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Alfa Romeo
In addition, says Alfa, firm braking and predictable handling can often prevent an accident from happening in the first place. The company claims that both its 147 and 156 are class leaders in terms of safety, and last year the marque joined forces with IAM Fleet to promote each other’s products. The safety package on the 147 and 156 includes six airbags – driver, front passenger, front side and window – as standard, ABS brakes with Electronic Brake Force Distribution (EBFD), Anti-Slip Regulation (ASR), Motor Schlepp Regulung (MSR), which prevents the wheels from locking when suddenly changing down gear, and Vehicle Dynamic Control (VDC).
The whole passenger compartment, due to an extra-strong rigid bodyshell in the 147 and 156, acts as a “survival cell” in the event of an accident with side impact bars and special crumple zones built into the overall structure to absorb the force of a collision. Similar technology, as well as a rain sensor that causes the windscreen wipers to work automatically, and Xenon headlights, either as standard or as options, is featured on the executive 166 and the remainder of the Alfa range. Meanwhile, as part of the tie-up with IAM Fleet, Alfa Romeo supplied six 156 2.4 JTD executive sports’ saloons to the company’s business managers. The partnership sees the Alfa Romeo fleet sales team promoting IAM risk management and occupational driving courses, as part of the overall business proposition to both existing business customers and prospects. Meanwhile, IAM Fleet business managers are promoting Alfa Romeo to its customer base. Audi
An array of electronic systems helps the A3 to stop, steer and remain stable in an emergency. Sophisticated active safety features include an electronic Anti-lock Brake System (ABS), Electronic Brake Force Distribution (EBFD) and Electronic Stability Programme (ESP). Driver and front seat passenger airbags, along with side front airbags, are standard throughout the small hatchback range, while curtain airbags are an option. Three-point seatbelts with pretensioners for front and outer rear seats and side impact protection are all standard equipment. The launch of the A3 follows hard on the heels of the new luxury A8 and together both models represent the latest in safety technology thinking from Audi. Standard safety features in the A8 include: Driver, passenger and side airbags, the Sideguard head airbag protection system, new brake and indicator lights using rapid illumination LED technology, ABS, EBD, ESP, Electronic Differential Lock (EDL) traction control and ASR traction control. The newly-developed front airbags feature two-stage activation. Their concept is based on the objective of “as much protection as possible and as little force as necessary”. The stages are applied depending on the severity of the accident. The driver is protected by an innovative ring-type full-size airbag, which is being used for the first time worldwide in the new A8. Its radial unfolding pattern means that it is also effective at protecting drivers who are, for instance, sitting very close to the steering wheel. The protective effect of the front airbags is supplemented by additional padding under the steering column and in the footwell. Crash-optimised pedals and the safety steering column increase the safety of the driver in the event of sudden forward displacement. With Audi models, like those from most rival manufacturers, featuring a plethora of safety features, the manufacturers’ engineers are busy working on improving crash absorption. By building additional strengths and weaknesses into a vehicle, engineers can ensure that in the event of an accident the passenger compartment is increasingly protected from intrusion. For example, in the new A8 progressive stiffness distribution in the front of the car ensures good structural behaviour in a front crash. This makes it possible to convert the maximum amount of energy along defined paths in the course of the impact. At the same time, the integrity of the occupant cell is preserved, as this is the only way – in conjunction with the restraint systems – to guarantee survival space. The bumper cross-member of the new A8 is designed as an extruded section and can, therefore, absorb a large amount of energy. Together with the longitudinal member that is next in sequence, it can cope with the consequences of more minor accidents without causing damage to the remaining load-bearing structure.
