Jonathan Fry's Personal Web Site and Blog Google Group

[Jonathan Fry] They Really Should Know Better

2006-11-11T05:49:16Z

I've been around long enough to have seen some eye opening events in the motor trade. Some were minor and some were damn right dangerous. Some revealed a lack of competence, some pure laziness and a number revealed the mechanic just hadn't moved with the times, unlike automotive technology.When you pay good money to have your vehicle repaired by a professional mechanic you expect the repair work to be completed correctly and in accordance with the recommendations published by the vehicle's manufacturer or following industry standards which more or less amount to the same thing.Behind the closed doors of a workshop you have no way of knowing if your vehicle is been maintained and repaired correctly. Unless you're there and watching the repairs being carried out and you are a professional mechanic yourself (in which case you'd be doing the repairs yourself) then you only have the repairer's word that the repairs were carried out correctly, and let's face it, who actually asks before they pay the bill?But does it really matter? Yes it does.Vehicle manufacturers spend hundreds of millions of pounds every year carrying out research and development to calculate the optimum settings for each vehicle they produce. They don't do it for the fun of it. They wont spend one penny more than necessary so the fact that they are willing to spend these millions speaks for itself.There's no magic formula, guess work is 100% inaccurate and you can't make it up as you go along. Only expensive and time consuming research and testing can formulate the correct settings for each model derivative.If the manufacturer gets it wrong or the repairer doesn't follow the manufacturer's recommendations then vehicle safety, performance and life expectancy will be reduced.It's 50% unless the manufacturer says otherwiseA number of years ago I was in a garage in Hull talking to the owner about a problem he was having with one of his customer's car. At the time he was replacing the engine coolant on another vehicle and prior to my arrival he had drained the cooling system and had just replaced the bottom hose as I walked in.While I was chatting to him he proceeded to measure out 1.5 litres of antifreeze and added this to the expansion bottle then filled the engine up with tap water from a watering can. This vehicle I knew had a cooling system capacity of 10 litres and therefore required 5 litres of antifreeze to comply with Ford's published recommendations.I asked him why he had only added 1.5 litres of antifreeze. His answer showed a complete lack of understanding of modern cooling system additives and engines.He told me he had read on the back of a bottle of antifreeze than a concentration of 15% antifreeze (85% water) would protect the vehicle's engine down to -8 Celsius. That's adequate he said, it rarely gets colder than -8.Well he was as wrong about the temperature as he was about using only 15% antifreeze.Modern engine cooling system additives, often referred to as antifreeze, perform far more functions than just preventing the water in the engine from freezing. Here's a list of the most important properties of antifreeze.

[Jonathan Fry] VW Polo Reliability Issue

2006-10-28T22:13:30Z

I've come across an interesting video today which was described in an article by the Manchester Evening News <[link]>.The video highlights the numerous problems experienced by the owner of a Volkswagen Polo TDi which he purchased new in June 2004. During the 10 months he owned the vehicle he had to return it to the selling dealer's, Smith Knight Fay, eight times with new and reoccurring faults.You can watch the video for yourself below. It's worth noting that the video isn't of the highest quality and Mr Ashton, the vehicle's owner and publisher of the video isn't the world's best presenter but he makes a valuable contribution.If you believe everything the marketing people want you to believe then you'll think that Volkswagen motor cars are exceptionally reliable, this just isn't the case.Article Link: What Car? Reveals UK's Most Reliable Cars <[link]>I posted some research by What Car? <[link]> magazine back in August 2005. The What Car? reliability survey compares actual warranty claims rates for more than 31,000 cars covered by Warranty Direct (0800 731 7001, [link] <[link]>,) in the last two years.The research is clear. In August 2005 no Volkswagen model featured in the top ten most reliable models and Volkswagen featured only 15th in the table of most reliable manufacturers. I've just checked What Car?'s latest reliability table <[link]> and Volkswagen now feature at 17th place, a drop of two places in a year. Skoda and Seat, another two marques owned by Volkswagen are shown as even less reliable at 18th and 21st places respectively. Audi, once bosom buddies with Volkswagen, appear in 22nd place which is an improvement on 28th place in 2005.Those of us who have spent long enough in the motor trade know about the realities of vehicle reliability. After all, we are diagnosing and repairing a large range of vehicles on a daily basis. From my experience, Volkswagen performance does not meet the expectations of the owners, expectations which originate from the marketing spin incorporated in multi-million pound advertising campaigns. If you tell the public something enough times they'll eventually start to believe it. Fact and reality however are far more effective tools than spin and once that reality hits home it can leave a nasty taste in the mouth.The moral of the story is, do your research and don't ever believe what you read, see or hear on in advertisement.Related Articles: <[link]>

[Jonathan Fry] My Pain and Suffering

2006-10-20T03:18:51Z

Today, the 20th October, 2006 is our second anniversary. It was two years ago today that I met Debbie for the first time at the Hull Megabowl on St. Andrew's Quay. Sadly, the Megabowl is no longer here but Debbie is and by heck do I know about it.Following two years of daily pain, suffering and torture I feel the need to seek some redress so I'm going to post a series of photos taken over the past two years to show just what I've had to put up with.And the future isn't bright. It looks like I'm stuck with Debbie for at least the next 40 years. I just don't seem to be able to shake her off and the constant talk of wedding bells everywhere I go is deafening! Yes Ellen, Sue, Rachael and Patsy I am deaf!!So Debra, now it's my turn to show the world what I have had to put up with for the last two years and gain some sympathy from the many visitors my web site receives.That said, I love her to bits and wouldn't have it any other way! <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]> <[link]>Can anybody see a pattern? Enough said!! --Posted by Jon Fry to Jonathan Fry <[link]> at 10/20/2006 03:45:00 AM

