November 12, 2020
BMW M5 Competition 2020 UK review
Are you considering buying an electric car?
The sixth-generation ofBMW's M5 super saloonhas barely been in UK showrooms for three years, but it is already quite a different prospect than it used to be.
The standard M5 has come and gone, withdrawn from the UK price lists despite the fact thatBMWUK reckoned, back in early 2018, that a 591bhp executive saloon ought to be more than feisty enough for the majority of customers. Seems reasonable to you and me, doesn't it? But, See: diagnostic scanner. of course, it wasn't. This is the modern luxury car market, where more is always more. Better just hand it over.
So along came the extra-hardcore,616bhp M5 Competition , pretty quickly at that, by late 2018. And that's the car that has just been replaced by this updated version, which gets many of the mid-cycle tweaks that have lately been applied tothe rest of the BMW 5-Series range , as well as some of its own special revisions to exterior, interior and running gear.
We'll get to those. For now, let's pause while we contemplate the first series-production version of the BMW 5-Series with a pricetag made up of no fewer than six digits. Phew indeed. BMW will tell you, because the standard equipment tally of this car has swollen somewhat, that it is actually better value than the outgoing M5 Competition. Well, maybe – but I'm not convinced that ‘value' is quite the right word anymore.
Fair's fair: this isn't the first fast, four-seat executive option of its kind to breach the £100k barrier – and I'm sure it would indeed be ‘surprisingly affordable' on a two-year finance deal. But however you want to wrap up that price, it clearly takes us leagues beyond a time when a vaguely attainable sticker price, and a compelling ‘bang-for-the-buck' ownership position, was a key constituent part of the appeal of a car like this.
German super saloons used to be pretty simple things. Here's a car that's cheaper, faster and more powerful thana contemporary Porsche 911 , sir – and about twice as useful. These days, though, BMW,Mercedes-AMGandAudi Sportseem increasingly to prefer pitching their extra-fast four-doors and wagons to people who also have sports cars, track cars, supercars and classics in their collection – but who probably don't use any one car within itthat much –than to people who can only justify spending big on something by genuinely being able to use it every day. People who therefore need their daily driver to be practical, fast and engaging – but also just a little bit realistic – seem to have been forgotten about.
New bumper, headlight and taillight designs, a new (and only slightly different) radiator grille and some slightly slimmer quad exhaust pipes are how you might spot this car from a pre-facelift model. Most easily by the blue-coloured highlights of the new ‘Laserlight' front lamps, actually (although they're optional-fit). The seventh-generation 5-Series always has been a handsome saloon, and this latest performance treatment adds just enough darkly purposeful menace to whet your appetite very effectively, at least to these eyes.
On the inside, the general ambience is one of a pervasive and convincing blend of material richness and understated performance piquancy. BMW has dialed up the car's technological hand with a larger infotainment display running its very latest ‘Operating System 7.0' software. The car's head-up display is large, too, and now standard-fit; it works to compliment the digital instrument screen well, although some of the display modes of the latter seem a bit contrived and could be simpler and easier to read.
As for controls, the car's primary ones are located as well as its driver is – which is to say, very well indeed – while some of the secondary ones have been usefully rethought. Just adjacent to the gear lever, instead of the column of toggle buttons for steering, powertrain and suspension calibration settings that BMW M Division regulars may expect, there is now just a button labeled ‘setup' and another marked ‘M Mode'.
Rather than cycling through each menu in turn to find the calibration you're after for the car's steering weight, damper tune and throttle response, for example, now you just...
The sixth-generation ofBMW's M5 super saloonhas barely been in UK showrooms for three years, but it is already quite a different prospect than it used to be.
The standard M5 has come and gone, withdrawn from the UK price lists despite the fact thatBMWUK reckoned, back in early 2018, that a 591bhp executive saloon ought to be more than feisty enough for the majority of customers. Seems reasonable to you and me, doesn't it? But, See: diagnostic scanner. of course, it wasn't. This is the modern luxury car market, where more is always more. Better just hand it over.
So along came the extra-hardcore,616bhp M5 Competition , pretty quickly at that, by late 2018. And that's the car that has just been replaced by this updated version, which gets many of the mid-cycle tweaks that have lately been applied tothe rest of the BMW 5-Series range , as well as some of its own special revisions to exterior, interior and running gear.
We'll get to those. For now, let's pause while we contemplate the first series-production version of the BMW 5-Series with a pricetag made up of no fewer than six digits. Phew indeed. BMW will tell you, because the standard equipment tally of this car has swollen somewhat, that it is actually better value than the outgoing M5 Competition. Well, maybe – but I'm not convinced that ‘value' is quite the right word anymore.
Fair's fair: this isn't the first fast, four-seat executive option of its kind to breach the £100k barrier – and I'm sure it would indeed be ‘surprisingly affordable' on a two-year finance deal. But however you want to wrap up that price, it clearly takes us leagues beyond a time when a vaguely attainable sticker price, and a compelling ‘bang-for-the-buck' ownership position, was a key constituent part of the appeal of a car like this.
German super saloons used to be pretty simple things. Here's a car that's cheaper, faster and more powerful thana contemporary Porsche 911 , sir – and about twice as useful. These days, though, BMW,Mercedes-AMGandAudi Sportseem increasingly to prefer pitching their extra-fast four-doors and wagons to people who also have sports cars, track cars, supercars and classics in their collection – but who probably don't use any one car within itthat much –than to people who can only justify spending big on something by genuinely being able to use it every day. People who therefore need their daily driver to be practical, fast and engaging – but also just a little bit realistic – seem to have been forgotten about.
New bumper, headlight and taillight designs, a new (and only slightly different) radiator grille and some slightly slimmer quad exhaust pipes are how you might spot this car from a pre-facelift model. Most easily by the blue-coloured highlights of the new ‘Laserlight' front lamps, actually (although they're optional-fit). The seventh-generation 5-Series always has been a handsome saloon, and this latest performance treatment adds just enough darkly purposeful menace to whet your appetite very effectively, at least to these eyes.
On the inside, the general ambience is one of a pervasive and convincing blend of material richness and understated performance piquancy. BMW has dialed up the car's technological hand with a larger infotainment display running its very latest ‘Operating System 7.0' software. The car's head-up display is large, too, and now standard-fit; it works to compliment the digital instrument screen well, although some of the display modes of the latter seem a bit contrived and could be simpler and easier to read.
As for controls, the car's primary ones are located as well as its driver is – which is to say, very well indeed – while some of the secondary ones have been usefully rethought. Just adjacent to the gear lever, instead of the column of toggle buttons for steering, powertrain and suspension calibration settings that BMW M Division regulars may expect, there is now just a button labeled ‘setup' and another marked ‘M Mode'.
Rather than cycling through each menu in turn to find the calibration you're after for the car's steering weight, damper tune and throttle response, for example, now you just...
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November 11, 2020
ICYMI: Speed Up Safe Entry With "Secret" iOS 14 Function
Any hack for a faster safe check-in must share! | Photo: 123RF
Do you own an iPhone 8, iPhone 8 Plus, iPhone X, iPhone XS, iPhone XS Max, iPhone XR, any iPhone 11, or any of the new iPhone 12 models? Have you updated to the new iOS 14?
If so, AD: Autel MaxiDiag MD806. you've probably customised your Home Screen with all the new iOS 14's Widgets. But did you know that Apple has also sneakily added a "secret" button to your iPhone? It's called the "Back Tap".
Before you dismiss it as another useless function, hear me out. This new feature essentially transforms the back of your iPhone into a touch-sensitive "button". By double-tapping or triple-tapping the rear of your iPhone (anywhere will do, but I usually tap the Apple logo), you can set it to trigger a function. Don't say good things we never jio.
It's incredibly responsive. iOS 14 can accurately detect a double- or triple-tap, even when you're grasping your phone tightly. I've been using it to pair with my SingPass app for SafeEntry check-ins, but you can also use it for TraceTogether or basically any app.
Photo: Unsplash/Akshar Dave
How to enable Back Tap
Head to Settings, then Accessibility, then Touch (under Physical and Motor). Scroll all the way down to find "Back Tap". Alternatively, use the search function in Settings and type "Back Tap" to find it.
What does Back Tap do?
With Back Tap, now you have an extra "button" to do multiple things like muting your phone, taking a screenshot, controlling the volume, or accessing the Notification Centre. There are 20 different default system options you can choose from.
But the coolest part of Back Tap is its integration with the Shortcuts app. With Shortcuts, you can create automated actions such as using Shazam to find out what song is playing without calling for Siri, or setting your phone to block off all calls for an hour. Literally a plethora of functions at your fingertips.
These actions can be voice activated using Siri or become an "app" or Widget that you can access directly from your Home Screen. The "app" can be customised too using preselected designs and your favourite choice of colour.
Shortcuts can be confusing to use and learn (see some of the default examples to know what I mean). But SingPass and TraceTogether have made it easy to activate via Shortcuts and integrate with Back Tap. Gahmen just said that Phase 3 could last for a year or more, so here's what you need to do to make your life easier.
Use Back Tap with SingPass
I've been using the SingPass app as an easier way to keep track of all my SafeEntry check-ins. With SingPass, I can check-in to a location without manually scanning the QR code.
