Besides using its R&D and production facilities to produce face shields for the frontliners in hospitals helping to treat COVID-19 patients, Proton has also turned its attention to improving the air quality in the cabin of its cars. Even in ‘good’ times, the air around us has pollutants from exhaust fumes, haze, etc. While most of us travel with the windows closed, the air quality inside can still be affected by air from outside.
Having clean air in the vehicle is obviously important, especially when motorists can spend long periods of time inside. To prevent contaminants from getting in, Proton has gone a step further by introducing the N95 Cabin Filter in the 2020 Proton X70. Incorporated in the ventilation system, this filter is superior to conventional dust and pollen filters.
Superior filtration
The N95 Cabin Filter, as the name suggests, can remove 95% of particles that are larger than 0.3 microns. Additionally, it can remove 98% of PM2.5 dust particulates, which is important to promote respiratory health. PM2.5 particles are very tiny – about 3% the diameter of human hair – so it requires a very fine filter to stop them from entering the cabin. Apart from effectively filtering smoke particulates, dust and bacteria; the N95 filter can help to promote an allergy-free environment by reducing allergens from pets, aphids and pollen.
Integrated in ventilation system
The N95 Cabin Filter is an integral part of the air-conditioning system in the X70. It can function in both fresh and recirculation modes, as long as the blower fan is switched on. There’s no need to activate it as it works all the time to filter the air passing through,whether it is drawn in in from outside or recirculated air.
Providing this filter is no doubt just a first step by Proton to make the environments in its cars as clean as possible. It would be working with Geely, which is already active in developing solutions that address concerns about viruses in the air. Volvo, another affiliate in the Geely Group, also has much experience in developing clean-air systems for cars and would be contributing its knowledge as well.
With demand by consumers falling, there is no point in making more cars at this time (apart from the fact that parts may also not be available) so many carmakers are using their manufacturing facilities to produce urgently needed items for the healthcare community.
Toyota is among the carmakers that is helping in many ways and one of the approaches it has taken to indirectly help in the issue of facemask supplies is to make its own. Rather than drawing on the limited supplies in the market and reducing availability to frontliners in hospitals who desperately need them, Toyota is producing facemasks at its Group factories for use by its own workforce.
Although the World Health Organisation (WHO) had earlier stated that facemasks are not necessary for those who are not ill, it has since changed that position. A senior WHO official said that ‘the use of masks, both home-made and cloth masks, at the community level may help with an overall comprehensive response to this disease’.
This change was based on increasing evidence that some people infected with the COVID-19 coronavirus show no symptoms (cough, fever, and in more severe cases, difficulty breathing). As such, they could possibly pass on the virus to others around them. This is why social distancing – standing at least 1 to 2 metres apart – is important if it is necessary to interact. The mask can help reduce the possibility of virus transmission.
Toyota Group factories to make facemasks
DENSO Corporation will self-produce face masks it requires for employees mainly at its production sites. With production of the face masks scheduled to commence during April, they have been working on a prototype. It is anticipated that if things proceed as scheduled, 100,000 face masks will be produced daily.
Toyota Boshoku Corporation’s Kariya Plant, which normally makes textile machinery andcar air-conditioning compressors, is scheduled to commence production of face masks shortly, at a rate of approximately 1,500 face masks per day.
Toyota will provide face masks made at its own factories for its workers’ protection. (File image)
Along with measures to increase production, it is anticipated that production will gradually be transferred to the Sanage Plant from May. The aim is to boost production to eventually reach up to 12,000 face masks per day. In addition, Aisin Seiki, Daihatsu Motor, and Hino Motors are also considering their own production of face masks.
To help with the current shortage of medical face shields, Toyota will produce injection mold and 3D-printed medical face shields. Specifically, a Toyota plant in Japan is preparing to produce injection mold medical face shields with an anticipated starting production volume of 500 to 600 per week. The company is also starting to evaluate the possibility of other group companies also participating in the production.
Using decades-long production expertise
With Toyota’s decades-long experience in mass production, it should be able to develop efficient methods to maximise output of face masks, just as its Toyota Production System has done for making motor vehicles. Some ways that Toyota will help is by considering support measures from various angles by utilizing its global supply chain and utilizing its know-how of manufacturing and logistics in the fight against the coronavirus.
