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 SAFETY SAFETY SAFETY
17 November 2000
When it comes to safety in automobiles, there's a new sheriff in town. Funny thing, though, new lawmaking has absolutely nothing to do with the stampede of safety devices coming - or already in - a car near you.
First the new sheriff.
Last week U.S. President Bill Clinton signed a sweeping new safety law, the effects of which spill over directly into Canada. Called the Transportation Recall Enhancement, Accountability and Documentation Act, it calls for:
* global disclosure of possible safety defects to government regulators;
* public disclosure of rollover risk tests to be in place within two years;
* standard tire underinflation warning systems on new vehicles within three years;
* a rating system for child safety restraints within two years.
The law provides for penalties of up to US$15 million for companies that violate the act, and prison terms of up to 15 years for car company officials who knowingly withhold safety defect information.
Although there's no law quite like it on the books in Canada, because the auto industry in this country is so deeply intertwined with that of the U.S., virtually all the new law's provisions will have a direct impact on the products sold in Canada. Not only that, because the U.S. news media is so firmly entrenched in Canada, the disclosure provisions in the new law will mean Canadians are to be as well-informed as their U.S.
neighbours.
And make no mistake, car buyers are very, very interested in safety issues. According to a recent study by J.D. Power and Associates, new vehicle buyers are more interested in safety-related features than anything else when they walk into a dealership ready to make a purchase.
"For drivers of all types of vehicles, today's hot features are safety-related," says Jacques daCosta, a senior J.D. Power product researcher. "Consumers are definitely concerned with vehicle safety and are willing to pay a reasonable price to have safety related features (in their new vehicle)."
According to Power's research, 93 per cent of new car buyers are willing to pay up to $600 extra for anti-lock brakes and 72 per cent are willing to pay an extra $400 for side impact airbags. And more than half of buyers said they'd be willing to pay $200 or more for such things as:
* brake assist, which helps the driver apply maximum braking power in emergency situations;
* stability control, which helps the driver stay on the road in emergency maneuvers or on slick or twisty roads;
* "smart" airbags, which detect the size or even the presence of a passenger, then varies airbag force accordingly;
* traction control, which limits wheelspin in slippery conditions;
* run-flat tires, which stay firm even without air pressure.
DaCosta says manufacturers have determined that safety is one of the most important selling points -- if not THE most important selling point -- for new-car buyers. Thus they are responding to market demand with an increasing array of those features buyers say they want, as well as dreaming up new ones that have yet to show up on the radar screen of consumer research.
"Manufacturers implementing these features are using a holistic approach to safety and are responding better to consumer demand," says daCosta.
How so? Take for example the Ford Taurus, a very mainstream family car. It's equipped with what Ford calls its Advanced Restraints System, a total of 12 technologies that work together to determine which airbags go off, if at all, and with what degree of severity. As well, integrated seat belt pretensioners tighten the front safety belts to help prevent occupants from sliding around in a crash, then release them slightly to reduce the chance of chest injury.
But there's more. A driver's seat position sensor adjusts airbag force to accommodate different sized drivers (small drivers get less). The system can also tell the airbags not to deploy at all if crash severity does not reach a certain threshold. Finally, front airbags deploy independently, as necessary.
That's just one example. Want another? Consider stability control systems available on a number of high-end cars, but also the very middle-of-the-road Oldsmobile Intrigue. Typically, these systems sense when a driver is losing control (e.g., cornering too fast), at which time the electronic brain takes over.
Depending on the situation, it might order the anti-lock braking and traction control systems to intervene at each wheel appropriately in order to re-align the car onto the pavement. The computer controls might also call for some measure of engine intervention - that is limit engine spark and throttle. Less power applied judiciously can also help straighten out a car going off-line.
But these safety features are just the beginning. At the recent Convergence 2000 automotive electronics congress in Detroit, automakers and suppliers showcased a host of new technologies aimed at creating what experts call "the electronic cocoon." One day they see cars using a combination of radar, video, computers and satellite to avoid collisions, navigate and maintain a driving route, and react to driving conditions and road signs. Before this decade is over, you may even be able to buy a car that drives itself while you nap, answer e-mail, watch television or just enjoy the music coming from a perfectly balanced stereo.
This is not Buck Rogers stuff, either. For instance, right now the Mercedes-Benz S-Class and Lexus LS430 both have available adaptive cruise control systems. The Mercedes system shoots radar waves from the front bumper to vehicles ahead in order to maintain automatically a set distance between vehicles. The Lexus system uses a laser beam to achieve the same thing. Both eliminate the need for drivers to react and re-set cruise control depending on traffic conditions.
There's more, too. Lots of other models, from luxurious Cadillacs and BMWs to even Ford's Windstar minivan offer ultrasonic warning devices that alert drivers to a child or post behind the vehicle when it's shifted into reverse. Cadillac was the first to offer infrared Night Vision that reads heat-emitting objects on the road or roadside (e.g., people, deer) and projects their images onto a small screen at the base of the windshield in front of the driver.
What if you're in an accident? GM, for instance, uses a satellite-based system called OnStar that pinpoints a car's position and automatically calls 911 for help. Other manufacturers have similar systems in their product pipeline, too.