[Jonathan Fry] Chinchilla Cam

2006-10-16T00:41:49Z

[[link]]
Debbie's given me one of my birthday presents a few weeks early and I've put it to good use.I've replaced my Street Cam <[link]> with the new web cam and moved the older, but more suitable, web cam upstairs and attached it to the outside of Chilly's <[link]> cage.So, now we've got a Chinchilla Cam <[link]> to go with the Office Cam <[link]> and Street Cam <[link]>. <[link]>(Click the image to view the live web cam)

[Jonathan Fry] European Hydrogen Infrastructure Outlined

2006-09-30T04:14:50Z

This article has been writen by Jonathan Fry <[link]> exclusively for auto4you.co.uk <[link]>.
Despite the daily announcements from individual organisations detailing technological advancements in fuel cell technology, it’s been commonly known for some time that there’s an insufficient supply of hydrogen on the world market to power this up and coming green revolution. <[link]>There’s also increasing concern that precious time is being lost because major players in the market are not working together which is wasting research and development (R&D) opportunities and slowing the overall development cycle of a technology which could reduce, if not eliminate our dependence on fossil fuels in the future.Following an announcement today (29th September, 2006) the situation is set to improve as energy companies Shell Hydrogen B.V. and Total France, together with the vehicle manufacturers BMW Group, DaimlerChrysler AG, Ford Motor Company, General Motors Europe AG, MAN Nutzfahrzeuge AG and Volkswagen AG announce their joint approach to advance hydrogen as a fuel for road transport in Europe.Hydrogen and fuel cell technology will bring significant change in the way the world produces and uses energy. While the public and private sectors already agreed that so-called Lighthouse Projects, integrating all aspects of hydrogen production, distribution and use, are the necessary next step, the group of energy companies and vehicle manufacturers believe that now is the time to move forward. In a common position paper, the companies have defined a near and mid term action plan to pave the way for the introduction of hydrogen-based mobility in Europe.Quite clearly there is an intrinsic link between the companies producing hydrogen, those distributing it and vehicle manufacturers who develop the fuel cells to use it. Together, these companies are convinced that a joint approach will advance the development of the technology required for future commercially available hydrogen vehicles including the corresponding refuelling infrastructure whilst reducing overall R&D costs for each member of the partnership. <[link]>Each company continues to pursue its own specific timelines but the group has commonly identified key phases over the next decade, comprising continuous technology development and cost reduction, pre-commercial technology refinement and market preparation, with commercialisation of hydrogen powered vehicles potentially starting around 2015.The companies have identified a number of criteria for the implementation of Lighthouse Projects in Europe. A key priority moving forward is to concentrate efforts on a focused region for passenger cars, leveraging all resources in order to maximize learning. Based on these requirements, the group sees these Lighthouse Projects initially rolling out in Berlin for cars and city buses, and in additional selected cities and regions for city buses. All lessons learned will be shared across all regions, as will continuing education and outreach.Implementing next steps requires contributions from all public and private stakeholders involved in hydrogen and fuel cell technology.Related Links:

[Jonathan Fry] Chilly the Chinchilla

2006-09-30T03:38:33Z

<[link]>Debbie and I would like to present Chilly, our new furry friend.Last Thursday night we were both invited to Mike and Rachael's for a drink, nothing unusual there. The difference being that this time we were introduced to Chinchilla the Chinchilla.Chinchilla was owned by Mike's son Dan. Dan was due to start his freshers' week the following Monday as he embarked on a 4 year degree course at Hull University.Dan was moving into the Halls of Residence and as such couldn't take Chinchilla with him. Rachael, quite naturally, has better things to do than entertaining Chinchilla 24/7 and it was mentioned that Dan was looking for a new home for his cute and furry friend.Well, what was I supposed to do? I could tell Debbie had fallen in love with him the minute she took hold of the little monster and I'm quite partial to a bit of fluff now and then! So it was to be, Chinchilla had found a new home and Debbie had a grin on her face wider than a Cheshire Cat's! <[link]>Today marked the arrival of Chinchilla, his cage, wheel, food, unusual chewing habits and a new name. We thought long and hard about what to call the little feller and came up with Chilly.So we'd both like to take this opportunity to introduce Chilly and welcome him to his new home where he'll be kept in the lap of luxury, waited on hand and foot and pampered in a fashion that would be the envy of any Premiership footballer's wife.And the camera's been working overtime capturing Chilly and Debbie enjoying each others company. <[link]>Chilly and Debbie falling to sleep

[Jonathan Fry] Keeping a Grip on Safety

2005-11-05T04:00:44Z

More than two million motorists in the UK are risking the lives of their families by never checking their tyre pressures or tread according to the RAC Foundation.At the launch of a two day tyre safety event today (4th) at the Fort Shopping Park in Glasgow, the Foundation will claim that Scottish drivers are among the most neglectful in the UK of their tyres – almost a third of cars and vans tested recently* had at least one defective or bald tyre. <[link]>

