The Mercedes-Benz brake lights was first introduced in 2005 in Germany. It was approved by the European Union licensing authority to enter production in the S-Class and later in the CL-Class coupe. Mercedes-Benz developed this technology to improve driver awareness and reduce rear-ender accidents.

Research by Mercedes-Benz engineers has shown that driver reaction times are shortened by up to 0.2 second if a flashing red warning signal is given instead of the conventional non-flashing brake light during emergency braking. The studies carried out by the team at Mercedes found that at a speed of 50 mph this reduces the stopping distance by approximately 14.5 feet, and at 62.5 mph by around 18 feet.

Specialists at Mercedes tested various warning light systems during their study. Brake lights which light up four times as quickly as the amber hazard warning flashers during emergency braking proved particularly effective in alerting following drivers to the danger of a rear-end collision. The Mercedes study also revealed that switching on the hazard warning system in a dangerous situation has no significant effect on the reaction times of other drivers.

However, the National Highway Traffic Safety Administration (NHTSA) rejected Mercedes-Benz’ proposal to equip its vehicles with brake lights that would rapidly flash on and off when a driver brakes suddenly, despite the fact that NHTSA’s European counterpart has endorsed the system.

But the agency replied that Mercedes had not proved that flashing lights would yield a major safety gain, so existing federal rules that require steady illumination of brake lights will stand.

Mercedes-Benz USA LLC is still persisting in its campaign to bring flashing brake lights to the United States. The company is counting on its customers to help convince U.S. regulators of the safety benefits of brake lights that flash rapidly in emergency stops. Mercedes-Benz has asked the National Highway Traffic Safety Administration for a two-year exemption from federal rules that require “steady-burning” lights on vehicles. The company said that in those two years, it would sell as many as 5,000 cars with brake lights that flash during panic stops. The experiences of the cars’ owners would help determine the value of the flashing lights. Those drivers would be rear-ended less often and less severely, Mercedes-Benz predicts.

The launch of the new engine to the BMW 6 Series range has been announced by BMW together with the revised model line-up. A new sector of the market has been opened by the BMW 635d as they have now coupled their acclaimed twin-turbocharged diesel to the marque’s flagship Grand Tourer. BMW 635d’s launched also occurred at the time of the introduction of the EfficientDynamic technology, which is an emission cutting technology, to the rest of the 6 Series range to enhance the performance. Aside from these major revisions, the BMW 6 also had elusive styling to signal the technological changes.

The powerful production brought by the six-cylinder diesel under the BMW 635d Coupe and Convertible’s hood makes the model all the more unique in its segment. Other competitors haven’t offered such frugal motoring in a Grand Tourer while satisfying the buyers who also want the best performance and refinement.

This is powered by a twin-turbocharged 2,993cc engine with an all-aluminum crankcase and third generation common rail fuel injection system. This unique engine is also capable of delivering an output of 286 horsepower and 580Nm of toque. A smaller turbocharger gives a near instantaneous response for fast initial acceleration before a larger turbocharger comes in mid-range to provide additional force to the redline. With the peak torque available from just 1,750rpm, there is a seamless wave smooth acceleration given to the driver. This is how the twin-turbocharger works, which makes a great performance possible.

It also gives a record of zero to 65mph in 6.3 seconds of time to the BMW 635d Coupe. On the other hand the Convertible achieves this speed in 6.6 seconds. The top speeds for both BMW 6 Series type is limited to 155mph. On the combined cycle and a CO2 emissions figure of 183g/km, the Coupe could still attain a 40.9mpg. The Convertible has nearly the same figures with a record of 39.2mpg and 190g/km.

An added performance is given to the revised BMW 635d in the form of the EfficientDynamics technology. The 6 Series range now, for the first time, now comes with Brake Energy Regeneration and other implementations of needs-only operations of ancillary units. The air-conditioning compressor can be decoupled from the drivetrain to avoid unnecessary drag on the engine and lower viscosity fluids are used in key component to decrease friction. There is an optimum gearshift indicator that is fitted to advise on economical motoring, and active flaps nestled behind the kidney grille can close off to enhance aerodynamic flow and decrease drag. These added features on the BMW 635d contribute to lower fuel consumption and emission figures of the vehicle.

As for the Brake Energy Regeneration that for the first time was incorporated in the BMW 6 Series range, this is an already added braking technology to other automobiles. This is a name for a system designed to automatically switch an electric motor into a generator as a vehicle slows down. The braking energy is captured so that batteries can be recharged, increasing the range of the vehicle. In BMW vehicles, it is their misnomer for an electric control unit that engages the alternator during braking, while freewheeling during acceleration and limiting its horsepower draw from the car’s engine while driving.

Brake pads convert kinetic energy of the car to thermal energy by friction. This means that when the pad is heated up by coming into contact with either a drum or rotor, it starts to transfer small amounts of friction material to the disc or pad . Now, when the brake rotor and disc have the friction material on, they will stick to each other which will eventually cause the vehicle to stop.

However, the majority of the stopping power comes from the friction of the brake pad against the disc. Commonly made from steel, brake pads perform and function in the best possible manner with the least waste of time and effort, giving the vehicle optimum braking.

The compound used in EBC Brake pads is designed for street use on sport compact and muscle cars. It is made from premium non-asbestos organic formulation using man-made aramid fibers without inclusion of steel fibers or carbon particles which produce more dust. It also has the carbon and steel matrix formula that is specifically engineered to resist fade under extreme braking conditions associated with repetitive stopping.

Statistics are quite alarming. Figures show that there is a 20 percent rise in the number of children killed on the country’s roads. With this fact in mind, most safety organizations are beginning to doubt the UK Government’s speed camera program. Although braking technology has been constantly incorporated in every automobile, they are still not enough to ensure maximum road safety.

The latest statistics by 2006 were released by the Department for Transport, triggered serious questions about their effectiveness, especially when fatalities were separated from serious injuries. The cameras which raise more than a billion pounds in fines a year have been a key plank in the Government’s drive to cut deaths and injuries.

There was also a five per cent rise in the number of motorcyclists killed, with the total reaching 599 and pedestrian deaths were also up by one per cent, reaching 675. On a positive note, There was a four per cent fall in the number of car users killed, with last year’s total dropping to 1,612. But speed camera critics said that this drop – which contributed to an overall one per cent reduction in road deaths – said this was more to do with improved car technology.

Paul Smith, an advocate and ceaseless campaigner against the speed camera program, said that the government should have been looking for a much more effective and dramatic casualty reduction if its policies were succeeding. He also adds that the the underlying story of the new road casualty figures is that we have received part of the benefit of improved car brake systems. “Road safety policy appears to have made matters worse because the only gains are in car occupant deaths. The problem is pedestrian, child and motorcyclist deaths are up. If the Government’s policy was really working all these figures should have been coming down.”
However, the Department for Transport defended its performance.

According to the department, serious injuries are down by 35 per cent over the same period and the latest figures show that overall casualties are five per cent down on 2005.

“But any death or injury is one too any and we are working hard to reduce road casualties as far as we can.”

General Motors will be highlighting some of their safety innovations on the GM Continuous Safety Tour that visits Reliant Park in Houston on Thursday, June 28, and Friday, June 29. The spotlight would most probably be on the Vehicle-to-Vehicle (V2V) Communication.

In fact, this system will be demonstrated in a two-car scenario that will show how these vehicles can alert drivers and automatically activate the braking system during panic situations. The new technology features the first wireless all-around, instantaneous driver advisory system and the first wireless automated collision-avoidance system.

“Driving is a very complex task. Knowing where the other guy is and where he’s headed can be as critical as being in control of your own vehicle,” said Larry Burns, GM vice president, Research & Development and Strategic Planning. “V2V technology gives drivers a sixth sense to know what’s going on around them to help avoid crashes and improve traffic flow.”

Another technology that will be featured is the StabiliTrak electronic stability control in a GMC Acadia, which is GM’s newest and safest vehicles. All GM retail cars and trucks sold in the U.S. will have this technology standard by the end of 2010.

“GM is implementing automotive technology that’s been proved to help save lives,” said Bob Lange, GM executive director of Structure and Safety Integration. “We are committed to making our vehicles and roads safer for all passengers.”

Aside from these newest technology, GM is also proud of their braking technology that takes a large part in any of their safety innovations.

Mercedes Benz looks forward to the far future with more of its plans to create for the ultimate revolutionary vehicle. After the advent of the Pre-Safe technology, they are now moving on to upgrade their innovations to a higher level. The German automaker has banked well on their what they have achieved in the car brakes system, and they are now aiming for the ultimate “seeing” and “thinking” car.

Since the advent of the Brake Assist (BAS) System, which Mercedes-Benz began offering in 1996 (which was the world’s first), it has been proven to be effective for preventing accidents, therefore leading to the era of the “seeing” car.

This began in 2005 with the introduction of Mercedes-Benz’ Brake Assist Plus (BAS Plus) system, which was followed by the Pre-Safe Brake in 2006. Both systems utilize radar sensors that measure the distance to the vehicle ahead, and so can recognize an impending rear-end collision. BAS Plus warns drivers of the danger and then immediately makes available the braking pressure required for the situation at hand. The Pre-Safe Brake intervenes if an accident is imminent by autonomously braking the vehicle if the driver did not react to the prior warning issued by the system.

This autonomous partial braking maneuver reduces the impact speed in case a collision still occurs, therefore making the system act as an “electronic crumple zone” that gives the passengers additional protection. Mercedes engineers are currently testing the second stage of the Pre-Safe Brake, which involves initiating an automatic emergency braking maneuver if a collision becomes unavoidable. This will lead to a further reduction of impact energy.

This technology is borne out of a particularly accident-prone area in mind—the four-way intersection. A new system already developed by Mercedes as a prototype uses a stereo camera that recognizes cars, cyclists and pedestrians approaching the car from the side. By monitoring the movement, distance, and speed of the object in question, the system is able to predict its probable direction of motion and calculate the likelihood of an accident in advance. This allows the system to gain valuable time to warn the driver and prevent the accident.

Another video-based Mercedes assistance system will remind drivers in the future to obey speed limits by “reading” traffic signs and transmitting their images to a cockpit display in the vehicle. This technology will be used further down the line to also register stop signs, yield signs, and traffic lights.

Soon, it may also be possible to have vehicles communicate with roadside beacons in order to optimize traffic flows and prevent the formation of traffic jams.

Car-to-car communication systems can improve occupant protection as well by exchanging data between vehicles when a collision has become unavoidable. Seatbelt tensioners, airbags and other safety features could then be adjusted in accordance with the data obtained on the counterpart vehicle, whereby at close ranges, the cars of tomorrow could exchange data on vehicle type, mass, rigidity or geometry. As a result, the activation of occupant protection systems could be tailored even more closely to the requirements of the circumstances.

Audi’s S3 is already a very powerful car, but with the help of German tuner Motoren-Technik-Mayer (MTM), the car was equipped with so much more.

The majority of the of the Audi S3 remained stock including the driveline and transmission and the 2.0-liter direct injection turbocharged four-cylinder all retained their original physical properties.

But what this powerful racer’s greatest strength come from its specifically designed brake system. MTM used the slogan “ Races are won on brakes.” MTM improves deceleration on the front axle in three upgrades. For the first upgrade, MTM provides the S3 with 8-piston-fixed calipers and 330×32 mm diameter sized semi-perforated brake discs. Even more impressive is the next higher upgrade of completely perforated brake discs with diameter dimension of 356×34mm. They must sustain pressure from 8-piston-brake calipers. Last mentioned, MTM also uses within the largest of the three brake systems. Here the semi-perforated brake discs measure 380×34 mm in diameter and when they are gripped by the calipers, the driver has the feeling of grabbing an anchor. Every package contains both the steel flex brake lines as well as additional parts. A unique element for the these discs is the semi-perforations as they do not go through the disc completely. They show optics and characteristics of a completely perforated-through disc, but avoid the normally found crack formations followed by extended use.

Motoren Technik Mayer GmbH from Wettstetten, Germany also equipped the Audi S3 with power between 310 & 330 HP and torque of 400 to 420 Nm, Vmax up to 264 km/h, acceleration 0-100 in 5,1s, stainless steel exhaust system with metallic catalytic converter, double-flow resonator, n, sport springs or coilover suspension.

Ferrari recently gave a glimpse about the future of the black stallion-labeled Italian muscle car maker. It was not about electric Ferraris – just a regenerative braking system, advanced turbocharged engines, massive weight reductions and bio-fuels.

The performance that made Ferrari world-renowned is about to get another upgrade – or should we say a reduction – with the promise of lighter vehicles (as advised by Colin Chapman 60 years ago) and better fuel efficiency.

The guinea pig? The special 1000-kg (365kg lighter than the production car) Enzo-based car – the FXX Millechili. This “lightening” standard figures to be the standard for future Ferraris. Ferrari realized that had the Enzo weighed 1000kg its 650bhp would have been as effective as 800bhp.

Lighter cars will require less power, and also therefore smaller brakes and lighter suspension components. Handling is also likely to be tweaked. Transmissions will be smaller and lighter, because they will not need to cope with quite as much power.

Engines will be downsized, with smaller capacities, direct injection and turbochargers all playing a part. Future Ferraris will also have the ability to run on E80 bioethanol fuel. The plan is to reduce average CO2 emissions across the range from 400g/km down to 250.

Ferrari is also planning to utilize a regenerative braking power. Unlike in current cars, however, this would not be used to charge the batteries or work in place of the alternator. Instead, it would power a small motor attached to the transmission, with the aim of keeping it spinning, enabling smoother gear changes.

Ferrari is currently working with Imperial College London on an advanced active aerodynamics system that involves using air pumps to push air over and under the car. This mechanism will smoothen airflow and cut drag.

All of these changes are expected to happen over the next decade, so expect the Ferrari of 2017 to be a very different beast to today’s machines.

Ford’s all new Ranger Bakkie promises more style, more practicality, more durability, and more comfort, because as Ford believes it – more is more. This new Bakkie features a new exterior design , a re-designed interior the loading and towing capacity has also been increased, an all-new common-rail diesel engine. This Ford Pick-up truck was built locally at Ford Motor Company of Souther Africa’s Silverton plant.

Like before, this Ford ranger continues to offer an array of three different styles – the four-door Double Cab, four-door Super Cab, and the two-door Single Cab. The first seats five adults, the second features a pillar-less reverse hinged rear-door system for easy access, and the third style is the typical two-seater bakkie.

This Ford Ranger sports a new engine, a 3.0L common-rail diesel that produces 115kW at 3200 revolutions per minute and 380Nm at 1800 rpm. However, the engines that were first offered are still available, thus buyers have an option between two petrol derivatives and three diesel derivatives.

It would also be great to know that this latest Ford features a new powertrain, stiffer body, and upgraded suspension. Because of this upgraded suspension, drivability is enhanced. But that isn’t the only thing that enhanced the drivability because the torsion bars and spring bushing, larger wheels and all-terrain tires, a larger diameter shock absorber, and increased leaf spring length all contributed to the improvement of driving experience.

Because of all this enhanced features of the Ford bakkie, they also improved their safety measures for the truck. They also now have installed an improved hydraulic braking system. This hydraulic braking system is an arrangement of braking mechanism which uses hydraulic fluid. This is typically some type of light-viscosity silicone oil and it is used to transfer the pressure from the controlling unit. This controlling unit is usually near the operator of the vehicle and the pressure is transferred to the actual brake mechanism, and this is usually at or near the vehicle. The most common arrangement of hydraulic brakes consist of a brake pedal, a vacuum assist module, master cylinder, hydraulic lines, a “slave cylinder,” and a brake rotor and/or brake drum.

The vehicle is also safer because of the improved handling, which was made more precise with the revised suspension, improved aerodynamics, and more responsive steering.

There is a service interval on all models and it happens every 10,000 km, with a five-year/90,000 km service plan as standard across the range. As part of the Ford Ran

Mercedes Benz leads in automotive safety with their braking technology. Systems developed by the company have been helping improve road safety for many years now. In fact they also see a brighter future due to their endless efforts in developing new technologies that would make driving safer.

“Several years ago, we introduced PRE-SAFE, which gave the vehicle certain ‘reflexes,’ so to speak,” says Dr. Thomas Weber, Daimler Chrysler Board of Management member responsible for Group Research and Mercedes Car Group Development. “In the future, we will also give cars the ability to ‘see’ and ‘think.’ It’s always been a matter of policy for us to develop vehicles capable of withstanding the most severe crash tests. However, it makes much more sense to prevent accidents from occurring in the first place - which is exactly what we’re working on in the interest of all traffic participants.”

PRE-SAFE is just one of their innovations in braking systems. It is actually the successor of the Brake Assist (BAS) system, which Mercedes Benz began offering in 1996. It has proved to be a very effective technology for preventing accidents. After BAS was introduced as a standard equipment, the share of total accidents accounted for by rear-end collisions fell by eight percent for Mercedes vehicles, but remained nearly unchanged for all other brands. Brake Assist also led to a 13 percent reduction in the proportion of serious accidents involving pedestrians. It was also Mercedes Benz who first used this type of braking technology in their vehicles.

It has been reported that Mercedes Benz will continue to base the development of its driver assistance systems on real-life accident statistics, and will utilize new technologies to focus more strongly on the phase immediately preceding an accident. The brand’s engineers are said to be developing systems that monitor the area around the vehicle, warn drivers of potential dangers and then support them if necessary. Such systems will also activate preventive occupant protection systems in critical situations.

The era of the “seeing” car actually began in 2005 when the Mercedes-Benz’ BRAKE ASSIST PLUS (BAS PLUS) system was introduced. BAS PLUS and PRE-SAFE utilize radar sensors that measure the distance to the vehicle ahead, which are able to recognize an impending rear-end collision. BAS PLUS warns drivers of the danger and then immediately makes the braking pressure required for the situation at hand available. While, the PRE-SAFE Brake intervenes if an accident is close by braking the vehicle if the driver has not reacted to the prior warning noted by the system. This autonomous partial braking maneuver significantly reduces the impact speed should a collision still occur, whereby the system acts as an “electronic crumple zone” that offers vehicle occupants additional protection. A test conducted by the German Automobile Club (ADAC) shows that the PRE-SAFE Brake reduces the stresses vehicle occupants are exposed to in accidents by up to 45 percent.

Mercedes engineers are currently testing the second stage of the PRE-SAFE Brake, which involves initiating an automatic emergency braking maneuver if a collision becomes unavoidable. This will lead to a further substantial reduction of impact energy.