A little farther down the road, say three to five years, electronics maker Robert Bosch GmbH expects to see some cars equipped with dual video-camera systems that scan traffic to manage cruise control and keep the driver alert to changing conditions. Cameras will also be able to provide drivers with a 360 degree view, eliminating blind spots.
Eventually, it will be possible to electronically integrate various sensor and camera systems with steering, brakes and throttle. The safety benefit? The systems will take over control to prevent a collision if a driver is too sleepy, too distracted or too slow to react in time.
The systems would also be able to anticipate an unavoidable accident and deploy airbags and other protective devices appropriately. If injuries were to occur, sensors would be able to read and transmit data about occupants' vital signs, thus speeding up and focusing emergency medal assistance.
Those emergency personnel would be directed straight to the scene thanks to global positioning satellite systems that today are accurate to about 10 yards. But future GPS systems are expected to be able to pinpoint a car within a few centimetres. In other words, you'll never be lost.
Of course, satellite tracking devices, as well as the two-way Internet communication devices already finding their way into new cars, raise issues of privacy. Who will collect data on users, what will they do with it and why? No current privacy laws exist specifically to cover the use of these devices, but expect lawmakers to take an interest very soon.
In the meantime, consumers are saying they want more safety goodies and they're willing to pay for them. And if they've got cash at the ready, expect automakers and other suppliers to offer them as soon as possible.
Top 10 Safety Features and Technologies Most Desired by Consumers
(according to J.D. Power and Associates 2000 APEAL Feature Contenting Report (SM))
 1. Anti-lock brakes - 93 per cent
2. Side-impact airbags - 72 per cent
3. Brake assist - 70 per cent
4. Stability control - 66 per cent
5. Daytime running lights - 63 per cent
6. "Smart" passenger airbag - 61 per cent
7. High-intensity headlights - 61 per cent
8. Auto-dimming rearview mirror - 59 per cent
9. Traction control - 58 per cent
10. Run-flat tires - 56 per cent.
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 PEOPLE
WANT SAFETY, BUT NOT EVERYONE DRIVES SAFELY
17 November 2000
According to a driver habits survey by Progressive Auto Insurance, many
people busy themselves with multiple tasks when behind the wheel - and not
all those tasks are related to driving. For instance:
* 69 per cent of car drivers eat when driving (a number which rises to 74
per cent for minivan and sport-ute owners);
* 44 per cent of car drivers use cell phones behind the wheel (60 per cent
of sport-ute drivers);
* 12 per cent of drivers apply make up or shave when driving;
* seven per cent of drivers read a book or newspaper.
The survey also found that 27 per cent of all motorists shout or swear to
express anger when driving. People between the ages of 25 and 34 are most
likely to shout or swear, and a majority of those who swear are women, not
men, who prefer the one-finger salute. Most (55 per cent) of those
finger-waving 18-24-year-olds also use a cell phone when driving.
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 TIPS FOR AIRBAG SAFETY
6 October 2000
Air bags have saved more than 1,500 lives and prevented thousands of serious injuries since they were introduced in 1986. Still, there is
growing concern about the dangers associated with airbags. Indeed, more than 30 children in the U.S. and Canada have suffered fatal injuries
from passenger side air bags.
The Insurance Industry Institute offers the following tips for airbag safety:
* Every passenger must wear a seat belt at all times. Seat belts are
essential to passenger safety whether riding in the front or back
seat.
* Make sure that the seat belt fits snugly across the lap. Adjust the seat belt properly otherwise it will not be
effective.
* Be sure to avoid driving too close to the steering wheel. Adjust your seat so that there is at least 12 inches between your chest and the
steering wheel. Leave enough room for an air bag to inflate.
* Position your hands at 10 and 2 o'clock when driving. Hands and arms are less likely to be injured by an air bag at these
positions.
* For drivers with children passengers: Put children in the back seat at all times. If a child must sit in the front, you should push the
seat as far back as possible.
* Make sure your child is always securely buckled up. Never allow a child to slip out of their seat belt, especially the shoulder harness.
The shoulder harness is very important in preventing injury.
* Never put a rear-facing infant seat in the front passenger seat. If your car is equipped with passenger side air bags, the force could
seriously injure or kill the child. Always put child safety seats in the back
seat.
* For pregnant drivers and other passengers at risk, such as petite women: Tilt the steering wheel upwards. Therefore, in the event of an
accident, the bag will not directly strike your lower body during
deployment. Push back your seat. When driving, be sure not to sit too close to
the steering wheel. When sitting in the front passenger seat, push your seat back as far as
possible.
* Sit in the back seat. To avoid any exposure to an air bag, sit in the back seat and remember to buckle
up.
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 FUEL EFFICIENCY BLENDS WELL WITH SAFETY:
15 September 2000
A report from the U.S. Government's General Accounting Office (GAO) says that given enough time, automakers can come up with
fuel-saving technologies that do not compromise safety standards. Automakers have long contended that increasing fuel economy will force them to reduce vehicle weight, thus making passengers in these lighter vehicles more vulnerable in a collision...