[Jonathan Fry] The Last Rover

2005-11-05T03:36:50Z

<[link]>The British Motor Industry Heritage Trust has discovered the mystery surrounding the very last car built at the Longbridge plant in Birmingham. Stephen Laing, the curator of the museum unveiled a frostfire Rover 75, 1955cc 4-cylinder diesel, which is the last vehicle on the register out of the plant. The Trust has become the proud owner of the car, which has gone on public display in the museum at the Heritage Motor Centre near Gaydon in Warwickshire. It is most likely that this car will also be the last car to be adorned with the Rover badge.Almost 15 million cars were manufactured in the century since Rover Cars was founded by Herbert Austin. It was on 8 April this year that MG Rover at Longbridge went into administration and car production ceased. Only a small group of skilled car workers was kept on at the plant over the summer to complete a number of unfinished vehicles, before the company was sold on to the Nanjing Automobile Corporation of China.The Trust also owns the first Rover 75 car built under the company’s former owners BMW at Cowley Oxford in 2000.History of RoverThe Rover 75 was the first large Rover car for 20 years, replacing the Honda inspired 600 and 800 models. Introduced in 1999, the ‘75’ was initially built at the Cowley factory in Oxford, which had undergone a £700 million facelift, including a completely new manufacturing and paint shop facility. The ‘75’ took styling cues from Rover’s heritage, whilst engine options were four or six cylinder petrol units from the K-series range, together with a BMW derived diesel.When BMW decided to sell Rover Group in 2000, production of Rover models moved to the newly formed MG Rover Group’s factory at Longbridge in Birmingham. The ‘75’ range was quickly developed, with the addition of an estate model (or tourer), more sporting MG versions and a long-wheelbase limousine. A V8 powered version was also developed, re-engineered with rear-wheel drive.During 2004 the ‘75’ range got a facelift, with a redesigned look for the front and rear end of the car and modifications to the trim specification.For further information on visitor opening times and location of the museum log on to: [link] <[link]> or telephone 01926 651188.Related Articles:

[Jonathan Fry] Car Demand in the UK is Expected to Slow

2005-11-04T11:46:46Z

The Overall Demand of New and Used Cars in the UK is Expected to Slow Significantly between 2005 and 2009, with New Car Sales Falling in 2005 and 2006
Research and Markets ([link] <[link]>) has announced the addition of Motor Finance Market Assessment 2005 to their offering.This report focuses on car purchases by private buyers. The market is divided into two main sectors -- the new and used car markets -- and four main types of lender: finance companies, manufacturers, subprime lenders and aggregators. Various types of finance are available to car buyers: personal loans, hire purchase (HP) and personal contract plans (PCPs). The right option depends on individual circumstances, and the market is increasingly competitive.The motor finance market enjoyed strong growth between 2000 and 2004. The UK's strong economic background and price falls that have boosted the affordability of cars have supported sales of cars. Growth in the motor finance industry has been helped by declining borrowing costs and an increasingly competitive industry, which results in lower borrowing costs for consumers. However, considerable changes are being experienced. Direct lenders are entering the market aggressively, consumers are tending towards cash purchases and distribution channels are diversifying.HP remains the main method by which consumers purchase new cars, while the proportion accounted for by personal loans continues to dwindle. PCPs appear to have reached a plateau after experiencing significant growth in the 1990s. Equity withdrawal is also now one of the main ways in which homeowners financed new car purchases between 2000 and 2004, although it is impossible to put an exact figure on how much consumers have spent on new cars by borrowing against their homes.The motor finance market in the UK is highly competitive and no single player dominates. Consumers are able to arrange their finance through a plethora of companies, ranging from the high-street banks and building societies, to independent finance companies, credit unions and car companies' affiliated finance arms. Many of the high-street supermarkets, including Tesco and Sainsbury's, also offer personal loans.The overall demand for new and used cars is expected to slow significantly between 2005 and 2009, with new car sales falling in 2005 and 2006. The market is not expected to recover significantly until 2008. This reflects the likelihood that UK consumers will experience much tougher economic conditions over the next 5 years. Consumers have built up very large debts since 2000 and rising interest rates in 2004 and increasing unemployment in 2005 appear to have convinced many people to start paying off old debts rather than acquire new ones. Inevitably, this background will affect the market for motor finance and we expect the market to contract in 2005 and 2006.Companies profiled in the report:

[Jonathan Fry] One-in-three Motorists STILL Use Handheld Mobiles

2005-11-04T11:25:55Z

* More than 10 million motorists putting themselves and others in danger as a result
* Recent Department for Transport estimate way too low
* What Car? calls for free hands-free equipment with every phone soldMillions of motorists are flouting driving laws and putting themselves and others in danger, a whatcar.com survey has found.Department for Transport figures suggest that just 1.5% of drivers use their mobile phone while driving – whatcar.com’s survey of over 1000 motorists puts the figure nearly 22 times higher.In all 24% said they still used a handheld for quick calls, 8.6% admitted they used one all of the time and a further 8.8% said they still used a phone when driving but intend to stop doing so.Although 58.6% of motorists claim they no longer use a handheld phone at the wheel, the whatcar.com survey still shows a staggering 10 million drivers could be putting themselves and others in danger. Studies show they're four times as likely to be involved in an accident.What Car? group editor Steve Fowler said: 'Our survey proves handheld mobile phone use at the wheel is a far more widespread problem than the DfT thinks.'It doesn't matter if you're only making a quick call – handheld phones are dangerously distracting. We'd like to see a hands-free kit provided with every new phone sold by law, and more traffic police on the roads to enforce mobile phone laws, which will eventually put penalty points on licences. <[link]>Whatcar.com has teamed up with the Carphone Warehouse, the largest mobile phone retailer in the UK, to offer a 10% discount on hands-free equipment to encourage motorists to use their mobiles more responsibly. A voucher for the discount is available on whatcar.com and thecarphonewarehouse.com and can be redeemed at any of its 600 UK stores until Christmas 2005.The DfT's 'snapshot' survey caught just 1.5% of the 100,000 motorists redhanded last April.Responding to whatcar.com's survey, road safety minister Stephen Ladyman said: 'I'm pleased that the results still show that drivers who think it's acceptable to use their phones without stopping are in the minority.'We stand by our survey work as an objective way to monitor use. We'll also be monitoring annual prosecution figures.'So far the only prosecution figure available is for December 2003 when 1888 fixed penalty fines were imposed. The Home Office will release figures for 2004 in early 2006.Mary Williams OBE, chief executive of road safety charity Brake, said: 'It is appalling that so many drivers put lives at risk by driving while using their mobile phones. Driving is the most dangerous thing that most of us do on a daily basis, and it requires our full attention.'It's essential that the penalty for using a phone while driving is increased significantly - three penalty points and a £60 fine is simply not enough to deter some drivers. Brake is also calling for a complete ban on using mobiles while driving - many drivers think using a hands-free is a safe option, but research clearly shows that it increases the risk of crashing several times over.'Graham Stapleton Managing Director of In Car Solutions at The Carphone Warehouse said: 'We're delighted to join forces with What Car? in this campaign. We believe it is vital that drivers use hands-free car kits if they need to make a call; not only for their safety, but for the safety of all others. The 10% discount on all hands-free car kits we are offering should be a good incentive for UK motorists to make this necessary change.'Web Site:What Car? <[link]> <[link]>What Car?What Car? has been the car buyer’s champion for over 30 years. The What Car? stable now includes What Car?, What Car? New Car Guide, the What Car? Price Guide and whatcar.com. Independent research shows that almost a quarter of all car buyers read What Car? before making a decision.Related Articles:

[Jonathan Fry] Improved Safety in Hybrid Vehicle Rescues

2005-11-04T07:53:33Z

<[link]>Responding to the need to protect rescue workers from electical dangers when extricating victims from hybrid electric vehicles, Hurst has introduced a new specialized rescue tool. Similar in power and construction to other popular Jaws of Life hydraulic spreaders and cutters the new Cen SC14 Fi Combination tool and the Cen C9 Fi Cutter boast unique electrical current insulation providing extra safety for rescuers when cutting charged parts of all kinds. The tools are being sold under the Hurst Centaur brand.As sales of hybrid vehicles rise rapidly, rescue crews are increasingly exposed to accidents involving the fuel-efficient vehicles. And with up to 500 volts running through some wires in the vehicles, as opposed to 12 volts in traditional cars, there is a growing concern that rescue workers are at risk when extricating victims at an accident scene. It is this concern that prompted the engineers at Jaws of Life to develop a rescue tool designed to meet the challenges of dealing with electrically charged components."There is a real need for rescue workers to take extra precautions when dealing with hybrid vehicles," states Bob Linster, Vice President of Sales & Marketing at Hurst. "At Hurst, we believe we have a responsibility to manufacture tools that not only save the lives of victims but that also protect the lives of the emergency responders."The Cen SC14 Fi Combination tool and the Cen C9 Fi Cutter tool are safer for an object voltage of 1500 V DC or 1000 AC. All tool components coming in contact with the operator, such as handles, valves and actuators, are covered with non-conductive insulated materials. What's more, the insulation reacts to electrical exposure visually. Both tools are lightweight and compact and possess the easy operation features popularized by the Hurst Centaur Rescue Tool brand.Web Site:Hurst Jaws of Life <[link]>About Centaur Rescue Tools:Centaur Rescue Tools and Hurst Jaws of Life(R) are a divisions of Hale Products Inc. Hale Products Inc. is the world's leading provider of emergency services in applications such as defense, rescue, firefighting, and industry. Hale Products' trademarks include Jaws of Life, Hale Pumps, Hurst, Godiva Pumps, FoamMaster, and CAFSMaster. With manufacturing and sales facilities in England, Germany, and Singapore, Hale Products is the largest manufacturer of products in its categories to the emergency services worldwide. Hale Products is a unit of IDEX Corporation, a manufacturer of proprietary fluid handling and industrial products. IDEX shares are traded on the New York Stock Exchange under the symbol IEX (NYSE:IEX).Related Articles:

[Jonathan Fry] The History of Airbags

2005-11-03T04:14:33Z

An idea that triggered a revolution
* 13 years of development involving pioneering work in numerous fields
* Automotive engineers as blasters and canaries as testers
* 250 crash tests and seven million kilometres of testing
* Airbags that protect against side impacts since 1995 <[link]>A wide area around the proving ground at Stuttgart-Untertürkheim was cordoned off. Crouching behind thick walls, the Mercedes-Benz engineers waited with bated breath. Not a sound could be heard, not a breeze stirred the air. All of a sudden there was an ear-splitting bang. Shreds of fabric and plastic flew everywhere, causing birds to flutter nervously from the trees. The engineers emerged from their sanctuary behind the walls, jumping for joy: the "explosives" had gone off just as planned. The Mercedes-Benz safety experts had just taken another step towards reaching their ultimate goal: the car airbag."We used missile technology," remembers Helmut Patzelt, one of the founding fathers of the airbag and an expert in pyrotechnics. "A missile receives its thrust from discharged gas, and we applied this very principle. The only difference is that we trapped the gas – in an airbag."It was with this type of triggering test that Mercedes-Benz began to develop the idea of the airbag in 1967, prompted by two developments which affected traffic policy: the rapidly spiralling number of accidents during the sixties and a resultant series of new laws in the USA, one of which prescribed an automatic occupant protection system for every car in the USA from 1969 onwards. "We can no longer tolerate unsafe automobiles," said the then US President Lyndon B. Johnson, making car safety a matter for decision at the top level.And so it was that previously ignored inventions – for which patent applications had been submitted by the German Walter Linderer and the American John W. Hedrik as early as 1953 – suddenly took on a whole new meaning. "A folded, deployable receptacle which inflates automatically in the event of danger" was a fascinating idea yet, at that time, the technology required to make it happen simply did not exist. This was the cue for the automotive engineers to commence their explosive experiments. In 1970 the pressure on the developers increased when the newly formed US highway-safety authority stipulated that driver airbags would be a legal requirement for all new cars – starting as early as January 1, 1973.The airbag becomes a bone of contentionNo sooner had it been made a requirement than the airbag became the subject of a long-running dispute. "The airbag will kill more people than it saves," claimed the new critical voices entering the debate in the USA. As a consequence, the introduction date was put back until 1976. And even after that, the production launch had to be postponed on several other occasions. The airbag – was it all really just a lot of hot air? Hansjürgen Scholz, the then project manager for passive restraint systems at Mercedes-Benz, remembers only too well: "When a fatal accident involving an airbag occurred in the USA in 1974, most of those involved deserted the project like a sinking ship." All of a sudden the Mercedes developers were left on their own without any outside support. Other German manufacturers also failed to see the potential of the life-saving airbag at the time.Those who advocated the airbag philosophy at Mercedes-Benz were very much left to their own devices. But they were not about to give up. "We had recognised the enormous potential of the air cushion. And we were not going to throw away our trump card," says Professor Guntram Huber, the former director of development for passenger car bodywork at Mercedes-Benz, who would later be awarded the ‘Safety Trophy’ by the American Department of Transportation for his role in the introduction of the airbag. And so it was that, in 1974, Mercedes‑Benz decided to go ahead and develop the airbag for production, regardless of happenings in the US market. What is more, it would be aimed at the world market. Airbags have only been a requirement in the USA since 1993, not 1973.The technological challenges that had to be overcome when developing this innovation, which finally led to the unveiling of the world's first driver airbag in December 1980, were immense. A new product had to be created entirely from scratch. Problems that required solutions included the sensor-triggered deployment mechanism, the gas generation process, the tear-resistance of the airbag fabric, the effects on health and hearing, functional reliability and the issue of how to prevent unintentional activation. Given the intrepid test methods employed – they were, after all, based on missile technology – the authorities were quick to offer resistance, at first putting the triggering mechanism used to inflate the airbag in the same category as fireworks. For this reason, all those involved in the development of the airbag had to attend an explosives course. Following initial tests with liquid gas cylinders, the breakthrough was finally achieved by using a solid fuel for firing the airbag.Toxicologists also had their say, querying the emissions left behind in the car after deployment of the airbag. But the developers were able to allay these fears as well, since the solid fuel pressed into tablet form – consisting of sodium azide, calcium nitrate and sand – left behind predominantly non-hazardous nitrogen gas and small quantities of hydrogen and oxygen.Crash tests with canariesIn their efforts to overcome the technical hurdles before them, many of the ideas the engineers came up with were highly unconventional. Since the sound of the deploying airbag was above the pain barrier but only lasted for 10 milliseconds, the effect on the eardrums could not be clearly ascertained at first. The engineers therefore installed a cage containing 15 canaries in the test car to determine the harmful effects of the noise, gas emissions and air pressure during deployment of the airbag. Not only did all the canaries survive the test, they also remained their usual lively selves. Yet another step in the right direction.Some 250 crash tests on complete vehicles, around 2500 sled tests and thousands of component tests provided the airbag pioneers with invaluable knowledge to help the airbag on its way to full series production.The primary concern in all the tests was stopping the car airbag from deploying unintentionally – a horror scenario for the developers. In early tests, the airbag would sometimes go off when the vehicle was at a standstill, meaning that the engineers also had to develop the electronic system from scratch. The sensor only had a few milliseconds in which to deploy the airbag – still very much a utopian idea in those days. As if that were not enough, the sensor had to be able to function reliably for several years at extremely low and very high temperatures with constant fluctuations in humidity.Some 600 test cars took part in road tests, off-road trials and rally events, clocking up in excess of seven million kilometres, in order to ensure that the sensor could perform its vital, life-saving function. In addition, the engineers, technical experts and office staff had to put themselves in the firing line, sitting at the wheel to gauge the effects of the airbag in an emergency, all under the watchful eye of the project team who recorded the results. Last but not least, another