspection. According to the TUV Rheinland testing authority, this became mandatory in January 1971. However, it appears that there was a lapse of attention to this detail for several years, and since 2012, the regulation has been given firm attention.

And it is not just checking whether there is a first aid kit but the inspectors also take a close look at whether it is complete. Furthermore, they also inspect materials’ expiry dates so owners must also be attentive to this aspect. While things like a scissors may not have an expiry date, some disinfectants and liquids may only last for a certain period and will need to be replaced.

The early first aid kits were kept in sturdy metal boxes but over time, soft pouches made of durable material came to be used. Plastic containers are also used as they can be shaped in any form, perhaps to suit a space in the boot more neatly. The individual items usually have their own packaging to protect them until they need to be used.

Knowing how to give first aid
First aid kits won’t be really effective unless their contents are used properly. For this reason, it is important for drivers to know how to give first aid. As of 1970, the German Road Traffic Licensing Regulation made sure this was the case by also making a first aid course mandatory for those getting a driving licence. Successful completion of the course is proven by a certificate of ‘induction to emergency measures at the scene of an accident’, which is generally issued by large aid organisations which offer such courses.

While not directly related to the subject of first aid kits, the horrific accident which Romain Grosjean had at the Bahrain F1 Grand Prix in late November underlines the significance of having medical aid quickly on site. The arrival of the high-speed Mercedes-AMG F1 Medical Car within seconds of the accident and quick initiation of first aid measures by the trained crew likely saved the racing driver’s life.

The importance of quick medical aid was shown when Romain Grosjean had a terrible accident in Bahrain and the Mercedes-AMG F1 Medical Car arrived immediately, and the crew provided first aid which likely saved his life.

So if your vehicle comes with a first aid kit, be sure you know how to use it as you might one day save a life. If there is no such kit, perhaps you could consider getting one (they are available at pharmacies) to keep in the boot or glovebox.

Enhanced insurance and takaful packages from Mercedes-Benz Services Malaysia

Augmented Reality Head-Up Display starts to appear in compact segment

The Head-Up Display (HUD) was originally developed for use in fighter jets, providing pilots with important operating information without having to look down at instruments. This was important at the speeds they were flying, more so when in combat where they had to be looking ahead (or around) all the time.

The value of HUDs eventually saw them being installed in commercial aircraft, providing pilots with an additional ‘screen’ ahead of them so they could still view the runway ahead when landing. The system also caught the attention of engineers in the auto industry who thought it would be a good idea to use in cars. By projecting information on the windscreen, the driver could stay focussed on the road ahead and still be informed of things like speed and other functions.

The earliest use of the HUD in a car was in a Nissan Silvia in the mid-1980s and General Motors also put it in some of its models. However, the early HUDs were simple with just a few items of information. There were initial issues of visibility in bright sunlight which limited their wider use, apart from the cost. As such, while they continued to be offered, only very expensive models had them, usually as an option.

Some manufacturers came up with a low-cost approach which did not need any special windscreen glass. Instead, a flip-up see-through panel was installed on top of the dashboard ahead of the steering wheel. Information was projected onto this from inside the dashboard, which was visible to the driver. In a way, it was a return to the earliest concept of the HUD which was basically a reflector sight installed in fighter planes in World War II.

A genuine innovation
With advancements in electronics and other technologies, the HUD for cars has also evolved and with costs dropping as volume increases, it is slowly becoming available in lower segments. Volkswagen is the first car manufacturer in the world to introduce this technology in the compact segment (initially in the new ID.3 and ID.4 electric models), and it includes augmented reality (AR) as well.

With AR, the virtual and real worlds are merged in the HUD panel. The innovative system superimposes selected symbols onto the outside world and displays them dynamically. It’s a new chapter in driver information displays and a genuine global innovation.

Two fields, two levels.
The AR HUD projects important information onto the windscreen – separated into two fields and levels. The large window for the dynamic displays is located in the driver’s field of view at a virtual distance of around 10 metres and has a diagonal measuring around 1.8 metres. Information from the driver assist systems as well as the turn arrows and starting points and destinations of the navigation system are displayed in this far-range window.

The close-range window is located as a flat band under the large far-range window. This shows the driving speed, road signs, and assist and navigation symbols as static displays. They appear to ‘float’ around 3 metres in front of the driver.

All displays are positioned perfectly in line with the real world outside the vehicle and are shown dynamically. When the vehicle approaches a junction where it should turn off according to the navigation route, the driver sees two indications: in the first step, an advance notification on the road level, and then three arrows located at the junction.

The closer the driver gets to the junction, the larger the arrows become. At the same time, their textures fade in order to ensure a clear view of the road. When developing all displays, Volkswagen followed the basic concept of “Less is more”. This ensures that the driver is not overwhelmed with distracting information under any circumstances.

The Lane Assist function is also visualised in the far-range window. If the vehicle moves closer to a boundary line at the edge of the road without indicating, this line is displayed in orange. Two green lines appear after switching on Travel Assist, which keeps the car in the middle of the lane. When following another vehicle, the display marks the vehicle in front with a coloured stripe as soon as Adaptive Cruise Control or Travel Assist is activated. When the assist systems are switched off, the driver sees a red warning signal if they drive dangerously close to the vehicle in front.

The technical heart
The technical heart of the AR HUD is the picture generation unit display located deep inside the dash panel. The beam bundles generated by an especially bright LCD display are transmitted onto two flat mirrors, and special lenses separate the portions for the close and far range display levels. The flat mirrors deflect the beams onto a large, electrically adjustable concave mirror. From here, the beams reach the windscreen and thus enter the driver’s field of view. The driver sees the symbols with the same sharp definition as the real world at an apparent distance of just under 10 metres.

The images are generated by an AR creator located in one of the two central computers in the ID. models. The AR creator calculates the positioning of the symbols corresponding to the surroundings. To make these calculations, it receives information from the raw data of the front camera, radar sensor and navigation map. The displays that appear in the large window are stabilised with respect to the vehicle’s movements and adapted to the geometry of the optical projection system.

*The ID.3 (left) and ID.4 are the first members of Volkswagen’s all-electric ID. family to go on sale.*

“We have introduced a genuine innovation not in a premium vehicle, but in the compact models of the all-electric ID. family. Making pioneering technologies available to a large number of customers is a core competency of Volkswagen,” said Frank Welsch, Member of the Board of Management for Development at Volkswagen.

ID.4 – first all-electric SUV from Volkswagen

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