Chevrolet Equinox Fuel Cell: An Olympic-calibre vehicle!

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March 24, 2010

By Alain Morin

During the 2010 Olympic and Paralympic Games, people from around the world came together in beautiful Vancouver to celebrate culture and sport – and yes, even cars. 

Respecting the pure spirit of the Games – and of course taking advantage of the world spotlight – several automobile manufacturers brought their hybrid vehicles to Vancouver. And believe it or not, the one that stood out the most was General Motors! As an official sponsor of the event, the ever-giant company from Detroit rolled in no less than 4,600 vehicles to transport athletes, dignitaries and organizers from one site to another.

Among these 4,600 vehicles were eight Chevrolet Equinox Fuel Cells, which run on hydrogen. And, you guessed it, the Car Guide team even got the chance to drive one of these very unique SUVs.

An entirely different podium
The first thing you need to know about this vehicle is that it sits at the crossroads of two different paths, particularly when it comes to its energy source. For 100-odd years, gasoline has been the car industry’s fuel of choice. But with clean energy being the order of the day (and with gas being far from clean), new directions must be explored.

Currently, several intensive studies are underway examining different alternative fuel types. And yet, a good 97% of the world’s cars still run on fossil fuels (gasoline, diesel, natural gas). Every new option seems like the perfect solution – until we realize it simply shifts the problem elsewhere. For example, it wasn’t so long ago that biofuel made from ethanol and corn looked like a sure bet, but since then we’ve come to realize that its use has serious repercussions on corn crops and, consequently, the survival of different human populations.

Among the other probable solutions is hydrogen (which goes by the H symbol), though there are several kinks left to work out before it can be widely distributed. I’ll come back to that point later. But to run a vehicle on hydrogen, you need three elements that, when combined, will create a chemical reaction. They are: a fuel cell, hydrogen and oxygen. The hydrogen and oxygen combine in the fuel cell, which contains anodes, cathodes, and, between them, two catalysers separated by a plastic membrane called the Proton Exchange Membrane. Then a chemical reaction is produced and electricity is created. The product of this reaction, other than electricity, is water, which is expelled via a system that is quite a bit like a regular exhaust. The energy created is sent to the electric engine, which relays the power to the front wheels (the Hydrogen Equinox is not available in AWD, unlike its gas-powered counterpart). 

In February 2008, we were given the opportunity to visit the plant located in Oshawa Ontario where the Equinox Fuel Cell vehicles were being assembled (they’re still made there). We learned that the engineers had taken a Chevrolet Equinox from the previous year (two years ago, that was the current model), taken out the engine, transmission, exhaust and a good portion of the rear chassis. Before installing the new material, they had to make considerable modifications to the underbelly of the vehicle so that, later in the process, there would be enough room to add the carbon-fibre fuel tanks. Then they installed the drivetrain, the NiMH hydride battery pack (1.8 kWh), the tanks holding up to 4.2 kg of hydrogen gas, and the computer system that manages it all.

So, it was during a brief test drive in Stanley Park that we were able to drive one of these hydrogen-powered Equinoxes (if you can call it driving...). I won’t say much about the way it handles, since it really felt like driving... an SUV, pure and simple! And since it didn’t have a gas engine, it was a little like driving a hybrid or electric vehicle.

However, the different systems that control the hydrogen section are louder than an electric engine. This is particularly noticeable when you turn the key to stop the engine. First, any humidity is expulsed to ensure that no condensation remains in the ducts and causes rust. There’s even an audible "poosh" sound as the vapour is released from slits in the bumper. Replacing a regular exhaust, these vertical slits add a certain style to the vehicle. Then you hear a sort of "click-click-click" coming from under the hood for about 30 seconds. It’s the hydrogen injectors going off. If the Equinox ever hits the market with its hydrogen system, most of these sounds will be eliminated. But since these were just prototypes, they were no big deal. 

A problem with supply?
During the Olympics, there were only two hydrogen pumps to supply all eight Equinox Fuel Cells. And since each fully fuelled vehicle was good for about 300 km, they had to stop by the pump at least twice a day. For security reasons (hydrogen is not handled the same way gas is), each pump had to be calibrated by GM. When filling up with hydrogen, the interior temperature of the tanks rises very quickly. An onboard computer and another one inside the pump "communicate" and slow down the flow if the temperature gets too high. And once the pressure inside the tanks reaches 10,000 lbs/square inch, it stops altogether. That said, the tanks can handle up to 40,000 lbs/square inch, but GM is leaving itself a very big margin. Incidentally, each tank has an ultra-resistant envelope that is at least an inch (25 mm) thick.

Since the Equinox Fuel Cell project began, 115 of these vehicles have been built. Aside from the units that made their way to the Vancouver Olympics, most of these Equinoxes have been tested by consumers in New York, Washington D.C. and southern California. Together they’ve accumulated some 1.7 million kilometres. What’s more, according to GM, they’ve already saved some 189,000 litres of gas.

Still short of perfection…
Despite this idyllic scenario, hydrogen technology has yet to win everyone over. Many experts have pointed to the huge hydrogen storage and distribution challenges. To keep the eight Equinoxes running in Vancouver (the city also has hydrogen buses, but they’re not part of the GM fleet), this precious gas has to be trucked in from Trois-Rivières, Quebec! It should also be noted that 96% of the hydrogen is produced using fossil fuels, according to a February 24, 2010 report in La Presse. To create the hydrogen, a water molecule (H20) has to be separated into two hydrogen molecules and one oxygen molecule, a process that requires a lot of energy – energy that is supplied by fossil fuels. In short, hydrogen vehicles may have excellent environmental prospects, but almost as much pollution is generated to get them going.

Despite these drawbacks, hydrogen vehicles may well hit the market one day, provided that the hydrogen transformation and infrastructure problems are resolved first. Until then, we’ve still got the good ol’ hybrids!

Rally to mark fifth anniversary of Longbridge plant closure.

THE talents of Birmingham’s car making industry are to be honoured at a Pride of Longbridge rally marking the fifth anniversary of the MG Rover’s collapse.

Around 6,500 workers lost their jobs when the firm fell in April 2005 after clocking up debts of around £1.3 billion.

The company had been run by John Towers’ Phoenix consortium following the purchase from BMW in May 2000 for a symbolic £10.

But the Towers era saw the firm annually lose tens of millions of pounds and a string of failed projects, including abortive joint ventures with the likes of the Shanghai Automotive Industry Corporation, China Brilliance and Proton.

Yet the talented car makers at the plant produced some of the most sought-after motors of our time, and revolutionised our lives.

Now the Austin Federation is looking to mark their successes with a display of some of the famous brands opposite the former plant at this year’s rally.

Famous makes created between 1905 and 2005, such as the Vanden Plas, Morris, MGBs, Wolseley, Riley, Honda, MG and of course the Austin brand, will be on show.

John Lakey, from the Federation, added: “No other car maker produced iconic, egalitarian cars that motorised the masses and revolutionised the very idea of what a car could be, twice, in 1922 and 1959.

“The Pride of Longbridge rally is a celebration of those great achievements and a chance for the community to gather alongside the plant and enjoy the vehicles they and their ancestors created.

“Come and join us if you have a vehicle with a Longbridge connection (remember the factory built engines for cars as diverse as MGBs and Jensen 541s) and be part of an event that is as much a pilgrimage as a car rally.”

Car modding in Singapore hits a road bump

It's not so Fast and Furious on the streets of Singapore, but there are still "modders" who will do anything to get some street cred.

There goes the "Bao Pass Scheme" for vehicle inspections, said my buddy, Ryan, when I told him that the Corrupt Practices Investigation Bureau (CPIB) had begun a probe on vehicle inspectors for bribery.

"Bao Pass" means "Sure to Pass Inspection".

According to news reports, the vehicle inspectors were suspected of closing one eye (and sometimes even both) to illegally modified cars.