issue which had to be resolved before the first airbag was allowed to see the light of day in a production car in December 1980 was disposal, in other words what to do with the airbag when the car reached the end of its life.From airbag to windowbagFollowing the world premiere of the driver's airbag in an S-Class Saloon, the specialists in the Mercedes safety development department set about building upon their lead, using their know-how to further develop the airbag idea. Hence the front-passenger airbag was introduced in 1988. Then, in 1992, all Mercedes models were fitted with a driver's airbag as standard. A front-passenger airbag has been part of the standard specification since 1994.A further milestone in passenger car safety was achieved in 1995 when the sidebag made its debut in the E-Class following a development period of around 10 years. The side airbag threw up new challenges for the developers, since it only had 20 milliseconds in which to deploy following a crash whereas a front airbag enjoyed the comparative luxury of around 40 milliseconds. Needless to say, the development of the side airbag involved a considerable amount of work and was not without its handicaps. Yet despite this, the Mercedes engineers took up the stiff challenge, quickly recognising the importance of further improving occupant safety. "The sidebag was and remains a key addition to the other side protection measures such as the use of sturdy door locks and door hinges, the installation of special tubular sections in the doors and the incorporation of lateral bodyshell reinforcements," says Dr Luigi Brambilla, the then head of airbag and seatbelt development at Mercedes-Benz.The next milestone in airbag history – the windowbag – was achieved in 1998. In the event of a side impact, it inflates across the side windows to form a curtain, its large dimensions providing a wide area to protect the heads of both the front occupants and the rear passengers. Windowbags can prevent the head from hitting the side window, roof pillars or roof frame and are also capable of catching any fragments of glass or other objects propelled into the interior following a collision or subsequent roll-over, which constitute an additional injury hazard.Side airbags are activated by the central control unit based on signals received from additional satellite sensors positioned on the crossmembers beneath the rear seats. In the new S-Class, new pressure sensors rapidly send the control unit precise information about any side collision in the door area. These sensors respond immediately when the air between the door's outer skin and interior panelling is compressed upon impact.Since the design of Cabriolet and Roadster models makes it impossible to install windowbags, Mercedes-Benz has also developed a side airbag which protects both the head and the upper body. This head/thorax bag, as it is known, is located in the front seat backrest and deploys within a matter of milliseconds following a side impact, forming an asymmetric air cushion whose upper edge spreads further upwards when inflated, thus reducing the risk of the occupant's head hitting the side window or coming into contact with any objects which penetrate the car interior. At the same time, the lower section of the head/thorax bag inflates between the door and the occupant, creating a large-surface protective shield for the chest area.Two-stage triggering <[link]>The front airbag has also developed into a highly complex and sensitive electronic system – a high-tech product that adapts to suit the seat occupant and the accident situation, responding accordingly before the driver has even had time to fully register any precarious accident situation. This lightning-fast reaction time is down to electronic triggering sensors and newly developed gas generators which allow the front airbags to deploy in two stages, depending on the severity of the accident: in the event of a minor frontal collision, the ECU only fires one chamber of the two-stage airbag gas generators. As a consequence, the airbags are deployed with a lower internal pressure. However, if the control unit detects a severe frontal impact, it also fires the second chamber of the gas generator to produce a higher internal pressure, thus affording the seat occupant the ideal level of protection for the accident situation in hand.The system is able to differentiate in this way thanks mainly to additional up-front sensors and new algorithms programmed into the airbag control unit, made possible as a result of an increase in the system's performance and computing power.Personalised safety for large and small front passengersEquipment on board the new S-Class includes a computer which, as well as gauging the severity of the accident, also takes into account the size of the front passenger for the first time. If the sensor system housed in the seat upholstery detects a small front passenger, it initially only triggers the first airbag stage, depending on the type of accident, meaning that less air is injected into the airbag. If the system senses a larger front passenger, however, both airbag stages are triggered. This enhanced technology sees Mercedes-Benz launching a new trend in safety engineering: a restraint system which operates based on individual, occupant-specific parameters to provide passengers with an even higher level of protection than was previously possible.Mercedes models also contain automatic child-seat and front-passenger recognition systems which enable the ideal airbag response given the situation in hand: as soon as a rear-facing child seat equipped with a transponder is fitted on the front-passenger seat, the front-passenger airbag is disabled, since it is surplus to requirements when it comes to protecting younger front passengers. Similarly, the front airbag, sidebag and belt tensioner on the front-passenger side are deactivated when the seat is not occupied.Occupant protection before impactIn 2002, the PRE-SAFE® anticipatory occupant protection system ushered in a new era in passenger car safety. The innovative system, only available from Mercedes-Benz, further enhances the effectiveness of the seatbelts and airbags by identifying situations which might turn into accidents and preparing the occupants and vehicle for a possible collision. As a precaution, PRE-SAFE® tensions the front seatbelts, moves the front-passenger seat into the optimum position and, if applicable, automatically closes the sunroof. These preventive pre-crash measures ensure that the occupants are in the best possible sitting position should an impact occur, allowing the seatbelts and airbags to do their job as effectively as possible.Tests carried out by the Mercedes engineers on the new S-Class show just how effective the PRE-SAFE® functions are: inflatable air cushions housed in the seats of the Saloon support and hold the driver, front passenger and rear occupants in the ideal position before an imminent accident, thus considerably limiting the dangerous oscillating motion of the upper body. As a result, the distance between the shoulder and the door's interior panelling is increased, enabling the sidebag to offer even better protection in the event of an impact. PRE-SAFE® also enhances the effectiveness of the windowbag: if an accident seems likely, the side windows are closed in order to facilitate deployment of the windowbag in the event of a side impact or roll-over.Related Articles:

[Jonathan Fry] Three New Technologies to Help Land Rover

2005-11-02T03:11:10Z

<[link]>Three new technologies from Delphi Corp are helping the new Range Rover Sport achieve levels of dynamic performance and comfort that are widely regarded as setting new standards for a high-performance SUV. The combination of advanced air suspension and a new compact version of Delphi’s Active Stabiliser Bar System (ASBS) has been credited with helping to provide exceptional handling combined with best-in-class ride. The new vehicle is also available with a new generation of Delphi’s Forewarn Smart Cruise Control that will help the driver maintain a driver-selected time gap behind the vehicle ahead at highway speeds."Land Rover wanted to define a new niche for an SUV that would combine comfort and sophistication with very high-performance. That’s an ambitious goal in a sector where the quality of competition is already very high," explains Rene Haep, Delphi’s customer director responsible for Land Rover. "There could be no compromise in the brand’s legendary off-road capability and there were other challenges, such as the need to fit 20 inch wheels without sacrificing ride quality. It was a tough challenge that required a fresh approach to several established areas of technology."Dynamic Response System with Delphi’s New Rotary ActuatorsDelphi’s new rotary actuators replace conventional stabiliser bars to provide an exceptionally compact roll control system that is thought to be the most powerful and most energy efficient in production today. Delphi worked closely with Land Rover’s chassis team, who integrated Delphi ASBS actuators and valve blocks at both the front and rear, making Range Rover Sport the first vehicle to be fitted with this new technology.A traditional stabiliser bar improves vehicle stability through corners by reducing roll angle and managing the tyre to road interface. Heavy vehicles with a high centre of gravity typically require stiff, large diameter stabiliser bars but these will substantially reduce ride comfort and refinement and can also reduce traction in some conditions. Traditional stabiliser bars also restrict wheel travel, potentially compromising off-road behaviour, and can create an effect known as ‘head toss’ that can be particularly uncomfortable in vehicles where the occupants are seated high. Land Rover’s Dynamic Response system, incorporating Delphi’s ASBS technology, helps minimise all of these issues.ASBS technology splits the conventional stabiliser bar in the middle. At the intersection of the two roll-bar sections, a computer-controlled actuator applies a variable level of torque. When the vehicle is travelling in a straight line, the system effectively de-couples the stabiliser bars from the vehicle, improving ride comfort and allowing large wheel articulation to increase off-road ability. In a corner, roll-stiffness is instantly increased by applying torque to each end of the bar.Delphi’s triangulated link ASBS actuators have been available on the Land Rover Discovery from the 1999 model year, giving the vehicle manufacturer considerable confidence in the technology. With the independent suspension configuration required for exceptional on-road performance, however, the Range Rover Sport could not accommodate this system. Being faster and heavier, the new vehicle also required more control torque than the previous generation system could provide. It was therefore decided to take a clean sheet of paper and develop an all-new actuator technology. <[link]>The new rotary actuator system uses a carbon steel drum known as a ball screw, which has a spiral ball track on its outer face and a splined channel along its centre axis (see illustration). The balls on the outer face engage with a matching spiral track on the inside of a slightly larger drum attached to one side of the stabiliser bar. The other end of the stabiliser bar is splined and inserted into the channel through the ball screw.When hydraulic pressure is applied to a piston at the end of the ball screw, forcing it along the splines, the spiral ball race creates a turning movement that applies torque to the bar via the splines on one side and via the outer drum on the other. By modulating the hydraulic pressure based on input from two lateral accelerometers and, primarily, a steering angle sensor, the torque applied to the roll bars can be optimised for any driving condition in 70ms to 250ms.The new Delphi system provides 88 degrees of articulation and more than twice the torque of its closest rival, all from an exceptionally compact actuator. It is also significantly more efficient than competitor systems, with more than 90 percent of the generated hydraulic pressure creating torque. The efficiency of the system allows a proven pump to be used with a small reservoir and low-cost, easily routed hoses, and helps to make its operation extremely quiet."The torques involved are huge, so we paid particular attention to fatigue and other aspects of long-term durability," says Tony Horne, UK operations manager for Delphi Energy & Chassis Systems and a key member of the team working with Land Rover. "Finite Element Analysis was invaluable and we’ve spent a lot of time helping our suppliers introduce advanced processes such as laser welding, all with in-line quality control to provide high efficiency no-fault-forward production processes."Delphi’s portfolio of ASBS technologies includes systems suitable for all classes of vehicle, including performance cars, allowing increased ride comfort alongside outstanding cornering control. The company also supplies a wide range of other chassis control technologies to other vehicle manufacturers including electronic stability systems, variable damping control systems and antilock braking systems.Advanced Air SuspensionThe blend of talents required by the suspension of a Range Rover Sport is considerable. As well as safely managing the 385 bhp and 550 Nm of the supercharged engine option it must provide the 2,572 kg vehicle with sportscar handling, limousine ride quality and world-class off-road ability. <[link]>Land Rover chose air suspension because it allows low spring rates (providing good ride quality) without compromising the ability to maintain ride height when loaded or trailering. Air suspension also allows the ride height to be increased when travelling over difficult terrain. Delphi already supplies compact air suspension modules for the new Discovery (called LR3 in the US) and the current Range Rover, so was a logical choice to as a key suspension supplier for the new Range Rover Sport.When designing its air spring technology, Delphi chose a modular approach to allow fast adaptation to new applications. For the Range Rover Sport, the system uses high-pressure monotube gas shock absorbers to provide high damping forces and excellent high frequency control. The air springs are stiffened and a new type of single point top mounting has been developed to reduce the transmission of road noise into the vehicle body. The new gas shock absorbers have an 18mm shaft diameter, thought to be the largest in production for a passenger vehicle, and fit into the existing air sleeve without any modification.The new air spring modules allow Delphi to meet Land Rover’s tough targets for performance, comfort, packaging and durability and, compared with conventional coil springs, also reduce vehicle weight by nearly 7kg. The units are designed to withstand the most demanding burst pressure and temperature range requirements set by any vehicle manufacturer.Innovative design and electronic control allows all versions of the vehicle (four engine options, two suspension options and a vast number of accessory combinations) to be accommodated with just two versions of the air suspension module. As well as simplifying production and logistics for both Delphi and Land Rover, this helped significantly shorten the development time.Fourth Generation Smart Cruise ControlThe Range Rover Sport is also one of the first vehicles to be fitted with Delphi’s fourth-generation Smart Cruise Control (SCC) which helps the driver maintain a selected time gap behind the vehicle ahead. At highway speeds, if the lane ahead is clear, the system will maintain the cruising speed set by the driver. When slower traffic is detected in front of the vehicle, the system will automatically maintain a driver-selected headway (the time gap between the vehicles, adjustable between 1.0 and 2.2 seconds) using throttle control and limited braking. If the closing speed is sufficient to require manual intervention, audible and visual warnings are given.At the heart of Delphi’s SCC is a mechanically scanning 76GHz microwave radar sensor, integrated with a yaw sensor in an easily packaged housing that in the Range Rover application is mounted behind a polymer body panel in the nose of the vehicle. A separate Electronic Control Unit processes the radar data to calculate the range (distance), rate (closing speed) and azimuth (lateral deviation) of targets up to 150m ahead and delivers appropriate control signals to the engine and brake control systems via the vehicle’s CAN bus.Delphi’s narrow-beam radar system provides greatly improved angular accuracy and target discrimination compared with rival multi-beam fixed sensor systems. The wide angle view (up to 15 degrees) provides early warning of vehicles entering the lane ahead and superior tracking in tight curves. It also allows an automatic alignment feature to compensate for installation tolerances and for changes in sensor alignment during the vehicle's life, reducing fitting costs for the vehicle manufacturer and increasing system reliability.The Delphi Forewarn system also includes a Forward Alert feature that the driver can set to provide audible and visual alerts if braking is required due to slower-moving vehicles ahead. Drivers can adjust system sensitivity to adapt alert levels to their preferred driving style. The system will also warn the driver if mud, snow or other material is blocking the sensor.Other Delphi TechnologiesFollowing successful application of Delphi Fuba´s integrated antenna system on the new Discovery (LR3 in the US), Land Rover decided to use similar Delphi technology on the new Range Rover Sport. Up to eleven different antennas can be integrated into the rear side windows, helping to provide superb reception across a wide range of services. Land Rover also uses Delphi Fuba’s ScanDivTM module which automatically selects the best FM signal coming from three different antennas.Other Delphi technologies on the new Range Rover Sport include the latest Passive Occupant Detection System (PODS) for ‘smart’ airbag control and a carbon canister for the emissions control system.Related Articles:

[Jonathan Fry] New Careless Driving Law Is Not A Deterrent

2005-11-02T02:53:54Z

The Home Office claim that the new offence of causing death by careless driving will act as a deterrent and make drivers more careful on the road but the Association of British Drivers claim the law will not achieve this aim and that the government is missing an important opportunity.ABD Road safety spokesman Mark McArthur-Christie explained: 'Whilst this law will give just retribution for those killed by such drivers, it will not make the roads safer. Most who drive in a careless manner simply do not believe they are going to kill somebody so will not adjust their habits. The real and serious problem of drivers not taking care will therefore remain unaddressed. The ABD have for many years called for the police and the judicial system to crack down on careless drivers before they kill using the perfectly adequate existing laws. Sadly, prosecutions for careless driving are not taken seriously by the court system and the police are therefore reluctant to take careless drivers to court. Prosecutions therefore remain extremely rare'.ABD Chairman Brian Gregory said: 'Careless road users are one of the biggest problems on the road, inattentive driving is one of the biggest killers yet the government still fail to act, instead concentrating on non dangerous numerical speed offenders. This is nothing more than a token gesture towards relatives of the victims of such drivers, but these drivers need to find themselves in court or being re-educated BEFORE they kill.'For more information about the ABD visit their Website at [link] <[link]>The Association of British Drivers is run on a voluntary basis to lobby for the beleaguered British motorist:"Reclaiming the roads for the people who pay for them""Demanding proper roads (and railways) in exchange for paying one seventh of all taxes""Debunking the nonsense you hear about the environmental impact of the car""Promoting effective road safety instead of the criminalisation of safe driving"

[Jonathan Fry] Forewarn Stop and Go Adaptive Cruise Control

2005-11-02T02:41:36Z

Provides foundation for sophisticated smart safety systemon two prestigious new European vehicles for 2006/7
<[link]>A ground-breaking new Adaptive Cruise Control (ACC) has been developed by Delphi Corp. The new technology increases the precision of ACC at highway speeds and provides an innovative new Stop and Go function that extends the convenience of ACC to congested roads. The new system, which also includes a forward collision warning function, will be introduced during 2006 on two premium-sector European vehicles.Delphi’s Forewarn® Adaptive Cruise Control uses forward-looking radar to help the driver maintain a driver selected time gap behind the vehicle ahead. At highway speeds, if the lane ahead is clear, the system will maintain the cruising speed set by the driver. When slower traffic is detected in front of the vehicle, the system will automatically maintain the driver-selected headway (adjustable between 1.0 and 2.2 seconds) using throttle control and limited braking. If the gap is closing sufficiently quickly to require manual intervention, audible and visual warnings are given.The fourth generation Forewarn system is thought to be the first production ACC to successfully overcome the many challenges of extending this functionality to city speeds. "Discriminating between the vehicle in front and other targets is easy for a person but exceptionally hard for a machine," explains Dr Richard Lind, director of advanced engineering at Delphi Electronics & Safety. "Success has come from our combination of expertise in high-precision mechanical systems, electronics and software and from the support we have received from our research teams."Michele Daniels, senior algorithm design engineer at Delphi Electronics & Safety’s engineering laboratory in Malibu, California, highlighted some of the challenges of developing the system. "At city speeds, it becomes difficult to discern driver intent. Road clutter, such as manhole covers and traffic calming devices (bollards, road humps, etc), also becomes much more difficult to differentiate from potentially hazardous objects," she explains. "Our solution is based on a new type of object discrimination system that uses statistical modelling to test objects against a range of pre-defined criteria."Particular attention was paid to delivering accurate information about the edges of objects. "If we know how wide the object is, for example, we have a good idea if it is a pole or a car. This tells the system which other tests to apply to confirm this assumption and to add more context," Daniels continues. "People can do this incredibly quickly and accurately. The technology we use benefits from several US Government-sponsored programmes looking at how to incorporate human-like scene analysis routines into software."To provide the high quality data required for accurate scene analysis at all speeds, Delphi has specified a 76GHz narrow-beam radar system that provides improved angular accuracy and target discrimination compared with rival multi-beam fixed-sensor systems. The wide-angle of view (up to 15 degrees) provides early warning of vehicles entering the lane ahead and superior tracking in tight curves. It also allows an automatic alignment feature to compensate for installation tolerances and for changes in sensor alignment during the vehicle's life, reducing fitting costs for the vehicle manufacturer and increasing system reliability.The radar system is integrated with a yaw sensor in an easily packaged housing that can be mounted in the nose of the vehicle or in the grill behind a polymer body panel. A separate Electronic Control Unit processes the radar data to calculate the range (distance), rate (closing speed) and azimuth (lateral deviation) of targets up to 150m ahead and delivers appropriate control signals to the engine and brake control systems via the vehicle’s CAN bus.The first implementations of Delphi’s fourth generation Forewarn system will also include Forward Alert, which warns the driver if the vehicle is closing with an obstacle too quickly and prepares the brakes if a significant frontal impact is unavoidable.Related Articles: