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The Honest John website is one of the most popular online destinations for people looking for reviews before deciding on a new car (or used one) in the UK. Yesterday, they announced the winners of the 5th annual Honest John Awards., The winners were the most popular models with the website's two million users.
Ford won a number of awards this time with the Ford Mondeo winning both Car of the Year and Most Popular Large Family Car. The Fiesta was also crowned the Most Popular Small Hatchback category while the Transit Custom won the Most Popular Van title for the second consecutive year. Here is the full list of award winners:
Full list of award categories and winners:
Car Of The Year: Ford Mondeo
Most Popular Large Family Car: Ford Mondeo
Most Popular Van: Ford Transit Custom
Most Popular Small Hatchback: Ford Fiesta
Most Popular City Car: Hyundai i10
Most Popular SUV: Hyundai Santa Fe
Most Popular Large Executive Car: BMW 5 Series
Most Popular Performance Car: BMW i8
Most Popular Compact Executive Car: Mercedes-Benz C-Class
Guest post by Jason Clarke, vice president, sales and marketing, Crank Software
Technology in cars has been advancing at an impressive rate. From rich infotainment systems to intelligent digital instrument clusters, today’s automobile has evolved to become a cool reality that many of us only envisioned as a possibility a few years ago. But while the technology has changed, the driver has stayed the same. Drivers still need to get from point A to point B as efficiently and safely as possible, while perhaps listening to some favorite road trip tunes on the journey.
What has changed for drivers is the sheer volume of information that is available while behind the wheel. Today’s vehicle can tell you more than the fact that you are desperately in need of finding the nearest gas station. It’s smart enough to let you know when you are getting close to hitting the neighbor’s garbage can… again. It can alert you to traffic pattern changes, road hazards, inclement weather, your affinity to your lead foot, and to the fact that your spouse is texting you to remind you to pick up the dry cleaning. It can also effortlessly re-route you back to the dry cleaners after you realize you’ve forgotten, providing you with helpful turn-by-turn navigation in your instrument cluster.
That’s a lot of information. And it’s only a small slice of what’s available to today’s driver. The simplicity, reliability, and safety capabilities of platforms by QNX Software Systems make it a possible to have a wide range of technologies and features in a single vehicle, offering up an abundance of data for driver consumption.
So, how do we make this data useful for drivers? What do we need to consider when designing the UI for digital instrument clusters?
How much information does the driver REALLY need? Information should be helpful, not intrusive or distracting from the task at hand — driving. The point of having more data available to drivers isn’t to show it all at the same time. That’s visually noisy and complex. Complex isn’t better; context is better. Turn-by-turn information can be displayed in the instrument cluster, based on communication from the navigation system. Video of the car’s surroundings can be displayed when parking assist services are engaged. Advanced Driver Assistance Systems (ADAS) can present in the cluster alerts to immediate hazards and objects.
Using tools that support rapid prototyping of design scenarios empowers teams to deliver the best user experience possible, serving up only the most relevant information. Using Storyboard Suite from Crank Software, teams can quickly cycle through design prototypes and perform testing on real hardware, focusing on the needs of the driver.
How do we best visualize the data? It’s critical that drivers see and interpret displayed information as easily and quickly as possible. Clear visual representation of data is required, so it’s important to keep design considerations at the forefront in the development process. This is where the graphic designer comes in.
Crank Software’s Storyboard Suite allows the graphic designer to be integrated into the development process from concept to final HMI delivery, working in parallel with the engineers to ensure that fine details and subtle design nuances aren’t lost. With Storyboard Suite, designers don’t hand over a mockup to a developer to visually represent with code and then walk away. As the graphics change and evolve to satisfy usability requirements, the designer stays engaged throughout the entire process, helping to deliver a polished HMI.
Automotive cluster designed and developed with Crank Software Storyboard Suite, running on QNX Neutrino OS
Can we respond quickly to design change? Remaining focused on the usability of the end design is critical to ensuring the safest driving experience. Delivering a high-performance, user-centric HMI requires testing, design refinements, retesting, and even further changes. This isn’t a linear process. While iterative process is important, it’s often cost prohibitive because it can introduce lengthy redesign cycles. Storyboard Suite provides teams the functionality to prototype and iterate through designs easily, using features such as Photoshop Re-import to quickly evaluate design changes on hardware and shorten development cycles. In addition, support for collaboration enables teams to share design and development work, thereby reducing the load on individuals and further optimizing time and resources.
A faster development process coupled with a user-focused end design is the key to delivering a highly usable and safe digital instrument cluster to market on schedule and within budget.
A digital instrument cluster developed with Storyboard Suite will be on display at TU-Automotive Detroit in the QNX Software Systems booth, #C92, and the Crank Software booth, #C113. Check out a previous Crank Software and QNX Software Systems collaboration with a Storyboard Suite UI in a QNX technology concept car.
Jason Clarke has over 15 years of experience in the embedded industry, in roles that span development, sales, and marketing. Jason heads up Crank Software’s marketing and sales initiatives.
Guest post by Olli Laiho, director, product marketing, Rightware
Digitalization of the modern car is progressing at breakneck speed, with research showing that over 70% of cars will ship with a digital display in the cluster by 2017 (Automotive User Interfaces 2014, IHS Automotive, 2014). While digital user interfaces have long been available in the center stack of the vehicle, they are now quickly making their way into the heart of the car’s dashboard — the instrument cluster. However, the migration from traditional, physical instrumentation to the digital Human Machine Interface (HMI) is posing various challenges for auto manufacturers. Here are the top five challenges Rightware is seeing today.
1. Deliver a winning user experience With the digital cluster, auto manufacturers must deliver a user experience that makes consumers insist on having a digital cluster and makes them think they could never live without one. The car companies need to increase their investment in digital user experience design in order to provide consumers with a digital driving experience they’ll love.
User experience is all about... the user! With the help of target group research, auto manufacturers need to find the key use cases and features for different buyer profiles. While more senior buyers appreciate a digital design featuring traditional big gauges and needles combined with maps in the middle, millennials long for a cluster that connects them with their personal data at the right time, while having a modern look and feel with a real wow effect.
QNX Software Systems' technology concept car 2014 based on the Mercedes CLA 45, featuring a cluster created with Rightware Kanzi®
2. Find the right design-cost-performance combination In creating HMIs such as digital clusters, finding the right balance among design, cost, and performance becomes essential. It’s all about:
Design — Delivering a stunning user experience Cost — Minimizing software development, hardware, and maintenance costs Performance — Choosing the right OS, System-on-a-Chip (SoC), etc.
Automotive user interface designers need to learn to work with the capabilities of the hardware and software platform of the cluster in mind. Designers need to create user experiences that strengthen the auto manufacturer’s brand image while still being possible to implement with the chosen tool chain and hardware and software platforms.
Choosing the SoC that can deliver the best user experience at the best price is essential. While proper automotive SoC benchmarking tools are not yet available in the market, auto manufacturers need to invest in their own measurements and trials for finding the right cost/performance level of the SoC for their project.
QNX Software Systems' technology concept car 2015 based on the Maserati Quattroporte, showing system diagnostics in the cluster created with Rightware Kanzi
3. Reduce development time Consumers have become accustomed to having access to the latest technology and innovations on their mobile devices. That expectation has now extended to HMIs in the car.
To meet consumer expectations, the automotive industry must shorten the development time of new vehicles and determine how to provide compelling software upgrades during the car’s lifecycle. Digital clusters need to be designed for upgradeability from the ground up. Through upgrades, the cluster should provide the necessary access to new app platforms and innovations. Streamlining the software development process and choosing the right tool chain for HMI development is key to creating HMIs faster and with more valuable features. 4. Accelerate update cycles Consumers utilize their mobile devices daily and have learned to expect a constant update cycle that brings new features and enhancements to their device. This “update drug” has created a trend where the customer is waiting for the next update to their beloved devices — a customer that is always looking for more.
Until today, there have been few tangible software upgrades for a car during its lifetime. As an example, when you pick up your car from service, you’ll often see a line on the bill that says “software updates.” Leaving the garage, you can discern no difference in how the car behaves.
Auto manufacturers need a plan for providing consumers with constant software upgrades that give them value during the entire lifecycle of their vehicle. Upgrading the digital cluster doesn’t have to mean that it should look like next year’s model, but the upgrade should provide consumers with either features that add value or a clear, visual difference that they understand is an upgrade. Increasing the upgradeability of HMIs in the car will be a major opportunity for improving customer retention.
5. Establish design ownership As automotive devices evolve into the digital age, they will also transform the way auto manufacturers create designs for their customers. Unlike a mobile device, HMI design will be specific not only to the manufacturer’s brand, but also to that model. Digital screens will give automotive UI designers the flexibility to create unique designs, and they will need full control of the UI framework to be able to deliver these stunning user experiences.
Consumers are increasingly connected 24/7 to ecosystems from companies such as Google and Apple. Due to the increase in consumer demand, these technologies are also making their way into the car cockpit in various forms — from simple content integration (SMS, mail, media) to sandboxed but comprehensive solutions like Apple CarPlay and Android Auto.
Automotive companies must invest in creating branded digital user experiences that can rival and exceed any third-party designs in the vehicle. They should invest in a UI solution and operating system that can deliver the design as intended.
Audi Q7 Virtual Cockpit, running on QNX Neutrino OS, featuring a cluster created with Rightware Kanzi
Visit Rightware at TU-Automotive Detroit (booth #C115) to witness next-generation HMI demos built with Kanzi and a first chance to see a brand new Kanzi product. You’ll also find Rightware’s technology in the QNX booth (#C92).
Olli Laiho has been working in software development for over 15 years. An avid car enthusiast, Olli heads Rightware’s global marketing activities.
The Rightware Kanzi UI Solution and the QNX Neutrino OS can already be found together in several vehicles, including the Audi TT, Audi Q7, and the Audi R8. Rightware has created several digital clusters for QNX technology concept cars, including the 2014 Mercedes CLA 45 and the 2015 Maserati Quattroporte.
Since Summer 2011 job growth has generally outpaced population growth, adjusting for the retirement of the baby boomers. However, it's a small mountain that we need to climb, given the severity of the Great Recession. As a result, the economy remains several years away from normal levels – an optimistic projection shows we might be back to normal as early as summer 2017. More realistically, we're looking at late 2018 or early 2019, given headwinds to the economy. These include slowing global growth and a strong dollar, and the end of the oil boom, which is hurting investment faster than lower gasoline prices are adding to consumption. In any case, the economy remains 6 million jobs shy of where we need to be. That's reflected in many things, large and small. To give one example, I sit on the board of the local United Way of Rockbridge. We hear that local non-profits that attempt to meet emergency needs for utilities, food and rent see more rather than less need, with more working poor showing up than two years ago: jobs are failing to provide income sufficient to keep up with long-run needs.
Let me reiterate that the economy continues to improve, bit by bit. One indicator that I follow (which underlies the "normal job" level calculation) is the employment to population ratio. This avoids the challenge of counting discouraged workers, which over the past 8 years has swayed the unemployment rate in ways that make it a weak indicator of the job market. Now this participation rate likewise is imperfect as a measure, as it doesn't allow a distinction between part-time and full-time work, and one feature of the Great Recession was a large increase in those put on short hours. The BLS began collecting that data in 1994, and while it peaked at 6% during the depths of the recession, the current 4% rate remains higher than at any point during 1994-late 2008. The third graph provides that data for younger workers. Employment fell by 6% for prime-age workers during the Great Recession. Given noise in the data, it was unclear in spring 2013 that that rate had improved.
During the past two years, however, the share working has clearly been recovering, though it is still 3% below normal levels. The exception is among the young. Some 8% of those age 20-24 have yet to start their work-lives, relative to the stable rate prior to the Great Recession. While according to annual data from the BLS the majority of the difference appears to be accounted for by an increase of those in school, from 8-9% prior to the Great Recession to 13% in 2014. It's unclear to me as an economist what change in the economy would suddenly lead to education becoming more valuable. Instead, it's the opportunity cost that's changed: if (good) jobs aren't available, and in particular if career-oriented entry-level jobs aren't available, there's much less downside to remaining in school. (For those age 16-20 the shift is more dramatic: labor force participation among this group of young Americans fell from roughly 50% to 40%, which is a drop of 10 percentage points (or a 20% decline). Almost all of this appears offset by an increase in schooling. (See the table at the bottom.)
One component of slow growth is the lack of recovery in the housing sector. Now the rate of new housing starts shows a long-run decline, reflecting a decline in the birthrate, the aging of the population and a consequent decrease in the rate of new household formation. I've not tried to model that, and a quick search did not find any papers doing quite what I wanted. It is clear that household formation falls during recessions. For example, FT Alphaville notes the rise in children living with parents; there's no reason to think this is other than a response to the recession. (Kwan Ok Lee & Gary Painter (2013) "What happens to household formation in a recession? Journal of Urban Economics 76:1, 93-109 model this statistically.) What is clear is that housing starts remain very low and for the last year have shown no tendency to rise. So not only construction jobs but housing-related consumer durables suffer.
Will this component of our economy rebound, and offset the headwinds? Theory is unclear, as there are many margins of adjustment, tied to incomes of the young but also the age composition of the population, shifts in the nature of rental housing, and the price of owner-occupied housing. The empirical record is one of volatility. So there's no grounds that I can see for projecting change.
Finally, all this ties into interest rate policy. There's a 6 month lag between a change in interest rates and the start of the impact of higher rates on the economy, and the full impact is not felt for 12-18 months. If the economy will normalize in 24 months, then the Fed needs to start gradually raising interest rates later this year. Given the tendency of the Fed to move in increments of 25 basis points and FOMC meetings generating roughly 8 decision points per year, a 2016 start could lead to short-term rates of 2.5% by sometime in 2017. But if my analysis is accurate, we are still 3-4 years out, and there's no rush. Since it's easier to use monetary policy quell inflation than to spur growth, that reinforces the argument for delay: if you have to make a mistake, it's better to be too late than too early.
According to recent report, of all European brands sold in Malaysia in 2014, Volkswagen performed the best with sales of 8916 units. They were followed by BMW (7808 units) , Mercedes-Benz (7131 units), Peugeot (5498 units) and Volvo (with 1210 units).
Mercedes-Benz may very well overtake VW this year with the German automaker seeing record breaking sales of 967 units in the first quarter of this year (up 13%). This growth was largely due to the sales of the new locally-assembled E300 Blue TEC Hybrid (638 units) and the S400L Hybrid (270 units).
Building a head unit that needs to sync with smartphones, media players, memory cards, and USB sticks? With the QNX CAR Platform, you won’t be left to your own devices.
Paul Leroux
In previous posts, I discussed how the QNX CAR Platform for Infotainment is adept at juggling multiple concurrent tasks. For instance, it can perform 3D navigation, process voice signals, provide active noise control, display vehicle data, manage audio, run multiple application environments, and still deliver a fast, responsive user experience. If that’s not enough, it can also detect and play content from an array of media devices, including local drives, SD cards, and iPods, as well as Bluetooth, DLNA, and MTP devices.
When plugging a media device into a car’s head unit, most users expect immediate access to the device content; they also want to browse the content by metadata, such as genre, title, or artist. To present this content, the head unit must perform metadata synching. The question is, how can the head unit make the content instantly available, even when the media device contains thousands of files that may take many seconds or even minutes to fully synchronize?
To complicate matters, users often want to switch from one media source to another. For instance, a user listening to music stored on a DLNA device may ask the head unit to switch to an Internet radio station. From the user’s perspective, the switch should be fast, simple, and intuitive.
Handling device attachments (and
detachments) gracefully.
The head unit must also cope with the vagaries of user behavior. For instance, if the user yanks out a USB media stick during synching or playback, the system should recover gracefully; it should also provide appropriate feedback, such as displaying a menu that asks the user to choose from another media source. Likewise, if the user yanks out the media device and re-inserts it, the system shouldn’t get confused. Rather, it should simply resume synching content where it left off.
Handling scenarios like these is the job of the QNX CAR Platform’s multimedia architecture.
Architecture at a glance The multimedia architecture integrates several software components to automatically detect media devices, synchronize metadata with media databases, browse the contents of devices, and, of course, play audio and video files. Together, these components form three layers:
Human machine interface, or HMI
Multimedia components
OS services
Let’s look at each of these layers in turn, starting with the HMI.
At the top of the HMI layer, you’ll see the Media Player, a reference application that allows end-users to control media browsing and playback. Developers can customize this player or write their own player apps, using APIs provided by the QNX CAR Platform.
The Media Player comes in two flavors, HTML5 and Qt 5. To communicate with the architecture’s multimedia engine (mm-player), the HTML5 version uses the car.mediaplayer JavaScript API while the Qt version uses the QPlayer library. In addition to these interfaces, custom apps can use the multimedia engine’s C API. All three interfaces — car.mediaplayer, QPlayer, and C API — provide an abstraction layer that allows a media player app to:
retrieve a list of accessible media sources: local drives, USB storage devices, iPods, etc.
retrieve track metadata: artist name, album name, track title, etc.
start and stop playback
jump to a specific track
handle updates in playback state, media sources, and track position
The interfaces that provide access to these operations aren’t specific to any device type, so player apps can work with a wide variety of media hardware.
The media player can quickly access and display a variety of metadata (artist name, album name, track title, etc.) stored in a small-footprint SQL database.
Multimedia components layer If you look at the top of the multimedia components layer, you’ll see a box labeled mm-player; this is the architecture’s media browsing and playback engine. The mm-player does the dirty work of retrieving metadata, starting playback, jumping to a specific track, etc., which makes custom player apps easier to design. It also supports a large variety of media sources, including:
local drives
USB storage devices
Apple iPod devices
DLNA devices, including phones and media players
MTP devices, including PDAs and media players
devices paired through Bluetooth
To perform media operations requested by a client media player, mm-player works in concert with several lower-level components that help navigate media-store file systems, read metadata from media files, and manage media flows during playback. The components include a series of plugins (POSIX, AVRCP, DLNA, etc.) that interface with different device types. For instance, let’s say you insert an SD card. The POSIX plugin supports this type of device, so it will learn of the insertion and inform mm-player of the newly connected media source; it will also support any subsequent media operations on the SD card.
If you look again at the diagram, you’ll see several other components that provide services to mm-player. These include:
mm-detect — discovers media devices and initiates synchronization of metadata
mm-sync — synchronizes metadata from tracks and playlists on media devices into small-footprint SQL databases called QDB databases
mm-renderer — plays audio and video tracks, and reports playback state
io-audio — starts audio device drivers to enable the output of audio streams
OS services layer The lowest layer of the multimedia architecture includes device drivers and protocol stacks that, among other things, detect whether the user has inserted or removed any media device. The following diagram summarizes what happens when one of these services detects an insertion:
User inserts the device.
The corresponding driver or protocol stack informs device publishers of the insertion.
The publishers write the device information to Persistent Publish Subscribe (PPS) objects in a directory monitored by the mm-detect service. (Read my previous posts here and here to learn how QNX PPS messaging enables loosely coupled, easy-to-extend designs.)
To start synchronizing the device’s metadata, mm-detect loads the device’s QDB database into memory and passes the device’s mountpoint and database name to mm-sync.
mm-sync synchronizes the metadata of all media files on the device.
mm-sync uses media libraries to read file paths and other information from media tracks found on the device. It then copies the extracted metadata into the appropriate database tables and columns. Applications can then query the QDB database to obtain metadata information such as track title and album name.
These steps may describe how the architecture detects and synchronizes with devices, but they can't capture the efficiency of the architecture and how it can deliver a fast, responsive user experience. For that, I invite you to check out this video on the QNX CAR Platform. The section on multimedia synchronization starts at the 1:32 mark, but I encourage you to watch the whole thing to see how the platform performs multimedia operations while concurrently managing other tasks:
Media browsing and playback I’ve touched on how the multimedia architecture automatically detects and synchronizes devices. But of course, it does a lot more, including media browsing and media playback. To learn more about these features, visit the QNX CAR Platform documentation on the QNX website.
Previous posts in the QNX CAR Platform series:
A question of getting there — wherein I examine how the platform gives customers the flexibility to choose from a variety of navigation solutions
A question of architecture — wherein I discuss how the platform simplifies the challenge of integrating multiple disparate technologies, from graphics to silicon
A question of concurrency — wherein I address the a priori question: why does the auto industry need a platform like QNX CAR in the first place?
Guest post by Chris Giordano, director of global business and software support, DiSTI Corporation
Digital instrument clusters in automobiles are here and almost any aviator could tell you this change was coming. Since the 1970s pilots have benefited from the use of digital screens in the cockpit to depict and convey aircraft status information.
The technology came as a response to the growing number of elements that were competing for space within the cockpit and for the pilot’s attention. What was needed was a way to process the raw aircraft system and flight data into an easy-to-understand picture of the aircraft’s situation: position, orientation, altitude, speed. Engineers at NASA Langley Research Center teamed with industry partners to develop the display concepts that would become the foundation of today’s primary flight displays (PFD).
Notional example of a primary flight display
By the early 1980s, as software continued to replace the functionality found in hardware components, certification had become more complicated. Potential flaws could be prevalent in both the hardware and the software. To alleviate this problem, standards for software development for aircraft systems emerged. In the U.S., DO-178 became the standard and the Europeans ratified the ED-12 equivalent. These standards not only took a logical assessment and validation of the input and output of a system, but dove further into the development cycle to prove that procedures were in place to prevent and minimize risk of a system failure. As a result, whenever a passenger walks down the jetway and onto their flight, these software standards help ensure they arrive safely.
In the past decade the automotive industry has progressed through a similar expansion in software use. Today, electronics and software drive 90% of all innovation. Electronics and software also determine up to 40% of the vehicle’s development costs. Anywhere from 50% to 70% of the development costs for an Electronic Control Unit (ECU) are related to software (Challenges in Automotive Software Engineering, Manfred Broy, Institut für Informatik Technische Universität München, 2006). New vehicles are monitoring complex engines, providing route guidance, communicating with other networks, avoiding accidents, and serving up media. Each new feature adds to system complexity, furthering the need to use software development best practices in order to avoid a big bowl of spaghetti code.
Notional example of an advanced instrument cluster start-up system check
The need for safety becomes more prevalent in the embedded system software as graphics-based instrument clusters continue to replace traditional analog-based gauge clusters. Enter the ISO 26262 standard for functional safety of electrical and electronic components in production passenger vehicles. Formally released in November 2011, the standard establishes the state-of-the-art for the automotive industry and assures the functional safety of these systems.
By using the QNX Neutrino OS and the DiSTI GL Studio toolkit, a development team can reduce the time and effort required to certify their solution to the automotive ISO 26262 functional safety standard up to Automotive Safety Integrity Level D (ASIL D), the highest classification of safety criticality defined by the ISO 26262 standard. This compliance allows automakers and Tier 1s to use this solution to meet safety certification requirements within the scope they choose.
This QNX Neutrino OS and DiSTI GL Studio solution will be on display at this year’s TU-Automotive Detroit. Check it out in the QNX booth, #C92 and the DiSTI booth, #A21.
Chris Giordano has been developing and supporting commercial HMI software for over 16 years and has been the lead engineer or program manager for 58 different visual programs at The DiSTI Corporation. Currently, Chris manages DiSTI’s Global Business and Software Support and is the program manager for several automotive OEM and Tier 1 supplier companies that utilize DiSTI’s GL Studio for their HMI development efforts. Chris worked very closely with the team at DiSTI that took GL Studio through the ISO 26262 certification process.
If vehicles were purely practical devices to get from point A to point B then car enthusiasts would not exist. Colors? – everything would be gray, easier than white but cooler and less prone to showing dirt than black. Acceleration? – why? Comfort, yes, critical for the commuter, and autonomous cruise control would be part of every vehicle, overriding any attempt at aggressive driving while eliminating rear-end collisions. Perhaps seats could be customized for those unusually tall or short, or for the minority with trim physiques. Sizes, well, there surely would need to be a range, from 2-seat commuters to soccer mom SUVs. And cost! – without superfluous variety, engineering and tooling would be spread across production runs of a few million, while advertising would be unnecessary. There'd be no need to maintain much inventory in the system, either -- in contrast to the 60+ days of inventory in the system today, and the megadealer with 300 vehicles on their and hundreds more off-site. Repairs would be cheaper, and so would insurance, so depreciation aside, the cost of ownership would be lower. Used cars would likewise be a commodity, carrying a minimal markup, and easy to sell.
Linked from the Lamborghini Museum web site
Think VW Beetle, and the underlying vision of a "Volkswagen", a People's Car or Kokumin-sha / Guomin-che (国民車) that bureaucrats in China or India or Japan or Russia made the focus of their industrial policy. Fortunately (?!) for consumers, in the long run these bureaucrats failed to get their way, while in Germany Fordwerke and Opel [and later BMW and Mercedes] provided alternatives. In the US you have perhaps 600 new models to choose from, and even more in China. Europe is surely similar.
The reality is that "our" motor is a status symbol, a statement of personality, a consumption good independent of its value as transport. Indeed, this is central to the industry's business model: profits depend on it.
So let's contemplate the opposite end from that of quotidian transport, a vehicle as a pure status symbol, a la Thorstein Veblen.
Think Lamborghini.Note What matters isn't the vehicle itself, but that you have one.
First, such a vehicle has to be visually distinctive. That doesn't mean pretty. The Prius succeeded in the US because of its cult status, not because of its value proposition, as its fuel efficiency is far short of what would be required to justify its price. But to gain that status, you had to know what it was, and it was ugly. To reiterate: being ugly was absolutely critical to its success. No one copied the styling. No one wanted to! But while Toyota later offered other hybrids, at markups lower than that for the Prius, those were all versions of existing models indistinguishable from the plain gas version. None sold. Supercars are even more visibly distinctive. By happenstance, and unlike the Prius, some of them are also beautiful.
Second, as a pure status good a vehicle has to have exclusivity. That means price. A Prius is partly an affirmative purchase, commensurate with the self-image of a Yuppie with a social conscious, owned by many with similar affinities. Toyota can and does charge a premium: it sells mainly the loaded trim Levels IV & V, in contrast to the subtle message that it's an economical vehicle, not an extravagance. So it's not exclusive, though also not what a sensible person on a tight budget would purchase. There's no doubt though that a Lambo is a wildly expensive, in-your-face, I-can-afford-it drive.
Third, it helps if the status good at hand is, well, not very good. Let's face it: a Lambo is impractical, verging on useless. It's small, noisy, uncomfortable, and requires a modicum of attention to what you're doing. Texting while driving??? - no way. It's not good for a quick shopping trip, not good for a long drive, and (if you have performance tires) not good in inclement weather. Let's not even think about insurance and maintenance, because it's a statement that you have the wherewithal to own an expensive vehicle that sits in a garage 99+% of the time, with something else as your daily drive. A supercar wouldn't have the same cachet if the designers made compromises – a bit of soundproofing? – to make it a practical vehicle.
So to what extent is your drive visibly distinctive, overpriced and impractical? Surely almost every vehicle has a bit of that, including the '88 Chevy truck that sits in my drive for a week or more between uses, but lets me blend better in my neck of the woods even though I don't have it up on blocks. [OK, for two months I lent it as a daily work vehicle to a friend who is a contractor…it isn't a practical vehicle for me.]. We – even I – care about status. We also care about having consumer products that fit our self-image, and that fit our neighborhood. Both, of course, are obvious sub-texts in car ads.
A Lambo, though, is pure conspicuous consumption.
Note: I would have used a Porsche 911 as an example, except that, while acknowledging how impractical it is, it's the daily drive of one former student.
A couple of months back I wrote about "Rejuvenating an old car - repairs on a Proton Wira 1.3 M". Well, I was having a chat with some of my friends, discussing the pros and cons of repairing and modifying old cars over buying new ones.
I feel that Malaysians in general take good care of their cars but once they pass a certain number of years, apart from irregular service, they kind of stop replacing worn out parts, there are dents and scratches everywhere, rust in various parts are left untreated, their headlight turn yellow with age, the bumpers are nearly falling off and the you tend to hit the speed bumps whenever you go over them as the shock absorbers are way past their due date.
The dilemma facing a lot of owners of old cars is that you do not want to repair/ replace the parts as "it is an old car" and you are thinking of upgrading to a newer car. But you continue driving the same car until one day, the bumper falls off or worse, breaks down in the middle of the highway. A friend was telling us that it would cost thousands to repair/replace everything in his old car which set me thinking: How much modifications/ improvements can you do on your car with just RM1000?
I was lucky I had the ideal car for this project - my dad's old Proton Wira Aeroback. Based on the Mitsubishi Lancer platform, this car is a favourite among car modification enthusiasts in Malaysia, mainly because of the wide range of accessories and aftermarket parts available and of course the affordability.
The car is still running beautifully without any major issues. As mentioned in my previous post, the timing belt had been changed last year and I recently had the shock absorbers and a few other parts changed. However, it was clear that the car had seen better days. The paint is pealing off on the rear bumper, the Proton logo in the front has also fallen off.
Of course I have to clarify that all the mods I plan to do are mostly remedial and/or aesthetic. I do not plan to do anything related to performance enhancement or the engine. I also plan to do most of the work myself whenever I can to reduce the cost and keep under the budget.
First of all, I had to think about all the parts which were essential. So I went about replacing the old wipers. I bought Genuine Bosch (BE17+BE20) Proton Wira ECO Wiper Blades for RM54 on Lazada. This is one of the things that we can do ourselves and do not need to go to a workshop for. This is not my first time and I had the new wipers on in a couple of minutes.
Next I sent the car off to painting specialist M. Spray Work in Taman Mayang Jaya and got the rear bumper painted. The big ugly patch on the bumper was really lowering the image of the car. That cost me RM200, which took a big chunk out of my small budget. However, Mr. Tan did a really good job and the bumper looks as good as new.
Before
After
Sometime back I had read an article on car soundproofing kits which helped to reduce vibrations and noise in the car. After a bit of searching online, I found a seller -Fsmotoersport on Lelong.com.my, selling soundproofing kits for Proton Wira cars. It cost me RM40 for the custom made bonnet soundproofing kit and it finally arrived day before yesterday. The pieces were custom cut to fit the spaces on the car bonnet and the experience was like doing a jigsaw puzzle as I had to figure out which piece went where. There was no need to use glue as the pieces were self adhesive with easy peel away backing and it was all done in less than half an hour. I was quite unsure whether it would work but was quite happy after driving around our neighbourhood. There is a noticeable reduction in the engine noise.
before
After
Of course, I also had to get a new emblem/logo to go on the front grill. The font looks quite plain without the logo. I initially thought of replacing it with the original "old" Proton logo - the one with a star and crescent moon but then while going through Lelong.com.my, found someone selling the new Proton Tiger logo/ emblem. Though it is meant for the Proton Iswara, I think it will fit perfectly on the Wira as well. It cost me RM19.90 and I am waiting for it to arrive.
All together I have now used a total of RM313.90 which leaves me with RM686.10 for other improvements.