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 TIRES
MOST NEGLECTED:
8 September 2000
Tires, tires, tires. We're sure hearing a lot about them, lately. Recalls aside, are you wondering what you need to do to steer clear of dangerous tire trouble - the care and maintenance basics, in other words? In a nutshell, all you have to do is make sure your tires have the proper amount of pressure, that they are rotated and balanced according to the vehicle manufacturer's recommendation and that your car's suspension system is in good repair. You can find more detailed tire care tips in your owner's manual. Or visit these web sites for more tire maintenance tips:
www.trucktires.com,
www.goodyear.com, www.michelin.com,
coopertires.com,
www.bridgestone?
firestone.com.
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 NIBBLY ON DAYTIME RUNNING
LIGHTS
21 July 2000
Daytime running lights (DRL) have proven themselves to be among the more effective safety features since they became mandatory in Canada in the 1989 model year.
In May 1998, the Federal Government released a study showing that between 1989 and 1998, DRLs were responsible for an 8.3 per cent reduction in
head-on and turning collisions in the daylight hours, and a 16.6 per cent reduction in those collisions at twilight.
Officials from General Motors, the automaker which pioneered DRLs, say a recent study comparing the collision rates of vehicles before and after DRLs show they helped those in GM cars avoid more than 17,000 crashes, a 5 per cent reduction in
daytime, multivehicle, non-rear end collisions.
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 NIBBLY ON NIGHT VISION
21 July 2000
Being able to see in the dark and in foul weather is critical for driving safety. To that end, Cadillac's Night Vision is a true breakthrough safety technology.
Night Vision is a thermal, infrared, heat-imaging system first developed by the military for enhancing visibility in the darkness. When in operation at night or in low-light situations, it projects images of people, animals or objects out of the range of headlights along the lower windshield.
Available currently only in the 2000 Cadillac DeVille, it is a $2,595 option. The system has been a hit with buyers. Only 6,000 systems were offered for the 2000 DeVille and all of them have been sold. Cadillac plans to double availability next year, to 12,000 Night Vision systems in 2001.
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 SAFETY IN CARS: WHEN IS ENOUGH ENOUGH
21 July 2000
Automotive safety bulletin: U.S. Government regulators have proposed a rollover rating system intended to give consumers an indication of the likelihood a specific vehicle will roll over in certain
manouevres.
A final decision concerning the program, set to begin with Model Year 2001, will be made later this year, after input from automakers and the public.
But it seems clear the program will provide star ratings for rollover performance, similar to the approach used to provide information about vehicle performance in front and side crashes in the U.S. Government's New Car Assessment Program carried out by the National Highway Traffic Safety Administration
NHTSA. Five stars indicate the most protection; one star the least. (Transport Canada does not provide a similar rating service to the public.)
The rating system is aimed primarily at sport utility vehicles and other light trucks with higher ground clearance. Their taller stance make them more likely to roll over in certain types of accidents. According to
NHTSA, of all SUV crashes, 5.3 percent are rolls; of all pickup crashes, 3.4 percent are rolls, and 1.6 percent of car crashes involve rolling.
Ratings will be based on a simple mathematical formula that takes into consideration each vehicle's height and width. As proposed, the ratings will not consider such rollover-preventing safety devices as electronic stability control systems that use sensors to keep a vehicle from spinning out.
Nor will it consider environmental factors, road conditions or driver behavior. Actual
on-the-road performance has proved difficult for regulators to measure reliably and the broad range of high-tech safety systems are too extensive and complicated to test on an individual and ongoing basis. So as it stands now, two vehicles with the same measurements would get the same rating, even if one has extra safety features and the other doesn't.
Despite being controversial, there is little doubt the rating system will be implemented. And so will begin another chapter in the long history of automotive safety.
This latest chapter will see automakers quickly begin offering new safety features on
sport-utes and other light trucks. Already Ford has announced plans to equip its
sport-utes with rollover airbag curtains designed to cover side windows, cushioning the impact and staying inflated for up to six seconds. The intent it to keep people inside the vehicle during a rollover, where safety experts say they are safest.
And many sport-utes are likely to join a large number of today's luxury vehicles equipped with anti-skid systems that prevent vehicles from going out of control, sliding sideways and sometimes tipping over. Through a combination of brake and engine controls, and sensors that read steering wheel angle and vehicle speed and position, systems such as General Motors StabiliTrak do a remarkable job of keeping a vehicle on course at times when the driver seems to be losing control.
Of course, all these safety developments come at a price. What no one can say now is what the price tag of this latest rollover initiatives will ultimately be. However, we do know the cost of airbags, the last big thing in safety.
According to Scott Upham, president of Providada Inc., a consulting firm in Ann Arbor, Mich., equipping a car with a driver and passenger frontal airbag (including the bag, inflator and housing) added about $150 to the price of a new car. Add another $30-$60 for the accelerator sensor and microprocessor that manage the airbag. If you have side airbags in your car, add $30 per side up front and $60 per side at the rear. An inflatable window curtain to protect against head injuries is worth another $55.
So cars with a full array of airbags have added $445 in component costs alone -- or 10-20 per cent of the cost of a vehicle's engine. But the costs don't end there.