The structure also provides protection against the consequences of a side collision. The rigid diecast B post and the extruded sections integrated into the side of the roof frame, embedded in the one-piece side-panel frame, together form the basis for the structure's high stability. Impact members consisting of highly-rigid aluminium extrusions additionally reinforce the door structures. Transverse extrusions in the floor, which serve as mountings for the seats, and the seat itself reinforced with cross-bracing, ensure that survival space is preserved in the event of a pole impact. The new Audi A8 already meets the requirements of the US directive FMVSS 301, which is expected to come into force in 2005. It thus guarantees protection against the consequences of a rear-end impact against a deformable barrier at 80 km/h. The fuel system and occupant cell are protected by a rigid structure of longitudinal and cross members, which absorbs a large amount of energy by folding and buckling. Meanwhile, an Audi Quattro Driving School has been a feature of Audi’s performance car offering for more than a decade. Up until a couple of years ago they were free of charge to S and RS model owners. More recently, Audi has been working with racetrack operators Octagon, which has operated the courses on a fee-paying basis. However, from next year Audi is to return the courses to their original format. BMW
Motoring critics acclaimed the outgoing 5 Series as the best car in the world and BMW aims to hold on to that mantle with the imminent arrival of the new 5 Series on which safety is to the fore. Eight airbags – two more than the current models – are fitted as standard and the German manufacturer is claiming “genuine new standards” for safety. The new car has been dubbed “a vision of safety” as active safety options include adaptive headlights, brake force display and head-up display designed to improve safety and reduce driver fatigue. Adaptive headlights and brake force display reduce the risk of an accident front and rear. Optional adaptive bi-xenon headlights swivel up to 15 degrees left and right depending on the car’s steering angle and road speed in order to illuminate more of the road ahead when driving through a bend. Brake force display enlarges the brake light area when the driver brakes sharply thereby giving the driver behind an extra split second to react. Meanwhile, the head-up display option presents vital information such as speed and navigation instructions to the driver directly on to the car’s windscreen in their line of vision, thus ensuring they do not avert their eyes from the road ahead. Also optional on the 5 Series is active steering which, unlike pure drive-by-wire systems that can isolate the driver from the road, maintains a mechanical link between the front wheels and the steering wheel, and retains an “authentic” steering feel for the driver. Active steering varies the steering transmission ratio electronically in direct relation to the style and speed of driving and road conditions. Under normal road conditions at low and medium speeds, the steering becomes more direct, requiring fewer turns of the wheel, thereby increasing the car’s agility in city traffic and when parking. At high speeds, the steering becomes less direct offering improved directional stability. The system is networked to the dynamic stability control (DSC) electronic driver aid and reduces DSC interventions, thereby offering more control to the driver and increased comfort for the passengers. Optional from next year will be active cruise control which, first introduced on the new 7 Series, is a radar-based system that automatically controls the distance to the car in front. The BMW driver selects a comfortable distance to cruise behind other vehicles and the system automatically cuts power if that distance is infringed. Cruise control is still engaged, however, and as soon as the selected distance is available again, the car automatically speeds up to the desired cruising speed. Citroën
The new five-star rating, which the C8 shares with its counterparts the Peugeot 807 and the Fiat Ulysse, reflects the level of safety features in the vehicle. They include as standard six airbags, three-point safety belts all round and ABS with EBD and Electronic Brake Assist (EBA). The NCAP result would, says a company spokesman, help reinforce Citroën’s position as the UK’s number one MPV manufacturer, with a market share that already represents more than a quarter of the sector.