The app can show nearby check-in locations, which you can favourite by tapping the "star" so it will always show up on top such as your workplace or your favourite kopitiam. I can even view all the locations that I've checked-in and easily check-out from each location.
To activate SingPass in Shortcuts, tap the gear icon on the top right. Scroll down to "Siri voice commands" under "Other". From here, you can Add to Siri functions like SafeEntry check-in and check-out.
Now, go back to Back Tap in Settings (Settings > Accessibility > Touch > Back Tap). You should see the option to add SingPass SafeEntry check-in and check-out there, enabled either via double- or triple-tap.
Use Back Tap with TraceTogether
Soon, we're all going to have to migrate to TraceTogether for more accurate contact tracing, so that we as a community can combat the spread of the pandemic together.
If you're not using the TraceTogether token, then you should be using the app to check-in and check-out of locations. Unlike SingPass, you can't search for nearby locations to check in. However, you can favourite past locations that you've scanned under the History tab so you don't have to manually scan the QR code again.
To activate TraceTogether in Shortcuts, tap "More" on the bottom right, then go to "Tips and Shortcuts" under "Others. From here, you can Add to Siri functions like SafeEntry Scan QR and SafeEntry Favourites.
Now, go back to Back Tap in Settings (Settings > Accessibility > Touch...
Do you own an iPhone 8, iPhone 8 Plus, iPhone X, iPhone XS, iPhone XS Max, iPhone XR, any iPhone 11, or any of the new iPhone 12 models? Have you updated to the new iOS 14?
If so, AD: Autel MaxiDiag MD806. you've probably customised your Home Screen with all the new iOS 14's Widgets. But did you know that Apple has also sneakily added a "secret" button to your iPhone? It's called the "Back Tap".
Before you dismiss it as another useless function, hear me out. This new feature essentially transforms the back of your iPhone into a touch-sensitive "button". By double-tapping or triple-tapping the rear of your iPhone (anywhere will do, but I usually tap the Apple logo), you can set it to trigger a function. Don't say good things we never jio.
It's incredibly responsive. iOS 14 can accurately detect a double- or triple-tap, even when you're grasping your phone tightly. I've been using it to pair with my SingPass app for SafeEntry check-ins, but you can also use it for TraceTogether or basically any app.
Photo: Unsplash/Akshar Dave
How to enable Back Tap
Head to Settings, then Accessibility, then Touch (under Physical and Motor). Scroll all the way down to find "Back Tap". Alternatively, use the search function in Settings and type "Back Tap" to find it.
What does Back Tap do?
With Back Tap, now you have an extra "button" to do multiple things like muting your phone, taking a screenshot, controlling the volume, or accessing the Notification Centre. There are 20 different default system options you can choose from.
But the coolest part of Back Tap is its integration with the Shortcuts app. With Shortcuts, you can create automated actions such as using Shazam to find out what song is playing without calling for Siri, or setting your phone to block off all calls for an hour. Literally a plethora of functions at your fingertips.
These actions can be voice activated using Siri or become an "app" or Widget that you can access directly from your Home Screen. The "app" can be customised too using preselected designs and your favourite choice of colour.
Shortcuts can be confusing to use and learn (see some of the default examples to know what I mean). But SingPass and TraceTogether have made it easy to activate via Shortcuts and integrate with Back Tap. Gahmen just said that Phase 3 could last for a year or more, so here's what you need to do to make your life easier.
Use Back Tap with SingPass
I've been using the SingPass app as an easier way to keep track of all my SafeEntry check-ins. With SingPass, I can check-in to a location without manually scanning the QR code.
The app can show nearby check-in locations, which you can favourite by tapping the "star" so it will always show up on top such as your workplace or your favourite kopitiam. I can even view all the locations that I've checked-in and easily check-out from each location.
To activate SingPass in Shortcuts, tap the gear icon on the top right. Scroll down to "Siri voice commands" under "Other". From here, you can Add to Siri functions like SafeEntry check-in and check-out.
Now, go back to Back Tap in Settings (Settings > Accessibility > Touch > Back Tap). You should see the option to add SingPass SafeEntry check-in and check-out there, enabled either via double- or triple-tap.
Use Back Tap with TraceTogether
Soon, we're all going to have to migrate to TraceTogether for more accurate contact tracing, so that we as a community can combat the spread of the pandemic together.
If you're not using the TraceTogether token, then you should be using the app to check-in and check-out of locations. Unlike SingPass, you can't search for nearby locations to check in. However, you can favourite past locations that you've scanned under the History tab so you don't have to manually scan the QR code again.
To activate TraceTogether in Shortcuts, tap "More" on the bottom right, then go to "Tips and Shortcuts" under "Others. From here, you can Add to Siri functions like SafeEntry Scan QR and SafeEntry Favourites.
Now, go back to Back Tap in Settings (Settings > Accessibility > Touch...
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Post contains 732 words, total size 4 kb.
November 10, 2020
Volkswagen: How owning an electric vehicle can help you reduce costs over the long haul
Electric vehicles like the Volkswagen ID.4 offer a lot of benefits to their owners, such as zero tailpipe-emission driving and home charging. But there's often been questions about the cost of EVs, as battery technology remains slightly more expensive than combustion engines.
The truth is that while those differences were once true, the cost of owning an EV has fallen in recent years. With Volkswagen building a global platform to support dozens of EV models worldwide, Autel mk908p
. the ID.4 can offer all the benefits of a compact SUV at a price that's within reach of a typical new-car buyer. And for many people in the market for a new vehicle, an EV offers several ways to potentially reduce costs while helping reduce carbon emissions.
"We want the ID.4 to be accessible to the average American family, with a package that has no compromises," said Duncan Movassaghi, executive vice president of sales and marketing for Volkswagen of America. "We think this really works financially for our customers."
Here's three ways that EV owners typically reduce costs:
INCENTIVES
Under current law, purchasers of certain electric vehicles qualify for a federal income tax credit of up to $7,500 (See important limitations below[1]).
Subject to various limitations and qualifying criteria, state and local governments or other entities may also provide tax incentives or other benefits for certain EV buyers and lessees.[2] There are several websites that provide information on potential incentives in your area. If available, these incentives could reduce the purchase/lease cost of an EV or PHEV.
RECHARGING
Thanks to using electricity to get around, powering an EV can cost significantly less than filling up the average new gasoline-powered vehicle. For the ID.4, charging at home could cost on average about $58 per month less than driving a new vehicle the same distance. Over five years, that could add up to over $3,500 in fuel savings[3].
Beyond that, the Volkswagen ID.4 comes with three years of unlimited public DC fast charging on the Electrify America network at no additional cost[4], which offers 487 stations with more than 2,000 fast chargers nationwide, and more coming online soon.
MAINTENANCE
With fewer moving parts and fewer routine needs like oil changes, EVs generally can cost less to maintain over several years than combustion vehicles. The Volkswagen ID.4 will come with two years or 20,000 miles (whichever occurs first) of scheduled maintenance services through Volkswagen's Carefree Maintenance program[5] to take care of routine items; beyond that, the ID.4 will have a four-year or 50,000-miles (whichever occurs first) bumper-to-bumper New Vehicle Limited Warranty[6] and an eight-year/100,000-mile (whichever occurs first) limited warranty on the battery pack[7].
All of these cost estimates above will vary based on your unique situation. It may take a bit of homework but depending on your particular situation the Volkswagen ID.4 might help you save some money and embrace electric driving at the same time.
DISCLAIMERS
[1] The anticipated Federal income tax credit shown is for informational purposes only. The ID.4 has not yet been certified as credit eligible by the IRS. This information does not constitute tax or legal advice. Any available credits apply only on the purchase of a qualifying vehicle and are not available in a lease transaction. All persons considering use of available tax credits should consult a tax advisor to determine eligibility based on their specific tax situation. Tax credits are subject to various limitations not within Volkswagen's control and are subject to change without notice.
[2] Information provided through U.S Department of Energy Alternative Fuels Data Center for informational purposes only. Interested parties should independently confirm the accuracy of the information before relying on it to make a purchase. All persons considering use of available state/local/other incentives should consult a financial/tax advisor to determine...
The truth is that while those differences were once true, the cost of owning an EV has fallen in recent years. With Volkswagen building a global platform to support dozens of EV models worldwide, Autel mk908p
. the ID.4 can offer all the benefits of a compact SUV at a price that's within reach of a typical new-car buyer. And for many people in the market for a new vehicle, an EV offers several ways to potentially reduce costs while helping reduce carbon emissions.
"We want the ID.4 to be accessible to the average American family, with a package that has no compromises," said Duncan Movassaghi, executive vice president of sales and marketing for Volkswagen of America. "We think this really works financially for our customers."
Here's three ways that EV owners typically reduce costs:
INCENTIVES
Under current law, purchasers of certain electric vehicles qualify for a federal income tax credit of up to $7,500 (See important limitations below[1]).
Subject to various limitations and qualifying criteria, state and local governments or other entities may also provide tax incentives or other benefits for certain EV buyers and lessees.[2] There are several websites that provide information on potential incentives in your area. If available, these incentives could reduce the purchase/lease cost of an EV or PHEV.