Motorists will soon see a new police patrol car on the roads which replaces the aging Proton Wira and Waja models. The new model to be used will be the Toyota Corolla Altis which has been accepted by the Home Ministry as a new Mobile Patrol Vehicle (MPV) for the PDRM.
425 units will be supplied by Go Auto Sales Sdn. Bhd., with the first 100 units being delivered in less than 2 months for use in the days leading up to the Asia-Pacific Economic Cooperation (APEC) 2020 which will be hosted in Kuala Lumpur. The remainder will be delivered 2 months later.
The PM viewing a prototype of the Toyota Corolla Altis patrolcar.
A prototype unit of the Corolla Altis was shown to Prime Minister Tun Dr Mahathir Mohamad in Putrajaya. The MPVs will come with 5 years of free scheduled service and each unit will be equipped with additional special accessories such as an Integrated Light Sound System and Fleet Management System, as well as a VHF communication radio set.
“This is the second time Go Auto has been awarded with a tender. Before this, we successfully delivered 200 units of 4WD vehicles to the PDRM last year, which was earlier than the expected time-frame,” said Go Auto Group Executive Director, Dato’ SM Azli SM Nasimuddin.
“Our main focus is Special Vehicles and we are actively bidding in open government and private tenders as it is part of our business diversification. The stiff competition in the automotive industry now has led to Go Auto being more aggressive and creative to remain competitive in the business,” he said.
Go Auto, incorporated in 2013, is the business partner of China’s Great Wall Motor (GWM) and manufactures and distributes Haval SUV and GWM vehicles in Malaysia and ASEAN market. The company was the first to be awarded with a car manufacturing license for Energy Efficient Vehicles (EEVs) by the International Trade and Industry Ministry (MITI) under the National Automotive Policy (NAP) 2014.
Ever since Bermaz Motor (in collaboration with Prima Merdu, the importer) began marketing Mazda vehicles in Malaysia in 2008, the range of products has been the widest ever. Impressed by the performance of Bermaz, Mazda has been willing to provide a variety of models which have helped boost the brand image and position in the market. The encouraging growth in numbers also persuaded the Japanese carmaker to resume assembly of its vehicles in Malaysia as well as use its manufacturing facility here as a production hub in ASEAN, complementing its factory in Thailand.
Besides the wide range, Bermaz has also made it a point to have the latest models in its showrooms as soon as they are available. This has again been shown with today’s launch of the new CX-30, a brand new crossover SUV model which had its global debut in Geneva last March. Deliveries in some global markets only began at the end of 2019 (that’s just last month) and the model is now in Malaysia. Global production hubs for the CX-30 are in Japan, Mexico and Thailand, and the ones we get come from Japan.
A new generation for a new decade
The CX-30 is positioned between the smaller CX-3 and the bigger CX-5. The question that is often asked is why not CX-4? Actually, there is already a CX-4 sold in China and because the platform for the CX-30 is new (adapted from the Mazda3), Mazda wanted to make sure the difference was emphasised.
The CX-30 is the second model of a new generation following the Mazda3 and while Mazda officials have not said how the designations will be in coming years, perhaps the zero would signify this new generation (CX-50, CX-80, etc) as the decade progresses.
Three variants are available; two have the 2-litre SKYACTIV-G petrol engine (163 bhp/213 Nm) and one has the 1.8-litre SKYACTIV-D turbodiesel engine (114 bhp/270 Nm). The SKYACTIV-G variants have two equipment levels – the CX-30 SKYACTIV-G 2.0 and CX-30 SKYACTIV-G 2.0 High Line. All variants have the SKYACTIV-DRIVE 6-speed automatic transmission but for now, only front-wheel drive is offered (there are AWD variants in some markets).
The SKYACTIV name is usually associated with the all-aluminium engine family but it is actually the name for various Mazda technologies that came into use in 2011. Of note among the engine’s innovations is the compression ratio of 13:1 which is higher than average for a petrol engine.
Price-wise, the CX-30 SKYACTIV-G 2.0 is RM143,059 (without insurance) while the much better equipped High Line is RM164,059. The turbodiesel is the most expensive at RM172,943.60 although this is not surprising because the SKYACTIV-D engine is a very advanced powerplant which has been able to meet tough emission control standards.