Upham points out that additional costs include the price for installation
labour, warranty replacements, and engineering worker-hours to package, tune and test the airbag systems. In addition, engineers spend thousands of hours writing the computer control algorithms to tell airbags when and when not to fire. Manufacturers also conduct their own crash test programs to determine the effectiveness of their systems, followed by extensive computer analysis.
Yet despite the costs, there's little doubt consumers want safety features in their vehicles. Art
Spinella, general manager of CNW Marketing/Research, says that new car buyers consistently rate safety attributes among the most desired features.
According the CNNW's latest 2000 study of attributes that affect vehicle purchase decisions, safety was in second or third in all but one class of vehicle: second in
mini-vans, behind space; second in sport-utility vehicles, behind style; third in
full-size cars, behind styling and space; and third in luxury cars, behind image and styling. Only in economy cars did safety rank fourth, behind price, fuel economy and style.
It's also fairly clear that the push to safety in autos has been successful. According NHTSA data, the fatality rate per 160 million kilometres driven in the U.S. in 1950 was 7.2, but it fell to 5.06 in 1960; 4.7 in 1970, 3.3 in 1980; 2.1 in 1990; and 1.5 in 1999. Comparable Canadian data is unavailable, but it seems reasonable to assume a similar decline here.
Still, with the average new car in Canada already pushing $28,000, it's possible that the next generation of safety features may come at a cost beyond the reach of the average buyer. Already those in the auto industry are worried that the drive to new and more advanced safety systems is pushing the affordability envelope, and soon the industry and government regulators may run into a wall of resistance from consumers.
Nonetheless, there are more auto safety developments on the horizon. By the end of this decade there will be cars that can automatically read traffic flow and avoid collisions. There will be airbags with sensors capable of instantly adapting to their owners' size and shape, calling for inflation force based on human physiology and crash severity. And more.
One thing is certain, however. None of these advances are likely to have the same impact on human injury prevention as the greatest safety feature of all: the simple seatbelt. According to
NHTSA, when seatbelts are buckled, the risk of fatal injury is reduced by an estimated 45 per cent for
front-seat occupants in cars and 60 per cent for front-seat occupants in light trucks.
The simplest solutions are often the best ones.
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 GET RID OF BLINDZONE:
MIRROR SETTING MAY SAVE YOUR LIFE
30 June 2000
George Platzer is on a mission and his zeal combined with his expertise might save your
life.
Platzer, a professional automotive engineer for more than two decades, has developed a method of adjusting side mirrors in such a way that
so-called "blind spots" are essentially erased for the driver. Better still, this new mirror adjustment eliminates the need for drivers to look over their shoulders for traffic before switching lanes or merging, thus allowing them to keep their eyes on the road ahead. And, it stops headlight glare from reflecting in side
mirrors.
"It's a simple (mirror adjustment) and really works, although it takes some time to get used to the new
side-mirror settings," says Platzer.
Platzer's method of positioning side mirrors has impressed the Society of Automotive Engineers, so much so, in fact, they've financed the printing and free distribution of a full color brochure showing how to
set-up mirrors and explaining why this method works so well. The SAE's goal, and Platzer's mission, is to reduce the
number--estimated in the tens of thousands--of lane-change or merge-related accidents which occur each
year.
"The tough part for most drivers, I think for almost every driver, is they'll have to
re-learn how to use not just their side mirrors, but the centre rearview mirror, too," says Platzer. "All three mirrors should work together for the driver, but in reality, they
don't."
Most drivers will find it difficult to overcome habits learned in driving school, where instructors have for decades told students to turn their heads and check for traffic before moving over or
merging.
Platzer calls the his mirror setting the "Blindzone-Glare Elimination" or BGE setting, while referring to the traditional mirror setting as the "Blindzone Setting." The BGE setting requires that side mirrors be turned outward by an additional 15 degrees beyond the Blindzone
setting.
"To set up the driver's side mirror," says Platzer, "the driver needs to place his or her head against the side window and then set the mirror to just see the side of the car. You'll need to do the same for the passenger side mirror, but this time the driver positions his or her head in the middle of the
car."
Platzer cautions that drivers may feel confused at first, but with a little practice everything comes into
focus.
"The difficulty most people have is re-learning how to use their centre rearview
mirror--a mirror that's really not used very well by most drivers--in conjunction with the side mirrors," says
Platzer.
"So, with the BGE setting, you must first look in the inside mirror for vehicles approaching from the rear, then glance at the outside mirror to see if a vehicle is in the blind
zone."
Platzer warns the new mirror setting will not work if the rear window is blocked by cargo or if you are being tailgated. But if everything is clear, the BGE setting will even pick up motorcycles previously hidden in the blind
zone.
For your free BGE brochure, write SAE, 400 Commonwealth Drive, Warrendale, Pa.,
15096-0001 or call 412-776-4841, ext. 7344.
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 SAFETY REMAINS CONSUMER CONCERN
24 March 2000
Safety sells and the automakers know it. Have known it for years, in fact.