RECHARGING
Thanks to using electricity to get around, powering an EV can cost significantly less than filling up the average new gasoline-powered vehicle. For the ID.4, charging at home could cost on average about $58 per month less than driving a new vehicle the same distance. Over five years, that could add up to over $3,500 in fuel savings[3].
Beyond that, the Volkswagen ID.4 comes with three years of unlimited public DC fast charging on the Electrify America network at no additional cost[4], which offers 487 stations with more than 2,000 fast chargers nationwide, and more coming online soon.
MAINTENANCE
With fewer moving parts and fewer routine needs like oil changes, EVs generally can cost less to maintain over several years than combustion vehicles. The Volkswagen ID.4 will come with two years or 20,000 miles (whichever occurs first) of scheduled maintenance services through Volkswagen's Carefree Maintenance program[5] to take care of routine items; beyond that, the ID.4 will have a four-year or 50,000-miles (whichever occurs first) bumper-to-bumper New Vehicle Limited Warranty[6] and an eight-year/100,000-mile (whichever occurs first) limited warranty on the battery pack[7].
All of these cost estimates above will vary based on your unique situation. It may take a bit of homework but depending on your particular situation the Volkswagen ID.4 might help you save some money and embrace electric driving at the same time.
DISCLAIMERS
[1] The anticipated Federal income tax credit shown is for informational purposes only. The ID.4 has not yet been certified as credit eligible by the IRS. This information does not constitute tax or legal advice. Any available credits apply only on the purchase of a qualifying vehicle and are not available in a lease transaction. All persons considering use of available tax credits should consult a tax advisor to determine eligibility based on their specific tax situation. Tax credits are subject to various limitations not within Volkswagen's control and are subject to change without notice.
[2] Information provided through U.S Department of Energy Alternative Fuels Data Center for informational purposes only. Interested parties should independently confirm the accuracy of the information before relying on it to make a purchase. All persons considering use of available state/local/other incentives should consult a financial/tax advisor to determine...
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Post contains 640 words, total size 4 kb.
November 09, 2020
New Wearable Electronic Device Becomes One With Skin | IE
Wearable devices can do many things from checking your heart rate to taking your blood pressure. But in order to become commonplace, they need to first be comfortable and durable.
Now, researchers at the University of Colorado Boulder have developed a wearable electronic device that mimics and sticks to human skin. The new invention is self-healing, stretchy, fully-recyclable, and can perform a variety of tasks from measuring body temperature to tracking daily step counts.
RELATED: A GROWING INDUSTRY: FUTURE OF WEARABLES IN THE TECHNOLOGY SECTOR
The team, led by Jianliang Xiao and Wei Zhang, You may also like: Car Battery Tester. also reveals that their new device is reconfigurable.
"If you want to wear this like a watch, you can put it around your wrist," said Xiao, an associate professor in the Paul M. Rady Department of Mechanical Engineering at CU Boulder. "If you want to wear this like a necklace, you can put it on your neck."
The researchers are hoping their invention will help revolutionize wearables.
"Smart watches are functionally nice, but they're always a big chunk of metal on a band," said Zhang, a professor in the Department of Chemistry. "If we want a truly wearable device, ideally it will be a thin film thfortably fit onto your body."
Xiao and Zhang were actually inspired by the movie Terminator to invent their new wearable and although the technology is not at that level yet, that is definitely where they are heading. "Our research is kind of going in that direction, but we still have a long way to go," Zhang said.
That does not mean their device is not impressive. Currently, it can be applied to the skin with heat and can stretch by 60% in any direction without disrupting the electronics inside.
"It's really stretchy, which enables a lot of possibilities that weren't an option before," Xiao said.
But perhaps by far, its most impressive feature is its ability to self heal. If you break or slice a piece of the electronic skin, you simply pinch the broken areas together and the damage will be almost gone within minutes.
"Those bonds help to form a network across the cut. They then begin to grow together," Zhang said. "It's similar to skin healing, but we're talking about covalent chemical bonds here." Well, color us impressed!
Now, researchers at the University of Colorado Boulder have developed a wearable electronic device that mimics and sticks to human skin. The new invention is self-healing, stretchy, fully-recyclable, and can perform a variety of tasks from measuring body temperature to tracking daily step counts.
RELATED: A GROWING INDUSTRY: FUTURE OF WEARABLES IN THE TECHNOLOGY SECTOR
The team, led by Jianliang Xiao and Wei Zhang, You may also like: Car Battery Tester. also reveals that their new device is reconfigurable.
"If you want to wear this like a watch, you can put it around your wrist," said Xiao, an associate professor in the Paul M. Rady Department of Mechanical Engineering at CU Boulder. "If you want to wear this like a necklace, you can put it on your neck."
The researchers are hoping their invention will help revolutionize wearables.
"Smart watches are functionally nice, but they're always a big chunk of metal on a band," said Zhang, a professor in the Department of Chemistry. "If we want a truly wearable device, ideally it will be a thin film thfortably fit onto your body."
Xiao and Zhang were actually inspired by the movie Terminator to invent their new wearable and although the technology is not at that level yet, that is definitely where they are heading. "Our research is kind of going in that direction, but we still have a long way to go," Zhang said.
That does not mean their device is not impressive. Currently, it can be applied to the skin with heat and can stretch by 60% in any direction without disrupting the electronics inside.
"It's really stretchy, which enables a lot of possibilities that weren't an option before," Xiao said.
But perhaps by far, its most impressive feature is its ability to self heal. If you break or slice a piece of the electronic skin, you simply pinch the broken areas together and the damage will be almost gone within minutes.
"Those bonds help to form a network across the cut. They then begin to grow together," Zhang said. "It's similar to skin healing, but we're talking about covalent chemical bonds here." Well, color us impressed!
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Post contains 398 words, total size 2 kb.
Migrant workers to get better mental health care support
Singapore - The Government has set up a new task force to enhance mental health care support for migrant workers in the country.
It will comprise representatives from the Ministry of Manpower (MOM), government psychologists, the Institute of Mental Health (IMH), the Migrant Workers' Centre (MWC) and the non-profit organisation HealthServe.
Project Dawn, which was announced on Friday (Nov 6), has established a framework to build a support ecosystem that will improve mental health awareness among migrant workers and provide better access to care services.
At the core of the framework is a seven-point strategy which consists of primary, secondary and tertiary prevention:
The strategy will be implemented in three overlapping phases over the next two years:
In the first phase, AD: Car Battery Tester. the task force will raise awareness on good mental health practices by promoting good mental health and stress management practices among migrant workers in culturally appropriate ways. One example is to ensure social well-being activities, such as "safe rest days" and excursions with managed itineraries to places like parks with community partners, are more accessible to migrant workers.
The task force will also include mental health education in a Settling-in-Programme (SIP) for migrant workers from next year. This will help it reach out to all new migrant workers and equip them with positive mental well-being tips and resources to support them in their transition to Singapore.
Culturally adapted mental health resources will also be developed for migrant workers and made available on tech-enabled platforms such as FWMOMCare App and websites.
Efforts in the second phase will be geared towards improving migrant workers' access to mental health services. The task force will equip frontline officers, dormitory operators, employers and NGOs with the necessary knowledge and skills to better detect at-risk workers early and refer them to appropriate care.
It has already begun training our Forward Assurance and Support Team (FAST) officers in psychological first aid and will extend similar training to all regional medical centres. Counselling and para-counselling services would also be strengthened in terms of capacity and capabilities.
In the final phase, the task force aims to improve the range and level of support of services for migrant workers who may need follow-up care in the community. Besides medical support, case management munity level will also be an important area to enhance under this thrust.
The priority is to enable appropriate triaging and escalation of cases requiring specialist intervention to healthcare partners such as IMH. Beyond case escalation, it is vital that discharged migrant workers continue to receive care and support for their recovery.
The MOM said:"We are committed to strengthen migrant workers' understanding and resilience towards mental health, ensure at-risk migrant workers are identified early, and enable appropriate access to care services, including counselling and post-intervention support.
"Through the Project Dawn framework, we now have concrete plans to make this happen." - TISG
Tags: MOM
It will comprise representatives from the Ministry of Manpower (MOM), government psychologists, the Institute of Mental Health (IMH), the Migrant Workers' Centre (MWC) and the non-profit organisation HealthServe.
Project Dawn, which was announced on Friday (Nov 6), has established a framework to build a support ecosystem that will improve mental health awareness among migrant workers and provide better access to care services.
At the core of the framework is a seven-point strategy which consists of primary, secondary and tertiary prevention:
The strategy will be implemented in three overlapping phases over the next two years:
In the first phase, AD: Car Battery Tester. the task force will raise awareness on good mental health practices by promoting good mental health and stress management practices among migrant workers in culturally appropriate ways. One example is to ensure social well-being activities, such as "safe rest days" and excursions with managed itineraries to places like parks with community partners, are more accessible to migrant workers.
The task force will also include mental health education in a Settling-in-Programme (SIP) for migrant workers from next year. This will help it reach out to all new migrant workers and equip them with positive mental well-being tips and resources to support them in their transition to Singapore.
Culturally adapted mental health resources will also be developed for migrant workers and made available on tech-enabled platforms such as FWMOMCare App and websites.