First impressions
For the media to get first impressions of the new Mazda, EUROSCALE, the event organisers, plotted a route from the Palm Garden Golf Club near Putrajaya to The Acres Resort in the Bukit Tinggi hills just off the Karak Highway to the East Coast. The 140-km route (to and fro) provided a good mix of conditions – including some rough tracks – that demonstrated the versatility of the CX-30. Although the petrol and diesel variants were in the test fleet, we remained with the CX-30 2.0 High Line.
Mazda prides itself with being able to unite the driver with the car through its Jinba-Ittai philosophy of rider and horse being in unity. This can be felt when you are in the driver’s seat and the orientation of the pedals is just right, with all switchgear within easy reach. There’s also a head-up display (speed and cruise control setting) projected on the windscreen which is sharp and clear even in bright sunshine.
More importantly, for me at least, is that operation of controls must be intuitive because we usually never get to read the manual before driving! The CX-30 gets high marks for this and the Mazda Connect system with a large rotary controller is easy to use.
The CX-3 is deemed by many to be rather cramped because of its compact dimensions but the CX-30 is larger with more space to offer inside. The rear seating was comfortable enough although it seemed that there were minimal provisions for the rear occupants. There’s no USB port so if you don’t have a powerbank, a long cable has to be run from the recharging port inside the console box. But coolness is assured with vents bringing cold air to the back.
Safety, driving dynamics and comfort
The CX-30 comes with Mazda’s G-Vectoring Control Plus Technology (GVC+) which is an enhancement over the original GVC. It’s not easy to explain GVC+ but basically, it helps to smoothen cornering movements by moderating engine torque during certain steering movements. It’s very subtle but makes for a more ‘fluid’ experience that will make the drive just that bit more enjoyable.
There are other safety systems too which help the driver avoid collisions – like the Blind Spot Monitor and Rear Cross Traffic Alert. If the car wanders out of its lane, there will be a warning and assistance to get the car back in its lane. The systems in the CX-30 seem more intelligent these days as the occasions when warnings sounded were infrequent. I remember how the early systems were too ‘sensitive’ and would sound too often that they got irritating.
The Mazda Radar Cruise Control reduces the cruising speed if the radar (located behind the grille) detects a vehicle ahead, maintaining a safe gap. The gap can be set to be nearer or further, depending on conditions.
Much of the route was on highway with varying volumes of traffic. When there were a lot of cars ahead, it was a good opportunity to try the Mazda Radar Cruise Control (MRCC) which is an adaptive cruise control system. Unlike the typical cruise control system where you set the speed and it stays at that speed (deactivating when you press the brake), MRCC adjusts the speed to keep a safe distance from a vehicle in front. It does so by radar sensing and even if you set 110 km/h, the system will slow the CX-30 to 80 km/h if that is the speed the vehicle directly ahead is travelling at. When there is no vehicle ahead, the speed increases to what was set. Some adaptive systems tend to make the speed adjustment abruptly but the Mazda’s autonomous braking was smooth and progressive.
Not being a downsized engine, the SKYACTIV-G engine doesn’t have a turbocharger nor need one. It has pretty good flexibility in mid-range to accelerate past other traffic confidently. The SKYACTIV-DRIVE transmission has always been a pleasant unit with its direct drive feel, thanks to the full range lock-up.
The CX-30 handling is not as agile as the Mazda3, which is to be expected since it’s taller. Nevertheless, if driven sensibly, it can still be enjoyable on a twisty stretch and body roll is minimised. The suspension is supple enough so that even if the corners get uneven, the CX-30 doesn’t deviate from the chosen track.
Naohito Saga, the CX-30’s program engineer, said that quietness was an area which his team worked hard on in pursuit of the premium image that Mazda wants to achieve. They carried out sophisticated studies on all the sounds that impact the occupants and came up with a wide range of solutions that were not only confined to insulation. The result is a fairly quiet cabin and even under hard acceleration, you don’t feel (or perceive) any vibrations in the floor or from the engine bay.
Worth the money?
Some feel the price of the CX-30 is rather expensive but bear in mind that it is a CBU import and for now, the government still wants to impose heavy duties on imported vehicles. However, Bermaz has made sure that even though the price is on the high side, the equipment levels also provide justification. And like all Mazdas, build quality is above average too. Also worth mentioning is a 5-year warranty with 5 years (or maximum of 100,000 kms) of free scheduled maintenance, the latter certainly representing savings in motoring costs over the long term.
For most people, the CX-30 has all the technology and engineering competence that will be needed. It would work well for a small family with its practicality just as it would for a single who has what marketing people call an ‘active lifestyle’. If you have it on your shopping list, visit www.mazda.com.my to locate a showroom where you can test one yourself.
