The Culture of a Garage.... how quirkily quaint.

Like most homes, my garage is filled with stuff that otherwise should not be in the house. At least stuff that are not permitted by my wife. There's a lawn mower, cases of engine oil, folded boxes, some old newspapers, typical "garagy" stuff. I never knew it can be a place for intersecting races. After all it is far from being a meeting area for the UN. So it was with curiosity when folks from Culture| Garage started chatting with me. No it's not about exchanging recipes for Curry Mutton or Kung Pau Chicken. Certainly nothing to do with how to tidy-up one's garage nor what to do when hosting a multi-racial get together in your garage! Turns out that my auto-articles aren't just some ramblings of a 30-year old pencil pusher after all. Folks at Culture | Garage recognised some value of my writings and offered me to be on-board their staff.

Mercedes Benz C300 4Matic

I sense a reverse migration happening.
Petter-patter.... petter-patter WOP! Petter-patter... petter-patter WOP! The drizzle of raindrops on the windshield interrupted by wipers created a hypnotic rhythm while I sit idle at the lights. It is strange that such mundane moments are often ignored if not for the quiet ambience inside my car. I suppose I can drown out the aquatic beat by firing up the 12-speaker Harmon Kardon audio system. There is certain calmness in my cabin due to the quality NVH design and acoustic filtering technologies. Maybe it's how the 8-way powered seat with standard bum-warmers cradling me on this cold dreary day. The world could be ravaged by the Four Horsemen, but right here right now at this intersection to no where, I am at peace.

I first got a call from the Mercedes-Benz rep about spending the weekend with their latest ‘baby’. However I have a dilemma. Weeks of procrastination has left my yard in need of some attention especially after a SAR task force found a neighborhood kid lost amongst the tall grass. Hmm.... to spend the weekend with my 4hp MasterCraft mower or burn rubber with the new 2008 C-Class?

"Honey, I gotta work!!! The grass ain't gonna pay the bills!"

The newly redesigned C-Class is making its debut for the model year 2008 replacing the previous generation after 6 years in production with a staggering 630,000 copies in global sales. But during its waning years, the C-Class’ market share was slipping faster than Paris Hilton's new single release. Surely this 120-year old company can't let BMW and Audi push it around. Let alone upstarts like Lexus and Infiniti joining the fray.

My tester for the weekend is the C300 4Matic Sport. 4Matic means all-wheel-drive in Mercedes-language not 4-speed automatic. The Sport model replaces the classic Tri-Star ornament with an oversized emblem in the middle of a gapping grille. In addition the Sport model comes with some AMG tidbits, details later. Gone are the oogly-googly headlamps. In its place - a set of trapezoidal light housing active Bi-Xenons. The new headlamps are derived from MB’s flagship S-Class. These units cleverly illuminate what's around the corners by turning in accordance to the steering angle. The designers at MB had done a fantastic job in sculpturing an aggressive profile with the new W204 C-Class. Even at stationary, it portrays a predatory-cat stance ready to pounce. But fear not as the Classic model is still available to those who prefer old school discreteness. It even retains the familiar Tri-Star hood ornament too. It looks like Doktor Dieter Zetsche’s design committee wasn’t able to agree in regards to the C-Class. One group wants a sporty and hip profile and then the others go “Nein! Nein! We vust keep zerything in ördnung!” So in the end they made two flavours. One is for clients who prefer their Martinis shaken not stirred and the other is for those who prefer Darjeeling tea.

The slick design theme continues inside with remarkably rich ARTICO leather, a form of leatherette that rivals many genuine cowhides. Increased rear legroom allows for comfortable adult seating although toe space is minimal. I attribute that to the heating innards that are stuffed under the front seats. My C300 being the Sport model is equipped with a sleek leather-clad tri-spoke wheel that fits perfectly on my hands. The driver is greeted with a combo of brushed-metal and chrome ringed gauges which looks absolutely gorgeous. My previous rant with the B-Class was its messy Multi-Info Display implementation. MB managed to redesign the unit and house it in a high resolution display on the speedometer. Unlike the stoic and somewhat bland 3-Series’ interior, the C-Class offers a sense of occasion to its occupants. From its brushed aluminum gear lever to its beveled knobs, the driver is lavished with the tactile feel that only a Mercedes-Benz can.