Thus automakers now find themselves in hot competition to out-do one another with the latest safety development. Case in point: Volvo's 2001 V70 station wagon comes standard with dual-stage airbags. In a moderate impact, seatbelt tensioners are activated and the airbags are activated to 70 per cent of force. In a severe impact, belt tensioners are activated and the airbags inflate at 100 per cent.
Volvo, of course, has built its reputation on safety, so smartly engineered airbags are to be expected. Yet the auto industry as a whole has brought a host of safety features to market that do not necessarily reflect their brand positioning. Moreover, these features do not respond specifically to government regulations or demands. Such features include stability and traction control systems; back-up warning devices; a night vision system; satellite-connected emergency communications systems; a rollover protection system; various side airbag and head protection systems; and even seating systems designed to reduce the chance of whiplash in rear-end collisions.
The U.S. National Highway Traffic Safety Administration (NHTSA) concedes that the automakers are bringing new safety technologies to market faster than regulators can write laws mandating them. Today, studies show that about one-third of the price of a new car is wrapped up on various safety and emissions systems.
"All the companies ... are looking for safety enhancements that will be real, that can be introduced in the marketplace ahead of government regulations and ahead of the competition," says Andrew Card, who oversees government relations for General Motors Corp.
Why- Customers demand safety, first and foremost. According to a study by DaimlerChrysler, 84 per cent of new buyers say safety features are an "extremely" or "very important" consideration for buying a particular new vehicle. That's up from 64 per cent in 1981 and 76 per cent in 1989.
"There is no question that the consumer interest in safety equipment has changed the ballgame," says Adrian Lund, vice-president of research for the insurance industry lobby group the Insurance Institute for Highway Safety.
It's been a steady change, dating back to the 1930s when safety began to emerge as a theme in
automotive advertising. Still, there's no question that safety was pushed to the front burner three decades ago when Ralph Nader published his ground-breaking book "Unsafe at Any Speed." Shortly afterwards, the first U.S. auto safety act was passed in 1966, with Canada following later. Safety got another major boost in 1988 when then-Chrysler chairman Lee Iacocca, recognizing that Chrysler lacked exciting new models at the time, ordered airbags installed on Chrysler vehicles ahead of government safety regulations. Rivals companies were forced to quickly follow.
Government regulators since then have become more and more aggressive in adopting regulatory standards, while lobby groups such as the Insurance Institute have at the same time focused on spreading their safety message - even if it is somewhat self-serving, in that safer cars hold the potential to reduce insurance claims costs dramatically. Today, auto safety is a hot topic among not just the rabid news media, but also among automakers who are quite happy to offer head-to-head comparisons of their safety features versus those of rivals -- and point out weaknesses as GM did last year when it said some competitors' side airbags might be unsafe.
Still, despite obvious progress, safety lobbyists are pushing for additional improvements in a host of areas. They include, tougher roof-crush standards; better front- and side-impact protection for small vehicles; better car-truck crash compatibility; rollover standards; and car-pedestrian impact safety standards. There has also been increasing interest among regulators to emphasize driver skills and responsibilities and to offer even more comprehensive safety ratings - significantly beyond the current front- and side-impact crash tests.
So, how much safer have cars become since the '30s? According to the book Driving America by James Johnston, in the mid-1930s there were 15.55 traffic fatalities per 160 million km. driven. In the mid'60s the traffic fatality rate had fallen to 5.54 and today it's at 1.6 per 160 million km. driven.
While that fatality number is relatively small, further reductions are possible - and they'll come with new safety features "because it is good business. That's the truth of the matter," says Phil Hutchinson, the recently retired long-time president of the Association of International Automobile Manufacturers.
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FORD'S ROLLOVER PROTECTION SYSTEM
9 March 2000
DETROIT, Mich.-It takes about six seconds for the average vehicle to roll over six times. So that's why Ford Motor Co.'s new roof-mounted airbag curtains stay inflated for six seconds in the event of a rollover.
Those six seconds of protection may be the difference between life and death or the paralysis that often lies somewhere in between.
Starting with some 2001 sport-utility vehicles, Ford will begin phasing into all its sport-utility offerings what's being called the "rollover protection system." The inflatable airbag curtains cover the windows to prevent passengers from being ejected.
The system could potentially saves thousands of lives. According to the U.S National Highway Traffic Safety Administration, 47 per cent of all fatalities in light trucks result from a rollover incident. In cars, it's 22 per cent. More than 9,400 people died in rollover crashes in 1997, the latest year statistics were available. In most cases, death occurred as a result of passengers being ejected from the vehicle.
To prevent ejection and protect passengers from impact, here's how the system works: a sensor located between the passenger and driver seat measures the angle of vehicle tilt and if it exceeds a certain point, the air bag curtain is triggered. In milliseconds, special cool gas inflators inflate the curtains from front to rear, simultaneously deploying them downward from the roof's edge.
When fully inflated, the curtains cover the windows of both the front and back seats. The curtain is also designed to reduce head injuries in
side-impact crashes. In terms of force, the curtain deploys at a rate 50 per cent less powerful than the current generation of depowered airbags. To keep them inflated for six seconds, which is much longer than standard airbags, the curtains use a new, less-porous material.
"SUVs are as safe or safer in protecting their occupants from serious injuries or fatalities as
like-size passenger cars," says Helen Petrauskas, Ford vice-president of environmental and safety engineering. "But they tend to be involved in different types of accidents.
"We've looked at the most threatening current driving conditions and developed new technologies to improve the protection for our SUV drivers and their families."
The system will first be available as an option, although Ford has not yet disclosed pricing.
Several automakers, including Mercedes-Benz, BMW and Volvo, offer air bag curtains that inflate across the windows in their cars. BMW has an airbag that inflates in the shape of a tube that hangs near the top of the window. But these systems are primarily advertised as head protection systems in
side-impact crashes, although the automakers say they could potentially help prevent passenger ejections during rollover.
In addition, many automakers, Ford among them, have side airbag systems in many of their vehicles. These airbags deploy from the seat or door and are designed to protect the head or chest or both in
side-impact crashes.
The Ford system, however, is designed specifically for rollovers. In fact, Ford officials say their company is the first offer a safety system specifically designed for rollover protection.
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 SAFETY, SAFETY, AND MORE SAFETY...
If you're driving a new or fairly new car, you spend time behind the wheel of a remarkable piece of safety engineering. And, of course, you've payed for it.
Studies show that safety - and emissions-related government regulations account for about
one-third of the cost of the average new vehicle. One-third.
For your $8,000 you've bought a car that's capable of allowing you to walk away relatively unscathed after you've hit a brick wall at 56 km/h. And you've also bought a car that produces about 96 per cent fewer emissions than a similar car built 10 years ago. Pretty amazing, when you think about it.
Cars today are fitted with all sorts of wonderful safety devices: three-point shoulder belts at all seating positions, front airbags, side airbags, head airbags,
two-wheel and four-wheel anti-lock brakes, traction control, stability control, padded dashboards, padded knee bolsters...
And what you can't see are the engineered crumple zones that allow the force of a head? or
partially-offset crash to be spread throughout the vehicle before that horrible energy gets to you. Meanwhile, the engine is designed to slide under not into the passenger compartment.
Yet of all the safety devices in your car, seatbelts remain the most critical piece of the equation. Seatbelts. If Princess Diana had been wearing hers, she'd probably be alive todayûdespite that fact her speeding driver had a blood alcohol level that put him legally drunk.
So let me ask you a question: what's the condition of your car's seatbelts? When was the last time you inspected them? If you've been in a minor collision with that car, did you have the seatbelts replaced?
My bet is no. I've interviewed veteran mechanics and body shop journeymen who have never heard of anyone replacing seatbelts unless they've been ripped clean in half. Seatbelts, then, are the forgotten lifesavers.
Safety experts say that many people are risking injury by not replacing their seatbelts.
"Any time a car needs towing," says Larry Schneider, a research scientist for the University of Michigan Transportation Research Institute, "it's generally a sufficient enough crash to replace any belts that were in use at the time."
On average, it costs in the neighborhood of $275 to replace each seatbelt in a
late-model vehicle, although costs can vary. Of course, for those people who never suffer even a minor fender bender, rest assured that you probably will never need to worry about replacing your safety belts. Those belts are designed to last the lifetime of the car.
What you need to be alert for, however, are unseen tears or stretching in the wake of an accident. How big an accident? Car crash experts suggest one at speeds exceeding 25 km/h. And no matter what your speed, if you've been in an accident, the belts need a thorough inspection.
Of course, you'll find that very recommendation in most if not all owner's manuals. Of the dozen surveyed for this story, all suggested that seatbelts be inspected after every crash and replaced after serious ones.
Some manufacturers go even further, too. Chrysler Corp., for instance, suggests replacing seatbelts after 10 years or 160,000 km.
As well, safety experts say you should replace your belts if there are visible tears or cracks in the plastic housings or if the belt droops or doesn't lie flat on the seat back.
And while you're at it, take a look at the head restraints in your car. If they're adjustable, have you positioned them so they'll prevent your cranium from snapping backwards violently in a
rear-end collision? Odds are you haven't.
According to Volvo's Whiplash Protection Study, neck injuries are one of the most common types of injuries in auto crashes and they often can be injuries for life.
Not surprisingly, Volvo and Saab, two Swedish car companies that make safety a high priority in new vehicle development, have important whiplash prevention systems coming to market very soon. That's on top of their current head restraints which are considered among the very best in the world.
A number of companies are looking at systems to reduce whiplash injuries by limiting head and neck movement in a crash. Volvo, BMW, Mercedes and others have systems that control head motion in side crashes with a padded "curtain" or "pillow" designed to comes down from the ceiling to cushion the head from an impact with the side glass.
Seatbelts and head restraints. Give them their due so they can do their best to ensure your safety.
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 FORD TO OFFER ROLLOVER AIRBAG PROTECTION
21 Jan 2000
Beginning with the 2001 model year, Ford Motor Co. will offer an airbag package for
sport-utility vehicles that includes protection against rollovers.
The cost of the optional package was not disclosed.
The system is designed to detect when a sport-ute has tilted too far and a rollover is imminent.
Curtain-like airbags are then deployed downward from the headliner trim, to protect both front and rear passengers. Unlike other airbags, the rollovers protection curtain will remain inflated for up to six seconds.
Ford officials said about half of the fatalities in sport-ute utility accidents die from rollovers. This new system is designed to address that fact. Ford added that it would be the first to offer this type of rollover protection.
"SUVs (sport-utes) are as safe or safer in protecting their occupants from serious injuries or fatalities as
like-size passenger cars," said Helen Petrauskas, Ford's vice president of environmental and safety engineering. "But they tend to be involved in different types of accidents."
Using special cool gas inflators, the rollover bags start deploying at a rate that is 50 per cent less forceful than the current generation of
de-powered airbags.
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 LONG HOURS, LITTLE SLEEP
CONTRIBUTE TO DROWSY DRIVING CRASHES, STUDY SHOWS
15 Dec 1999
Sleeping less than six hours per night, being awake for 20 hours or
longer, working more than one job and/or working the night shifts, and
frequent driving between midnight and 6 a.m. are the most common causes of
drowsiness linked to car crashes, according to a new study.
The AAA Foundation for Traffic Safety and the University of North Carolina
Highway Safety Research Center (HSRC) studied hundreds of sleep and
fatigue-related car crashes to identify the driver behavior that caused
them.
"Previous studies about drowsiness and driving were done in a
laboratory," says David K. Willis, President of the AAA Foundation
for Traffic Safety. "This is the first time anyone has looked at
real-world crashes to see what happens. And what happens is that drivers
who have had six or less hours of sleep or who often drive between
midnight and 6 a.m. put themselves at very high risk."
The study was performed by Dr. Jane Stutts of the HSRC with Drs. Bradley
Vaughn and Jean Wilkins of the UNC School of Medicine. Researchers who
used police crash reports and driver records to identify and interview
1,400 drivers. The sample included four groups: drivers who fell asleep,
drivers who were fatigued, drivers who crashed for non-sleep reasons, and
a control group of drivers who had not had a crash in three years.
Large differences were found among the groups. Sleep and fatigue crash
drivers had been awake longer and had slept less -- just a fifth of them
reported getting 8 or more hours of sleep before the crash, compared with
nearly half of the control group. Drivers in sleep and fatigue crashes
were also more likely to deal with their drowsiness once they were on the
road rather than by planning ahead and taking precautions such as getting
enough sleep or using caffeine.
The study indicated that many drivers do not know how sleepy they are.
Around half the drivers in sleep-related crashes said they did not feel
even moderately drowsy before they crashed.
This being the holiday season, when many folks are on the road, the
researchers suggest the following to help drivers avoid problems
associated with drowsiness behind the wheel:
Danger signs:
-- Eyes closing by themselves
-- Difficulty with paying attention
-- Frequent yawning
-- Swerving in lane
If drivers experience any of these danger signs, they could fall asleep at
any time. To avoid this, there are three basic solutions -- sleep,
exercise and caffeine:
-- Take a nap -- even 20 minutes will help.
-- Exercise after waking up helps increase alertness. Try running or
walking while waving arms.
-- Consume caffeine -- it can provide an extra boost.
And here are some other tips to help motorists avoid drowsy driving:
-- Packing should be completed early enough before the trip to allow time
for a normal night's sleep.
-- Try to set a limit of 400-500 kilometres of driving per day to limit
fatigue.
-- Avoid drugs that may cause drowsiness.
-- When driving, keep eyes moving ?? from the left side of the road to the
right. Focus on an object that is near, then on an object that is far.
-- Stay alert. Decide ahead of time how to react to possible
dangers or driving situations.
-- Stop at regular intervals. Get out of the car every two hours or so.
Run in place, do jumping jacks, breathe deeply.
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US SAFETY OFFICIALS TARGET BRAKING
15 Dec 1999
Within a year, U.S. safety officials hope to have in place a rating system
for the braking capabilities of new vehicles-including cars, sport-utility
vehicles and pickups.
The National Highway Traffic Safety Administration would like to be able
to tell consumers how quickly cars and light trucks stop on wet and dry
pavements.
Testing is currently underway on a variety of tracks in an effort to
develop a reliable brake rating system. NHTSA is also working on systems
to rate vehicles for rollover and headlight performance.
At present, NHTSA rates vehicles in front? and side-impact crashes by
giving them one to five stars, with five stars as the highest rating.
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 NEW
SAFETY GUIDE FROM CARS.COM FOR PARENTS CONCERNED WITH CHILD-SAFETY
SEATS.
Nov
12 1999
To
assist parents in safety education, the automotive web site, cars.com
(
http://cars.com ), has
posted Child Seat Safety: A Parent's Guide.
The guide shows parents ways to significantly reduce the risk of
injury and death by properly installing and correctly using safety
seats. The guide serves
as a valuable tool for parents to learn vital information and tips
such as the installation and selection of the right safety seat, to
better protect their children while riding in a car.
The Guide tackles parents' concerns by delivering the basic
information about child- safety seats.
