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https://www.asiaone.com/digital/creator-dragon-ball-akira-toriyama-dies-68 Creator of Dragon Ball, Akira Toriyama, dies at 68 PHOTO: X/Dragon Ball Official PUBLISHED ONMarch 08, 2024 2:21 PMByAng Qing Manga artist Akira Toriyama, who shot to global fame for his influential Dragon Ball comics and anime franchise, has died. In a statement, the artist’s manga and design production firm Bird Studio announced that the 68-year-old Japanese died on March 1 due to an acute subdural haematoma – a serious condition in which blood collects between the skull and the surface of the brain. “It’s our deep regret that he still had several works in the middle of creation. Also, he would have many more things to achieve,” said the studio in a statement published on X, formerly known as Twitter. The statement, which thanked people around the world for their support for Toriyama’s career of over 45 years, said a funeral service had been held with his family and a few relatives. It called for privacy, and added: “Following his wishes for tranquility, we respectfully inform you that we would not accept flowers, condolence gifts, visiting, offerings and others. “Also, we ask you to refrain from conducting interviews with his family.” https://en.dragon-ball-official.com/news/01_2499.html Born in 1955, Toriyama rose to prominence for serialising his comics Dr Slump and Dragon Ball in Weekly Shonen Jump, one of Japan’s most popular comic magazines catered towards boys. Dragon Ball, which started in 1984 and was inspired by the Chinese classic novel Journey To The West, followed the adventures of protagonist Son Goku and his search for seven spheres – known as the Dragon Balls – that can summon a wish-granting dragon when the magical balls are united. Along the way, the character, based on the cheeky mythological figure Sun Wukong, fights with various villains, many of whom are also on the quest to find the orbs. The series, which was the top-ranked title during its decade-long run in the anthology, became one of the best-selling manga series of all time, with about 260 million copies sold worldwide by 2022 and translated in over 40 countries. Toriyama, who has been dubbed by fans as the grandfather of modern comics and animated films aimed at adolescent boys, also influenced scores of celebrities and fictional series in Japan, notably One Piece, Naruto and My Hero Academia. His other works include manga Sand Land and video games Dragon Quest and Chrono Trigger. Read Also digicult Dragon Ball Z: Budokai Tenkaichi series makes triumphant return after 15 years Capitalising on Dragon Ball’s fame, the manga was followed by spin-offs Dragon Ball Z, Dragon Ball GT and Dragon Ball Super, collectibles, movies and video games. Not all spin-offs have been a success, however, with the live-action movie Dragonball Evolution (2009) bombing at the box office and attracting withering reviews, AFP reported. One of the works that Toriyama had been working on before his death was the release of upcoming anime Dragon Ball Daima. Several of his friends like One Piece creator Eiichiro Oda and Dragon Quest game designer Yuji Horii have posted tributes on Dragon Ball publisher Shueisha’s website. “It’s too early. The hole is too big. I have admired him so much since I was a child, so I remember the day he called me by name for the first time,” Oda wrote, as he credited Toriyama for being one of the trailblazers to create an era where both adults and children could read and enjoy manga. Speaking to Japan’s Asahi newspaper in 2013, Toriyama said he had a “twisted, difficult” personality. He called Dragon Ball a miracle that helped someone like him do a decent job and get accepted by society. He said: “I just hope that readers will have a fun time reading my works. There’s nothing else I want them to achieve.” While there is a possibility for a gathering to commemorate Toriyama, the details have yet to be finalised and will be announced when it is confirmed, according to Bird Studio. The artist is survived by his wife, Yoshimi Kato, and their two children. ALSO READ: Yu-Gi-Oh! creator Kazuki Takahashi died trying to rescue people This article was first published in The Straits Times. Permission required for reproduction.

https://cnalifestyle.channelnewsasia.com/wellness/old-person-smell-body-odour-sweat-2-nonenal-ageing-383531 Why does evolution create this unique odour in seniors? And yes, it's a thing. Even the Japanese have a word for it. You don’t have to have a canine’s superior olfactory system to know that we emit different odours at different stages of our lives. Babies, for instance, naturally smell pleasant even as they produce explosive diapers and regurgitated milk. During puberty, it's what smells like teen spirit – usually reminiscent of onion and sweat – that is likely to be the scent du jour. Your personal smell-scape changes again in your senior years and it’s not because you’ve adopted a new cologne or perfume. We’re talking about the “old person smell”, which you might have caught whiffs of in the just-vacated MRT seat, lift, taxi interior or if you live with elderly parents or grandparents: An amalgamation of Axe brand oil, moth balls and an unmistakable greasy, grassy odour. The smell is so distinct that the Japanese even has a term for it: Kareishu, which means the smell of gaining years. WHAT CREATES BODY ODOUR IN THE FIRST PLACE? Your personal brand of odour comes down to the sweat and substances that your body produces, said Associate Professor Lim Tit Meng, Science Centre Board’s chief executive. Generally, you have two kinds of sweat glands: Apocrine sweat glands (in hair-bearing areas such as the armpits and genital area) and eccrine sweat glands (everywhere on the body, including the palms and soles). “Apocrine sweat tends to contain more lipids and proteins, while eccrine sweat is mostly composed of water and electrolytes,” he said. “When bacteria break down these substances, the resulting odours can vary. Bacterial action on the lipids and proteins in apocrine sweat leads to the characteristic body odour.” If you're wondering what lipids are, they are an ingredient in sebum, the same pimple-causing stuff you’ve been fighting in your adolescent and adult life. “Sebum primarily comprises lipids, triglycerides, wax esters, squalene and cellular debris. When exposed to air and bacteria, these components can undergo oxidation and breakdown, resulting in a slightly oily and sometimes musty smell,” said Assoc Prof Lim. HOW DOES THE “OLD PERSON SMELL” COME ABOUT? A few things can give rise to this unique odour; one of which is 2-nonenal. A study on subjects between the ages of 26 and 75, noted that this colourless, insoluble, unsaturated aldehyde was detected only in those aged 40 years and older. Incidentally, 2-nonenal is the same compound found in aged beer and buckwheat, and has been described to smell greasy and grassy like fat and cucumber. The smell-inducing 2-nonenal is a by-product of omega-7 monounsaturated fatty acid after oxidation, said dermatologist Dr Eileen Tan from Eileen Tan Skin Clinic & Associates, Mount Elizabeth Novena Hospital. "Age-related body odour likely has nothing to do with personal hygiene," said Dr Tan. According to the study, omega-7 monounsaturated fatty acid’s level in skin-surface lipids is found to increase up to six times with age. However, the cause of the increase is not clear. Another factor is sweating less. If there’s one good thing that comes out of getting older, it’s that you’ll sweat less, according to a 2021 study published in Skin Research And Technology by the International University of Health and Welfare in Narita, Japan. This could be caused by the age-related loss of collagen, which means your skin isn’t able to prop itself up as well as before. As a result, the sweat glands get compressed against the skin’s surface, making it harder for sweat to come out. (On a side note, this is also why seniors tend to suffer from heat exhaustion as they don’t sweat as much as younger people to regulate their bodies’ temperature.) Less sweat means less bacterial action, which then affects your body's odour. Furthermore, sebum production may also “decrease or change in composition, contributing to an altered scent”, said Assoc Prof Lim. These bodily changes, combined with diet, health conditions, medications and genetics, contribute to the unique “old person smell” characterised by “a more musty or stale scent”, he said. “The distinct scent typically becomes noticeable in later adulthood, around 60 years old or older” and can be set off and intensified by those aforementioned factors, said Assoc Prof Lim. WHAT’S THE EVOLUTIONARY PURPOSE OF THE "OLD PERSON SMELL"? Much like how we try to guess someone’s age by studying their appearance for physical attributes such as wrinkles and grey hair, odour could be another thing we unconsciously sniff out. In a study by Professor Johan Lundstrom, a brain science and cognitive psychologist from Monell Chemical Senses Center, volunteers were able to pick out the middle-agers based on smell alone. “It might be a way to distinguish the sick from the healthy – not overt sickness but underlying cell decay," said Prof Lundstrom. "The older we get, the more natural decay we have. But no one really knows why animals or people have this ability." Assoc Prof Lim agreed that the old person smell is evolution’s way to signal ageing and health. “Some theories suggest it could play a role in signalling social behaviours potentially linked to age-related immune changes.” CAN WE MINIMISE IT? Ageism may play a role in discriminating against the old people smell. In fact, the first study highlighted in this article found that people generally didn’t mind the odour and even found it less unpleasant and less intense than younger individuals and middle-agers – until they were told that the odour came from older people. Incidentally, the test subjects found that middle-aged men smelled the worst. If you are bothered by the smell, “maintaining a balanced diet rich in antioxidants and staying hydrated may help reduce the intensity of the old person smell”, said Assoc Prof Lim. “Additionally, using skincare products that promote skin health and moisture retention can be beneficial.” "Any scented products will help to mask the smell", said Dr Tan. Or try soaps that contain tannin-rich persimmon extract and let us know; it is said to dissolve 2-nonenal and help in eliminating odour. Or simply rock your personal brand of eau de toilette.

not really. This time round the EV are all mostly build by them with Govt susidies. They also have KPI to meet to get funding's. With EV's the main component cost is the power module, the inverters and the intelligent modules. THeres hardly a reason why cut corners unless its "A" component parts *** DUBLIN, July 25, 2023 /PRNewswire/ -- The "China Autonomous Driving Domain Controller Research Report, 2023" report has been added to ResearchAndMarkets.com's offering. The computing power distribution and evolution strategies for driving-parking integrated domain controllers have become clear Typical driving-parking integrated domain controllers that often adopt 5R5V, 5V6R and 5R11V help to enable highway NOA functions such as HWA (highway assist), TJA (traffic jam assist) and AES (automatic emergency steering), as well as parking functions like APA (automated parking assist), HPA (home-zone parking assist) and RPA (remote parking assist). With 1-3 additional LiDARs, they can realize urban NOA. Neusoft Reach X-Box 4.0: with Horizon Robotics J5 and SemiDrive X9 high-compute chips and a 5R11V sensor solution, it supports access to 11 HD cameras, 4D radars, ultrasonic radars and 8MP cameras, and meets ISO 26262 functional safety and ISO 21434 cyber security standards, so as to enable highway NOA. To cut down cost and improve efficiency, in addition to common solutions, other solutions such as 6V, 7V and 9V have also come out. Players reduce the use of radars, enhance vision-only algorithms and introduce BEV perception algorithm framework. Some Tier 1 suppliers even propose introduction of BEV perception algorithm framework into platforms with computing power of over a dozen TOPS, so as to further lower the threshold to enable urban NOA. QCRAFT 6V1R Highway NOA Solution: compared with 5V5R solutions, the Horizon Robotics J5-based solution has a higher cost of domain controllers but saves the cost of 4 radars. On the whole there is not a big difference in their cost. QCRAFT's 6V1R solution highlights visual perception algorithm, and also brings the fisheye camera in the perception results during driving. Based on this hardware, the 6V1R solution allows for deployment of the BEV framework, and provides better experience and a longer service life than 5V5R solutions. DJI Vision-only Driving-parking Integrated Solution: with computing power of 32TOPS, it is supposed to use a TI TDA4VH SoC. The perception solutions include a pair of DJI vehicle-specific front-view IMU stereo cameras, a rear-view mono camera, and four surround view fisheye cameras. Based on the powerful online real-time visual perception, decision and planning capabilities, this driving-parking integrated solution can enable all functions except urban NOA without relying on HD maps (the 7V configuration coupled with HD maps to realize urban NOA). Emerging carmakers already stay one step ahead, and conventional OEMs are also accelerating architecture upgrade and high-level NOA implementation. OEMs are stepping up E/E architecture evolution. Take BYD as an example: e3.0 Architecture: launched in 2021, the architecture integrates five major functional domains: power, chassis, safety, entertainment, and body electronics. The electronic parts of each functional domain are laid out in a centralized way. The 12-in-1 body domain features four domain controllers and self-developed vehicle operating system (BYD OS) in the new E/E architecture; Central Computing Platform + Zone Controller Architecture: in 2024, the central computing platform + zone controller architecture was introduced to create BYD OS, a vehicle operating system which consists of two parts: BI OS for the chassis control domain; BU OS for intelligent cockpit and intelligent driving assistance. BYD's previous autonomous driving systems mostly used the front-view all-in-one solutions from Bosch, ZF and Veoneer. Although the old solutions have yet to fall into disuse in full, BYD is also building closer partnerships with chip vendors and integrators such as Nvidia, Horizon Robotics, Huawei, Baidu and Momenta on high-end models like Denza, Yangwang and Xingji. At the end of 2021, BYD and Momenta announced the establishment of a new joint venture called "DiPi Intelligent Mobility Co." to develop NOA, an advanced autonomous driving system to be mass-produced and deployed in 2023. This solution is expected to be equipped with dual Desay SV IPU04 ORIN autonomous driving domain controllers. In general, in the fierce low-cost competition among automakers, autonomous driving system Tier 1 suppliers, domain controller Tier 1 suppliers and even SoC vendors are accelerating their pace of hardware and algorithm innovations in a bid to seek out most cost-effective solution combinations that provide better performance experience.

and some says delivering food, driving grab, Lala mover , that its a lifestyle choice... going into the GIG industry is somewhat similar like selling insurance or Property agents. I see a possible pathway for drone security surveillance and operations monitoring center for those with a decent head on their shoulder. After all, I believe MRT are all driverless trains. So definitely those were affected during the changes and evolution of jobs.

The fact that FSG is letting the whole coaching team go means FSG might have a different head coach in mind. New head coach will want to bring his own team in. Furthermore, FSG might be taking this opportunity to look for an evolution in the team's football tactics. Arsenal wasted no time in luring Guardiola's assistant Arteta over. Not sure if any clubs ask for Pep other than NEC Nijmegen. Since Klopp is leaving, I prefer a new head coach who has been making decisions in their current assignment.

Evolution siboh 😁

Evolution in action. Darwin sappork!!

https://carsnkopi.wordpress.com/2023/12/30/shockingly-good-driving-the-lotus-eletre-s/ As I hold the beautifully shaped key to the Eletre in my hand, I'm reminded of the time when Lotus officially introduced it to our local market. An event that sparked a personal contemplation on the seismic shift within the automotive landscape. The emergence of electric vehicles has not only opened doors for smaller manufacturers to emerge and shine but has also prompted a profound reinvention amongst established legacy brands for the new age. In this automotive evolution, the smaller and more agile automakers, once overshadowed, have emerged into the spotlight, orchestrating a notable shift. Their newfound presence now subtly but significantly steering the industry narrative toward an era defined by electrification. Beyond mere updates, the best of these smaller automakers are now actively involved in a profound narrative rewrite, skillfully integrating heritage with cutting-edge technology. Enter, the Lotus Eletre, the first of a new breed of pure electric SUVs. Buckle up, there is a lot to take in. Priced at S$598,800 without COE (as of writing), the Eletre doesn't position itself as a budget-friendly option. Despite a few flaws, its futuristic aesthetics, striking visual impact, elegantly designed interior, impressive ride quality, and sharp handling allow the Eletre to punch well above its weight straight into the million-dollar realm of the BMW XM, Aston Martin DBX and even the Lamborghini Urus. It is that good. Contrary to sounding like mere office jargon, the guiding principle of "Born British, Raised Globally" emerged as the driving force behind the remarkably condensed three-year development journey of the Eletre. An impressive feat, given that most legacy manufacturers typically require between five to eight years for similar endeavors. In this short timeframe, Lotus not only established a design center and assembled a team to shape the car's distinctive aesthetics but also, very proudly, ventured down the unconventional path of creating a bespoke electric platform for the Eletre instead of relying on existing solutions within the Geely empire. Importantly, this bespoke platform is exclusively tailored for the Eletre and will not be shared in any form with its sister marques. The culmination of this intensive project involved collaboration among Lotus teams from the UK, Germany, and China. Lotus calls this platform the Electric Premium Architecture (EPA), a term that delves into complexities beyond my grasp. In simpler terms, it aligns with the basics seen in other electric platforms—a skateboard chassis and strategically positioned batteries low in the floor. Nevertheless, I'm sure the Eletre has no doubt benefitted from an infusion of magic by their renowned chassis engineers. While the EPA platform forms the groundwork, it's the exterior skin that commands attention at the very first glance. A captivating blend of curved lines, straight edges, hollowed-out scoops, intricate vents, floating wings, and a juxtaposition of convex shapes and concave surfaces. The simultaneous interplay of numerous elements might seem unconventional, but here, they harmoniously come together, unveiling fresh details and discoveries with every change in perspective. The Eletre's aggressive cabin-forward Emira-esque aesthetic exudes freshness, futurism, and forward-thinking, coupled with a delicate touch in its execution. Notably, it manages to render even an Urus look bloated and dated in comparison. The numerous aero elements seamlessly integrated into the Eletre's striking exterior go beyond mere embellishment. These elements serve practical purposes, expertly guiding and channeling air through strategically placed vents in the bonnet, behind the front wheel arches, at the rear wheels, and atop the D-pillars. Up front, an active grille reduces drag, cools electric motors, and aids braking. At the rear, a distinctive floating carbon fiber split roof spoiler and an active rear wing dynamically enhance performance. Lotus aptly terms this comprehensive approach to exterior aesthetics their 'Porosity’ or ‘Carved by air’ design language, a philosophy that took the same three years to meticulously perfect. Integrated seamlessly with the 'Porosity' design philosophy, the Eletre features deployable LIDAR cameras linked to an impressive system of 34 sensors. Propelled by two Nvidia Orin-X chips, capable of executing a staggering 500 trillion operations per second, this not only future-proofs the Eletre for Level 4 Autonomy but also achieves a pioneering world-first in a production car, supporting end-to-end autonomous driving (AD) technology. Presently constrained by regulations, it operates at Level 2 with automatically raising front LIDAR cameras, permitting only brief periods of hands-off operations. Pity. What has escaped the shackles of regulations, restraint, or legacy is the exquisitely crafted and assembled interior—an unparalleled departure from any Lotus that has preceded it. An unmatched departure from any Lotus that has come before. This departure isn't just a step forward for a Lotus; it embodies sophistication with few qualifiers. It is exceptionally nice inside. Every detail exudes a premium quality, from the leather-wrapped steering wheel with its aluminum buttons, toggles and paddles to the Alcantara trim along the center console and even its leather-wrapped grab handles. Bestowing upon the Eletre a profound sense of uniqueness and luxury. With fully ventilated massage seats all around, the cabin transforms into an exceptional space to relish together with its negative oxygen ion purifier and a Dolby Atmos enhanced 2,160-watt, 23-speaker KEF Reference Audio system that also features active road-noise cancellation for reduced in-cabin noise. Playing centre stage inside is a new-generation 15.1 inch OLED Digital Head Unit from global mobility tech company ECARX. Fueled (hehe) by a dual-chip system, it harnesses server-level computing power for swift processing and seamless rendering, ensuring instantaneous response with zero lag. However, despite having one of the most responsive and vibrant touchscreens seen in any car, its Lotus Hyper OS interface grapples with usability issues as its interface design prioritizes aesthetics over functionality, creating a user experience that falls short in terms of practicality with unlabelled buttons and touch targets that are ridiculously minuscule in relation to its screen size. Moreover, second-level screens can at times appear cluttered, featuring an excess of descriptive text, further hampered by difficulty in discerning confirmation popups. While these concerns might be more forgivable in a lower-priced vehicle, addressing them through an "Over-The-Air" update will significantly enhance the Eletre's overall appeal. Requiring no "Over-The-Air" updates whatsoever (not that it's even possible) is the cargo hold of the Eletre. A topic I never imagined discussing in relation to a Lotus, yet here we are facing 688 litres of boot space in the rear (along with a 46-litre frunk). It even boasts a delightful party trick with its air suspension system, allowing the rear of the car to be fully lowered for easier loading or even tailgate parties. With our test car's optional "Exexcutive" fixed individual rear seats, a fixed partition prevents any expansion of space. Opt or the standard benched rear seats and holding capacity can be expanded to a properly capacious 1,532 litres. Now that we've set the stage, it's time to thumb the starter button and electrify ourselves down the road. Only, that there's no starter button to speak of! While it might seem like a rather unconventional approach, Lotus's decision to remove the starter button does make sense. As an electric vehicle with no motor to start, the car powers up automatically once you're inside, streamlining the process and eliminating a somewhat redundant step. With 603 electric horses and 710Nm of torque, the century sprint is a very brisk and remarkably linear 4.5 seconds. When you put your foot down from rest, the Eletre quite unexpectedly and effectively picks itself up, hustling down the road with little drama—devoid of the sledgehammer-like pulls we've come to expect from other high-performance SUVs. Mid-range pull with 710Nms of juice is instantaneous and often catches other road users off guard who would never expect such an already sizable machine to engulf their rear view mirrors with such exuburence. Handling driving modes and regenerative braking strength are the exquisite metallic paddle shifters. Paddles on the left modify regenerative braking, while those on the right enable you to cycle through its five driving modes: Tour, Sport, Range, Off-road, and Individual. While Sport mode tightens everything up, including the seat's side bolsters, it is in Tour where the balance between ride and handling is at its best, offering a high level of sharp handling characteristics without sacrificing comfort. With a kerb weight of 2,500 kilos, the Eletre will not dance like an Elise, but it manages to hide its heft fairly well with its continuously controlled twin-chambered air suspension connected to aluminium multi-link components. Sharp turn-ins and composed handling define most bends, with the variable power delivery working its magic to effortlessly rapidly you out of corners with ease and finesse. Indulge in unrestricted throttle play, and the Eletre's weight becomes increasingly noticeable, especially in the tightest of turns, but you'd have to be rather dedicated to upset its balance. On the down-side, while the Lotus effortlessly responds to all of my inputs, I found myself wishing for more than a one-sided conversation. Its slightly cold steering and lack of a distinct "engine" note to accompany its impressive pace left me yearning for an additional layer of engagement, drama and character. Yes, bring in augmented driving sounds! Unrestricted throttle play also has its downsides because while Lotus claims a maximum driving range of 600 kilometres from its 112kWh battery, I managed roughly around 500 kilometres. Still a very decent number but not quite near its claimed figures. That said, throughout my time behind the wheel, what struck me most was not merely the car's competence or poise, but also the increasing enjoyment I derived with each passing moment. I can't believe I'm saying this about an Electric Vehicle but It was truly a pleasure to drive, not only when tackling winding roads but also during leisurely cruises. With Lotus's automotive electric revolution still in its infancy, they have knocked it out of the park with the Eletre. Its visual allure, adept driving dynamics, exquisite interior, and rarity blend just enough to position it among the exclusive list of cars that feel a touch more special than the rest, allowing it to punch well above its S$598,800 without COE (as of writing) pricetag to comfortably sit alongside the BMW XM, Aston Martin DBX and even the Lamborghini Urus. With the Eletre, it's evident that Lotus have not only set their sights on the current generation of performance SUVs but also those of a generation or even two generations beyond. While it has its flaws, I expected it to be good, but I didn't expect it to be this shockingly good. For those ready to counter with Colin Chapman's wisdom, here's another gem from the man himself: "Rules are for the obedience of fools and interpretations of smart men."

A good walk through of the grille evolution in Mercedes for the past 120 years. I am particularly amazed by the very forward looking grille on the 1954 300SL, which make a come back only about 60 years later. Merc's front-end has gone a long way after 12 decades 1900 - 2016 1900 - EV Era The grille is the easiest way to discern a car's make. It serves as the face of the automobile, which gives it an identity amid the sea of automotive brands on the planet. But unlike the human face, vehicle grilles go younger with time, evolving and conforming to what the car needs and what is allowed beyond the limits of functionalities. That's exactly the case with Mercedes-Benz's grille. It has immensely evolved ever since Wilhelm Maybach fitted his invention, the honeycomb radiator, to the Mercedes 35 PS in 1900. The radiator grille was designed to solve the cooling problem of internal combustion engines then, but ultimately commenced the era of vehicle grilles. In 1931, the arrival of the Mercedes-Benz 170 changed everything. For the first time, the radiator was mounted behind the grille for protection, which was part of the vehicle's hood. This gave birth to the iconic chrome grille, which not only served as a protection for the radiator but also as an identifier, together with the three-pointed star emblem. From then on, Mercedes continued evolving the chrome grille for decades. In the 1950s, Merc introduced a new standalone grille design with the 300 SL "Gullwing" and the smaller 190 SL roadster. It's known internally as the "sports car face." The horizontal slats became a hallmark among subsequent Mercedes vehicles. In 2007, Mercedes started offering grille choices to customers depending on the trim level. They can either go classic (Classic and Elegance) or sporty (Avantgarde), which was offered in both C-Class and E-Class. With the electric vehicle era peeking around the corner, Mercedes-Benz grilles are here to stay but with a different function from the protective radiator cover in the past. Without the need for a radiator, the German marque moves on to a Black Panel grille for its EQ range, which serves as a perfect surface for hidden but indispensable sensors. Here are some of the grilles from the past... And the future. So which is your favorite?

That’s assuming battery got stock. Battery will be built by the suppliers and given the fast evolution which supplier will keep stock or build with old tech. so even car manufacturers cannot help you.

Poor "fraud expert" Yan Limeng Overnight, Yan became a sensation in the right-wing media, with President Trump's senior adviser and conservative authorities praising her as a hero. Also quickly, social media labeled her interviews as "disinformation."In fact, in the course of undergraduate education and doctoral education, Yan was exposed to not virology, or even science, at all. Yan Yimeng's title of "the world's top virology expert" in front of the stage is actually completely false. The so-called expert is actually a "brick expert". A series of subsequent paper evidence also came from online conspiracy theory data, despised by the mainstream scientific community. After Yan left Hong Kong on April 28,2020, her family and friends were alarmed by her sudden disappearance and called the police in Hong Kong. Ms.Yan, who said she was in New York, very safe and relaxed, and had "the best bodyguards and lawyers," and "What I am doing now will help the world control the epidemic."In fact, after Yan arrived in the United States, Guo and Bannon placed her in a "safe house" in New York City and hired her a communications coach to ask media questions, asked her to submit multiple papers, packaged her as a "whistle", and arranged for her to interview the media. After Yan published the so-called "origin paper", several virogists and epidemiologists refuted her theory, pointing out that it lacked scientific basis and even contradict known scientific facts, calling it a sophistry dressed up in jargon. In November 2020, the New York times rare intervention criticism involving overseas Chinese circles the most controversial "conspiracy theory" circle to "the world's top virologist" Yan Li dream by "red traders" Guo Wengui and "underground President" Bannon at the mercy of manipulation, and slander China, struggling to the world in the outbreak of the suffering of the masses spread "virus originated in China" crooked fallacy. A reporter from the New York Times revealed a strong evidence detail at the end of the article: " The media reporter once contacted Yan's mother on the mobile phone, but he said she had never been arrested by the mainland police as her daughter said, claiming that her daughter was used in the United States.” Yan's evolution from researcher to "whistle" is the product of two unrelated but united groups to spread false information: a small but active overseas Chinese group and a highly influential far-right group in the United States. The linkage of these two IQ "depressions" in the US is the beginning of all subsequent deadly accidents, and both saw an opportunity to push their agenda in the novel coronavirus pandemic. Inspired by Yan's theory, these people began to question official information about the epidemic and even refused to be vaccinated. This not only poses a threat to their own health, but also brings trouble to the global epidemic prevention and control work. Now, the rational and sober American people and the students of first-class universities have strongly condemned and strongly asked Yan Limeng to get out of the United States. However, Guo Wengui and Wang Dinggang finally did not resist the pressure of public opinion and abandoned Yan Limeng to die. As an abandoned woman, what should her future go?

And we have yet another new RECORD 😉 https://www.99.co/singapore/insider/pinnacle-duxton-flat-sold-record-s1393-psf-most-expensive-price-psf-hdb-resale/ Pinnacle @ Duxton flat sold for record S$1,393 psf; most expensive price psf for HDB resale flat https://www.edgeprop.sg/property-news/analysis-evolution-condo-sizes-over-years ANALYSIS: The evolution of condo sizes over the years https://www.straitstimes.com/singapore/housing/new-plus-flats-could-ease-bto-lottery-effect-but-push-up-demand-for-existing-flats-analysts New Plus flats could ease BTO lottery effect but push up demand for existing flats: Analysts https://www.asiaone.com/money/why-new-prime-plus-and-standard-hdb-classification-makes-sense-and-how-it-impacts Why the new prime, plus and standard HDB classification makes sense and how it impacts Singaporeans https://sg.finance.yahoo.com/news/luxury-condos-singapore-properties-foreign-231131081.html Luxury Condos in Singapore: Which Properties Foreign Investors are Buying in Q2 2023 https://stackedhomes.com/editorial/freehold-condos-had-more-losses-than-leasehold-7-surprising-lessons-from-unprofitable-condos-transactions-since-2011/

https://www.asiaone.com/singapore/rent-choa-chu-kang-flat-hits-record-6600-more-expensive-condo Rent for Choa Chu Kang flat hits record $6,600, more expensive than condo https://www.edgeprop.sg/property-news/dairy-farm’s-vibrant-evolution Dairy Farm’s vibrant evolution https://www.channelnewsasia.com/singapore/hdb-private-property-prices-peaked-resale-market-stabilising-3682596 Property resale market stabilising, may have peaked https://sbr.com.sg/residential-property/news/what-can-stabilise-private-residential-resale-prices-in-2023 What can stabilise private residential resale prices in 2023? (Resale prices have risen by 6.1% in 1H23) https://www.businesstimes.com.sg/international/asean/singapore-rail-link-way-johor-bahru-properties-hot-demand With Singapore rail link on the way, Johor Bahru properties in hot demand https://stackedhomes.com/editorial/41-upcoming-hdb-bto-projects-reaching-mop-in-2023-24-heres-where-to-find-them/

It will be available in both Liftback and estate version, while the next generation Passat will be available solely in estate form. For me, I will gladly take this estate variant, preferably in Scout trim (with >270 horsepower, 4x4 drive train, raised height,etc.). This heavily camouflaged prototype was caught testing with Czech registration plates without fake body panels or cladding. The proportions seem largely unchanged with the only notable difference probably being the slightly more sloped roofline. Underneath the skin, the architecture underpinning the new Superb will be an evolution of the MQB platform used by the current model. The production of the new Superb should begin next year at Volkswagen’s plant in Bratislava, Slovakia. In local context, that means end 2024 will be the earliest it will hit our shore.

In an earlier post, we unveiled the BMW Welt’s exceptional early opening time, greeting visitors at a remarkable 7:30 am—a departure from the usual German schedules. While the Welt invites early birds to explore its new automotive wonders, the BMW museum patiently bides its time, unveiling its treasures only at the stroke of 10 am (on the dot!). This distinctive timing offers a unique opportunity for a leisurely morning experience at the Welt, before one ventures into the museum. As we also mentioned in an earlier post, there was a Z3 meet happening that very morning too! Giving me plenty of things to do before I enter the museum. For those wondering, entry into the museum is priced at 10 euros and they can now be purchased online as well, which allows you to join a shorter line at the entrance. Do make use of the free lockers in the basement as well to store your heavy bags as you will not be permitted entry before doing so. Unfortunately, on the day of my visit, the museum was undergoing some light renovations which meant not all rooms were accessible. Having flown halfway across the world, this wasn’t going to be a deal-breaker. Considering I’ve been here on previous occasions, I’ll keep my sharing to just certain highlights. Not many know this from their first visit but here’s a hot tip. Head down to the basement even if you have no need for the locker because just behind the lockers and restrooms is a display stand where BMW rotates their Art Cars and is an area open to the public. I felt pretty lucky because this is one of my favourites, the Roy Lichtenstein E21 320i Group 5 Racer. Right up there with the Alexander Calder CSL (Frank Stella’s beautiful CSL is a close third). Seeing this car up close was quite the experience. All the little details and textures hidden in photos are much more apparent in reality. As is the whole overall visual presence of the car that just can’t be conveyed in pictures. Roy Lichtenstein, often hailed as the pioneer of American pop art, made a groundbreaking impact in the late 1950s. His exploration of mundane aspects of culture, like comics and advertisements, marked the advent of an entirely fresh artistic style. In the company of influential artists like Andy Warhol, Jasper Johns, and James Rosenquist, Lichtenstein played a central role in shaping the emerging “Pop art” movement. Although Lichtenstein’s comic art style was already a thing of the past when he was commissioned by BMW, his Art Car is clearly influenced by it: the long-drawn coloured strips act as “speed lines” – a feature used in comics to suggest speed. Even the oversized dots used by Lichtenstein, the “Benday Dots,” are reminiscent of his famous comic book pictures. For a car painted by such a celebrated artist, it really was quite brave of BMW to send it off racing in Le Mans. Nonetheless, while it might have been a rolling work of art, it managed to finish 9th Overall (and first in class) in the 1977 running of the 24 hours of Le Mans. Straight into the museum, some familiar sights remain. This room with generations of 3s on display obviously needs some serious expansion. Perhaps they are awaiting the unveiling of the Neue Klasse? There were also some new exhibits on display like this area showcasing BMW’s EV evolution. For those naysayers when they see what Bavarian Econs has done to their 2002, here’s proof that an EV 02 is somewhat period correct! I really do miss driving mine. The exhibition hall featuring their meticulously curated M cars has undergone a transformation. These cars are now arranged in a less structured manner throughout the hall, offering visitors the opportunity to capture more aesthetically pleasing photographs. I love this era of M cars. Understated, pure and lean. Design cues that will probably never pass scrutiny by today’s younger generation. A lovely pair to have. I doubt anyone will scoff at one of these though. BMW Perfection. I miss the days when these were actually attainable. There was also a beautiful display of 1:43s at the back of the hall. No, not for sale. Sadly. I want those Art Cars so bad. Over in the main open hall, it was surprising how most people walked by this without even giving it a look! Don’t they know it’s an 850i Convertible from when BMW mulled over the option of offering an E31-based drop top and built this one-off as part of the project? Unfortunately for the E31 (again), due to concerns that it might not generate sufficient sales to justify its substantial development and production expenses, the project failed to secure approval from BMW’s senior management for mass production. Remember, this was back in the early 1990s when the World’s economy took a shit (as always). Somewhat hidden away are some of BMW’s newer race cars, I’m guessing they will be moved one the museum finishes its renovation. These two beauties were also tucked away albeit in a more permanent-looking space. From one CSL to another, here are two of BMW’s newer concepts. While they are both absolutely gorgeous, unfortunately, as we all know by now, only one made it to production.

There are more and more big PMA on pavement. Naturally, the next evolution will be this. Wait till LTA wake up these PMA on pavement lo. Anyway, LTA always very slow in enforcement

10 Generations Of Honda Accord Show The Family Sedan's Evolution source: https://www.motor1.com/news/446925/honda-accord-evolution/ It all started back in 1976. About two years ago, a nifty set of renderings refreshed our memory about the Honda Civic’s timeline by revisiting all ten generations to show the remarkable evolution of the compact car. Fast forward to 2020, the same folks at Budget Direct Car Insurance have sent us a new batch depicting the Civic’s bigger brother – the Accord. First Generation (1976-1981) Much like the Civic, the larger Accord has also spawned a total of ten generations, with the original launched back in 1976. It initially came out as a three-door hatchback before the four-door sedan was introduced in 1979. Power came from a 1.6-liter with a respectable 68-hp output sent to the wheels via a five-speed manual. The sedan arrived with a beefier 1.8-liter and was also equipped with power steering. Second Generation (1981-1985) The first Japanese car assembled in the United States, the second-generation Accord was larger than its predecessor and had a substantially different look with boxy styling. It gained an optional four-speed automatic gearbox in 1983 and got its engine bumped in displacement from 1751cc to 1830cc to unlock 86 hp. More oomph was added in 1985 with the arrival of the Accord SEi and its fuel-injected engine pumping out 101 hp. Third Generation (1985-1989) Once again, the Accord received an increased footprint for its third iteration, which came along with a third body style in the form of a sleek coupe. It was mechanically superior to its predecessor, featuring a Honda-first double-wishbone suspension at both axles as well as a more aerodynamically friendly body. Honda increased the engine’s size furthermore, to a 2.0-liter unit with 98 hp on tap when carbureted or an optional 110 hp with fuel injection. Oh, did we mention it had pop-out headlights? Fourth Generation (1989-1993) With the risk of sounding like a broken record, the fourth-gen Accord was enlarged once more, fully qualifying for the midsize sedan status. Honda boosted the car’s practicality with the addition of a wagon that replaced the hatchback. A newly developed 2.2-liter engine was rated at a healthy 130 hp for the flagship EX model. There was even a sport mode for the four-speed automatic transmission, allowing the driver to choose gears manually. Sadly, it lost the nifty pop-out headlights. Fifth Generation (1993-1997) The fifth-gen Accord saw the addition of VTEC for the 2.2-liter engine and the sedan’s first V6, a 2.7-liter unit making 170 hp and 165 lb-ft (224 Nm). The versions equipped with the bigger engine had some design tweaks at the front to distinguish them from the four-pot models. Honda stretched the wheelbase for extra rear legroom and proposed a sportier design. Sixth Generation (1998-2002) No more wagon body style with the sixth-gen model, with only the coupe and sedan surviving. The two-door model was developed in North America and had a slightly shorter wheelbase than its four-door counterpart. Front airbags came as standard, with side airbags available at an additional cost. The base engine was a 2.3-liter with 135 hp, while an optional 3.0-liter V6 had 200 hp. Seventh Generation (2002-2008) For its seventh iteration, the Accord got more powerful engines across the range. Even the base four-cylinder unit now made 160 hp, while the 3.0-liter VTEC V6 pumped out 240 hp. Both got a little bit more power later in the life cycle when an electrified V6 was added with a combined output of 253 hp. The coupe allowed customers to order the V6 engine with a manual gearbox for the first time. Eighth Generation (2008-2012) Creating a greater visual differentiation between the sedan and coupe, Honda increased the Accord’s size yet again for the eighth generation. The V6 engine – now making 268 hp – was once again offered with a three-pedal setup. It was bumped to the fullsize car class by EPA, and spawned a hunchbacked Crosstour fastback for the 2010 model year for added practicality. The oddly shaped version was two inches wider than the sedan and added about 300 pounds (136 kilograms) of weight. Ninth Generation (2013-2017) Not necessarily a fully fledged next-generation car, the Accord Mk9 was more of a thorough refresh of its predecessor. The sedan gained a Sport variant with a standard six-speed manual and a little bit more power than the regular four-cylinder models, along with dual exhaust tips as well as bespoke wheels. Honda went back and forth with the hybrid version, which managed to get an EPA rating of 48 mpg thanks to its electrified four-cylinder engine. Tenth Generation (2017-Present) As for the current-generation Accord, the coupe has gone the way of the dodo together with the V6. The base 1.5-liter turbo engine is good for 192 hp while the larger 2.0-liter unit develops 252 hp, with a hybrid version also available with 212 hp. The electrified model does 48 mpg in the combined cycle. Even though it’s larger than the model it replaced, the tenth-generation model has shaved off 110 to 176 pounds (50 to 80 kilograms) depending on trim by making greater use of aluminum and ultra-high-strength steel.

Standard (Style, Ambition) Sportline PHEV Skoda has stretched the Kodiaq by 61 millimeters to achieve an overall length of 4, 758 mm while keeping the wheelbase intact, at 2,971 mm. Rather unusual for a new-generation vehicle, width has decreased by 18 mm to 1,864 mm while height is down by 17 mm compared to the model it replaces, now at 1,659 mm. Practicality is unmatched in this segment considering you now have 910 liters without lowering the rear seats in the two-row model, or 75 liters more than before. Fold them down and the capacity grows to a whopping 2,105 liters, which is 40 liters more than the first-generation Kodiaq. Opt for the seven-seat model and the cargo volume stands at 340 liters behind the third row, or 70 liters more than before. Fold the third row and you have 845 liters, an increase of 80 liters. The maximum cargo capacity of the three-row model has jumped by 30 liters to 2,035 liters. In addition, this seven-seat model also has an extra 15 mm of headroom for rearmost occupants. Motivation is provided by an array of combustion engines, starting with a 1.5 TSI gasoline unit benefitting from mild-hybrid technology. It runs on the Miller cycle and benefits from a variable geometry turbocharger. The engine produces 148 horsepower (110 kilowatts) and has an evolution of the VW Group’s active cylinder technology to shut off cylinders and save fuel when the extra power is not needed. For even greater efficiency, the powertrain supports brake energy recuperation and the SUV can get going with the gas engine turned off. If you need more punch, the bigger 2.0 TSI has 201 hp (150 kW) and comes with all-wheel drive whereas the 1.5 TSI is offered only with front-wheel drive. Those who still want a diesel engine can get a 2.0 TDI with 148 hp (110 kW) and FWD or 190 hp (142 kW) and AWD. Regardless of the one you pick, a seven-speed DSG routes power to the road.

The modernised Porsche crest: the evolution of an icon 01/06/2023 Brushed precious metal, three-dimensional honeycomb structure, refreshed crest animal and more subtle gold colour – on closer inspection, these are the differences between the modernised Porsche crest and its immediate predecessor. https://newsroom.porsche.com/en/2023/company/porsche-modernised-crest-evolution-of-an-icon-32504.html

Mr Kelvin, Mitsubishi Evolution X GSR He saw that most of his friends did their steering wheels with us, so he decided to place an order for his ride too. He visited our showroom. As he doesn't like our ready stock design, he was willing to wait for the custom order. Order was fulfilled and installation done. He will be back for more interior parts, stay tuned for the evolution of his evolution X! Mitsubishi Evolution X Carbon fiber steering wheel PM us for more info or WhatsApp us @ https://wa.me/6594293337 https://wa.me/6593293337 https://wa.me/6581143337 https://wa.me/6591413337 We are located @ 10 Kaki Bukit Road 2 #03-11 First East Centre S417868

Introducing the future of BMW: The Vision Neue Klasse. (No, it looked nothing like the Polestar 2 in real life) Introducing the future of BMW: The Vision Neue Klasse. "Neue Klasse," or "New Class," is a name synonymous with propellerheads the world over. Most of us know it as the series of historic BMW sedans and coupes that would eventually go on to spawn the iconic 2002. However, only the true BMW nerds (us included) know just how important the Neue Klasse cars were in saving BMW from the brink of bankruptcy and a hostile takeover by Daimler-Benz, who aimed to convert this little Bavarian factory into a manufacturer and supplier of car bodies for Mercedes-Benz. While BMW did build some stylish cars during the post-war era, they either lagged behind the times, such as the 502 sedan, or were simply prohibitively expensive to produce, like the 507 Roadster. The only cars that managed to keep the company afloat at the time were the Isetta and 700 Coupe. Facing financial ruin, Bayerische Motoren Werke was in dire straits, and things were about to take a turn for the worse. Enter Daimler-Benz. On the 9th of December in 1959, Daimler-Benz was on the verge of acquiring BMW, as the majority of the BMW board appeared ready to approve the takeover. However, in a last-minute twist, a handful of disgruntled shareholders, including Herbert Quandt, successfully adjourned the meeting. Interestingly, Quandt, who had initially supported the Daimler-Benz takeover, had concerns about the potential disruption it might cause in BMW's factories. Against the advice of BMW's bankers, he chose to increase his stake in the company and struck an agreement with the state of Bavaria, ultimately setting the stage for BMW's future success, including the development of the Neue Klasse, the iconic 2002, and the brand's rise to prominence. In short, the Neue Klasse platform and series of cars laid the foundation for the BMW we know and love today. With my little history lesson over, I think it is sufficient to say that the name 'Neue Klasse' is extremely important to BMW, perhaps, even sacred. So, for them to bring it back is significant on many levels. It's significant enough that it currently stands as the most expensive project they have ever embarked upon. As the next milestone in their Neue Klasse project, which commenced with the iVision Circular and continued with the iVision Dee, the Vision Neue Klasse offers us a very close glimpse into the design language and future technology of their next generation of vehicles. Stylistically departing from every other BMW currently on the market, the Vision Neue Klasse embodies characteristically BMW lines that are clean, sharp, and elegant. With its wide stance and streamlined surfaces, the Neue Klasse also seamlessly incorporates time-tested BMW design signatures, including the forward-angled shark-nose, kidney grilles, double headlight signatures, and the iconic Hofmeister kink. That extra graphical element of the side windows? It features an E-ink display that provides visual cues for various functionalities, such as proximity to the vehicle or door opening. "The design of the Neue Klasse is typically BMW and so progressive it looks like we skipped a model generation," says BMW's head of design, Adrian van Hooydonk. Having seen the car in the metal, we think he might be understating things a bit. Having laid eyes on the Vision Neue Klasse in person, I felt it exuded strong E30 vibes, accompanied by touches of the (love it to bits) 2002, E23, and Bertone's Garmisch concept from the 1970s. One can't help but wonder if this project was what prompted the resurrection of the Garmisch in 2019. (And, off the record, does anyone else catch honts of a Nissan Bluebird/Datsun 510?). Beneath this futuristic and almost monolithic design lies BMW's most advanced drivetrain yet – a fully electric system equipped with BMW's sixth-generation Drive technology. This promises a 25 per cent faster charging rate and a 30 per cent increase in range and efficiency. These improvements are achieved through major advancements in newly-developed battery cells, boasting a 20 per cent higher energy density compared to today's prismatic cells. To put it into perspective, consider the current BMW i4 eDrive40, which utilizes prismatic cells to offer a driving range of up to 590km. With a 30 per cent increase, that range would potentially increase to 767km, and a 25 per cent boost in charging speed could reduce the 10 to 80% charging time from 32 to 24 minutes. It's important to note that these figures are largely simplistic estimates, and with EV technology continually advancing, we'll have to wait for official figures to provide a more accurate picture. In the Vision Neue Klasse, the innovations go beyond power and drivetrains. Within the elegantly appointed yet minimalist cabin featuring seats and materials we feel are reminiscent of custom low-riders, you'll discover the most substantial evolution in how we interact with a BMW since the introduction of the Drive. BMW calls it Panoramic Vision. If the new Mini's circular display and revised UI represent a step up from the current cars, then this is a full-on leap. It utilizes a full-color, high-resolution heads-up display that spans the entire width of the widescreen. This provides both the driver and front passenger with the ability to interact with the displayed information, allowing them to use gesture control to move content between the angled, parallelogram-outlined central screen and the Panoramic Vision Display. Additionally, relocating most of the digital readouts to a heads-up projection unit offers the added benefit of freeing up the cabin's design, creating a cleaner and lighter atmosphere inside. While we absolutely adore it, we're somewhat sceptical that the stunning yellow interior and low-rider seats will make it into production in their current form. However, we've been informed that the technology elements are receiving strong emphasis. Circularity is as expected, a significant focal point when it comes to the Vision Neue Klasse. Production takes place at BMW's new cutting-edge, fossil fuel-free plant in Debrecen, and there's a concerted effort to incorporate a more extensive range of raw and secondary materials with reduced CO2 emissions. The Vision Neue Klasse is the future of BMW, and it's a vision of sheer beauty, please make a Coupe. * I hope you all like it as much as I did (as a current 2002 and ex-E30 owner).

Mitsubishi set to resurrect Lancer Evolution Source: https://www.motoring.com.au/mitsubishi-set-to-resurrect-lancer-evolution-119217/ Reborn Japanese hero to share its underpinnings with Renault Megane RS, according to fresh reports The Mitsubishi Lancer Evolution is set for a rebirth. British publication Autocar reports the cult-favourite Japanese sports car will be revived under the alliance between Mitsubishi and Renault. Continuing a rich history kicked off by the first-generation model in 1992, the Lancer Evolution XI is set to offer “supercar-beating acceleration together with the choice of either traditional four-door saloon or five-door hatchback bodystyles,” according to Autocar, which cites Japanese-based sources. The newcomer will reportedly share elements of its drivetrain with the next-generation Renault Megane RS, using a turbocharged 1.8-litre four-cylinder engine mated to a dual-clutch gearbox and an advanced Mitsubishi-developed S-AWC four-wheel drive system. Presently, the Megane RS engine makes 224kW and 420Nm in its most powerful Trophy-R trim similar outputs to the 226kW/414Nm Evolution X that was retired in 2015. However, the possible addition of electronic boosting in a 48V mild-hybrid system being developed for the Renault-Nissan-Mitsubishi alliance is likely to increase its reserves,” the article claims. The 11th generation of the four-wheel-drive Lancer Evolution has been conceived to sit on the CMF-C/D F4 platform developed within Renault-Nissan-Mitsubishi. The Evolution’s revival is reportedly part of Mitsubishi chairman Osamu Masuko’s plans to restore the Japanese car-maker’s famous performance status. Seventy-year-old Masuko is set to relinquish his position as Mitsubishi chief executive to Takao Kato. However, the Mitsubishi veteran will continue to lead the company in the position of chairman. Previous plans by Masuko to develop a successor to the Mitsubishi Lancer Evolution X were placed on hold following heavy losses at the company and its subsequent purchase by Nissan in 2016.

https://www.asiaone.com/singapore/burning-money-man-buys-second-hand-bmw-hes-forced-take-public-transport-every-day 'Like burning money': Man buys second-hand BMW but he's forced to take public transport every day This man took up a sizeable bank loan to pay for his first car, but it is now left idle at a carpark under his block. The defects on Tan Yong Chang's new purchase made travelling on the roads unsafe, which forced him to take a taxi to work every day. Speaking with AsiaOne on Monday (Dec 5), the 27-year-old, who is in the logistics business, lamented: "Having to pay for a car and not being able to use it, it's just like burning money." Tan shared that he placed a $500 deposit for a second-hand BMW E60 5 Series 523i with Evolution Motors Private Limited in August. During a test drive that same month, Tan noticed several problems with the car. These include defects on the vehicle's shock absorbers, engines, windows, and door locks. The defects were highlighted to Farhan Abdul Azis, the owner of the dealership, the customer said. "He promised that he will get them fixed before the handover of the vehicle." Car dealership boss 'gives excuses' Trusting Farhan at his word, Tan took up a bank loan in early September to pay for the $112,580 car. But when the man picked it up on Sept 29, he shared that he wasn't even given a working car key. "I had to change the key casing and duplicate one more," Tan said, adding that the defects were not rectified as promised and the car was not washed at all. Despite voicing his unhappiness to Farhan, the first-time car owner shared that the dealership boss kept attributing Covid-19, manpower and supplier issues to the delays in fixing the defects. Adding he has been given "excuses" for the past three months, Tan said: "I trusted Farhan since he's the boss of his company, but he ended up being worse than a salesman." Being in the logistics business, Tan shared that a car is "crucial" for his work commitments. This was the reason why he chose to drive the faulty vehicle around for months, he said, adding that it was fortunate that he didn't get into accidents on the road. Describing how the car would "shake" whenever he stepped on the gas, Tan said: "I went to the mechanic last Sunday (Dec 4) and I was shocked by how serious the defects were." At a loss of what to do next Even after lodging a police report on Nov 19, Tan shared that he is at a loss of what to do next. Adding that he has yet to receive an invoice from Evolution Motors, the customer said: "I don't know whether there will be a breach or whether I can claim [compensation] for the repairs. "I'm pretty much p***** off. If they can't fix the car, they should say so and not give excuses. Till date, I'm scared of repairing it on my own." Stuck with a faulty car for months, Tan is forced to take a taxi for deliveries and meetings – incurring additional expenses of up to $80 daily. While he has a van, the man shared that he is unable to park in multi-storey car parks since they have low ceilings. "I bought a car to save time, but it ended up being not safe to drive. The inconvenience is a big hassle," he lamented. AsiaOne has contacted Evolution Motors Private Limited for comment. In Singapore, the Lemon Law protects consumers against defects of goods purchased within six months here. This includes all goods purchased that are brand new or used, including cars.

Fans of WRX, hope this summary bring back some fond memories of those days you are driving one. The Subaru Impreza isn't the most exciting model when it stands on its own. However, the addition of three letters – WRX – or six – WRX STI – changes the game, quickly becoming a formidable performance machine that takes full advantage of Subaru's all-wheel-drive expertise. But the car we have today is a far departure from the Impreza that Subaru introduced nearly 20 years ago. 1st Generation (1992-2000) the first-generation Impreza WRX and WRX STI are some of the most desirable models today. The stripped-down RA version took things to the extreme with no A/C, anti-lock brakes, or horn. In 1994, Subaru introduced the WRX STI, which took the WRX and further upgraded it. 2nd Generation (2000-2007) The second-generation Impreza introduced the controversial "Bug Eye" design while increasing the model's dimensions. The "New Age" Impreza design saw the coupe body style disappear, but it was also the generation that saw the WRX arrive in the US for the first time in 2002. The polarizing styling would go through two revisions before the third-generation model's debut. 2nd Generation (2004 Facelift) The first facelift attempted to rework the front-end design, eliminating the round "Bug Eye" design only to replace it with what'd be dubbed the "Blob Eye" design, which was an improvement. The WRX model also got a tweaked suspension for improved handling while other small changes were made inside. The 2004 design previewed the next-gen redesign that'd arrive just two years later. 2nd Generation (2006 Facelift) The second facelift, pulling from the automaker's aviation heritage, introduced the automaker's new corporate face. It was a substantial refresh with new headlights, a new grille, and a new bumper. Subaru fans nicknamed it the "Hawkeye" design. The updated model also saw Subaru replace the WRX's 2.0-liter engine for a larger 2.5-liter one while tweaking the chassis and brakes. 3rd Generation (2007-2014) The third-generation Impreza further refined the car's design, growing in size again over the outgoing model – it was wider and longer than before. The third-gen also saw Subaru replace the wagon with a five-door hatchback variant. The new WRX was mostly unchanged, carrying over the previous-gen model's engine with a few other changes inside and out. 4th Generation (2014-Present) The fourth-gen WRX marked a shift for the automaker, removing the WRX and WRX STI models from under the Impreza brand in the US. However, it still shares an overall shape with its former stablemate, though it wears a unique front end and rear quarters. Subaru also introduced the turbocharged 2.0-liter FA20F engine with the WRX. The fifth-gen model is expected to arrive in 2021 or 2022.

WAITING FOR EXPERT TO REVIEW THIS REPORT https://zenodo.org/record/4028830#.X2AhlS2p3jA If cannot access, likely kenna DDOS.