And speaking of tactility, thanks to the AMG pixie dusts, my C300 Sport exhibit sporting intentions rather than a plastic trunk badge or catalog option by delivering crisp handling. As of this writing, the Sport version comes as a free package which amongst the juicy bits is AMG suspension tuning that lowers the car by 15mm. A set of cross-drilled discs clamped by monobloc caliper with embossed Mercedes-Benz pokes through the 5-spoke 17" AMG wheels. If you have it, flaunt it!

During my jaunt around the Burnaby Mountain roads, the C keeps on hugging the twisting tarmac with a right combination of lean and adhesion. As the velocity needle crescendos, its steering sharpens up and provides a level of feedback almost unMercedes. There was a certain vault-like solidity when traveling at high speeds thanks to wider track and lengthened wheelbase. Tail-out hooliganism can be provoked with a jab on the brakes while engaging opposite lock at speeds while AWD & the plethora of Nanny-electronics provided a safety net for my controlled drift. Surely this can’t be the C-Class I used to know! ADAPTIVE Brake technology borrowed from the S-class with 12.68” discs anchor the C to a halt quickly and safely in spite of the wet soggy roads.

So what about the Go-Factor? It’s a mixed bag on the C300, in 4Matic trim it weighs a hefty 3736lbs which impacts forward acceleration. A proper manual is offered only with the C300, not available with the 268hp C350. According to the stats collected by MB, C-Class owners prefer their Mercedes to change gears autonomously. In this regard, MB has endowed the C-Class with not 5 nor 6, but 7 gear-ratios called the 7G-TRONIC to maximize engine performance. My overall impression with this new C no longer left me feeling 20 years older that its predecessors once did.

Owning a Benz is very much like having Madeline Albright as your personal ambassador. You could pull into the Royal Fairmont with Satay Sauce dripping off your khakis and the valet will still run to you and treat you like a Maharajah. Even Iraqi village kids know what Mercedes-Benz stands for. It is a well respected name. However like the stately Albright, a Benz also projects old-world conservativeness. This perception has caused MB some sales from the younger more extrovert crowds that end up in the BMW camp. In the quest to appeal to these junior execs, MB did an outstanding job by injecting energy and sexiness (more Jolie than Albright) with the redesigned C-Class. It has a restrained aggressive persona that will surely stand out in the sea of BMWs. While the C300 Sport is dead-on with the 328i in terms of price and performance, the C350 may still have trouble against the 335i twin-turbo übersedan. The C300 will be the volume leader for MB and with a higher feature-content than its Bavarian archrival; it is somewhat of a bargain. The Sport model will surely attract buyers who would otherwise head to the BMW or Audi stores.

Quick Facts

Price	$41, 000- $47,900
Horsepower	228hp – 268hp
Length	4581mm
Weight	1695kg (3761lb) – 4Matic
Fuel Consumption	City:11.7L/100km Hwy: 7.8L/100km

Special thanks to Adrian Kuei of Mercedes Benz – West Broadway for providing the 2008 C300 Sport 4Matic for the purpose of this review

It's the state of mind

Capturing the Ambiance

People are not just drawn into not by the length or width of a room. With homes, we like to relate ourselves with that setting. One can have an expensive home for sale but if the images does not relate to the viewer then it is likely that he/she (mostly a she thing) would pass on it. So for me, it is always a good idea to discuss with the realtor or owner what are the good points of the home, what makes it so livable, and what to areas to avoid.

In general, I like to add a touch of warmth to my interior images. It projects a cozy feeling especially when it is cold outside. They are many ways in doing this. From warming filters, to coloured gel for the flash but for me, I use Photoshop's filters. It's simple and easy to use.

In these examples, I want the viewer to instantly have an impression that they'd like to relax on that couch by the fireplace... maybe read a book while listening to the bird chirping at the forest behind.

Bathrooms can be notoriously cold in feeling thanks to the tiles shiny shower stalls and faucets. Space can be challenging too. I generally take my time and walk around the bathroom to identify what areas best capture a sense of coziness. Instead of showing the counter-top and shower stall, the image shows a soaker tub with a window and a glass sky- window with lights streaming in. Afterall, counter-tops and toilet bowls are likely standard items in a typical bathrooms. And I personally find images with a toilet bowl a turn-off when it comes to bathrooms photos.














The image on the left gives the impression of grandeur as one walks out the lobby towards a nice bright sunny day. I took multiple exposures to create an HDR image so that tonal qualities for both the darker lobby interior and bright park exterior can be exposed harmoniously. More on HDR photography at another time.