These key primary safety features have been continuously refined and improved with every newly-launched Citroën model. In addition, Citroën has recognised that driver training plays an important role in improving road safety. Thus Citroën, for a number of years, has made available – using leading specialist suppliers – individually-tailored driver-training packages for its fleet customers. Today, all recently-launched and forthcoming Citroën ranges have high levels of safety equipment, including between four and six airbags as standard. As well as the C8’s five-star NCAP rating, the Citroën C3, Xsara, Xsara Picasso and C5 models have at least a four-star Euro NCAP crash test rating. All Xsara, Xsara Picasso, C5 and C8 models have ABS, with EBD as standard, as is EBA (not Xsara Picasso). Also all SX and above C3 models have ABS+EBD+EBA as standard. In addition, Electronic Stability Programme (ESP) is standard equipment on a number of Citroën Xsara Picasso, C5 and C8 models. Fiat
The Ulysse, Citroën C8 and Peugeot 807 are built in the same factory in France and are rated as the safest MPVs for occupant protection in the UK market. Mr Dittli says:: “Safety in recent years has become, and continues to be, more and more important in the buying decision of both fleet managers and userchoosers. While this is true in all vehicle sectors it is even more important in the MPV sector.” This, says Mr Dittli, was because MPVs were frequently operated by families as well as by companies and taxi firms. “The Ulysse was launched in mid-February this year and it is one of the models which is performing well for us in the fleet sector. We have won some significant business with taxi firms and that has helped boost sales above expected levels,” he says. “The awarding of a five-star Euro NCAP safety rating is something for us to focus on in our publicity because it is extremely relevant to the fleet market.” He adds: “This major achievement is recognition of the great attention Fiat Auto pays to all aspects of driver and passenger protection, an integral part of the process surrounding the design of everything from chassis to dashboard, the seats and passenger restraint systems.” Passive safety features on the Ulysse include: front, side and window airbags protecting driver and passengers in all three rows of seats, inertia reel three-point seatbelts with pretensioners and load limiters, height-adjustable head restraints, electric child locks, Isofix mounting points, automatic door unlocking in the event of an accident and an emergency fuel shut-off system. Also fitted as standard is ABS with Electronic Brake Force Distribution (EBFD), which controls braking action and ensures that the vehicle is always under control, Brake Assistance, which helps in emergency braking situations, and an automatic traction control system known as Anti Slip Regulation (ASR). The safety technology is managed by a sophisticated “intelligent nervous system”, which receives signals from the various sensors around the Ulysse and, based on that information, decides how many and which systems need to be deployed. Honda
The system determines the likelihood of a collision based on driving conditions, distance to the vehicle ahead, and relative speeds, and uses visual and audio warnings to prompt the driver to take preventative action. It can also initiate braking to reduce the vehicle’s speed. The new system, in combination with the E-Pretensioner, which retracts the seatbelt in anticipation of impact, is being installed in the new Inspire, an executive saloon for the Japanese market which went on sale in June. However, the technology is likely to be available in the UK within the next three years, initially on Accord-class cars, according to a company spokesman.
The system also incorporates a number of functions to reduce impact on occupants in the event an impact is unavoidable, including a brake assist function that compensates for insufficient pedal pressure to reduce the speed of impact, and seatbelt control that increases seatbelt tension to hold the driver more securely in place. Honda has been promoting research and development of “Honda Precrash Safety Technologies”, which are designed to predict collisions and minimise impacts. CMS and the E-Pretensioner represent the first stage in the practical application of these technologies. The three-stage warning of an impending collision and application of the reduction impact technology, if the incident is unavoidable, comprises: • Primary warning – if the car ahead is too close and the system calculates that there is a risk of collision, it prompts the driver to take preventative action with a buzzer sounding and the message “BRAKE” appearing on the multi-information display in the instrument panel. • Secondary warning – if the distance between the two vehicles continues to diminish, CMS provides a tactile warning by applying light braking, and the E-Pretensioner retracts the seatbelt gently two or three times. At this point, if the driver applies the brakes, the system interprets this action as emergency braking, and activates the brake assist function to reduce impact speed. • Collision damage reduction – if the system determines that a collision is unavoidable it applies strong braking to reduce the speed of the impact and strong retraction of the seatbelt to hold the driver in place, supporting the driver’s effort to avoid the collision and helping reduce the impact on occupants and vehicle damage. The E-Pretensioner provides more effective driver retention than conventional seatbelt pretensioners, which only begin to operate once the collision has occurred. The E-Pretensioner is designed to operate whenever the driver brakes suddenly, and the brake assist functions, tightening the seatbelt to secure the driver, even if the CMS has not predicted a collision. In relation to driver training, Honda recommends its own Honda MAC driver training courses, which the company believes amount to the most extensive driver training scheme operated by any major automotive manufacturer. Honda MAC is a division of Honda UK and the company says its primary function is to improve driver skills and increase road safety awareness. It is an EDEXCEL-accredited training organisation, with facilities to run and assess NVQs and BTECs. Honda MAC instructors are among the most highly-qualified drivers in Britain, each one with many years’ experience of professional driving instruction. An in-house training programme ensures that instruction is kept at a consistently high level. The drivers are ex-police advanced-level instructors and are Driving Standards Agency approved and “Pass Plus” registered. Jaguar
Like the remainder of the Jaguar line-up – the X-Type, S-Type and XK Series – the XJ has the manufacturer’s world-leading Adaptive Restraint Technology System (ARTS) fitted as standard. To optimise protection, ARTS senses the severity of a crash, the position of the driver and the usage of the seatbelts to provide tailored protection. The occupancy sensing system uses ultrasonic technology combined with a seat-weight sensor to also detect the presence, position and size of a front seat passenger. ARTS uses this information to determine the airbag energy levels most appropriate to the individual occupants during a frontal crash, and to control whether the two-stage airbags are deployed at all, or inflated fully or only partially. If the front airbags are deployed, they will be inflated fully or partially, depending on the severity of the impact and the data from ultrasonic occupant sensing.
That means that, in every case, the airbags in Jaguars provide the maximum level of appropriate protection, but not so much “protection” as may be harmful. The new XJ represents an industry-first use of rivet-bonding construction for an aluminium-intensive monocoque body. With its strength, robustness and durability, the body of the XJ is 60% stiffer and 40% lighter than its predecessor. The light aluminium-intensive body structure has proved its strength in Jaguar’s own real-world crash-test programme. Prior to the first XJ prototype crashing into a barrier, Jaguar engineers performed more than 500 computer-simulated crash events using sophisticated crash-modelling software. That was followed by physical tests. Front and rear crush zones absorb crash energy progressively while protecting the integrity of the cabin. Meanwhile, there is significant side impact protection. David Scholes, XJ chief programmes engineer, says: “Our target in developing the new Jaguar XJ was to produce one of the world’s safest cars. And the body structure is the foundation of its excellent safety performance. The strength of the XJ’s architecture represents a ground-breaking advance in crashworthiness.” The XJ has also been engineered for ease of repairability – a key determination of insurance premiums and fleet operating costs. A bolt-on frontend module has been designed to reduce the cost of repairing front-end collision damage. It can withstand an impact of 10 mph (15 km/h) without structural damage being inflicted. Meanwhile, the exterior bumpers of the XJ are designed to withstand a 5 mph (8 km/h) impact without structural damage. In addition, “lift-off ” door hinges make removal simple if collision repair is needed, reducing time and cost, while the bolt-on front wings are easy and cost-saving to remove and replace. Jaguar claims that such technology means the XJ, which costs from £39,000 for the 3.0 V6 to £68,500 for the 4.2 Super V8, has lower insurance group ratings than direct competitors from Audi and Mercedes-Benz. Other safety features on the XJ include ABS brakes, Dynamic Stability Control and Emergency Brake Assist. Meanwhile, Adaptive Cruise Control – which uses microwave radar technology to automatically adjust speed, thus overcoming the need for the driver to adjust his or her speed when approaching slower traffic – now includes a new Forward Alert function. This provides an audible warning of slower traffic ahead, but does not intervene by adjusting the throttle or applying the brakes. Land Rover
The Range Rover, for example, leads its class with almost 12in of ground clearance built into the vehicle to allow it to cope with the most extreme off-road conditions. However, it also means that if the vehicle is involved in a collision with another car or hits a kerb the impact is absorbed by the model’s underside. In addition, the height of the Range Rover – which is replicated in other Land Rovers – also means that side impact protection for driver and passengers extends higher up the vehicle than in many other cars and 4x4s. With the current Range Rover based on a steel monocoque with an integrated chassis providing over twice the torsional stiffness of the outgoing model, the design of the model also incorporates energy-absorbing front and rear bumpers as well as “crush cans”. These features control damage to the vehicle reducing repair costs and time off the road following an accident. The vehicle also features reinforced A, B, C and D pillars so that in the event of a roll-over the 4x4 does not collapse. Sophisticated electronic traction control systems abound on the Land Rover range, supplementing the huge amount of grip that the 4x4 system offers.
Land Rover’s air suspension system, a Range Rover hallmark since the days of the Range Rover Classic, has been greatly refined and now features cross-link valves that automatically allow softer wheel rates for enhanced comfort and capability off-road. While many features are standard across the Land Rover range, the 2003 Discovery uniquely features Active Cornering Enhancement (ACE), which uses quick-reacting computer-controlled hydraulic actuators to reduce body roll. ACE functions off-road too, allowing for greater wheel articulation and extra agility. Off-road capability is enhanced by the availability of a centre differential lock. All the features improve a vehicle’s ability off-road, but also greatly increase safety when the streets turn snowy or wet. They are also an asset in torrential rain on the motorway, when a Land Rover can usually still motor ahead safely long after most conventional cars have been forced to slow or stop. Land Rover customers, both corporate and retail, also receive a voucher for a day’s off-road driver training at Land Rover Experience Centres nationwide. LDV
LDV’s main training package is directed at schools. Schools purchasing an LDV School Bus can choose a half-day training session for two teachers with the Royal Society for the Prevention of Accidents (RoSPA) or a half day with BUSK Minibus Complete, a training package offered by national school transport safety group, Belt Up School Kids (BUSK). Following training with the latter, schools have a choice to go on to receive further training with BUSK at their own cost. Working alongside Warwickshire Constabulary, LDV has also hosted special training days for key customers. Under the banner, Fleet Safe, Warwickshire police offer drivers expert guidance and advice and they have travelled far and wide to hold training sessions. LDV recently held a session with the force for local authority transport managers, and the company is happy to use this concept as part of certain fleet deals. Lexus
Adaptive front lighting uses an electronic controller to calculate, from the vehicle speed and steering angle, the optimum swivel of the lighting area for better visibility while cornering. Unlike earlier systems, which were merely linked to a car’s steering, the AFS controller controls the lighting direction independently and is combined with High Intensity Discharge (HID) headlights, with an automatic levelling system for optimum night-time vision. In addition to adaptive front lighting, the RX300, which went on sale in May with prices starting at £28,955, is claimed by Lexus to carry more standard safety equipment than any other vehicle in its segment.
The original RX was one of the best-performing sport-utility vehicles in terms of passive safety performance, as confirmed by crash-tests conducted by independent organisations in the US, like Insurance Institute for Highway Safety (IIHS). Now, Lexus engineers claim the 3.0 litre V6 model protects occupants more thoroughly with standard features including: •Multi-stage driver and front passenger SRS airbags with, for the first time, the driver airbag featuring three deployment modes, adapting the inflation pressure according to information gathered from the seat position sensor, crash severity sensor and seatbelt buckle switch • Side curtain-shield airbags offering supplemental head protection for occupants in side impacts • Side protection is further enhanced by “thorax-abdomen-pelvis” side airbags. This new type of airbag features a capacity of 13 litres, compared with 10 litres for the conventional side airbags. For this reason, it can reduce the risk of chest and abdomen injuries by spreading the forces over a wider area • A driver’s knee airbag for the first time in the sector. Injuries to the legs, common in major frontal impacts, are likely to be significantly reduced by the knee airbag. The main purpose of knee airbag adoption is to reduce injury from contact with steering column and lower dashboard structures, but they have also been found to reduce head and chest injuries by reducing the pelvis displacement and rotation of the torso in a major impact Meanwhile, the overall structural strength of the new RX also plays a significant part in protecting its occupants. Over 80 cars were crash tested, achieving optimal results in impacts far greater than the mandatory crash test requirements. The RX300 also features vehicle stability control, traction control, ABS and brake assist technology. Mazda
Mazda is the fastest-growing manufacturer in both the UK’s fleet and retail markets and much of that success is attributable to the manufacturer’s multi-award-winning upper-medium sector car – the Mazda6. Billed as a “driver’s car”, the Mazda6 has been engineered for class leadership in five key areas – stability, steering responsiveness, predictable handling, braking power and ride comfort. Outstanding braking performance was one of the Mazda6 development team’s top priorities. The car utilises four-wheel disc brakes, which have been engineered to deliver best-in-class braking performance. Stopping distance at 62 mph is 37m, according to tests conducted by Auto Motor und Sport. ABS with Electronic Brake Force Distribution (EBFD) is available across the range with Dynamic Stability Control (DSC) optional. Safety was at the forefront of the development programme and, as a result, the Mazda6 has been engineered to meet or exceed crash safety standards. The comprehensive array of passive and active safety technology includes dual-stage airbags as part of a system of up to six airbags, plus a new “crashable pedal” design with ABS and EBD as standard across the range. Safety initiatives contributed to the Mazda6 being awarded, at launch last year, best-in-class insurance groupings, ranging from 8E to 12E. Meanwhile, the driver training course, which is available as part of the RX-8 package, is designed to enable drivers to “get the maximum out of the car safely”, according to Mazda’s fleet and remarketing director Jeremy Thomson. The 1.3-litre twin rotary engine located towards the centre of the car pumps out a whopping 192 PS in “low-power” form and a staggering 240 PS in “high-power” guise. “The RX-8 is a high-performance sports car designed to be enjoyed by enthusiastic drivers,” says Mr Thomson. However, a unique freestyle rear door system gives easy access to the rear two seats not found in traditional sports coupés and, with a boot that allows for “a realistic amount of luggage”, the RX-8 eliminates the compromises normally associated with sports cars. With such characteristics, the vehicle is likely to appeal to a much wider audience than traditional two-seater or 2+2 sports cars. As a result, completion of the Prodrive course will enable drivers to get the most from the unique performance and handling of the car Mr Thomson says: “The RX-8 is fun to drive, but especially when it is driven like a sports car. Only when challenged does it display subtle, typically sports car oversteering. The driver training course is not about how to drive fast, it is about how to drive safely.” Based at Prodrive’s vehicle testing ground in Warwickshire, RX-8 customers will undergo a oneday performance driving course which will include track driving, which will take the customer through where the car’s limits are and how to fully exploit the power and handling. There will then be a road driving element that will not be about teaching how to drive, but about positioning on the road for safety, safe use of power available and safe overtaking techniques. If customers cannot travel to Prodrive, then the instructor will travel to the customer’s home and carry out more extensive road driving training. The day will also cover the care and maintenance of a rotary engine that a customer can carry out to ensure their car is always in tip-top mechanical condition. Paul Catlin, managing director of Prodrivelive, says: “The Mazda RX-8 is a superb drivers’ car. But, like any car, to really get the most enjoyment out of it, you need expert tuition in how to extract the performance safely. In a day, we’ll show how a smooth-flowing technique combined with correct positioning will give RX-8 owners the drive of their lives.” ABS, EBD, DSC with a Traction Control System (TCS) as well as a limited slip differential (LSD) means that the car stays on the road, even if the driver pushes the RX-8 a bit over the limit. In the event of an accident, impact energy is distributed over predefined load paths through the body of the car so that – depending on severity – the passenger cell remains intact. Three-point seatbelts with pretensioners and load limiters are standard. Other standard features include: front airbags, side airbags and curtain airbags, air conditioning and active front headrests to prevent the head from being thrust suddenly backwards in a rear end collision, which can cause whiplash and severe injury to the neck. In addition, a robust steel pipe reinforcement in the rear door functions as a B pillar and provides the necessary stability in case of a side impact. In the event of a front impact, the brake pedal collapses via a built-in safety mechanism, which helps avoid injuries to the driver’s lower leg. Mercedes-Benz
Crumple zones, airbags, seatbelt tensioners, side airbags, seatbelt force limiters and window bags are some of the milestones clocked up by the German marque in more than half a century of safety development work. Such landmarks have become standard features on thousands of cars and have saved numerous lives. However, in recent years the research and development focus has turned to the incorporation of features into vehicles that can detect an imminent collision before it occurs, thus preparing both the vehicle and its occupants. As a result, the S-Class features Pre-Safe, which Mercedes-Benz says, “inaugurates a new era in automotive safety”. In two-thirds of accidents, there is enough time before a crash occurs to activate Pre-Safe protection measures. Typically accidents are preceded by skidding, emergency braking or a sudden evasive manoeuvre – all provide advance warning that a collision is imminent. Historically, no use was made of this “valuable window”, which may last several seconds. Familiar protection systems such as airbags or seatbelt tensioners are only triggered on impact.
In other words, Pre-Safe equips the car with reflexes, like those of a living organism. A spokeswoman says: “Just as sudden danger triggers a reflex action on the part of the organism, which takes precautions to protect itself, so the innovative safety technology of the S-Class immediately triggers special systems designed to reduce the risk of injury to the occupants.” Pre-Safe gains advance warning of an impending collision due to unprecedented collusion between the active and passive safety systems. Pre-Safe is linked up to the S-Class’s anti-lock braking system, Brake Assist and ESP, whose sensors identify critical driving manoeuvres and within milliseconds relay appropriate messages to the control units of those standard-fit active safety systems. The information provided by those sensors is then used as a basis for pre-crash occupant protection in the form of Pre-Safe. It sees: • Driver and front passenger seatbelts tensioned in advance of the potential impact • A very unfavourable pre-crash front passenger seat fore/aft setting and/or seat cushion and back rest angle corrected • The power-adjustable individual rear seats adjusted to optimise the angle of the seat cushions; • The sunroof automatically closed Tests reveal that a passenger who was not expecting sudden emergency braking moves forward up to 150mm as a result of the action. By ensuring that both driver and front seat passenger are optimally secured in their seats when the impact occurs and are moved further away from the dashboard, the airbags provide more effective protection. Similarly, it is important to ensure that both the front and rear passenger seats are in their optimum position to ensure maximum protection is provided. Meanwhile, accident research shows that violent skidding is frequently followed by a roll-over. Therefore, automatic sunroof closing reduces the risk of occupants being thrown out of the vehicle in a roll-over or external objects intruding into the interior and causing injury. The launch of Pre-Safe is the result of six years’ development work by Mercedes-Benz engineers. The company says that the testing and refining of Pre-Safe delivered a clear verdict that “pre-crash occupant protection in no way restricts the freedom of the driver or the driveability of the car, but gives occupants an enhanced feeling of safety”. MG Rover
Earlier this year, the MG TF became the first sports car to achieve a four-star occupant safety rating and a three-star pedestrian protection score in Euro NCAP crash tests. All other sports cars tested registered a single star in the latter test. If a collision were to happen, the front of the car is designed in a way to reduce injury to pedestrians. The mid-engine layout, with no engine beneath the bonnet, provides an absorbing area, further reducing the risk of head injury. Adrian Guyll, vehicle safety protection manager at MG Rover Group, says: “Sports cars are enjoyed for their motoring freedom, but customers can be confident that our engineering development fully ensures the MG TF performs extremely well in safety tests, as demonstrated by the Euro NCAP safety tests.”
A spokesman adds: “There is no doubt that safety sells. The MG TF’s Euro NCAP result has further increased demand for the car and we have had to recruit additional labour to produce more cars.” MG Rover is also conscious of its responsibilities in helping its fleet customers improve their risk management techniques. To that end, the company has a partnership with DriveTech (UK), which sees it supply risk management services and driver training facilities for participating MG Rover Group fleet customers. DriveTech operates a range of MG and Rover cars, which are driven by company car drivers on DriveTech-organised training programmes and at a variety of events arranged by the company. The fleet cars include all models from the MG and Rover ranges and some of the cars are run as skid control cars. MG Rover believes that any investment in driver training and risk management will be rewarded in lower operating costs and reduce the risks that are placed on at-work driving employees. Mitsubishi
The 2003 Shogun’s new look includes the introduction of front passenger airbags as standard across the range, in addition to the standard anti-trapping electric windows. Unlike other 4x4 vehicles, the Shogun’s carbon fibre reinforced plastic propellor shaft has been designed to fracture in a major collision so it cannot penetrate the passenger compartment. The initiative also enables the fuel tank to be made 20kg lighter, as penetration of the tank by the propshaft cannot happen. Front seat side airbags for both driver and passenger are also standard, while all seats have three-point emergency locking retractor seatbelts and headrests. Second row seatbelts also incorporate an automatic locking retractor function for the secure installation of child safety seats. Colour-keyed illuminated side steps increase the personal safety of drivers and passengers when climbing in and out of the vehicle. The Shogun’s enhanced ABS braking system allows each brake to work independently, thus improving stability, particularly when cornering. The latest range features a choice of nine variants in three- and five-door bodystyles, all of which are constructed around a single monocoque bodyshell with built-in frame for maximum strength. The main advantage of this – with its highly-rigid cabin structure and impact-absorbing crushable zones – over a traditional ladder frame chassis is that the single-unit monocoque construction allows for sharper responses between the driver and the vehicle, eliminating delay between the body and the chassis. Therefore, the driver benefits from more feel and feedback. The ground-breaking monocoque body has also allowed the Shogun’s centre of gravity to be lowered by 50mm, which improves both ride comfort and on-road handling. Mitsubishi can arrange for customers to undergo specialist driver training, particularly in relation to 4x4 driving. Nissan
The latest developments give drivers hands-free access to the information on their existing mobile phone via the car’s unique N-Form technology command centre, for safe, legal communication while on the move. All it takes is for the driver or fleet manager to confirm the make and model of phone with the dealer when ordering their car. This allows the dealer to order the correct phone cradle, which is fitted to the car before a driver takes delivery of their new Primera. All Primeras from SE upwards receive this integrated phone solution as standard equipment, while the S model receives all the necessary wiring, antenna and telephone control unit as standard. Calls can be made or answered using the central console controls and the car’s audio system, and drivers can now use the N-Form controls to scroll through their phone’s address book and dial the selected contact from the names and numbers displayed. Previously, the system allowed hands-free reception of calls and redialling of the last dialled number. The new developments mean that, as well as accessing and dialling from their address book, drivers can now use the system to call their voice mailbox and redial a number. In addition, when an incoming call is received, the N-Form screen now displays the phone numbers the call is coming from. Text messages can now also be received. To ensure safety, when a text message is received, an icon is displayed on the N-Form screen. The message can only be read on the screen once the car is stationary. Once a phone has been placed in the cradle positioned between the two front seats, it is automatically integrated into the system and the information from its Sim card is uploaded and displayed on the 5.8in N-Form screen. Unlike other, embedded phone systems, the Nissan system doesn’t require the user to remove their phone’s Sim card and place it in a slot in the dashboard, or carry multiple Sim cards. The upgraded phone system features volume control and can operate in eight languages. It automatically charges the phone while it’s in the cradle, and the external antenna connection provides greatly improved reception. It is also compatible with most of the phones on the market today. Peugeot
The recently-launched 807 is Peugeot’s newest model and the company’s managing director Christian Geraud says the result is a clear illustration of the importance the company places on producing “stylish vehicles with class-leading safety”. The vehicle’s rigid body structure incorporates programmed distortion zones and the seats are all fitted with inertia seatbelts with three-point fixings. The 807 also incorporates six additional airbags, including two curtain airbags designed to protect the heads of passengers in all three rows of seats.
Meanwhile, Peugeot has forged a productive relationship with multi-award-winning driver-training and risk-assessment company Peak Performance Management, which provides Peugeot Driving Solutions for the manufacturer’s fleet customers. Peugeot fleet and leasing director Steve Harris says: “We have had a relationship with Peak Performance Management for about three years. Driver training and risk management are issues which we try and promote as we are increasingly asked about them by our fleet customers. “Often we are able to incorporate driver training within the terms of a fleet deal and a growing number of customers are taking up the arrangement we have had in place with Peak Performance Management for about three years.” Driving that take-up is the growing awareness within the corporate community of at-work driving risk management legislation – and that includes Peugeot itself. Mr Harris says: “All our fleet and field-based staff, such as district managers who drive as part of their job, have all been through Peak Performance Management’s driver training programme. “More than 100 people have completed the course and many were sceptical beforehand,” Mr Harris continues. “However, they found it very useful and all learned something to improve their road safety.” |
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