Car modification is very popular here, despite the almost draconian laws we have in Singapore against any kind of Boy Racer mods. I believe the popularity of modding one's car comes from the sheer price of cars here. I mean, if you paid what is the GDP of a small Third World country for your ride, wouldn't you want to customize it to your tastes? After all, you are going to be paying off that car loan for the next seven to 10 years of your life. What's a few thousand more dollars for a bad-boy exhaust or tinted windows, right?

But this is Singapore and we have rules and rules must be followed or the sky will fall and the space-time continuum will rupture, thereby unleashing anti-matter that will consume our very souls.

I laugh at the things I used to do to my car, when I owned one. Sport rims, spoilers, exhausts big enough to stuff a small animal into... all the fun stuff a young man spends his hard-earned money on.

I remember my army mates telling me about their cars. One chap had a Daihatsu Charade or Toyota Starlet, I can't remember which, and the engine was upgraded from a 1.3 liter model to a 1.5 liter one. I asked him how it passed inspection and he laughed, saying his mechanic would swap out the illegal engine with the correct one before its once-a-year inspection.

In Malaysia, things seem somewhat looser. I knew of a relative who was driving a Malaysia Jaguar with a Honda Accord engine inside.

Proton cars are often heavily modified there. Proton Wiras, for instance, are often fitted with Mitsubishi Evo III, or even IV and V, engines.

I doubt if many modders consider whether their car chassis can take the additional stresses from a more powerful engine. I bet they forget about the brakes too. 'As long as my car can fly like a bullet, I'll worry about whether I can stop later,' seems to be the thinking.

I wonder how Singapore's cops cottoned on to the shenanigans of the vehicle inspections. Maybe they started spotting too many Subaru WRXs with gigantic exhaust pipes that looked illegal but the owners still managed to present an inspection certificate that says it is an approved exhaust pipe.

"Mister, are you sure this exhaust pipe is legal?" a cop may have asked. 

"Of course, officer! I got cert! See?" the driver may have cheerfully waved.

"I have never heard of a Subeeru exhaust pipe brand though."

"Oh, that is their subsidiary! My car is a special edition Subeeru WXY!"

In the old days, any kind of exhaust pipe modification was illegal. Things were simpler. A cop saw your oversized exhaust (or he heard it first) and it was an immediate fine. You had to pay to get it replaced with the original part, and you had to pay to send it for re-inspection too.

These days, things are more complicated. Some aftermarket upgrades are allowed, as long as they are on the approved list, and not every police officer can tell if that exhaust pipe is kosher or not, unless he is also a car enthusiast. 

Also, in the old days, tinting of windows was not allowed. Then people pointed out that having these fancy films on car windows could cut down on heat coming in, and reduce the car's air-conditioner consumption. To save the earth, tinting was thus allowed, as long as the rear windscreen and windows allowed at least 25% of light to come through, and for the front windscreen and windows, 70%.

Many car owners interpreted this as "I can tint the windows as dark as humanly possible" and soon, cars with black windows could be seen on the roads (some with curtains too, for added, ahem, privacy). One guy interviewed by the papers said darker windows made his black car look nicer. Completely transparent windows spoiled the look, he said, while admitting in the same breath that it did kind of hamper his ability to see clearly at night. It just took him a few nights to get used to driving in the dark. 

It is almost Darwinian, this train of thought.

Perhaps drivers of such cars can hang a sign outside their vehicles just after their tinted window upgrade: "Driver may not be able to see you for the next few nights". That way pedestrians can know to stay away.

I am told that tinted windows were not allowed in Hong Kong in the past, for different reasons. Police officers would not be able to tell if they were approaching a dark-windowed car filled with Secret Society gangsters armed to the teeth.

I am sure that after this vehicle inspector corruption probe, Singapore roads will see fewer cars with spoilers that look like they came from the wings of a Boeing 747 or headlamps bright enough to melt glass.

Maybe drivers of illegally modified Singaporean cars can consider parking their cars across the Causeway. They can hang out with the Brudderhood of Modified Protons, Malaysia Chapter.

Better be careful, their 300bhp Proton "Evo III"s may kick your asses. Just don't challenge them to stopping.

Editor's Note: Say What? with Singapore's mrbrown is a regular CNNGo column by Singapore blogger, mrbrown. The self-declared "accidental author" of the hugely popular mrbrown.com website, he's been documenting and commenting on the dysfunctional side of Singapore life since 1997. Visit his website at www.mrbrown.com.

Chrysler's new Pentastar V6 arrives… finally

As far as I know there have been three auto-related projects with the name ‘Phoenix’ so far. First and most important to us Malaysians is of course, Proton’s new engine range which will include a turbocharged variant. And then we have Mitsubishi’s Project Phoenix which was supposed to be a detailed plan to close Mitsubishi’s last plant in Australia. And then of course we have Chrysler’s Phoenix engine, now officially known as the Pentastar V6. Quite a popular name isn’t it? But none of these auto projects have anything to do with each other, especially Proton’s and Chrysler’s.

Chrysler claims the new Pentastar V6 is the most advanced V-6 engine in the company’s history, but is that really surprising considering pushrod V6 engines are still in use in the company’s fleet? It will replace as many as 7 current Chrysler V6 engines used in the group’s cars. The first application of this engine will be in the all-new Jeep Grand Cherokee, due out Q2 this year. More variants with better tech like Fiat Multi-Air, direct injection and turbocharging will come later in order for it to replace larger engines.

But for now what we have is a 3.6 liter normally aspirated V6 which makes 290 horsepower at 6,350rpm and 353Nm of torque at 4,300rpm, which represents an increase of 38 percent in horsepower and 11 percent in torque over its predecessor while providing an 11 percent fuel economy improvement.

It’s a twin cam engine with a high-pressure die-cast aluminum cylinder block in a 60-degree configuration and a redline of 7,200rpm. 90% of its peak torque (over 300Nm) is available between 1,800 to 6,350 rpm, which is pretty good and it’s also E85 flexfuel capable. This engine will also be used by larger Alfa Romeos and Lancias.

How Lotus F1 can win the Malaysian Grand Prix

MARCH 23 — As season openers go, Bahrain GP turned out to be the biggest yawn in recent F1 memory.[1]

A snoozefest in the baking hot Arabian desert, it was so spectacularly boring that even the camels performed synchronised spitting in protest.

On my part, I managed to grow a beard, knit a sweater and negotiated a cease-fire in the Middle East while watching the race.[2]

F1 is in danger becoming mind-numbingly pedestrian affair this season, rather than the pinnacle of motorsports that it is.

But that is for Bernie Ecclestone to figure out with a little help from his friends. My focus and main concern is the pace — or rather, the lack of it — of our very own Malaysian team, Lotus F1 Racing.

The team qualified five seconds off the pace and the race wasn’t much better, although the team insisted that they were happy to have reached their target as Kovalainen and Trulli finished the race in 15th and 17th positions respectively.[3]

Not exactly something to write home about but rather bizzarely, it was enough to prompt a celebration, and the team popped the bubbly in Sakhir.

I hate to spoil all the warm and fuzzy feeling but before we go all cigar-and-confetti, it should be noted that this is F1 and completing a race is the minimum expected from competing teams.

As Lord Browne of Madingley [4] famously observed,[5] there is a huge difference between blind optimism and denial, and positive PR spin cannot obscure the yawning chasm between Lotus and the front-runners.[6]

I admit that I am not particularly enamoured or impressed by the Lotus F1 venture. Having said that, I’d like to think that I am as patriotic as the next person, so I suppose I should help by coming up with some ideas which can help Lotus F1 team to boost its chances.

I have come up with a cunning plan to improve Lotus F1 performance and spare everyone from further embarrassment.

In fact, the strategies that I am going to outline below will allow the new incarnation of Team Lotus — which is a private venture and not using taxpayers’ money — will score its maiden victory at Sepang Circuit on April 4th, 2010.

This should give Lotus F1 — which is a private venture and not using taxpayers’ money — some semblance of respectability and silence the critics.

My humble suggestions are as follows:

Road blocks

Setting up road blocks is a skill that our authorities have perfected on Malaysian roads not only during festive seasons and musim-musim perayaan (Ops Sikap et al), but also during normal peak hours. If we can put this obstacle in place at Sepang Circuit, then it will be a more effective way to slow down the cars than, say, building more chicanes. This will allow Lotus Racing to catch up and — dare I say it — overtake the rest of the grid. First win of the season, here we come, baby!

Pot holes

Mr Ecclestone did mention last season that our Sepang facility looked a bit tired and shabby. Although we have the budget to spruce up the track,[7] don’t spend the money just yet and don’t fix the potholes.[8] Once the race starts, bring out our JKR guys and this should trigger a Safety Car [9] situation. Behind the pace car, everyone will travel at more or less the same pace, so we won’t be 5-6 seconds off the pace anymore. Problem solved.

Tolls

We can install temporary toll booths at the entry and exit of the pit lane. Teams will be asked to pay cash and you can imagine the stunning spectacle of Fernando Alonso fumbling over foreign coins to pay the right amount of toll charges, and cars queuing for their turn. For Lotus, of course we will equip the car with a state-of-the-art technology called “Smart TAG.” I know it doesn’t always work [10] but it is certainly faster. This should allow Lotus to gain a few precious seconds against its rivals.

The benefit of this intervention is limited because of the no- refuelling rule and most teams will probably make only one pit stop to change their tyres during the whole race. Therefore, we should consider introducing mandatory toll charges every 10 or 15 laps.

Strategic placements of sign boards

If you are driving at Sepang Circuit, you will see two types of signboards along the 5.543km track viz. (a) the advertisement by sponsors, and (b) the 200-100-50 signages which indicate the distance to the next turn and, by extension, your braking point.[11] I would suggest that we replace these signboards with the confusing ones we normally have on our roads in Klang Valley. For instance, we know that if we were to follow a signboard that says ‘Damansara’, we either promptly end up in Hulu Langat or arrive in Damansara three days later.

We should install something similar at Sepang Circuit to confuse the drivers and they will probably end up in Dengkil or Senawang instead of finishing the race. Alternatively, we can also replace the advertising boards with photos of grinning politicians wishing the rakyat Selamat Hari Raya/Gong Xi Fa Cai/Happy Deepavali.

Teams to use different fuels

We should insist on using RON97 for Lotus F1 and RON95 for the rest of the grid. If we believe half of the things that the self-proclaimed motorheads in Malaysia are saying about how RON97’s extra oomph and vroom, then Lotus F1 has a good chance of outpacing its rivals.

And just to spite everyone, RON97 will be available to Lotus F1 at the current subsidised rate of RM 2.05 while the subsidy elements in RON95 pricing will be removed completely. Now, THAT will hurt them financially.

Compulsory road tax for F1 cars

The teams must now apply for a special road tax, and we must make them believe that it’s easy to apply for one. All they have to do is go online, click a few icons, and Nor Fazura will miraculously appear infront of them, bearing the proper documentations. In reality, we will of course frustrate them by making them work through the bureaucracy juggernaught.

Imagine having team representatives ambil nombor and queueing, while the officers in charge disappear for their 3rd mid-morning teh tarik and return hours later to inform everyone that ‘fail hilang’. One more distraction for the teams [12] and I can already imagine Luca di Montezemolo [13] fuming over this matter.

Change the food in the paddock

Say goodbye to pasta and all the healthy options, and say hello to nasi lemak, nasi kandar, mee goreng mamak, chee chong fun and ewe char koay. And of course, the invigorating and all-pervasive teh tarik. It will upset the diet of their drivers and they will not be able to perform at their optimum level.

Expect some comic moments as the likes of Vettel, Alonso and Hamilton dashing for the toilets just before the race, no thanks to nasi kerabu with budu. That would make for excellent TV – a perfect antidote the somewhat boring race we’ve seen so far.[14] Trulli and Kovalainen on the other hand will have no such problem because they are Lotus drivers and Lotus is a Malaysian team (not British, mind). They both would have been properly conditioned by now and can withstand the rigours of nasi kandar ayam madu kuah campur and a helping (or two) of teh tarik.

Teams to travel on Air Asia

This is part of our two-pronged strategy (see also ‘Hotels’ below) to make it difficult for all teams right from the start. Seduce them with cheap Air Asia fares, which means (a) everyone can fly (b) everyone has to cope with the usual delays, and (b) everyone has to use the LCCT, which has rubbish facilities, really. The teams should also be asked to get their own taxis from LCCT to their hotels (good luck with that). A frustrating time is guaranteed for all.

Hotels

To compound their misery, put the teams in hotels that are far from the circuit. Traditionally, teams stay at KLIA Pan Pacific and Putrajaya Marriott which are a short drive to Sepang Circuit. The trick is to put all the teams (except Lotus F1, which can remain in either hotel mentioned earlier) in hotels closer to KL so that the traffic jam will absolutely kill them. There are plenty of 5-star hotels right smack in the middle of KL, and there’s no shortage of rumah tumpangan. But of course, the best option is Tune Hotel (ahem), which is on Jalan TAR, where the traffic can be a bit of a nightmare. There’s an LRT station nearby, but you know how LRT works in this country. Again, the key is to frustrate the teams.

Use outriders

If all of the above measures fail to curtail the speed of the rivals relative to Lotus’ own tortoise-sque pace, then we have one more ace up our sleeves: use of outriders, courtesy of Polis DiRaja Malaysia. Instead of wasting their time weaving in and out of heavy traffic in KL to make sure VIPs/VIPs-wannabe can breeze through in their non-JPJ-approved tinted Mercedes, they will be better utilised to provide police escort to Lotus F1 team. All other cars on the grid will be forced to slow down and give way, so Lotus cars can gently move themselves up towards the sharper end of the grid, all the way to the chequered flag.

Now, you will have noticed that most of the above measures will require some fairly minor tweaking of existing regulations, and possibly renegotiations of commercial rights owner, Lord Bernie.

You may argue that there’s no way on earth that the FIA is going to allow this to happen, but here comes the clever bit. We can — in fact, will — use our very own secret weapon within FIA: Datuk Seri Jean Todt, the current FIA President.

We can get him to allow special dispensation and bend the rules a bit only for the Malaysian Grand Prix. I mean, if he cannot help us with this, then what for we gave him Datukship? He thinks can simply get, issit? How can. We already scratched his back, so now is time for him to scratch our bottoms.

To sweeten the deal, maybe we can offer him to buy one of the islands off Terengganu waters at a heavily discounted price.[15] Alternatively, the price of land and houses in Selangor is pretty good too.

According to an ex-government servant who shall remain nameless, you can actually purchase a 50,000 sq ft house/mansion/estate for as little as RM3.5 million, which is probably how much Jean Todt makes in 20 minutes for looking all serious in the F1 paddock and occasionally rubbing his belly. An amazing deal and a win-win situation, I’d say.

As for Bernie Ecclestone, we just have to work things out with the F1 chief and negotiate some kind of commercial deals to get him to support the regulation change. Presumably, everything has a price, and Tony Fernandes is a businessman extraordinaire and an excellent deal-maker.

As things stand, we have one week before the race in Melbourne and two weeks before the F1 circus comes to town. We should start putting the measures I just suggested in place. We don’t have a lot of time but everything can be achieved if we do our work with unwavering patriotism.

If the suggested strategy actually works, I am confident that Lotus F1 Fan Club membership will swell beyond its current tally of three shareholders, an electrician, a slightly deaf Galápagos giant tortoise (Geochelone nigra)[16] and a Nepalese goat (Nepalianus Capra hircus).[17] But if it doesn’t work, we can remain optimistic and grin like a bunch of idiots, and our prospects will be immeasurably enhanced.[18]

If Lotus F1 actually wins a race, there will be another interesting thing to observe. The Italian/Finland national anthem will be played first [19] followed by the constructor’s national anthem. Now, considering that Lotus is a Malaysian entry, the national anthem that will be played is ‘Negaraku’ and not ‘God Save The Queen’.[20]

I am sure Malaysians will be proud and swell with pride, but I wonder how the British public will react. After all, Lotus F1 is really part of British racing heritage and they are mighty proud of it. And we already promised to protect the legacy left behind by the legendary Colin Chapman.

But that’s a different discussion for another day in a different column.

In the meantime, all together now: Malaysia Boleh!

* The views expressed here are the personal opinion of the columnist.

Notes

[1] It really was worse than watching paint dry.

[2] OK, I’m exaggerating, but it was excruciatingly bland.

[3] You can argue that they didn’t actually finish the race because by the time Spanish Matador, Fandango Alonso took the chequered flag, Kovalainen was two laps down. Trulli was three laps down and later stopped because of hydraulics problem. Technically, they were classified 15th and 17th.

[4] John Browne, former Group CEO of British Petroleum.

[5] Actually he did not. I just made this up.

[6] The team is fairly confident that things will improve when their new aerodynamics package is ready for Barcelona. But traditionally, everyone will have aero updates by the European season get under way. Lotus will have to hope they will take greater strides relative to other teams’ progress.

[7] Assuming we have some money allocated and it’s not being channelled to other pursuits.

[8] If there is none, I would suggest that we make some.

[9] It goes without saying that the Safety car will be a Proton instead of Mercedes. This is not a problem because Proton is an international car manufacturer just like Mercedes. The only difference is that the Marshals will be spending a bit more time struggling with the power window, which doesn’t always work.

[10] I said it’s hi-tech but I didn’t say anything about it being hi-fidelity.

[11] Typically installed after a long straight.

[12] Except for Lotus, whose paperwork will be sorted by a runner.

[13] Ferrari President.

[14] In Bahrain, it was sand, more sand and still more sand. How exciting can sand be?

[15] I’m assuming this can be legally done in Malaysia.

[16] The largest living tortoise, native to seven islands of the Galápagos archipelago, which can weigh over 300 kilograms and measure 1.2 meters long. They have an estimated life expectancy of around 100–150 years, but populations have fallen dramatically due to hunting and the introduction of predators and grazers by humans since the 17th century. (Seriously, you’ve got to love the internet).

[17] Obviously I made this one up.

[18] Or we can all wear a uniform and get ready for transatlantic flight duties.

[19] Depending on either Jarno or Heikki who clinches P1.

[20] A really rocking song, right up the with United States of America’s ‘Star-Spangled Banner’, Italy’s ‘Il Canto degli Italiani’ (The Chant of the Italians), and France’s ‘La Marseillaise’ (The Song of Marseille).

Pay parking fine first, talk later

By Tan Mae Lynn

DEAR Mr Wilson Ang, You choose to drive a fancy car but don't tear out a 50-cent parking coupon, then refuse to pay your $30 fine, then cry foul that you're a victim of discrimination.

Seriously, grow up.

Last Monday, The New Paper carried a report about your case after you sent us a copy of your e-mail to the Urban Redevelopment Authority.

You claimed that none of the other cars parked behind yours had been penalised.

You insisted that you had been targeted for no other reason than the make of your car.

Did you notice your own contradiction when you said the luxury SUV behind your car did not attract a fine?

There could be a variety of reasons why the other cars were not fined.

Perhaps they had season parking.

Or those cars may have been parked there after the attendants had gone.

But never mind, let's assume you are right.

By a stroke of bad luck, you may indeed have been singled out and fined because you drive an expensive Mercedes.

Discrimination exists.

It can be a cruel world.

A search of online forums will throw up numerous posts critical of luxury car owners like yourself, and their allegedly cavalier attitude toward the rest of the vehicle population.

It is not difficult to fall into the trap of envy.

People do notice it if you drive a fancy car.

But hey, didn't you know that when you bought such a car?

If you want to totally avoid being the target of envy on the road, you may have to drive a more modest car.

It still gets you from point A to point B, right?

And think of all the money you can save, which you can spend on other fancy things.

Discrimination?

Of course, all that is no reason to accept or condone discrimination.

And if there has been discrimination, you are right to fight it.

The problem is, whether you were discriminated against or not, it doesn't make your offence a non-offence.

The bottom line is: You did not display a coupon.

Mercedes, Jaguar, Toyota, Kia or Proton, there is no other way of interpreting 'no coupon' when there should have been one.

So make amends first, pay your fine, before you raise other issues.

You said you do not want to be made an exception and fined when others are not.

Similarly then, you have to accept it if URA does not make you an exception and takes you to court, which is what it does to others who do not pay the fine.

Mr Ang, learn to pick your battles wisely.

maelynn@sph.com.sg

This article was first published in The New Paper.

LOTUS CAN HOLD THEIR HEADS HIGH

By Roddy Brooks, Press Association Sport

Finishing 15th and 17th might not rank very highly in the grand scheme of the Formula One Championship.

It certainly falls well short of five F1 drivers' titles, seven constructors' crowns and victory in the Indy 500.

But as beginnings go the return of the famous Lotus name to Formula One proved one thing - you are nothing if you don't cross the finish line.

That was the major achievement of Lotus Racing at the Bahrain Grand Prix.

Experienced drivers Heikki Kovalainen and Jarno Trulli steered home the famous green-liveried cars which owe their heritage to one of the most famous names in the sport, Colin Chapman.

Many in the sport were pleased to see the Lotus name return. Powered by another famous British motor sport name - Cosworth - the team easily outshone its fellow debutants Hispania and Virgin who failed to get a car through the race at the Sakhir circuit despite having four entries.

And while much of the focus was on the return of seven-time champion Michael Schumacher, a quieter but no less successful day was enjoyed by Kovalainen and Trulli, both looking for a way forward after less than auspicious season with their previous teams.

Kovalainen spent a season in the shadow of 2008 champion Lewis Hamilton at McLaren while Trulli was ultimately left without a drive following the demise of Toyota's efforts after the Japanese motor giant decided they had poured enough yen down the drain that is the chase for F1 success.

What both drivers brought to the new outfit, known as Team Lotus, was experience and that told as they both made the list of finishers in Bahrain.

The next step is to score world championship points and both drivers are more than capable of achieving that aim before the end of the season.

Adding to the 73 race wins and 102 pole positions already assigned to the Lotus name will be something else altogether.

But if the new drivers and everyone else connected with the team, including wise design head Mike Gascoyne, need inspiration they need look to further than the roll call of Lotus drivers from the past.

It reads like a Who's Who of F1.

In alphabetical order it includes: Mario Andretti, Jim Clark, Emerson Fittipaldi, Mika Hakkinen, Graham Hill, Nigel Mansell, Sir Stirling Moss, Ronnie Peterson, Nelson Piquet, Jochen Rindt and Ayrton Senna.

Lotus is a name which dominated the sport in the 1960s and 1970s and also carried the distinctive black livery during its sponsorship with John Player Special cigarettes but it had sadly faded from F1 in 1994.

The backing of Proton, which owns the Lotus sports car rights, the Malaysian government and the Sepang International Circuit under the direction of businessman Tony Fernandes has helped to bring Louts back and warm the hearts of F1 fans worldwide.

I am sure that if Chapman was watching somewhere the fact the latest incarnation of Lotus did not disgrace the name would have brought a smile to his face.

A smile which will be matched if Fernandes, the owner of Air Asia, wins his bet with fellow F1 newcomer Richard Branson over whose team will finish highest in the final standings and which will see the loser dress as a stewardess to hand out the drinks on the other's airline.