Nissan Altima Coupe

A sporty coupe that is more pleasing to the eyes than sensory experience.

"So what do you think of this car?" asked an elderly man. His sudden question startled me a little for I have just pulled into a parking lot idling the 2008 Altima Coupe to I jot down some notes.

“Isn’t it good looking dad?” remarked a female voice nearby.

Introduced for model year 2008 by Nissan, the Altima Coupe will complement the ever popular sedan version. In terms of body panels, the Coupe only shares the hood with its 4-door counterpart. Nissan shortened (~101mm) and lowered the Coupe body to create an athletic stance. The front-end design is unmistakably Nissan down to its vertically stacked headlights and honeycomb grille. I was expecting a more energetic face being a 2-door sports coupe. However from the A-pillar back, the car takes on a swooping arch ending with a shortened rear deck hinting traces from the G35 coupe. And of course as with the current cropped of cars these days, even the base Altima Coupe sports the requisite dual side-exhaust tucked neatly under the black rear diffuser. Apart from the puny 16" alloy wheels that seemed lost in the large wheel wells, I do find the Altima Coupe's overall design pleasing.

"The interior isn’t bad either!" exclaimed the daughter who is now peering through my passenger side window.

The Altima coupe’s interior is lifted straight from the new generation Altima sedan sibling. Gone is the chunky plastic gauge pod. Instead the replacement is a set of electroluminescent speedometer and tachometer that glows red. Even under the bright noonday glare, it was easy to read the vital stats of this new Altima. Most notably is the I-key that will see most of its life in one’s pocket or a purse. One no longer needs to insert the key onto the steering column but rather press the White Start button to initiate engine startup. Very vroom-vroom indeed.

Nissan interior designers should be given a pat on the back for being able to deliver quality feel without stretching the budget too much. Soft-padded plastics are strategically located throughout the car’s interior. Together with sprinkling of polished chrome bits, the Altima Coupe projects a higher than expected classy perception. One touch window down for the passenger side is standard even with the base model. Nissan replaced the previous bulky plastic-clad steering wheel with yet another plastic-clad item, only this time the design seemed more at home in an arcade than on a car. Why can’t they install simple three-spoke wheels like every other Japanese car companies? The base audio system was standard fare as expected. An optional 9-speaker Bose system is available as an option. My 2.5S Altima comes equipped with power-adjustable cloth seats. No Lumbar support though. You would have to opt for the SL package for that. But that will entail exchanging the grippy cloth for slippery leather. As a coupe, the rear fold-down seats though commendably large will likely see very little people-carrying duty.

Being the gentleman I offered the excited female to plop herself into the Altima’s cockpit. Gripping the steering wheel the daughter declared proudly, “I want lots of horsepower. How powerful is this one?”

I had to burst her bubble as my tester was a 2.5L inline-4 version. Fortunately the silky VQ35 6-cylinder is available that starts at about $31,398. The base 175hp Altima Coupe will not win any traffic light grand prix. However it does an admirable job shuttling around the city. My tester is also equipped with the Xtronic CVT transmission that Nissan is very proud of. This system cleverly determines the optimal power delivery by correlating the driver’s input against a databank of up to 700 shift-logic preset scenarios. Nissan is very proud of their CVT technology and expects to sell 1 Million of these CVT-equipped models. Nissan tuned the CVT for increased mileage but at the expense of accelerative fun. It just didn’t feel that 175 horses are hidden in the engine bay. Gunning the go-pedal resulted in increased engine noise as the 2.5L struggles to gain momentum. There are 6 pre-programmed ratios in manumatic mode. However it doesn’t hold the gear to redline before shifting to the next gear. Bummer… The manual 6-speed would be my hearty recommendation.

Heading into my usual test loop that consists of a combination of straights and twisting blacktop, the Altima Coupe felt composed and quiet. It is most happy cruising at a leisure speed. Road noise is minimal. The taller sidewalled 16” all-season tires provided a comfortable ride. With a big coupe, one would have to plan the entry into a curve carefully as too much speed will cause the car to push wide. Credit to its 60:40 front biased weight distribution. Lifting-off the throttle readjusts the Altima’s nose back to the tarmac instead of heading towards the grassy fields. The size of this Altima is felt during fast corner exits where you can feel the body lean. To me the 2.5S model is not really suitable for this type of driving. The stiffer sprung 3.5SE should do a better job.

“So you are an auto-journalist? Do you recommend this car?” remarked the skeptical dad.

“How does it compare to the Pontiac G6 or the Mitsubishi Eclipse? Does it come as a convertible?” the daughter asked expectantly.

In addition to the cars mentioned, there are two other popular mid-size FWD coupes – Honda Accord and Toyota Camry Solara. In my opinion, now that Nissan has improved on the interior bits, this Altima coupe can go toe-to-toe with its immediate competition. It is a handsome car that echoes design cues from the Infiniti G35 coupe. However being a front-wheel drive format, the handling will not be as thrilling as the 350Z or inspiring as the G35. This may be a moot point considering the thousands of dollars saved even with the top trimmed 270hp 3.5SE model. As for the convertible version… Nissan is playing coy on that one.

Quick Facts

Price	$27,798 - $31,398
Horsepower	175hp – 270hp
Length	4637mm (182.5”)
Weight	1409kg (3099lb)
Fuel Consumption	City:8.9L/100km Hwy: 6.7L/100km

Winter Tires

A Cccccold Hard Truth.

We Lower Mainlanders don’t really think much of snow apart from hitting Whistler/Blackcomb or Grouse Mountain. But lately perhaps due to the effects global warming, the land of liquid sunshine has been hit with increasingly more snowstorms.
In fact last year Vancouver collected over 57cm of snow. It is even higher for the surrounding cities.

But Do I Need Winter Tires?

Do you need insurance? It is the case of safety on the road. Most people do not want to get stuck in the snow, end up in a ditch or worse cause a fender-bender. In the past year, Metro Vancouver has experienced nearly 60 days of below freezing temperatures. That is about two full months of minus 0 degree Celsius. According to the Rubber Association of Canada, the rubber compound in a typical all-season tire hardens resulting in poorer braking and handling. This is most important in emergency situations. We are preconditioned to worry about getting going, but when temperatures drop below 5C stopping and avoidance are the critical capabilities. Winter tires are designed to begin to work when the temperature drops below 5C. Tire manufacturers have spent millions of dollars in R&D to create tire threads that will clear snow, ice and slush thus offering a clear bite of the road.

How About my All-Seasons?

All-Season tires are really Three-Season tires. They are a compromised solution. Neither great on the dry nor rain and ponderously unpredictable on the snow and ice. With only palm-sized contact patches between the road and a vehicle, it is important to ensure tire applications are well optimised. Morten Koch of TireTrends.com emphasised, “A great analogy that cannot be overused is a hockey puck. The puck is frozen before a game because there is less friction and it slides better. The same thing happens to all-season tires. The colder the rubber gets the less friction, and less friction means less grip. Simply put; if a set of tires means stopping 10' sooner it could mean avoiding an accident. The few hundred dollars invested in winter tires will save raised insurance premiums at best or avoid injury or death at worst.”

My Car Has ABS, TSC, EDC, DSC, PASM, AST etc…

Despite the alphabet-soup of safety technology that comes with modern vehicles these days, they prevent the car from ‘over-driving’ itself. These systems act by limiting engine load on the wheels, applying braking, prevent wheel lock and cornering abilities. They do not increase traction. If your car is sliding thanks to slick icy conditions, there is very little that these alpha-technologies can do. It is the laws of physics.

How about AWD or 4WD?

These drive-trains have been increasingly popular with modern vehicles today. An effective system distributes engine load optimally on its drive wheels. While it helps with acceleration, it does nothing for braking.

What is really discomforting is the abundance of overconfident AWD/4WD drivers. If you take a drive down Highway 1 in or after a snow storm, what becomes apparent is the number of 4WD and AWD vehicles that are rolled in the median. AWD and 4WD is great for getting going, but with improper rubber they do not stop any better. In fact the added weight of a typical AWD system will cause the vehicle to stop slower thanks to having inertia mass.

AWD vehicles capability will be greatly enhanced with the added traction of winter tires.

Do I need all 4 tires? Can I make do with only 2?

According to Morten, with 2 winter tires you have different grip levels on front and rear axles. If you put the winters on the front this will result in the rear end braking loose in cornering or braking situations. Basically, because the rear end has less grip it will break free and you end up in a spin. Might sound fun, but in a panic stop, it is not what you want. If you put the tires on the rear you will be unable to steer. Most importantly during emergency avoidance and cornering. If that isn't enough to convince you the RAC recommends only installing 4 winter tires and they must all be matched. After all would you wear a hiking boot on one foot and slippers on the other while exploring a forest trail?

I Need Winter Tires! But Where Do I Start?

Transport Canada and the Rubber Association of Canada (RAC) categorizes winter tires with a snowflake on a mountain peak (see side image) on the sidewall. These tires are tested for snow, ice and will provide traction at low temperatures.

Unlike the days of yore, modern winter tires are no longer noisy nor stiff. Tire manufacturers have spent millions of dollars in R&D. Over the past decade, technological advances in winter tire development have allowed breakthroughs in tread designs and pliable rubber compound under cold temperature.

Only decades ago, one would have a very limited selection for winter tires. But today every major tire maker offers at least one model of winter tire like the ever popular Bridgestone Blizzaks or the technologically advanced Michelin X-Ice. From performance oriented Pirelli Sottozero to the oddly named but bred on the icy fields of Scandinavia – Nokian Hakkapelitta. We the consumers have more choices than ever.

Now that you have realised the safety benefits of winter tires, InsideDrive recommends that you start by visiting a good local tire shop to find the right winter tire for your requirements.

Special Thanks to Morten Koch of TireTrends.com for providing invaluable insights on the technologies of Winter Tires.

Volvo C30 T5

Swedish Style for the Sanguine Kind

Pop quiz! What car brand is known for its safety? Chances are your answer is probably Volvo. Even a 5th Grader knows that! And rightly so, as this Swedish carmaker has carved itself a strong brand recognition by offering some of the safest automotive to the public. Its models garnered numerous awards from IIHS to ENCAP.

However the perception of Volvo cars while safe offers little in terms of excitement and energy. Sure there were some spiced-up models like the 850 T5 or the recent 300hp S70R. What Volvo is missing in their model line-up is a vehicle that reaches out to the 25-35 year-old genre. Being part of Ford’s PAG (Premium Automotive Group), Volvo receives the financial backing otherwise not possible to develop a new model cost effectively. Thus is born the C30 premium sport hatch designed by Canadian Simon Lamarre. The C30 will fill the void for the above buyers and also allow newcomers to the Swedish brand and hopefully build a loyal customer base.

The styling of the C30 can be traced back to the Volvo SCC and later 3CC concept cars. Despite that, production model is toned down while still maintaining a curvy and stylish exterior, a departure from the traditional box-shaped Volvo models. The C30 shares a shortened (~22cm) platform of the S40/V50. From its swept-back headlights to the distinct rectangle front aprons, one would be hard-pressed to distinguish the C30 from an S40. However from the B-pillar back, the C30 tapers off seductively into a glass hatch flanked by twin-towering taillights. Its rear quarters flares out enveloping the rear wheels providing an athletic stance. The result is a strikingly stylish hot-hatch. When I first saw early pre-production model of the C30, I thought it surely can’t be for North American consumption. Sure it works in Europe where Vuitton or Armani are born. This car is too chic for the super-sized blocky SUV consumer here. Afterall, we are only beginning to accept IKEA into our homely lifestyle.

Its straight forward gauges and floating centre console is directly off the S40 sedan. My C30 tester comes with the base audio system which sounded fine. For those who crave maximum audio experience,

Volvo offers a crackling 10-speaker Dynaudio option. Despite the many Chiclet-sized buttons, I was able to easily work the HVAC and radio settings. Control dials were large and well spaced. Great for those wearing winter gloves. In addition, there is a menu-driven system that allows the driver to pre-configure the audio and even turn-off the DSTC. This by the way comes standard even on the base C30.

In general the C30’s cabin is pleasant with minimal hard-plastics found on window controls and the rear window trim. The driver is surrounded by large windows providing great peripheral view. The ’08 model will even come with an indicator to warn its driver about cars straying into the C30’s blind-spot. Now that is a smart safety feature. The unique T-tec fabric that clothes my tester offers good grip and with its wetsuit-like material repels liquid effectively. Brilliant! Leather is of course an option but the T-tec is such a good conversation starter. Volvo opted to not install bench seats for the rear occupants instead two bucket seats are found in the C30. I find seating at the rear comfortable especially with the existence of a centre arm rest. It feels like I am in a small executive jet. The small glass hatch allows one to open it without having to take a few steps back. So rear cargo access is easy even in a tight space. Having said that, don’t expect the cargo volume to match that of the V50 despite sharing the same platform. One can still toss in a bicycle in there with the seats folded.

My turbocharged 218hp T5 C30 provided good pulling power from stop. At idle, the engine is quiet. It cruises comfortably over regular roads and with this higher-output model (base is 2.4l 168hp), overtaking maneuvers at highway speeds was a breeze. I felt that the 5-speed automatic didn’t change gears as smoothly as I would like. And if you are opting for the T5, it is probably a good idea to get the 6-speed manual for maximum enjoyment. Being a turbocharged car, there is no perceptible turbo whine, credit to Volvo’s NVH tuning. I would prefer that the twin-exhaust to provide some vocal excitement during acceleration instead of a muted gruff.

Just as IKEA introduced us to unique furniture names like the Billy bookcase and the Poäng chair, 16” CELEUS alloys are equipped on my C30. One can option for the masculine sounding 17” ZAURAK too. I can almost hear Björn say “No you can’t just call them 5-spoke mags, sir”. Coupling with MacPherson front with multi-link rear suspension, the C30 offers sporting dynamics. Diving into a negative-cambered corner, the car exhibited some front-end push. I can feel the nose dipping down due to the heavier turbo-engine & soft springs. Punching the accelerator at the apex of the corner shoved 236lb-ft onto the front-drivetrain resulting in the tires scrambling for grip. The same soft suspension and taller sidewalled tires did however absorb frost heaves on the country back roads admirably. An alphabet soup of braking technology ensures good stopping prowess. The brakes were progressive and easy to modulate during my spirited drive on the countryside.

The C30 is positioned at the growing premium hatch segment with competitions from the Audi A3, VW GTi, and BMW’s MINI. I am impressed with the bold styling of this junior Volvo. In terms of total driving satisfaction, perhaps Volvo should spend more time turning up the Sports dial a notch higher. As a hot-hatch, I would like to see more driver feedback. It is a comfortable runabout in the city with strong legs for cross country jaunts especially with the T5 model.

Quick Facts

Price	$27,495 - $31,995
Horsepower	168hp – 218hp
Length	4252mm
Weight	1341kg
Fuel Consumption	City:10.6L/100km Hwy: 7.0L/100km

Special thanks to Tony Shung of Volvo of Coquitlam for providing the 2007 C30 T5 for the purpose of this review.

One Fine Day in 2007....

So how did I got into this car writing gig? It started from an idle chit-chat with a buddy Ryan one day. Being the entrepreneur type, he told me he wanted to start a magazine someday. I thought what an insanely fun idea. Way to blow away wads of cash. After all publishing is not a simple business. I told wishful thinker-Ryan that I always wanted to write about cars.... like that Clarkson fellow in Top Gear except for the ugly hair part. Those British auto-writers got cajones. Tell it as it is unlike our meek North American auto-writers. Don't make me name names! We need some local writers that would "Tell it as it is!". None of these apologetic quick to praise neenies!
Well months later got a call from Ryan if I was still interested to write about cars. Apparently some sorry sod actually bought into his magazine scheme! hahahaha.... I told him why not! So as they say the rest is history.
In this blog you will find occasional sprinkling of my articles that I have licensed to the Asian Inside Views magazine which by the way is available throughout the Lower Mainland.

The Great 3 Second Impression

On average a person forms a first impression in their mind within

3 seconds of visual contact.

With the current hot real estate market in Metro Vancouver (formerly known as GVRD), sellers seem to think that their houses will magically and instantly sell once the "For Sale" sign goes up. Though this might be true for some, largely it isn't so.
Humans are visual creatures. We are highly acute to the sensory that the eyes perceive. Hence you "see" the multitudes of billboards lining your local highways and billions of dollars spent on advertising. From TV ads to some banner towed by a GoodYear blimp during Superbowl companies strive to entice the public with their products and services.
Driven by internet technology, more and more house shoppers are searching for their future home via the web. Properties with visual impact will get the shoppers attention and in turn drive curiosity to investigate further that will lead to contacting the seller's agent. Put it simply, crappy images of a home will turn off potential buyers. I know this by our own experience while searching for our current home and also experiences of many other shoppers.

Here's an example that one typically come across in MLS or realtylink.org.

This shot is simply taken with likely a point-and-shoot camera using full on auto function. Naturally being indoors, the onboard flash fires.
Sadly the shot is washed out. The interior colour is dulled by the flash. In fact the illumination is so bad, some areas are darkened too.
The shot is grainy and also soft that results into a lazy attempt to capture the family room image. Next property please!








The second photo shows the same interior scene but set-up properly and thoughtfully to highlight the home interior quality.
As you can see, a big difference. Using a combination of flash capability and slower shutter speeds, this shot managed to display the true quality of the home interior.
Interior lights and fireplace were turned to provide a sense of warmth.
Along with careful post-processing, this image not only display the ambiance but also draws the viewer into the cozy family area.
Note the exterior greenery highlights. It is important to incorporate nice exterior views.


Despite having begun shooting events and weddings, for reasons like the above, I have started to provide professional photography to the real estate industry.
In the following posts, I will attempt to provide some simple and effective ways to photograph and deliver stunning visuals for home interiors. So stay tuned.

Mercedes Benz B200

The Baby Benz with a Big heart.

Business Grads call it Product Expansion or Brand Diversification. Whatever the jargon it may be, it all boils down to company growth and profit. It is a tricky little bugger. Executed properly, and the company will flourish reaping profitable rewards. However when done wrong …. Well remember Pepsi Crystal?

In the fierce competitive auto world we have seen a few successful adventures specifically those that desire to join the lucrative luxury premium brands. Lexus or Infiniti are fine examples of Japanese companies successfully moving upscale. Would anyone ever think of cross-shopping a glorified Toyota against the likes of BMW or Mercedes Benz decades ago? The Japanese brands were the underdogs with little to lose… The opposite is however often fraught with high risk especially with marquee brands. Remember the BMW 318ti? Or the little Kompressor coupe from MB? Not quite the fairy-tale story huh? Maybe the market back in the 90s wasn’t ready yet….

This is 2007. Thanks to high gas prices, Global Warming and fun-loving chai sipping Yuppies, we have seen rejuvenation in the compact premium brand autos that led to the success of the hip MINI, the Audi A3 and Volvo V50. BMW even plans to bring in the 1-series! Surely the Mercedes Benz marketing whiz has tabulated the sale success of this premium compact segment and wants a piece of the action. A glance at their global inventory yields the subject of our review –Mercedes Benz B200.

MB calls it the “Compact Sports Tourer”. No doubt a concoction from the Stuttgart marketing nerds. Unlike the A3 or V50, the B200 resembles a tall wagon or at the risk of raising the ire from Mercedes – a mini minivan. It is a clever design actually. You see, these days we have these Yuppies that when not downing their favourite avocado shake, they are out about cycling, wind-sailing or purchasing the latest lamp stand at Holt Renfrew. The versatile B200 fits the bill to the T by providing the practicality of a spacious automobile and the cache of a premium brand.

The front-wheel drive B200… (Yes it’s FWD) is currently the lowest entry model one can get with the 3-Pointed Star on the hood in Canada. However this car is anything but low-rent. This model has been in the Euro-market for a while sharing platform with the smaller A-class. According to MB, the B-class has a ‘Sandwich’ setup which amongst the benefits provides protection for the wiener… occupants from any unfortunate accidents resulting in a 5-Star rating from the Euro NCAP. In addition it also delivers an amazingly large interior volume. Yours truly being a typical 5’10” of medium girth found plenty of headroom at the rear. In fact I didn’t have to cram my legs while seated at the back too, unlike many cars in this compact segment.

Since we’re on the topic of seats, I noticed that the back of the front seats are made out of hard plastics. Fashion faux pax? Perhaps. This plastic ‘armour’ acts to protect the seats from hyper-active children who are yearning to be the next Beckham. After all don’t you just hate having to wipe away muddy size-5 shoe marks?! Well this just makes the chore easier. A few other “featurettes” that MB thoughtfully included was a little Medkit in the event of minor cuts or burn from one’s hot mocha. There are sectional lights sprinkled around the car which will be useful when ambient light is low. However this lighting kit comes with the optional Premium Package. Why not make it standard? One thing is for sure standard with the B200 – storage compartments! The regular glovebox is fairly large and offers a unique way to hold a bank of coins. However considering the typical contents in a glovebox, I question the usefulness of this feature.

One can also find glovebox sized compartments at the rear, right above the wheel wells. And there’s always the underfloor tray in the cargo hold. The cargo area is ML rivaling size…especially when the rear seats are folded down. I would expect that a premium wagon such as the B-class would have a push-button rear fold down seats but alas, this one does it the muscle-power way.

Someone once told me that you can tell the interior quality of a car by its headliner. Cardboard shag vs. sumptuous Alcantara. In this so-called litmus test, the B200 does not disappoint. Though it’s not lined with luxurious Alcantara, it’s padded with upscale cloth material. Together with high-grade stitched fabric interior the B200 does seal out external noise admirably. Unlike the Benz of yonder, the cockpit of the B200 feels stylishly sporty. Black soft-touch plastics and aluminum trim is the standard theme offering a classy ambiance. And for those yearning for the nostalgic carriage flair, one can order wood paneling too. And while you are at it, do consider a horse. The gauge pod is simple rather than succumbing to the multi-pod setup that is such the rage these days. Straddled between the rev-meter and the speedometer is the Multi-Information Display. Perhaps it’s me, but I found that the information on the display a bit cramped, thus causing me to take a longer glance to determine mileage vs. temperature etc. Climate control knobs are simple, none of those trickery doodad menus that forces one to scroll through in order to switch settings. My B200 didn’t come with the fancy harman/kardon system; however the standard audio (single CD) adequately produced decent levels of highs and lows. A small quibble for me is for the main volume dial to be larger. It will benefit drivers with gloved hands during Calgary-like winters to easily adjust the dial. One last thing – the location of the cup holder at the front of the shifter. What’s with that? How can the location of this item pass the ergonomic design team?

My baby Benz tester came equipped with the standard 2.0l engine that pushes out 134hp. In an age of ever increasing power, that number seems weak. Then again, at about 2900lbs, it is no behemoth. The parabolic suspension coupled with 16” wheels delivered a supple ride. You can always opt for 17” wheels, but in my opinion, larger wheels with thinner side-walled tires could ruin the comfort handling of this tall wagon. We took off to the nearby highland country roads and it absorbed the cracked asphalt quietly. No rattles whatsoever. This is what you get for German engineering. Don’t get me wrong, this is no SLK so I am not expecting the B200 to carve apexes like a Zacto knife. There are some lean when pushed around corners, but seriously the kind of buyers for this car aren’t going to be the Fernando Alonso-types. What this car provides and it does very well is delivering a comfortable people mover within the city and around suburban area. With its light steering wheel and good outward visibility, I was able to easily negotiate tight mall-parking lots. City driving is pleasant thanks to the optional CVT on this tester. I was impressed with its virtually undetectable gear changes. You just step on the gas like a sane driver and as the speed increases, the transmission just “morphs” to the next. And if you are feeling frisky, the B200 CVT comes with a 7-speed manumatic lever that allows self-shift. That friskiness unfortunately lasted all of 30 seconds for me because when pushed hard the engine loses its luster and grunts grumpily to gain revs. Imagine the Queen Mother going for a 100m dash. Approaching some mid-grade inclines, I had to plan my acceleration pedal or risk running out of steam. I reckon the 193hp turbocharged version would provide more spunk. Ultimately the buyer would be left with a dilemma whether to go with the sensible 2.0l standard fare or the turbocharged 193hp model. The former provides comparatively superior gas mileage however if fully loaded, you may risk being left at the lights by a Yaris. Which begs the question, since this car provides Mazda5 rivaling mileage why does it require Premium fuel even for its base model? It seems counterintuitive. I hope MB will introduce the diesel version on these shores after all it is already available in Europe.

The B200 is MB’s answer to those that desire a practical but upscale ride without having to compromise on Fisher-Price interior. It offers a barrage of safety technology that one comes to expect from this German brand. For some, it is an entry into the 3-pointed Star club. And for this last reason alone, I doubt alternatives such as the excellent Mazda5 nor the Toyota Matrix will suffice.

Quick Facts

Price	$31,400 - $40,000
Horsepower	134hp – 193hp
Length	4270mm
Weight	1345kg (2990lb)
Fuel Consumption	City:9.2L/100km Hwy: 6.7L/100km

Special thanks to Adrian Kuei of Mercedes Benz – West Broadway for providing the 2007 B200 for the purpose of this review.

Published Aug. Issue of Asian Inside Views