Efforts in the second phase will be geared towards improving migrant workers' access to mental health services. The task force will equip frontline officers, dormitory operators, employers and NGOs with the necessary knowledge and skills to better detect at-risk workers early and refer them to appropriate care.
It has already begun training our Forward Assurance and Support Team (FAST) officers in psychological first aid and will extend similar training to all regional medical centres. Counselling and para-counselling services would also be strengthened in terms of capacity and capabilities.
In the final phase, the task force aims to improve the range and level of support of services for migrant workers who may need follow-up care in the community. Besides medical support, case management munity level will also be an important area to enhance under this thrust.
The priority is to enable appropriate triaging and escalation of cases requiring specialist intervention to healthcare partners such as IMH. Beyond case escalation, it is vital that discharged migrant workers continue to receive care and support for their recovery.
The MOM said:"We are committed to strengthen migrant workers' understanding and resilience towards mental health, ensure at-risk migrant workers are identified early, and enable appropriate access to care services, including counselling and post-intervention support.
"Through the Project Dawn framework, we now have concrete plans to make this happen." - TISG
Tags: MOM
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November 08, 2020
John Hennessey Dishes Up Some Trash Talk On SSC Tuatara Speed Record
There's no question that controversy surrounds the recent production car top speed record attempt from SSC. The bonkers Tuatara attained an average speed of 316 mph measured from two runs in opposite directions on a Nevada highway, with one of the passes seeing the hypercar reach an incredible 331 mph.
Or did it? Numerous discrepancies with both the video and telemetry from the run have surfaced since then, leading to more than a few opinions on the matter. Everyone knows the founder and CEO of Texas-based Hennessey Performance isn't shy when it comes to opinions, and John Hennessey had much to say on the subject in a recent podcast called Bumper to Bumper. In short, without specifically mentioning SSC, he tossed all kinds of doubt over the effort and even suggested SSC wasn't a serious company.
"The serious guys don't just show up to a road or a highway or Bonneville, You may need: TPMS Tool. " said Hennessey in the latter half of the 50-minute podcast. "And just throw in one piece of test equipment and some other guy's camera and say, 'oh well, we have the file but we can't show you the file, we lost the video. But believe us, we went 400 mph.' That's nonsense."
He also offered some passive-aggressive feedback earlier in the podcast, stating that nobody shows up to a highway and breaks a speed record by 50 mph on the first or second run. "It doesn't happen," he reiterated.
On the flip side, SSC didn't just show up out of nowhere with a brand new car and nothing to catalog the effort. The niche automaker had satellite-linked speed logging equipment on-board from Dewetron and SSC still stands behind the information it gathered. There is further controversy there, as Dewetron couldn't confirm the data since company personnel weren't on-site to ensure the equipment was set up and operated properly. SSC further admitted that the camera footage wasn't accurate to the actual speed run, but with a freaking T-33 military jet on-site to shoot video it's not like SSC just grabbed a GoPro and duct tape from Walmart.
During the podcast, Hennessey also spoke at great length about the trials and tribulation his company went through to get the Venom GT to 270 mph, enduring numerous mechanical failures and dozens of speed tests to work out the kinks. The not-so-subtle suggestion is that SSC built the Tuatara overnight and immediately set a speed record with no testing, but Tuatara development literally started almost a decade ago.
We aren't taking sides here – SSC certainly has some further explaining to do with all the inconsistencies pointed out by Shmee150. The fact that the car allegedly went 331 mph on standard Michelin street tires seems quite remarkable, too. However, we'd be remiss to not mention Hennessey's tone, which certainly feels condescending at times towards US-based SSC while embracing "friendly" competition from Bugatti and Koenigsegg. One might also call it ironic considering his own 300-mph hypercar – the Venom F5 – hasn't debuted in production trim yet.
Speaking of which, in the podcast Hennessey said they were hoping for a debut by the end of this year, though a previous report said it would happen this month. Apparently, that debut is now in question, and though it's considered the first production version of the F5, considerable testing still awaits before it can strive for the 300-mph barrier.
In the meantime, Koenigsegg is working on its Jesko Absolut, and SSC has pledged to hold a Tuatara re-run with more equipment, cameras, and witnesses to try and put all doubts about the Tuatara's performance to rest.
Or did it? Numerous discrepancies with both the video and telemetry from the run have surfaced since then, leading to more than a few opinions on the matter. Everyone knows the founder and CEO of Texas-based Hennessey Performance isn't shy when it comes to opinions, and John Hennessey had much to say on the subject in a recent podcast called Bumper to Bumper. In short, without specifically mentioning SSC, he tossed all kinds of doubt over the effort and even suggested SSC wasn't a serious company.
"The serious guys don't just show up to a road or a highway or Bonneville, You may need: TPMS Tool. " said Hennessey in the latter half of the 50-minute podcast. "And just throw in one piece of test equipment and some other guy's camera and say, 'oh well, we have the file but we can't show you the file, we lost the video. But believe us, we went 400 mph.' That's nonsense."
He also offered some passive-aggressive feedback earlier in the podcast, stating that nobody shows up to a highway and breaks a speed record by 50 mph on the first or second run. "It doesn't happen," he reiterated.
On the flip side, SSC didn't just show up out of nowhere with a brand new car and nothing to catalog the effort. The niche automaker had satellite-linked speed logging equipment on-board from Dewetron and SSC still stands behind the information it gathered. There is further controversy there, as Dewetron couldn't confirm the data since company personnel weren't on-site to ensure the equipment was set up and operated properly. SSC further admitted that the camera footage wasn't accurate to the actual speed run, but with a freaking T-33 military jet on-site to shoot video it's not like SSC just grabbed a GoPro and duct tape from Walmart.
During the podcast, Hennessey also spoke at great length about the trials and tribulation his company went through to get the Venom GT to 270 mph, enduring numerous mechanical failures and dozens of speed tests to work out the kinks. The not-so-subtle suggestion is that SSC built the Tuatara overnight and immediately set a speed record with no testing, but Tuatara development literally started almost a decade ago.
We aren't taking sides here – SSC certainly has some further explaining to do with all the inconsistencies pointed out by Shmee150. The fact that the car allegedly went 331 mph on standard Michelin street tires seems quite remarkable, too. However, we'd be remiss to not mention Hennessey's tone, which certainly feels condescending at times towards US-based SSC while embracing "friendly" competition from Bugatti and Koenigsegg. One might also call it ironic considering his own 300-mph hypercar – the Venom F5 – hasn't debuted in production trim yet.
Speaking of which, in the podcast Hennessey said they were hoping for a debut by the end of this year, though a previous report said it would happen this month. Apparently, that debut is now in question, and though it's considered the first production version of the F5, considerable testing still awaits before it can strive for the 300-mph barrier.
In the meantime, Koenigsegg is working on its Jesko Absolut, and SSC has pledged to hold a Tuatara re-run with more equipment, cameras, and witnesses to try and put all doubts about the Tuatara's performance to rest.
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November 07, 2020
How Shell is reinventing the fuel station for EVs
A display board directs you to an available EV charging bay, one of up to 10 150kW ultra-rapid chargers occupying the main forecourt and protected from the elements by a pair of opposing, stylish-looking canopies fitted with solar panels. Nearby, a Little Waitrose convenience store, You may also like: Topdon obd2 scanner. a Costa, free wi-fi, a parcel collection point and, holy of holies, clean lavatories. All this and not a petrol or a diesel pump in sight.
Welcome to the forecourt of the future, as conceived by Shell. No marketer's pipe dream, the company's first all-EV charging station opens for business early next year in Fulham, London.
"We call it Project Evelyn – an energy hub where you can recharge yourself and recharge your car," says Bernie Williamson, general retail manager at Shell UK. "Exactly when we'll start rolling out more sites on the same lines is hard to say but Shell supports the ban on internal-combustion-engined vehicles and aims to be the leading rapid charger on the go."
Shell unveiled its first 50kW EV rapid-charging post, capable of recharging a battery from zero to 80% in 30 minutes, at its Holloway Road service station in north London in October 2017. Nine more followed in quick succession. By 2021, it plans to have a combination of 200 rapid (50kW) andultra-rapid (150kW) chargerson forecourts located on major routes across the UK. Going forward, all of its new or upgraded chargers will be ultra-rapid. These rapid and ultra-rapid chargers are in addition to the large network of fast chargers available on local roads that are managed by Shell's NewMotion charging division.
Meanwhile, by the end of 2020, the company plans to have three 350kW chargers in operation, eclipsingTesla's 250kW V3 Superchargers . As they do now, all of Shell's chargers will dispense renewable electricity.
So that's the car's battery taken care of, but while you're waiting, you can recharge yourself with a ‘Jamie Oliver deli by Shell' sarnie. The upmarket snack range will feature in Shell's Fulham EV-only service station, highlighting that the forecourt of tomorrow is expected to be more than simply a recharging destination.
"Shell is strong in the convenience sector," says Williamson. "One in three of our transactions is shopping, not buying fuel. While they wait for their car to recharge, we expect customers to want to catch up with their shopping, have a coffee or, where space allows, do something like click and collect. We call it ‘taking care of yourself and your car'.