Off-road races have been held all over the world as organisers have searched for new and tougher challenges for participants. One region which has not seen such events has been the Himalayas, although there have been rallies in the foothills of the area.
In 2021, a round of the Extreme E series for all-electric SUVs will be held in the Himalayas. It will be the fourth round of the pioneering off-road race series. The Mountain Round, as it will be known, will take place in Nepal’s Mustang District in the mountain range.
Google Earth view of a section of the Himalayas
“Once again, we’re breaking the mold in motorsport as Extreme E will become the first race to ever be staged in the Himalayas…[it] will provide the sternest of tests to the world’s leading drivers, engineers and teams, supporting our aim to promote electric vehicles in the fight against climate change,” said Alejandro Agag, Founder & CEO of Extreme E.
The championship will be held in the deepest gorge in the world in the Kali Gandaki Valley. Located 2,750 metres above sea level, the Mustang District will challenge drivers with elevation changes, course gravel, rocky obstacles and turbulent rivers.
The Himalayas are what is often referred to as the ‘pulse of the planet’ and in need of protection. According to the UN, Nepal ranks as the fourth most vulnerable country to climate change. With the largest concentration of glaciers outside the polar caps, Nepal risks losing 66% of its ice due to climate variability and with it, the lifeline of river basins and ecosystems across Asia.
Besides the Mountain Round, Extreme E’s first championship will have 5 rounds – in the Amazon Rainforest (Para, Brazil), Greenland (Kangerlussuaq), and Saudi Arabia which will be the Desert Round. A fifth round will be an Ocean Round but the location has not been confirmed although it is believed to likely be an island in the Indian Ocean
Of the Desert Round which will take place in the world’s largest single continuous sand desert, Agag said: “One of the major cornerstones of this revolutionary championship is that we will race across terrain and environments that will push the world’s top drivers, teams and engineers to their absolute limits,” said Agag. “The Kingdom’s terrain is stunning and unforgiving, while the heat and conditions will be intense. So there is no question that the winning combination of driver and machine will be a deserving one.”
All Extreme E participants use the same SUV model (design proposal shown), built by Spark Racing Technology. The rules will provide for each team to additionally develop certain areas of the car. The batteries, made for the extreme conditions, will be compatible with Formula E-specification motors and produce a maximum power output of 470 kW (around 630 bhp).
Each Extreme E round will take place over 3 days, within an area no larger than 10 square kms. Routes will be designed to incorporate existing obstacles and features with elevation changes and jumps without the need to adapt the natural setting, thereby avoiding negative impact on the environment.
Continental is a Founding Partner of Extreme E and will be a Premium Partner of the series in 2021. The company will supply all the participating vehicles with extra robust tyres suited for the diverse and extremely demanding conditions that they will encounter.
Promoters Formula E Holdings Ltd. expect at least 10 teams to take part in the first season. Initial tests are currently being conducted for the series which is due to launch in February 2021. “With very exciting and completely different locations, we are looking forward to testing the performance of our tyres on various terrain and surfaces,” said Sandra Roslan, Continental’s Head of Content Marketing and Project Manager for Extreme E.
Daytime Running Lights or DRLs are a common lighting feature on many vehicles today, even the lower-priced ones. Their original purpose was to increase conspicuity of the vehicle during the daytime, or in poor or low lighting conditions, alerting other road-users earlier. It offers the same safety benefit as a motorcycle’s headlight being kept on all the time.
An approaching vehicle that has a DRL will be visible earlier to the driver, reducing the chance of a head-on collision.
Born in the USA
Like the Third Brake Light (or Centre High Mounted Stop Lamp, which is the correct term), the DRL came into use in the USA although, initially, there was controversy and some states did not allow it. In Europe, though, there was easier acceptance in regions like Scandinavia where lighting conditions are low much of the year (especially during winter). Although Finland required vehicles travelling on rural roads to have DRLs slightly earlier. Sweden was the first country to require vehicles to have DRLs, introducing the law in 1977, although Finland required vehicles travelling on rural roads to have DRLs slightly earlier.
