The Mini Cooper scores an impressive 5 stars for the NCAP (New Car Assessment Program) driver-side impact and roll-over crash tests. The Coop also scored 4 stars for the front and rear impact crash test.

 
The National Highway Traffic Safety Administration (NHTSA) has been conducting the NCAP for a period of years now. The 2008 Mini Cooper is one of the most recent and most successful highlights of the NCAP.  The Coop managed to earn the highest rating (5) for two tests and scored a respectable 4 for two other crash tests.

The Mini Coop garnered praises for the exceptional performance of the vehicle’s safety system. The Coop managed to perform well in the test because it houses a total of six airbags. The airbag system includes an innovative head protection airbag curtain that, in the event of impact, protects passengers in the front seats and the back seats. The auto parts of the Mini Cooper are supported by a sturdy steel safety cage which manages impact in the event of a car crash.

 
In addition to these safety features, the Mini Coop also sports state-of-the-art braking technologies. These braking technologies offer advanced traction dynamics that allow the car to stop at red lights with more stability and control. The Mini Coop also features other standard brake mechanisms: Anti-lock Brakes, All Season Traction, Brakeforce Distribution, Corner Brake Control, as well as Dynamic Stability Control.  

 
Sources: The Auto Channel

The world’s biggest tyre company has made its best decision yet in tying up with the pioneers of motorcycle and automotive brakes, the EBC Brakes.

Representatives from EBC Brakes state that there are no financial ties between the two companies, and that this is just merely an exposition of two products combining for easier reach of the consumers. This alliance was a genius borne out of the pleasing performance of Bridgestone tyres and EBC Brakes. For after all, who could blame the people for wanting the best tyres and the bes car brakes at the same time, right?

A nationwide pilot testing was conducted, rolling out EBC Brakes to all 163 of the Bridgestone First Stop fitting centeres. It doesn’t get any better than this for all of the consumers who enjoy the performance of these products.

Indeed, Bridgestone just got bigger. With stores all over the world and the smart move to collaborate with EBC Brakes, their passion for excellence truly makes them every driver’s hero.

German auto maker BMW is expanding the company’s 1 series queue with the imminent arrival of the new BMW1 Series Coupe. This new model from BMW is expected to afford top performance on the road with the car’s twin-turbocharged engines as well as the diesel set-up of the machine that is capable of consuming an amount as little as 4.8 liters every 100 kilometers. The BMW1 is slated to be ready for vast consumership by the time November comes around. The model can be availed of in 120d, 123d and 135i guises. The 135i is particularly memorable this is the first time that a twin turbo petrol engine has been utilized to support a 1 Series machine. On the other hand, the introduction of the 123d into the market marks the emergence of a four-cylinder diesel engine that, to date, has to be most powerful so far.

The top performer in the bunch is the BMW 135i that comes with a 3.0 litre twin turbo charged petrol powerplant. This BMW car is capable of affording its drivers acceleration power, going from zero to 100 kph in only under 5.3 seconds just moments before it goes on to an electrically limited top speed that runs along 250 km/h. The Peak torque of the machine is 400Nm from just 1,300 rpm through to 5,000 rpm allows for smooth ad quick climb in speed and in-gear flexibility. It also helps matters thatt the machine employs a 306hp light alloy and magnesium straight six engine to help along such processes.

However, despite the many commendable features of this car, what makes it incredibly unique is the fact that it is outfitted with one of the latest braking technologies in the market. The BMW 123d Coupe, for one, has the Auto Start-Stop technology which is a Brake Energy Regeneration which is a third generation common rail fuel injection. It also comes along with a diesel particulate filter, active aerodynamics as well as Electric Power Steering. In addition, there is also the low rolling resistance tires of the machine that aids as well as enhances the safety aspects of the car, and which, in turn, contributes a great deal to road performance.

The BMW, of course, is a result of the more active role that a number of automotive companies have taken on in an effort to promote as well as encourage greener technology. Cost-effective consumption measures of fuel have been one of the major points of concern for the automotive industry. Thus, BMW, by equipping its cars with brakes that work compatibly well with fuel-saving systems are valued, more so now than ever.

And given the fact that the brake energy regeneration of car is further enhanced in its processes by other system components, the latest addition into the coupe queue of BMW does indeed deserve the amount of attention it is getting at present. There is, thus, no getting around the fact that the dynamic capability of BMW’s coupe owes one to its braking technology, as normally most cars do.

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.

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.

Champion of the 2005 Australian Touring Car Challenge Garry Willmington is set to return to the highly competitive field of V8 Giants. Willmington was announced to drive the AU Falcon V8 Giant in the fourth round of the ATCC at the Queensland Raceway on June 16. Powered by a 5-liter pushrod V8 engine, equipped with the 4000 R Series EBC Brakes YellowStuff, and weighing in at 1300kg, the AU Falcon has been a success under young guns Brad Lowe, who piloted the supercar to victory in the first round of the race. Round 4 will be Willmington’s first race in over 12 months. His last outing was in the 2006 ATCC on board an older model EL Falcon.

Formula One’s technical regulations require that each car has a twin-circuit hydraulic braking system with two separate reservoirs for the front and rear wheels. This ensures that, even in the event of one complete circuit failure, braking should still be available through the second circuit. The amount of braking power going to the front and rear circuits can be ‘biased’ by a control in the cockpit, allowing a driver to stabilize handling or take account of falling fuel load. Under normal operation about 60 percent of braking power goes to the front wheels which, because of load transfer under deceleration, take the brunt of the retardation duties. To illustrate, imagine what would happen to you if you try to slow down a skateboard with a tennis ball on it.

In some areas, Formula One brakes are empirically more advanced than road-car systems. All F1 cars now use carbon fiber composite brake discs that save weight and are able to operate at higher temperatures than steel discs.

A typical Formula One brake disc weighs about 1.5 kg as compared to 3.0 kg for the similar-sized steel discs used in the American CART series. These are gripped by special compound brake pads and are capable of running at vast temperatures - anything up to 750 degrees Celsius.

Formula One brakes are remarkably efficient. In combination with the modern advanced tire compounds they have dramatically reduced braking distances. It takes an F1 car relatively less distance to stop from 160 km/h than a typical road car uses to halt from 100 km/h. So good are the Formula brakes that one of the topics for debate during the recent technical dialogue between the constructors and the FIA has been whether an increase in braking distances would make for closer racing with more overtaking. This could involve limiting brake technology through restrictions on materials or design.

I imagine how street cars would dare to run and gun with this kind of braking system.

When it comes to the business of slowing down, Formula One cars are surprisingly closely related to their road-going cousins. As ABS anti-skid systems have been banned from Formula One racing, most modern road cars can lay claim to having considerably cleverer retardation.

The principle of braking is simple: slowing an object by removing kinetic energy from it. Formula One cars have disc brakes (like most road-cars) with rotating discs (attached to the wheels) being squeezed between two brake pads by the action of a hydraulic calliper. This turns a car’s momentum into large amounts of heat and light. Because of this, you could see how Formula One brake discs glow yellow hot.

In the same way that too much power applied through a wheel will cause it to spin, too much braking will cause it to lock as the brakes overpower the available levels of grip from the tire. Formula One previously allowed anti-skid braking systems (which would reduce the brake pressure to allow the wheel to turn again and then continue to slow it at the maximum possible rate) but these were banned in the 1990s. Braking therefore remains one of the sternest tests of a Formula One driver’s skill.

The following is an excerpt based on the rules enforced by Formula One regarding braking system of its racing machines:

“Formula One cars must have one brake system operated through a single brake pedal. However, the system must comprise two hydraulic circuits – one for the front wheels and one for the rear. Should one circuit fail the other must remain operational. Power brakes and anti-lock braking systems (ABS) are not allowed.

Each wheel must have no more than one brake disc of 278mm maximum diameter and 28mm maximum thickness. Each disc must have only one aluminium caliper, with a maximum of six circular pistons, and no more than two brake pads.

The size of the air ducts used to cool the brakes is strictly controlled and they must not protrude beyond the wheels. The use of liquid to cool the brakes is forbidden.”

(text and photo sources: Formula One)

Passion drives everyone to their best, to their limit, to the point of breakdown. And in this compelling desire that ordinary men sums up his winning spirit and become champions. Buddy Antunez has proven time and time again that the heart of a determined man can overcome even the most impossible struggles.

At age 16 the “Bud Man” finds himself driving with his beloved motorcycle to races every weekend. He quietly observes and analyze the mechanisms of the motocross racing taking mental notes on how to ride efficiently. Once he started winning races, he began pushing himself harder and harder to win more and more.

Buddy took his driving to higher limits, that for five years he has reigned supreme as Arenacross champion. He left the Arenacross to pursue supercross racing but to no avail. At this time Buddy had to overcome personal demons. One day he decided to make a comeback at Arenacross and as if destiny has planned it he again would win races and prove to all that you can never underestimate the heart of a champion. After suffering many career-blowing injuries on the track Buddy decided that is was time for him to retire.

Antunez has once said that although he has won five championships and countless recognition, he would miss the adrenaline rush that made him love racing. But even though he would stop competing in the race track, he would still be in the motocross industry as he plans to work for Crown Athlete Management Group.

Buddy, in his career peak, won championships using EBC brakesfor his motorcycle. He once said that if he were allowed to go back in time he would not replace any component of his motorcycle. This only proves the trust that successful racers put into the EBC brakes.