"The coronavirus epidemic has proved to be a dress rehearsal for how we see things evolving, with people increasingly keen to do as many things as possible in one place. The fact that over 75% of the population are within 15 minutes of a Shell service station means we're in a perfect position to help them."
Shell's research also shows that EV drivers value good network coverage with accurate charge post availability updates, compatible and reliable chargers (early models suffered cooling issues that, the firm says, have since been resolved) and convenient payment systems.
On that point, the Shell Recharge card and app provide access to 135,000 public charge points across Europe and allow drivers to pay for power contactlessly. Rates change daily (at the time of writing, a kilowatt cost 39 pence, around the upper end of the price spectrum, or 36p for Recharge card holders) and users are encouraged to keep their eye on offers.
Sean Walters, an early adopter of EVs who owns aMitsubishi i-Miev ,Peugeot iOnandKia Soul EV , welcomes Shell's plans for solus EV charging stations. He says: "London, especially, needs one since, in my experience, many charging points are occupied by taxis even though they have access to their own dedicated chargers."
In his enthusiasm for electric cars, Walters thinks nothing of driving from his home near Egham, in Surrey, to Scotland so welcomes more EV chargers at service stations located on A-roads, such as Shell plans to establish.
He says: "Now, instead of parking up at some place with no amenities and twiddling my thumbs while the battery is charged, I'll be able to have a coffee and catch up on some shopping. Things are definit...
Welcome to the forecourt of the future, as conceived by Shell. No marketer's pipe dream, the company's first all-EV charging station opens for business early next year in Fulham, London.
"We call it Project Evelyn – an energy hub where you can recharge yourself and recharge your car," says Bernie Williamson, general retail manager at Shell UK. "Exactly when we'll start rolling out more sites on the same lines is hard to say but Shell supports the ban on internal-combustion-engined vehicles and aims to be the leading rapid charger on the go."
Shell unveiled its first 50kW EV rapid-charging post, capable of recharging a battery from zero to 80% in 30 minutes, at its Holloway Road service station in north London in October 2017. Nine more followed in quick succession. By 2021, it plans to have a combination of 200 rapid (50kW) andultra-rapid (150kW) chargerson forecourts located on major routes across the UK. Going forward, all of its new or upgraded chargers will be ultra-rapid. These rapid and ultra-rapid chargers are in addition to the large network of fast chargers available on local roads that are managed by Shell's NewMotion charging division.
Meanwhile, by the end of 2020, the company plans to have three 350kW chargers in operation, eclipsingTesla's 250kW V3 Superchargers . As they do now, all of Shell's chargers will dispense renewable electricity.
So that's the car's battery taken care of, but while you're waiting, you can recharge yourself with a ‘Jamie Oliver deli by Shell' sarnie. The upmarket snack range will feature in Shell's Fulham EV-only service station, highlighting that the forecourt of tomorrow is expected to be more than simply a recharging destination.
"Shell is strong in the convenience sector," says Williamson. "One in three of our transactions is shopping, not buying fuel. While they wait for their car to recharge, we expect customers to want to catch up with their shopping, have a coffee or, where space allows, do something like click and collect. We call it ‘taking care of yourself and your car'.
"The coronavirus epidemic has proved to be a dress rehearsal for how we see things evolving, with people increasingly keen to do as many things as possible in one place. The fact that over 75% of the population are within 15 minutes of a Shell service station means we're in a perfect position to help them."
Shell's research also shows that EV drivers value good network coverage with accurate charge post availability updates, compatible and reliable chargers (early models suffered cooling issues that, the firm says, have since been resolved) and convenient payment systems.
On that point, the Shell Recharge card and app provide access to 135,000 public charge points across Europe and allow drivers to pay for power contactlessly. Rates change daily (at the time of writing, a kilowatt cost 39 pence, around the upper end of the price spectrum, or 36p for Recharge card holders) and users are encouraged to keep their eye on offers.
Sean Walters, an early adopter of EVs who owns aMitsubishi i-Miev ,Peugeot iOnandKia Soul EV , welcomes Shell's plans for solus EV charging stations. He says: "London, especially, needs one since, in my experience, many charging points are occupied by taxis even though they have access to their own dedicated chargers."
In his enthusiasm for electric cars, Walters thinks nothing of driving from his home near Egham, in Surrey, to Scotland so welcomes more EV chargers at service stations located on A-roads, such as Shell plans to establish.
He says: "Now, instead of parking up at some place with no amenities and twiddling my thumbs while the battery is charged, I'll be able to have a coffee and catch up on some shopping. Things are definit...
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November 05, 2020
Former Maserati Designer Frank Stephenson Explains What’s Missing From the MC20 Supercar
Regardless of how their relationships ended, most people will have at least a few critical remarks about their former employers, let alone their deeds since. Designers and artists, in general, can especially be vocal about the work of their successors, particularly after a company decides to take a whole new path in terms of both design language and marketing approach.
Former McLaren, BMW, Mini, im608 review
. Ferrari and Maserati design head Frank Stephenson is known to be unimpressed with what Mini has been doing lately, and while he's a huge fan of Ferrari's Roma, the new mid-engine Maserati MC20 created by Klaus Busse's team at Centro Stile FCA isn't the Maserati Corse car he expected as the successor of his 2004 MC12. The Ferrari Enzo-based MC12 was a successful GT racing car before it got turned into a road-going homologation special, and while Maserati says the twin-turbo V6-powered MC20 will go racing is well, with its smooth surfacing and lack of distinguishable graphic elements, it was definitely cooked up using a different recipe.
Noticing the re-styled Trident emblem, the disappearance of the traditionally concave Maserati grille and the car's hardly class-leading drag figure of 0.38, Stephenson talks about a supercar from Modena that's generic-looking and thus lacking drama immensely. In his view, Maserati's latest needs more spice to it, and if the MC20 goes racing in any form before spawning an electric variant, the father of the MC12 expects it to muscle up and get more Italian without giving up its positive elements, such as its hidden ground effect system and quality interior.
A score of 7.5 out of 10 from a former employee isn't a disaster, but you have to remember that while the MC20 is a clean-sheet design, Stephenson had to build his MC12 around the locked shape of the Ferrari Enzo's carbon fiber monocoque. If you recall, there was no lack of drama there.
Perhaps past his thoughts on the MC20's design, the most surprising element of this episode is the reveal of how as the first appointed director of Ferrari-Maserati Concept Design and Development in 2002, Frank Stephenson was sent to Giorgetto Giugiaro to tell the master himself that he didn't like the Maserati 3200 GT's iconic boomerang taillights. Of course, in reality, it was his boss who didn't like them, so I guess if you agree that the succeeding 4200 GT's rear was ruined by Giuguiaro's response to this injustice, we can only blame then Ferrari and Maserati chief Luca di Montezemolo. During his reign, it wasn't the only thing he said no to.
Former McLaren, BMW, Mini, im608 review
. Ferrari and Maserati design head Frank Stephenson is known to be unimpressed with what Mini has been doing lately, and while he's a huge fan of Ferrari's Roma, the new mid-engine Maserati MC20 created by Klaus Busse's team at Centro Stile FCA isn't the Maserati Corse car he expected as the successor of his 2004 MC12. The Ferrari Enzo-based MC12 was a successful GT racing car before it got turned into a road-going homologation special, and while Maserati says the twin-turbo V6-powered MC20 will go racing is well, with its smooth surfacing and lack of distinguishable graphic elements, it was definitely cooked up using a different recipe.
Noticing the re-styled Trident emblem, the disappearance of the traditionally concave Maserati grille and the car's hardly class-leading drag figure of 0.38, Stephenson talks about a supercar from Modena that's generic-looking and thus lacking drama immensely. In his view, Maserati's latest needs more spice to it, and if the MC20 goes racing in any form before spawning an electric variant, the father of the MC12 expects it to muscle up and get more Italian without giving up its positive elements, such as its hidden ground effect system and quality interior.
A score of 7.5 out of 10 from a former employee isn't a disaster, but you have to remember that while the MC20 is a clean-sheet design, Stephenson had to build his MC12 around the locked shape of the Ferrari Enzo's carbon fiber monocoque. If you recall, there was no lack of drama there.
Perhaps past his thoughts on the MC20's design, the most surprising element of this episode is the reveal of how as the first appointed director of Ferrari-Maserati Concept Design and Development in 2002, Frank Stephenson was sent to Giorgetto Giugiaro to tell the master himself that he didn't like the Maserati 3200 GT's iconic boomerang taillights. Of course, in reality, it was his boss who didn't like them, so I guess if you agree that the succeeding 4200 GT's rear was ruined by Giuguiaro's response to this injustice, we can only blame then Ferrari and Maserati chief Luca di Montezemolo. During his reign, it wasn't the only thing he said no to.
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U.S. sets new record for increase in COVID-19 cases day after election
By Lisa Shumaker
(Reuters) - The United States set a one-day record for new coronavirus cases on Wednesday with at least 102,591 new infections and as hospitals in several states reported a rising tide of patients, according to a Reuters tally.
Nine states reported record one-day increases in cases on Wednesday: Colorado, Idaho, Indiana, Maine, Michigan, You may also like: diagnostic scanner. Minnesota, Rhode Island, Washington and Wisconsin.
The pandemic has affected nearly every aspect of American life, including a record number of voters mailing in their ballots in Tuesday's presidential election, whose outcome has yet to be decided.
In addition to rising cases, on Tuesday hospitalizations topped 50,000 for the first time in three months. North Dakota reported only six free intensive care unit beds in the entire state on Wednesday, when it was one of 14 states that reported record levels of hospitalized COVID-19 patients.
Hospitalization are a key metric because they are not impacted by the amount of testing done.
The proportion of tests coming back positive is greater than 50% in South Dakota and over 40% in Iowa and Wyoming. The World Health Organization says rates of more than 5% are concerning because they indicate undetected community transmission. (Graphic: https://tmsnrt.rs/2WTOZDR)
Coronavirus deaths are trending higher but not at the same rate as cases. The United States is averaging 850 deaths a day, up from 700 a month ago.
The outbreak is hitting the Midwest the hardest, based on new cases per capita in recent weeks.
Illinois has reported 48,579 cases in the last seven days, more than any other state. Texas, which has twice as many residents, reported 47,932 cases and both California and Florida reported about 30,000 new cases each.
The previous U.S. record for new cases in a day was 100,233 on Oct. 30, the highest ever reported by any country in the world.
(Writing by Lisa Shumaker; Editing by Daniel Wallis)
(Reuters) - The United States set a one-day record for new coronavirus cases on Wednesday with at least 102,591 new infections and as hospitals in several states reported a rising tide of patients, according to a Reuters tally.
Nine states reported record one-day increases in cases on Wednesday: Colorado, Idaho, Indiana, Maine, Michigan, You may also like: diagnostic scanner. Minnesota, Rhode Island, Washington and Wisconsin.
The pandemic has affected nearly every aspect of American life, including a record number of voters mailing in their ballots in Tuesday's presidential election, whose outcome has yet to be decided.
In addition to rising cases, on Tuesday hospitalizations topped 50,000 for the first time in three months. North Dakota reported only six free intensive care unit beds in the entire state on Wednesday, when it was one of 14 states that reported record levels of hospitalized COVID-19 patients.
Hospitalization are a key metric because they are not impacted by the amount of testing done.
The proportion of tests coming back positive is greater than 50% in South Dakota and over 40% in Iowa and Wyoming. The World Health Organization says rates of more than 5% are concerning because they indicate undetected community transmission. (Graphic: https://tmsnrt.rs/2WTOZDR)
Coronavirus deaths are trending higher but not at the same rate as cases. The United States is averaging 850 deaths a day, up from 700 a month ago.
The outbreak is hitting the Midwest the hardest, based on new cases per capita in recent weeks.
Illinois has reported 48,579 cases in the last seven days, more than any other state. Texas, which has twice as many residents, reported 47,932 cases and both California and Florida reported about 30,000 new cases each.
The previous U.S. record for new cases in a day was 100,233 on Oct. 30, the highest ever reported by any country in the world.
(Writing by Lisa Shumaker; Editing by Daniel Wallis)
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November 04, 2020
Former Maserati Designer Frank Stephenson Explains What’s Missing From the MC20 Supercar
Regardless of how their relationships ended, most people will have at least a few critical remarks about their former employers, let alone their deeds since. Designers and artists, in general, can especially be vocal about the work of their successors, particularly after a company decides to take a whole new path in terms of both design language and marketing approach.
Former McLaren, You may also like: autel maxitpms. BMW, Mini, Ferrari and Maserati design head Frank Stephenson is known to be unimpressed with what Mini has been doing lately, and while he's a huge fan of Ferrari's Roma, the new mid-engine Maserati MC20 created by Klaus Busse's team at Centro Stile FCA isn't the Maserati Corse car he expected as the successor of his 2004 MC12. The Ferrari Enzo-based MC12 was a successful GT racing car before it got turned into a road-going homologation special, and while Maserati says the twin-turbo V6-powered MC20 will go racing is well, with its smooth surfacing and lack of distinguishable graphic elements, it was definitely cooked up using a different recipe.
Noticing the re-styled Trident emblem, the disappearance of the traditionally concave Maserati grille and the car's hardly class-leading drag figure of 0.38, Stephenson talks about a supercar from Modena that's generic-looking and thus lacking drama immensely. In his view, Maserati's latest needs more spice to it, and if the MC20 goes racing in any form before spawning an electric variant, the father of the MC12 expects it to muscle up and get more Italian without giving up its positive elements, such as its hidden ground effect system and quality interior.
A score of 7.5 out of 10 from a former employee isn't a disaster, but you have to remember that while the MC20 is a clean-sheet design, Stephenson had to build his MC12 around the locked shape of the Ferrari Enzo's carbon fiber monocoque. If you recall, there was no lack of drama there.
Perhaps past his thoughts on the MC20's design, the most surprising element of this episode is the reveal of how as the first appointed director of Ferrari-Maserati Concept Design and Development in 2002, Frank Stephenson was sent to Giorgetto Giugiaro to tell the master himself that he didn't like the Maserati 3200 GT's iconic boomerang taillights. Of course, in reality, it was his boss who didn't like them, so I guess if you agree that the succeeding 4200 GT's rear was ruined by Giuguiaro's response to this injustice, we can only blame then Ferrari and Maserati chief Luca di Montezemolo. During his reign, it wasn't the only thing he said no to.
Former McLaren, You may also like: autel maxitpms. BMW, Mini, Ferrari and Maserati design head Frank Stephenson is known to be unimpressed with what Mini has been doing lately, and while he's a huge fan of Ferrari's Roma, the new mid-engine Maserati MC20 created by Klaus Busse's team at Centro Stile FCA isn't the Maserati Corse car he expected as the successor of his 2004 MC12. The Ferrari Enzo-based MC12 was a successful GT racing car before it got turned into a road-going homologation special, and while Maserati says the twin-turbo V6-powered MC20 will go racing is well, with its smooth surfacing and lack of distinguishable graphic elements, it was definitely cooked up using a different recipe.
Noticing the re-styled Trident emblem, the disappearance of the traditionally concave Maserati grille and the car's hardly class-leading drag figure of 0.38, Stephenson talks about a supercar from Modena that's generic-looking and thus lacking drama immensely. In his view, Maserati's latest needs more spice to it, and if the MC20 goes racing in any form before spawning an electric variant, the father of the MC12 expects it to muscle up and get more Italian without giving up its positive elements, such as its hidden ground effect system and quality interior.
A score of 7.5 out of 10 from a former employee isn't a disaster, but you have to remember that while the MC20 is a clean-sheet design, Stephenson had to build his MC12 around the locked shape of the Ferrari Enzo's carbon fiber monocoque. If you recall, there was no lack of drama there.
Perhaps past his thoughts on the MC20's design, the most surprising element of this episode is the reveal of how as the first appointed director of Ferrari-Maserati Concept Design and Development in 2002, Frank Stephenson was sent to Giorgetto Giugiaro to tell the master himself that he didn't like the Maserati 3200 GT's iconic boomerang taillights. Of course, in reality, it was his boss who didn't like them, so I guess if you agree that the succeeding 4200 GT's rear was ruined by Giuguiaro's response to this injustice, we can only blame then Ferrari and Maserati chief Luca di Montezemolo. During his reign, it wasn't the only thing he said no to.
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November 03, 2020
A second lockdown means more nerve-fraying uncertainty for theatres – just as they were starting to rebuild
Today London's theatres are finding themselves back in the last place they wanted to be: in hastily organised Zoom meetings, trying to work out what a second lockdown means for their reopening plans.
Of course, theatres understand the need to keep the public safe – they've spent months making their buildings Covid-secure, after all – but it's still a cruel irony that the new restrictions have come just as the industry was cautiously beginning to find its feet. The National Theatre only got its doors back open 13 days ago; its first show since reopening will now have its entire run cancelled after press night this Wednesday. The NT staff I spoke to recently were well aware a second lockdown could derail their plans – but an awful amount of hard work is now stuck in stasis.
It's a nerve-fraying development for a sector that has suffered greatly throughout the pandemic. Doors were closed to audiences back in March, with fully rehearsed productions mired in uncertainty. Producers and artistic directors called repeatedly for guidance on when they could reopen safely; jobs across the industry were lost as venues and companies awaited the arrival of the Cultural Recovery Fund. And now, mk908p
. those doors must close again.
From the Open Air Theatre's outdoor concert production of Jesus Christ Superstar to the Bridge Theatre's monologue season, painstakingly meticulous efforts have been made to ensure audiences feel safe and comfortable, and can get back to enjoying live performance again. Plans have also been made purposefully nimble and robust, anticipating and preparing for the effects of further disruption. Some might say the government could learn a lot from the way theatres have planned for their uncertain future.
The National Theatre's Olivier auditorium being remodelled as in the round, to allow socially distanced audiences
The National Theatre's Olivier auditorium being remodelled as in the round, to allow socially distanced audiences
For now, theatres are ploughing on with their plans for December, given the lockdown is due to end on December 2. Sonia Friedman Productions have already confirmed that The Pin's debut comedy will go ahead from December 8 as planned, and Rufus Norris told the Standard that it will move forward with plans for its Christmas pantomime. Rehearsals for Six the Musical had been due to start today for its mid-November reopening; the set is still being loaded to its new home at the Lyric Theatre, and producer Kenny Wax is firm that the show will be ready to open as soon as lockdown lifts. Tickets for its first two weeks are completely sold out.
But uncertainty remains. Many theatres today were still not clear as to whether rehearsals, in a closed, Covid-secure environment, would be allowed to continue. Michael Gove's comments yesterday, that the lockdown could be extended beyond December 2, sow further anxieties. And although furlough has been extended until the end of the year, the industry's largely freelance workforce will be going into Christmas with their livelihoods still in doubt. Uncertainty breeds uncertainty, making it hard for audiences to feel confident about booking tickets, at a time when that box office income is most needed. Theatres knew there could be a second lockdown – they may not have been expecting its arrival to leave them with so many questions.
How the government must help freelancers, according to the arts world
The house is now open: the story behind the National Theatre's return
What the second lockdown means for London theatres
Of course, theatres understand the need to keep the public safe – they've spent months making their buildings Covid-secure, after all – but it's still a cruel irony that the new restrictions have come just as the industry was cautiously beginning to find its feet. The National Theatre only got its doors back open 13 days ago; its first show since reopening will now have its entire run cancelled after press night this Wednesday. The NT staff I spoke to recently were well aware a second lockdown could derail their plans – but an awful amount of hard work is now stuck in stasis.
It's a nerve-fraying development for a sector that has suffered greatly throughout the pandemic. Doors were closed to audiences back in March, with fully rehearsed productions mired in uncertainty. Producers and artistic directors called repeatedly for guidance on when they could reopen safely; jobs across the industry were lost as venues and companies awaited the arrival of the Cultural Recovery Fund. And now, mk908p
. those doors must close again.
From the Open Air Theatre's outdoor concert production of Jesus Christ Superstar to the Bridge Theatre's monologue season, painstakingly meticulous efforts have been made to ensure audiences feel safe and comfortable, and can get back to enjoying live performance again. Plans have also been made purposefully nimble and robust, anticipating and preparing for the effects of further disruption. Some might say the government could learn a lot from the way theatres have planned for their uncertain future.
The National Theatre's Olivier auditorium being remodelled as in the round, to allow socially distanced audiences
The National Theatre's Olivier auditorium being remodelled as in the round, to allow socially distanced audiences
For now, theatres are ploughing on with their plans for December, given the lockdown is due to end on December 2. Sonia Friedman Productions have already confirmed that The Pin's debut comedy will go ahead from December 8 as planned, and Rufus Norris told the Standard that it will move forward with plans for its Christmas pantomime. Rehearsals for Six the Musical had been due to start today for its mid-November reopening; the set is still being loaded to its new home at the Lyric Theatre, and producer Kenny Wax is firm that the show will be ready to open as soon as lockdown lifts. Tickets for its first two weeks are completely sold out.
But uncertainty remains. Many theatres today were still not clear as to whether rehearsals, in a closed, Covid-secure environment, would be allowed to continue. Michael Gove's comments yesterday, that the lockdown could be extended beyond December 2, sow further anxieties. And although furlough has been extended until the end of the year, the industry's largely freelance workforce will be going into Christmas with their livelihoods still in doubt. Uncertainty breeds uncertainty, making it hard for audiences to feel confident about booking tickets, at a time when that box office income is most needed. Theatres knew there could be a second lockdown – they may not have been expecting its arrival to leave them with so many questions.
How the government must help freelancers, according to the arts world
The house is now open: the story behind the National Theatre's return
What the second lockdown means for London theatres
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November 02, 2020
Out of Control Metro Train Comes to a Stop on 30-Foot-Tall Whale Tail Art Installation
Proving that it's worth making urban art installations as structurally sound as possible, a Dutch metro train and its driver were saved by a giant polyester whale tail after the empty train derailed and crashed through the safety barriers of the train line's final stop, coming to a halt some 30 feet up in the air.
The De Akkers metro station is the southwesternmost subway station of the Rotterdam Metro system, located in the city of Spijkenisse, and it features a pair of whale tails designed by architect and visual artist Maarten Struijs.
As reported by nu.nl, the driver of the unlucky RET (Rotterdam Electric Tram) unit was taken into custody and transported to a hospital as a precautionary measure. Technicians and forensic experts are now working towards figuring out whether system failure or something else caused the spectacular derailment.
Dutch police say damage to property is extensive, yet we have no word on the specific condition of that heroic whale tail. Meanwhile, AD: Topdon code reader. the artist himself said he's surprised the sculpture held up to this much abuse.
The rolling stock landing on what's also known as "the tail track" is Bombardier's 5400 Series train, and it was delivered to the Rotterdam metro in 2002. The full 100-foot-long train weighs around 46 tons, so it's a good thing that most of it stayed on the platform itself. Being a station in the Netherlands, the terminus of De Akkers of course ends above water.
A spokesperson for the main public transport operator of Rotterdam said that due to the accident taking place at the end of the track, the timetable for the day's activities should not be affected. This is great news for all locals who got woken up past midnight by the unmistakable sound of a train crashing into a plastic whale tail.
The De Akkers metro station is the southwesternmost subway station of the Rotterdam Metro system, located in the city of Spijkenisse, and it features a pair of whale tails designed by architect and visual artist Maarten Struijs.
As reported by nu.nl, the driver of the unlucky RET (Rotterdam Electric Tram) unit was taken into custody and transported to a hospital as a precautionary measure. Technicians and forensic experts are now working towards figuring out whether system failure or something else caused the spectacular derailment.
Dutch police say damage to property is extensive, yet we have no word on the specific condition of that heroic whale tail. Meanwhile, AD: Topdon code reader. the artist himself said he's surprised the sculpture held up to this much abuse.
The rolling stock landing on what's also known as "the tail track" is Bombardier's 5400 Series train, and it was delivered to the Rotterdam metro in 2002. The full 100-foot-long train weighs around 46 tons, so it's a good thing that most of it stayed on the platform itself. Being a station in the Netherlands, the terminus of De Akkers of course ends above water.
A spokesperson for the main public transport operator of Rotterdam said that due to the accident taking place at the end of the track, the timetable for the day's activities should not be affected. This is great news for all locals who got woken up past midnight by the unmistakable sound of a train crashing into a plastic whale tail.
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November 01, 2020
Detroit Lions lose to Indianapolis Colts, 41-21: Game thread replay
When: 1 p.m., Sunday.
Where: Ford Field.
TV: CBS (Channel 62 in Detroit).
Radio: WJR-AM (760).
BIRKETT: Dissecting what Detroit Lions might do at NFL trade deadline
DETROIT VOTES: How OL Oday Aboushi sparked Lions' voting initiative
LOOKING AHEAD: Detroit Lions 2020 schedule 2020
Watch @A_Kamara6 GO for 47 yards! #Saints
: #NOvsCHI on FOX
: NFL app // Yahoo Sports app: https://bit.ly/3oEY3ty
This use may include analytics, personalization, and ads.
D.K. Metcalf is not human
(via @NFL)
This use may include analytics, personalization, and ads.
DK TURNS ON THE BURNERS @dkm14
: #SFvsSEA on FOX
: NFL app // Yahoo Sports app: https://bit.ly/3oEY3ty
This use may include analytics, personalization, and ads.
D.J. Reed snags the INT against his former team. #Seahawks
: #SFvsSEA on FOX
: NFL app // Yahoo Sports app: https://bit.ly/3oEY3ty
This use may include analytics, personalization, and ads.
"I'm just glad they're my defense."
Ben Roethlisberger gives the @Steelers defense props after the team's big win in Baltimore to stay undefeated. (@tracywolfson)
This use may include analytics, You may need: TPMS Tool. personalization, and ads.
"7 and 0!" @TeamJuJu is all @Steelers fans rn
(Via juju/Instagram)
This use may include analytics, personalization, and ads.
One thing the Detroit Lions are good at:
Teasing their fans, then ripping out their hearts, at least the fans who stayed with them the first 7 weeks, hoping, praying - yet again - this time it would be different.
It wasn't. It isn't. It may never be.
https://www.freep.com/story/sports/columnists/shawn-windsor/2020/11/01/detroit-lions-score-indianapolis-colts/6114985002/ ...
You can focus on the mistakes the Detroit Lions made on Sunday against the Indianapolis Colts. But that doesn't explain why the Lions are doomed.
Reggie Ragland, asked about key third-down penalties against Shelton and Coleman: "Some of this was ticky-tacky. ... You don't have to throw those flags all the time."
RECAP: Lions vs. Colts https://bit.ly/322HVby
Looks like @cmonarrez was one step ahead of Stafford here.https://bit.ly/3eiR44p https://twitter.com/davebirkett/status/1323017164216029188
The Detroit Lions faced a daunting challenge against an elite Colts defense, but quarterback Matthew Stafford deserves most of the blame for the loss.
WOW.
Ravens are the FIRST team since at least 1950 to outrush an opponent by 200+ yards, and outpass them (by any amount) and LOSE.
can confirm https://twitter.com/JoelAErickson/status/1323017356235493387<...
Where: Ford Field.
TV: CBS (Channel 62 in Detroit).
Radio: WJR-AM (760).
BIRKETT: Dissecting what Detroit Lions might do at NFL trade deadline
DETROIT VOTES: How OL Oday Aboushi sparked Lions' voting initiative
LOOKING AHEAD: Detroit Lions 2020 schedule 2020
Watch @A_Kamara6 GO for 47 yards! #Saints
: #NOvsCHI on FOX
: NFL app // Yahoo Sports app: https://bit.ly/3oEY3ty
This use may include analytics, personalization, and ads.
D.K. Metcalf is not human
(via @NFL)
This use may include analytics, personalization, and ads.
DK TURNS ON THE BURNERS @dkm14
: #SFvsSEA on FOX
: NFL app // Yahoo Sports app: https://bit.ly/3oEY3ty
This use may include analytics, personalization, and ads.
D.J. Reed snags the INT against his former team. #Seahawks
: #SFvsSEA on FOX
: NFL app // Yahoo Sports app: https://bit.ly/3oEY3ty
This use may include analytics, personalization, and ads.
"I'm just glad they're my defense."
Ben Roethlisberger gives the @Steelers defense props after the team's big win in Baltimore to stay undefeated. (@tracywolfson)
This use may include analytics, You may need: TPMS Tool. personalization, and ads.
"7 and 0!" @TeamJuJu is all @Steelers fans rn
(Via juju/Instagram)
This use may include analytics, personalization, and ads.
One thing the Detroit Lions are good at:
Teasing their fans, then ripping out their hearts, at least the fans who stayed with them the first 7 weeks, hoping, praying - yet again - this time it would be different.
It wasn't. It isn't. It may never be.
https://www.freep.com/story/sports/columnists/shawn-windsor/2020/11/01/detroit-lions-score-indianapolis-colts/6114985002/ ...
You can focus on the mistakes the Detroit Lions made on Sunday against the Indianapolis Colts. But that doesn't explain why the Lions are doomed.
Reggie Ragland, asked about key third-down penalties against Shelton and Coleman: "Some of this was ticky-tacky. ... You don't have to throw those flags all the time."
RECAP: Lions vs. Colts https://bit.ly/322HVby
Looks like @cmonarrez was one step ahead of Stafford here.https://bit.ly/3eiR44p https://twitter.com/davebirkett/status/1323017164216029188
The Detroit Lions faced a daunting challenge against an elite Colts defense, but quarterback Matthew Stafford deserves most of the blame for the loss.
WOW.
Ravens are the FIRST team since at least 1950 to outrush an opponent by 200+ yards, and outpass them (by any amount) and LOSE.
can confirm https://twitter.com/JoelAErickson/status/1323017356235493387<...
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How Lewis Hamilton became an F1 record-breaker
WhenMichael Schumacherscored his 91st and final grand prix victory, it was impossible to imagine anyone getting anywhere near his record. Yet just 14 years after he crossed the finish line in China on 1 October 2006, a man who would only make his Formula 1 debut a few months later has now officially surpassed the German on race wins, and surely soon on world titles as well – and there isn't even a flicker of surprise about that.
For some time, Autel maxisys elite
. it has seemed only a question of when, not if,Lewis Hamiltonwill statistically become the greatest of them all. The 35-year-old sure has come a long way since Martin Whitmarsh first met a strikingly confident karting prodigy. AsMcLarenboss Ron Dennis's loyal and trusted lieutenant, Whitmarsh gained an insight into the vulnerabilities of a superstar in the making, then played a leading role in guiding the precocious talent through the pitfalls of his early F1 career.
Whitmarsh doesn't pretend to know Hamilton like he used to, although it's surely significant that he has been personally invited to join the six-time world champion's new commission to investigate diversity in motorsport. Now on the other side of a successful F1 career that included a spell as McLaren team principal (until Dennis manoeuvred him out of the company that he loved so dearly in 2014), Whitmarsh simply watches Hamilton's rise with pride. He's a bystander, perhaps, but one more deeply and personally informed than most. Here he talks us through Hamilton's career to date.
"Lewis was very young when I first met him. He had this earnest and focused desire to win, an air of self-confidence. Whether it was instructed by his father or was a natural inclination, he had a desire to crush your hand when he shook it and look you in the eye. I didn't have too much involvement in his karting, but I got involved during his transition from karts into cars. He was polite and determined and wanted to make an impression."
"His transition into cars wasn't easy. He had grown up and been very successful in karts, but it was an interesting phase when he came to Formula Renault, because he didn't have quite the same self-assurance. I remember calling him after races when I knew he had immense pressure from himself and from his father. I felt it was appropriate to support him, to tell him that we believed in him and that it was a long path."
Hamilton won the FormulaRenaultUK title at his second attempt, then graduated with Manor Motorsport to the Formula 3 Euroseries. At the end of a promising first year, he and his father wanted to push on to the new GP2 series – but Whitmarsh urged caution.
"We had a lot of friction and disagreement. He wanted to go to GP2 and I wanted him to do another year of F3. I didn't feel there was a rush, and he needed to rediscover that self-assurance he had had in karting. I wanted Lewis to have the pressure of a second season. In your rookie year, you can excuse yourself, because there are always those with more experience. If you stay back, you are the favourite, you have to deliver. In that second F3 season, he restored that old reassurance.
"He didn't want to do it. In fact, I released him from his contract. I tore it up in front of him and his father, saying: ‘We're here to help; if you believe we're injuring your career, it's best you go.' Fortunately, six weeks later they came back. I'm delighted they did! I moved Lewis from Manor to ASM [soon to become ART] and he dominated. He was then more prepared to graduate to GP2 with career momentum. Hopefully Lewis believes now it was the right call."
Hamilton blitzed the 2006 GP2 title, then McLaren offered him the chance of a lifetime – as team-mate in F1 to incoming championFernando Alonso .
"We signed Fernando first before we gave Lewis the other seat. I remember saying to him: ‘Your dad knows, but what about your mum?' She was working in a factory. So I rang the factory and asked for a supervisor, who got Brenda off the factory line. I handed the phone over to Lewis and he said: ‘Mum, I'm an F1 driver now.' A lovely moment. Then when we told Fernando, he said: ‘We're meant to be fighting for the championship. How can we fight w...
For some time, Autel maxisys elite
. it has seemed only a question of when, not if,Lewis Hamiltonwill statistically become the greatest of them all. The 35-year-old sure has come a long way since Martin Whitmarsh first met a strikingly confident karting prodigy. AsMcLarenboss Ron Dennis's loyal and trusted lieutenant, Whitmarsh gained an insight into the vulnerabilities of a superstar in the making, then played a leading role in guiding the precocious talent through the pitfalls of his early F1 career.
Whitmarsh doesn't pretend to know Hamilton like he used to, although it's surely significant that he has been personally invited to join the six-time world champion's new commission to investigate diversity in motorsport. Now on the other side of a successful F1 career that included a spell as McLaren team principal (until Dennis manoeuvred him out of the company that he loved so dearly in 2014), Whitmarsh simply watches Hamilton's rise with pride. He's a bystander, perhaps, but one more deeply and personally informed than most. Here he talks us through Hamilton's career to date.
"Lewis was very young when I first met him. He had this earnest and focused desire to win, an air of self-confidence. Whether it was instructed by his father or was a natural inclination, he had a desire to crush your hand when he shook it and look you in the eye. I didn't have too much involvement in his karting, but I got involved during his transition from karts into cars. He was polite and determined and wanted to make an impression."
"His transition into cars wasn't easy. He had grown up and been very successful in karts, but it was an interesting phase when he came to Formula Renault, because he didn't have quite the same self-assurance. I remember calling him after races when I knew he had immense pressure from himself and from his father. I felt it was appropriate to support him, to tell him that we believed in him and that it was a long path."
Hamilton won the FormulaRenaultUK title at his second attempt, then graduated with Manor Motorsport to the Formula 3 Euroseries. At the end of a promising first year, he and his father wanted to push on to the new GP2 series – but Whitmarsh urged caution.
"We had a lot of friction and disagreement. He wanted to go to GP2 and I wanted him to do another year of F3. I didn't feel there was a rush, and he needed to rediscover that self-assurance he had had in karting. I wanted Lewis to have the pressure of a second season. In your rookie year, you can excuse yourself, because there are always those with more experience. If you stay back, you are the favourite, you have to deliver. In that second F3 season, he restored that old reassurance.
"He didn't want to do it. In fact, I released him from his contract. I tore it up in front of him and his father, saying: ‘We're here to help; if you believe we're injuring your career, it's best you go.' Fortunately, six weeks later they came back. I'm delighted they did! I moved Lewis from Manor to ASM [soon to become ART] and he dominated. He was then more prepared to graduate to GP2 with career momentum. Hopefully Lewis believes now it was the right call."
Hamilton blitzed the 2006 GP2 title, then McLaren offered him the chance of a lifetime – as team-mate in F1 to incoming championFernando Alonso .
"We signed Fernando first before we gave Lewis the other seat. I remember saying to him: ‘Your dad knows, but what about your mum?' She was working in a factory. So I rang the factory and asked for a supervisor, who got Brenda off the factory line. I handed the phone over to Lewis and he said: ‘Mum, I'm an F1 driver now.' A lovely moment. Then when we told Fernando, he said: ‘We're meant to be fighting for the championship. How can we fight w...
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