In the USA, though, the DRL was not considered as being important enough and the National Highway Traffic Safety Administration (NHTSA) felt that the conditions did not make them necessary. There were also critics who argued that they were more a danger than a contribution to road safety. Back then (the 1980s), the DRLs were very bright in order to be effective in the daytime. As they were in a fixed position, their height on some vehicles (like pick-up trucks or SUVs) could also result in the light shining straight into oncoming drivers’ eyes.
Nevertheless, the value of DRLs was considered to be great enough that General Motors actively lobbied the NHTSA to support their usage and subsequent mandatory requirement. One presentation by the carmaker elaborated on studies made of the effectiveness of DRLs after they became compulsory on vehicles in Sweden. An 11% reduction in daytime collisions was observed while two-vehicle head-on collisions were reduced by 10%, and collisions involving cyclists and road-users on 2-wheelers were reduced by 21%. Collisions involving pedestrians were reduced by 17%.
In places where there are winter conditions, lighting is low so having DRLs which are on all the time has proven effective in reducing accidents.
Opposition to use of DRLs
In early 1987, the NHTSA agreed to permit the installation of DRLs but this proposal was terminated in June 1988 because there was strong and influential opposition. GM then petitioned, in 1990, for the optional use of DRLs which was accepted and addressed a multitude of state laws which had the effect of not allowing the use DRLs.
General Motors installed simple DRLs on some of its models from 1995 and made them standard across the range from 1997.
GM began to install DRLs on some of its 1995 model year vehicles and within 2 years, DRLs were standard equipment on all GM vehicles sold in the USA. Besides GM, Saab, Volvo and Volkswagen were also the first manufacturers to introduce DRLs in the US market.
Outside North America, carmakers also began to add DRLs to their vehicles as new marketing features. There was no compulsion (other than in countries already having DRL laws) to install them so the appearance of the additional lights within the headlamps was progressive, subject to costs going down.
In the early 1980s, Volvo introduced the DRL concept in the Malaysian-assembled 240 by having the corner lights on all the time. Unfortunately, our high temperatures all year round caused an unexpected problem.
Unexpected problem in Malaysia
The first ‘DRL-equipped’ cars in Malaysia were from Volvo in the early 1980s. At that time, the DRLs were not really separate lighting elements as we know them today but bulbs were kept on all the time. As they had to be very bright to be effective in the strong Malaysian sunshine, they had a higher wattage which meant they generated more heat. This created an unexpected problem – the plastic covers began to deform! It was not a known problem in Sweden since temperatures are very much lower but for Malaysia, some changes had to be made to the materials. Needless to say, owners got the covers replaced under warranty.
From being merely a safety feature, DRLs have also become styling features, providing a visual ‘signature’ that identifies the model. This has been evident on premium brands where there have been common themes for the DRL style and further downmarket, designers are also doing the same thing these days.
DRLs offer significant safety benefits and have no drawbacks; the issue of dazzle which can occur at night is addressed as the DRLs set to deactivate when the headlights are switched on. In the early days, DRLs used incandescent bulbs which could result in a tiny increase in fuel consumption but with low-energy LEDs now in use, this is no longer an issue.
Older vehicles don’t have DRLs so you should switch on the headlights if lighting conditions are poor.
If your vehicle does not have DRLs but you believe in the value of being more visible to other drivers, then be sure to switch on your headlights whenever lighting conditions are poor or low. This includes occasions when you may be driving along country roads where there are trees blocking the sky and the lighting is low. Having the headlights on could make a difference as drivers approaching from a distance can see the lights and not attempt to overtake other vehicles.
Recent news reports have mentioned that our Prime Minister, Tun Dr. Mahathir Mohamad, has been having discussions with Turkey on providing expertise for automobile production. This offer could tie in well with the plan of the country’s President Erdogan to produce its first domestic car within the next few years.
To most Malaysians, this may seem like the first time that Malaysia is connecting with Turkey with regard to auto industry business. However, there was already a connection over 20 years ago when Proton was exporting its cars there. From official information available up to May 2001, Proton exported almost 6,000 cars to that country. The cars were well received and owners even formed a Turkey Proton Club.
Proton continues to be represented by Ulu Motor which took on the distributorship in 2004. It sells models like the Exora, Preve, Saga FLX and Persona.
M Fadil Akgunduz in 1999
Plan for a Turkish car in late 1990s
But what’s more interesting is the plan for a Turkish car, as mentioned earlier. Back in 1999, a Turkish businessman by the name of M. Fadil Akgunduz, Chairman of Jet Otomobil Pazarlama (JetPa) Holdings, was already planning to produce a domestic Turkish model by 2002. I happened to meet Mr. Akgunduz at a European motorshow in 1999 and got to know about his ambitions.
One of the companies owned by Mr. Akgunduz was the first Proton distributor in Turkey, having started importing the Malaysian cars in 1997. He saw much potential for the Malaysian cars, especially as they came from a fellow Muslim nation, and was inspired to come out with a Turkish car in due course.
He believed that a Turkish domestic model could sell well in Europe as he could count on the 400 million Turks (at that time) living in European countries, especially in Germany, to give their support. These future customers could buy up to 250,000 cars and he expected that up to 70% of his factory’s production could be for exports.
Styling of IMZA 700 prototype was believed to have been done by ex-Volvo designers.
The IMZA 700
The Turkish car was called the IMZA 700 (the number referring to the 700th anniversary of the Ottoman Empire’s founding) and a prototype had been unveiled in October 1998. The prototype was developed by CMAK Ltd (a British company then owned by Malaysia’s EP Manufacturing Bhd.) and the Orbital Engine Corporation Ltd of Australia.
The orbital engine (which had inherent issues that prevented it from being commercialized) was only for the prototypes. Production models were to have 1.2-litre and 1.6-litre petrol and diesel engines.
US$2.7 billion project
The whole project, including the factory, was expected to cost as much as US$2.7 billion and this was back in the late 1990s. Mr. Akgunduz knew about Proton’s huge factory being built in Tg. Malim and wanted to do the same thing in Turkey. He envisioned a production capacity of up to a million units annually by 2012 (from two factories).
He said he had been in discussions with Proton to see if they would want to assemble some of their models at his new factory in Siirt and reciprocally, he would consider assembling the IMZA 700 at their new factory for sale in Malaysia and the neighbouring countries.
I had forgotten about the IMZA 700 and the ambitious plan of Mr. Akgunduz until the recent news about our PM offering automotive expertise to Turkey brought back memories of that meeting. So what happened to the Turkish car? From various reports in the early 2000s, there were investigations into the way funding was being obtained and German and Turkish government agencies took action against JetPa and its owner, which eventually killed the project.
Race starts at 2:10 pm UK time/9:10 pm Malaysian time
Round 10 of the 2019 FIA Formula One World Championship sees teams and drivers travel to the English Midlands and Silverstone Circuit, home of the British Grand Prix. This year’s event marks the 70th F1 World Championship British Grand Prix. Silverstone has hosted the event the most times (53, including 2019) with Brands Hatch and Aintree being the other venues in earlier years. Silverstone and the British Racing Drivers’ Club (BRDC) have announces that the British Grand Prix will continue to be held at the venue until at least the end of 2024. The agreement between Formula 1, the BRDC and Silverstone Circuit was signed yesterday in London.
A true power circuit, more than 60% of a 5.891-km lap of Silverstone is taken at full throttle. A strong favourite with drivers and fans, its popularity, however, does not solely rest on the speeds reached. Instead, it’s the circuit sequences of fast and flowing corners that thrill both competitors and spectators alike.
The track is also famous for being demanding on tyres which, in the past, has led Pirelli to bring its hardest compounds to cope with wear rates. The tyre supplier has maintained that practice this year, choosing it C1 compound as the hard tyre, the C2 compound as its medium compound and the C3 compound as the soft option.
The Silverstone circuit was the reference circuit for the layout of the Batu Tiga Circuit in Malaysia which was opened in 1968.
Resurfaced track adds complications
Complicating matters for teams and drivers, however, is the fact that the entire track has been resurfaced for the second time in two years following issues during last year’s MotoGP event here. Understanding the new surface will be one of the major tasks of the weekend as teams build towards an ideal race set-up.
This is Lewis Hamilton’s home race and he once again goes into today’s race bidding to take the outright record for most British Grand Prix wins. The 34-year old Mercedes-AMG driver currently shares the record of five with Jim Clark and Alain Prost.
Where constructors are concerned, Ferrari has collected the most wins in the British GP. Including last year’s victory by Sebastian Vettel, they have 17 wins, three more than McLaren, with Williams in third place on 10. Alfa Romeo, having a presence in F1 again, won the inaugural championship event in 1950.
Championship positions before Round 10
Approaching the mid-point of the 2019 season, Hamilton has a 31-point lead in the Drivers’ standings over team-mate Valtteri Bottas. Victory at the last race in Austria moved Max Verstappen up to third place. The young Red Bull Racing star now has 126 points, three ahead of Ferrari’s Sebastian Vettel.
Although the 25 points won by Mercedes-AMG in Austria represented the team’s lowest single-race points haul of the season, they still hold a commanding lead in the Constructors’ Championship. The team starts the race today with 363 points in hand, 135 ahead of Ferrari. Meanwhile, victory for Red Bull Racing at their home race in Austria edged the team slightly closer to Ferrari and they now lie 59 points behind the Italian outfit. McLaren is in fourth place with a healthy 20-point gap to fifth-placed Renault.
Perodua’s workforce at his head office and factory complex in Sungai Choh, Selangor, numbers some 8,500 and the employees commute daily over short and long distances. Aiming to sustain its Road Safety Programme beyond the end of the Raya season, the Malaysian carmaker is collaborating with the Social Security Organisation (PERKESO) to push the road safety envelope for its employees.
Kiken Yochi – predicting potential hazards
Recently, PERKESO trainers delivered a talk entitled ‘Vision Zero’ to about 150 Perodua staff, including 40 of its trainers, covering topics such as Kiken Yochi, careful driving and the importance of checking the condition of one’s vehicle regularly. Kiken Yochi is a Japanese term for predicting unsafe conditions and learning to recognize them.
Bukit Aman Traffic Investigation and Enforcement Department Chief Assistant Director, Supt. Dr. Bakri Zainal Abidin also gave a talk on road rules and safety awareness.
“Perodua has executed many initiatives under our long-term Road Safety Programme. After carrying out many staff-wide awareness activities to great effect, we are now ready to progress to the Kiken Yochi stage, where we teach our staff to anticipate potential hazards,” said. Perodua’s President & CEO, Dato’ Zainal Abidin Ahmad.
“We express our utmost gratitude to PERKESO for imparting useful road safety pointers and knowledge, parts of which will be incorporated into Perodua’s own road safety training syllabus. We aim to cascade this syllabus through all our HQ staff in the span of 2 years,” he added.
Safety first within the company
“Being Malaysia’s biggest carmaker by volume and one of Selangor’s biggest employers, Perodua feels it is its duty to contribute significantly to efforts to reduce work commute accidents. We are totally committed to safety and hope our efforts can serve as an example to the rest of the nation,” Dato’ Zainal said.
“And as a People First company, Perodua cares very much for the safety and well-being of its employees, customers and the general public, because we believe safety is everyone’s right,” he added.
While some car manufacturers have commissioned specialist companies to make miniature cars for their little clientele (hopefully to become customers when they are older), Nissan once specially developed a model called the Datsun Baby for a children’s park near Tokyo.
The year was 1965 and the carmaker produced 100 units specifically for use in the park known as Kodomo no Kuni. Aside from the donation of the cars, Nissan also provided training materials for automobile traffic education supervised the design of its children’s automobile driving course.
Kodomo no Kuni had been established to commemorate the marriage between then-Crown Prince Akihito Shinno Denka and Crown Princess Michiko. It opened on National Children’s Day on May 5, 1965 to help educate and mold the next generation of children in a fun, recreational setting. The presentation of the children’s cars was a result of Nissan’s strong support for the park’s purpose and its mission.
Educating children about traffic conditions
The concept behind Nissan’s involvement was to use the Datsun Baby to educate children about real-life traffic conditions and safe motoring. This was especially imported during that time as motorisation was starting in Japan and more cars would be on the roads.
The car was based on the Cony Guppy, a 200 cc 2-passenger utility truck from Aichi Machine Industry Company Ltd. The bodywork was specially redesigned to be more sporty by Nissan to allow children to be able to sample a full-scale, fully-structured vehicle unlike any other of that time. It had a 4-wheel independent suspension system with double wishbones up front, and a spring-actuated self-turning feature on the steering wheel.
The automatic transmission with a torque converter was made by Okamura Corporation which had introduced Japan’s first domestic torque converter. For safety, there was a speed limiter that prevented the Baby from going faster than 30 km/h and the headlamps complied with the traffic regulations of that time.
Over 45 years after Nissan’s initiative in Japan, the Tan Chong Group is also helping little ones to learn good habits as road-users. As a partner with LEGOLAND Malaysia, it provides a Nissan ‘driving school’ which was started in 2012.