Sections within the guide include:
--Purchasing
a Seat--
There are car seats that accommodate children of
all sizes, which include rear-facing infant seats, convertible
seats,
toddler/booster seats and
belt-positioning booster seats.
This section has all the information on how to select the
proper seat according to
parents' needs and the
appropriate manufacturers' guidelines for age,
weight and height.
Because every car seat isn't compatible with every
vehicle, cars.com researched
retailer programs that allow families to
test car seats before purchasing
them to ensure a proper fit -- Reusing Safety Seats -- This section
lists what to look for when
reusing safety seats, such as
knowing if the seat was involved in a
crash, signs of wear and tear,
and knowing when the seat was produced.
The section also provides
valuable tips such as the importance of
knowing and recording the make,
model number and manufacturing date of
the seat so parents can keep
abreast of potential recalls.
-- Recall Information --
Cars.com provides several resources for recall
information on child safety
seats. In some cases,
the manufacturer can
correct the problem, other times
the seats should be returned to the
manufacturer and destroyed.
-- Proper Installation --
This section reports the basic guidelines for
correctly installing a child
safety seat, such as making certain that a
harness-retainer clip is present
and at armpit level to ensure a tight
fit and to prevent the straps
from twisting. Parents
should always
refer to the instructions that
accompany a child safety seat.
In
addition to providing parents with the information needed to make a
well-informed decision, the Guide provides users with links to move
between child safety seat manufacturers and automakers to research
specific manufacturer compliance for the parent's vehicle and safety
seat of choice.
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LEARN
ABOUT AUTO THEFT TIPS FROM INSURE.COM
Nov 12 1999
Insure.com,
a consumer insurance guide, has added an new auto-security
consultant to its Auto Theft Forum (http://www.insure.com/auto/thefts/forum),
a venue for reader questions and expert answers.
Barnet Fagel, an expert in antitheft devices and alarms based in
Moorpark, Calif., joins Robert Painter, insure.com's
long-time auto theft expert, in answering consumer concerns and
inquiries about how best to secure their vehicles.
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 NEW g-FORCE T/A FROM BF GOODRICH
14
Feb 2000
The folks at BFGoodrich are touting their new g-Force T/A KD tires as the sort of rubber that will make you smile if you ever wanted to use racing tires on the street.
And according to one set of independent test results, these tires do a good job of living up to that promise. In fact, the newest members of BFGoodrich's lineup of g-Force T/A tires are well-suited for world-class sports cars such as the Porsche 911 and Chevrolet Corvette.
Launched last year, BFGoodrich's family of high performance tires includes g-Force T/A radial racing slicks used in the SCCA Trans Am series, and the
g-Force T/A R1 DOT legal competition tires raced in the SCCA World Challenge series. The third and fourth members of this family are the new
g-Force T/A KD (which stands for "key product application: dry) and g-Force KDW (key product application: dry/wet). Next spring BFGoodrich also plans to launch a snow tire called-not surprisingly-the g-Force KS.
According to brand manager John Soule, the KD fills the void between the BFGoodrich Comp TA Z/R and street-legal, competition-oriented tires like the Comp T/A R1. So what makes these new tires unique and interesting?
The KDs boast tire developed specifically for the left and right side of the vehicle, along with
"BlackTech" high grip tread compound and an asymmetric tread pattern featuring large, stable blocks which provide more outer shoulder contact area than almost any other street tire in history. Taken together, these design features increases cornering traction and steering response.
The tires also feature twin steel belts reinforced by what BFGoodrich officials call the
"ETEC System." Essentially this means that spirally wound nylon strips provide strength, uniform ride quality, and
Y-speed rated (297 km/h) capability. Cornering strength is enhanced by sidewall inserts. And while the KDs are designed primarily as dry tires, water evacuation channels on the inside of the large, stable tread blocks mean these tires can handle moderate rain reasonably well.
According to the testers at The Tire Rack (www.tirerack.com) , a wholesale distributor of tires, wheels, suspension components and other automotive products, the
g-Force T/A KD delivers a firm and sporty ride. They found the tires responsive in real-world conditions, although a bit twitchy on rougher roads. They also found the tires a little less noisy than at least two key rivals. In track testing, the
g-Force T/A KD provided very responsive handling and superior cornering and braking traction in the dry. One criticism-though not a major one--revolved around the amount of steering feedback when the tires were pushed right to the limit.
Indeed, compared to the Michelin Pilot SX MXX3 and Pirelli PZERO Asimmetrico maximum performance tires, the testers gave the g-Force T/A KD tires an overall edge in terms of on-track traction, response and braking. In so-called "real-world" testing, all three tires were similarly rated for handling, but the Michelin and Pirelli tires had a slight edge in noise and ride comfort.
In terms of durability, Soule says buyers can expect these tires (which typically run in the $400-range) can be expected to last up to 28,000
kilometres, if the tires are treated properly and run at the right inflation levels.
"We've had very good results in terms of wear. It surpasses the Comp T/A ZR," he says.
The G-Force T/A KD is available in 14 sizes, two of which are designated
"SSS" for self-supporting structure or "run flat." The latter are available in sizes suitable for the Corvette and the Plymouth Prowler.
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