Vehicle recalls affect Ford, GM, Hyundai, & Toyota

There have been a few significant recalls announced in the past few weeks affecting Ford, GM, Hyundai, and Toyota. If you own any of the vehicles listed below, you will be contacted by the manufacturer with the information on what you need to do.

2005-2006 Ford F-150 & Lincoln Mark LT

Ford is recalling over 605,000 F-150 and Lincoln Mark LT pickups equipped with the 5.4-liter, 3-valve engines due to a problem with a hose in the braking system, which could swell over time and become detached. Once the hose is detached, the braking system will continue to work with power assist, but eventually the fluid reserve will be depleted.

Owners will be notified by mail or they may contact Ford at 1-800-392-3673. Dealers will begin to replace the hose in early July.

2006-2008 Hyundai Sonata

Hyundai is recalling over 393,000 Hyundai Sonatas due to a defect in the passenger air bag. The system is supposed to disable the right-front passenger seat air bag when it detects the presence of a child restraint or child seated there, but a misclassification may cause the air bag to not inflate if a small adult is occupying the seat.

Dealers will verify the malfunction, then remove the right front seat cushion and send it out for evaluation and repair.

The recall will begin around May 26, 2008. Owners may contact Hyundai at 1-800-633-5151.

2003-2004 Pontiac Vibe, Toyota Corolla, and Toyota Matrix

Toyota and GM are recalling over 660,000 Vibe, Corolla, and Matrix models due to a problem with the power windows. Bolts in the driver and front passenger-door may loosen and cause the glass to separate from the window and possibly shatter during operation.

Dealers will replace the door glass bolts with new ones free of charge. Owners may contact Toyota at 1-888-270-9371.

2008 Toyota Highlander and Highlander Hybrid

Toyota is recalling over 90,000 2008 Highlander and Highlander Hybrid SUVs due to a problem with the seatbelt in the third-row seat. When using a rear-facing car seat, the seat belt cannot be properly secured and may spool out during normal driving.

Owners will be notified by mail or they may contact Toyota at 1-800-331-4331. Dealers will install a new seat belt component free of charge.

To see if your vehicle has been involved in a recall, check out the National Highway Traffic Safety database at www.safercar.gov.

—Liza Barth

Smart ForTwo crash test results and video

With the Smart ForTwo coming to the United States for the first time, we have heard many questions about this microcar’s safety than its fuel economy. How will its occupants fare in a collision? We now have some definitive answers regarding crash protection from the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS); both organizations give the miniscule ForTwo decent marks.

In April, the NHTSA conducted front- and side-crash tests on the redesigned 2008 model, awarding the car four stars for frontal protection for the driver and three for the passenger. In the side crash test, the agency gave it five stars, though flagged a safety concern because the driver door unlatched and opened, creating a risk for occupant ejection.

After viewing the NHTSA test and videos, we were anxious to see how the Smart ForTwo fared in the more stringent IIHS tests. In a report released today, IIHS has given the ForTwo its highest rating of Good in frontal-offset and side-impact tests. As can be seen in the video (search in the Consumer Reports crash test video player), the ForTwo experiences some drama in the tests.

Frontal-offset test
When the Smart strikes the offset barrier, there is precious little structure ahead of the passenger compartment to absorb the crash energy, putting more work on the restraint system. The driver dummy’s head struck the steering wheel through the front air bag, though injury measures were considered Acceptable. The restraints and dummy kinematics were rated Good, matching the overall rating. In watching the video, the ForTwo spins around in what could be an adjacent lane or possibly off the road. Most vehicles do not spin nor move laterally in such a way, raising the possibility of other risks. In the NHTSA test, on the other hand, vehicles are crashed into a flat wall; the ForTwo rebounds expectedly in that test, without rotating or moving sideways.

It is important to note that the IIHS’s frontal-crash-test simulates what would happen if two cars of the same weight and type crashed head-on, left headlight to left headlight. The results can only be compared to other vehicles in the same class. However, there are no other microcars offered in the U.S. by IIHS’s classification. So, while the ForTwo would do well in a frontal impact with another Smart or in a single-car crash, the test results can’t predict how the Smart would fare hitting a larger vehicle. The reality is the Smart will always be the smaller car in a two-vehicle accident.

Side crash test
In the side-impact test, the 3,300-pound IIHS moving barrier pushed the diminutive car quite a distance across the floor of the test center. This test represents the impact from an SUV, and the visual is reminiscent of the Mini Cooper test (check out the video). Again, this could raise the possibility of other risks.

The ForTwo’s stiff side structure and standard side air bags protected the driver, earning the ForTwo a Good rating for side-impact performance. Injury forces recorded on the dummy’s head, neck, torso, pelvis, and left leg were all low. However, the driver door unlatched, as it had in the NHTSA test. As a result, IIHS downgraded the structural rating from Good to Acceptable, however the Institute notes that “the opening didn’t appear to affect dummy movement during the test and injury measures on the driver dummy were low.” Translation: make sure you’re wearing your seatbelt.

The risk of small cars
While the ForTwo performed well overall in the tests by these two organizations, the risk of death is high in crashes of smaller, lighter vehicles. "For vehicles 1-3 years old during 2006," reports IIHS, "minicars experienced 106 driver deaths per million registered vehicles compared with 69 driver deaths in large cars."

The ForTwo is the smallest car offered in the United States, measuring just 106 inches and tipping the scales at a bantam-weight 1,745 pounds. To put it into perspective, our tested Mini Cooper S was 146 inches long and weighed 2,690 pounds. Inquiring about the safety is only natural with the ForTwo.

"All things being equal, in safety, bigger and heavier is always better. But among the smallest cars, the engineers of the Smart did their homework and designed a high level of safety into a very small package," said Institute President Adrian Lund in a released statement. The ForTwo includes seat-mounted side air bags (as opposed to curtain-style, head-protection bags), antilock brakes, and electronic stability control (ESC)—car safety features we recommended you look for in any car. Having ESC in such an inexpensive car is commendable.

There are many small, comparably priced cars to choose from, though admittedly few are as distinctive on the roads, easy to park, or promise such high mileage as the Smart. As with any car purchase, be sure to research all your options to ensure you are making a truly smart decision.

Look for a full road test of the Smart ForTwo in the months to come.

—Jeff Bartlett

View videos of about 250 vehicles evaluated in IIHS crash tests.

For more information on safety, visit our car safety section and read "Crash Test 101."
Discuss Smart cars in the forum.

The danger of blind zones continues

Despite all the windows and mirrors, you can’t see everything around your car. Every vehicle has a blind zone immediately behind the rear bumper. It can be five feet, or 50 feet, depending on the car’s styling. In that space might lurk a toy, pet, or even a child.

Within a vehicle class, the size of this blind zone can vary widely. We measure the blind zone behind our test vehicles and have recently updated that information on our Web site.  

In general, pickups and larger SUVs have longer rear blind zones than sedans. That’s not to say that all sedans are created equal; while a high rear deck improves aerodynamics and luggage space, it adds to the blind zone.

Rear cameras are a powerful tool that allow you to see into that otherwise-hidden area behind the car. Happily, cameras are becoming available on more and more vehicles. Some now don’t require buying a lot of options (like a navigation system, which would provide a screen) to get them. Aftermarket cameras are also available and their cost and ease-of-installation has been improving. Even a small screen, like one in the rearview mirror (found in the aftermarket and on some new Mazdas, Fords, and Hondas), can alert you to unseen hazards.

Regardless of the vehicle you’re driving, here are some tips to help improve rear vision:

—Remember that when we conduct this testing, it’s in a “best case” situation. It’s daytime. It’s not raining or snowing. We know there is an obstacle there—no surprises. We’re not in a hurry, running late for work or an appointment. We look around vehicle impediments, like rear wipers or high-mounted brake lights. In other words: in the real world, you need to take the time to look carefully behind you and use the most of the view you’re given.

That goes for rear-view cameras, as well. Even if you purchase the technology (which we recommend you do), you still need to make sure that you check that screen before you start backing up. Every time. No exceptions.

If you have a camera, you shouldn’t stare at the screen when backing up. Check the screen, but then go to scanning the area behind the car as you reverse. Remember that hazards can move behind the car, changing the situation from when you began.

—An asset in improving rear visibility: a height-adjustable driver’s seat. Our “short” 5’1” tester finds that being able to raise the seat (while retaining a comfortable driving position) improves visibility.

—If you have a SUV or minivan with three rows of seats, consider lowering the rear row if you have no one sitting there. We’ve found that putting that third row up often blocks at least a portion of the rear window. (In the Jeep Commander, it nearly blocks the entire window.)

—The same goes for rear head restraints in any type of vehicle. If no one is sitting back there, lower the head restraints fully. 

Finally, rear blind zones aren’t the entire picture when it comes to visibility problems. A back-up camera works well when reversing, but what about the rest of the time you’re driving? Styling trends promoting small rear windows and thick roof pillars cause big blind zones that make it tough when passing or changing lanes or maneuvering in the city or parking lots. This is an increasing trend that we note in our vehicle reviews. Frankly, it’s a trend we’d like to see reversed.

—Tom Mutchler

Also read:
Best and worst rear blind zones
Scion xB's visibility
Blind eye to visibility, blame it on the Murano

Crash avoidance technologies: Benefit or distraction?

Advances in car safety features, such as electronic stability control (ESC) have been proven to save lives and will be standard on all vehicles by the 2012 model year. Now a host a new safety features are making their way to the market place. Will these technologies be as widespread as ESC and become significant life saving features or will they become a distraction to drivers? A recent study by the Insurance Institute for Highway Safety (IIHS) takes a look at five new features and crash data from 2002-2006 to see how they can help prevent crashes.

Two features, forward-collision warning and lane-departure warning, are the most promising of these new technologies at helping to avoid crashes. Forward-collision warning helps to prevent front impacts by alerting drivers of the potential hazard with alarms, flashing lights, and/or on some vehicles, automatically applying the brakes.

There are more than two million front crashes—that’s 40 percent of the total number of crashes in a given year. If some of these crashes and the over 7,000 deaths that occurred from them could be prevented, then the potential benefit from this safety feature could significantly reduce injuries, related medical costs, emergency services, and repair bills. However, the IIHS warns that if drivers rely too much on technology to help them out or decide not to heed the warnings, then the benefit wouldn’t be as great.

Lane-departure warning alerts drivers, using a vibrating steering wheel, audible tone, or visual notice if they are moving out of their lane when a turn signal isn’t activated. In the period reviewed, there were almost 500,000 crashes per year and over 10,000 deaths from these accidents. A 2004 report from IIHS shows that textured pavement, known as rumble strips, have reduced head-on crashes and side swipes by 25 to 30 percent. If lane departure warning works just as well, the IIHS points out that feature could potentially eliminate more than 100,000 accidents and 2,500 deaths.

Three other safety features—blind-spot detection, adaptive headlights, and emergency brake assistance were also evaluated. Blind-spot detection helps keep track of vehicles in a blind spot by alerting drivers through a light by the side mirror or in some models, a beep. As my colleague Jim Travers notes in his recent blog, this warning can be distracting to drivers and can be turned off. There are 450,000 blind-spot-related crashes per year, but only a small number involve fatalities, limiting the benefit.

Adaptive headlights help drivers see better in nighttime driving by moving in the direction of the steering, but according to the IIHS, several studies show that drivers speed up when there are reflector posts or markers that indicate curves in the road. If this is the case, then drivers may also speed up if they have adaptive headlights.

Finally, emergency brake assist senses panic braking and prepares the brakes for extra pressure. This feature overlaps with the forward-collision warning and both systems are intended to prevent frontal crashes, so many of the crashes could be avoided by just the forward-collision warning, says the IIHS report.

Most of these technologies are relatively new and not available from all manufacturers. Volvo is the only manufacturer with all five technologies on some of its models, but other upscale brands such as BMW, Cadillac, and Mercedes-Benz are testing out some of these features. A recent Harris poll reveals that consumers showed an interest in purchasing blind-spot detection and lane-departure warning features, but the study also found that drivers still want control of their vehicles. Other studies show that automatic features tend to be the most effective as we have seen with existing features such as ESC and antilock brakes.

Only time will tell if these new safety features will reduce crashes and save lives, or if they may rely too much on driver response and become more of a distraction than a safety tool. Consumers shopping for a new vehicle should become familiar with the latest safety systems and seek models equipped with proven features, such as antilock brakes, side- and curtain air bags, and stability control. This latest report suggests that forward-collision warning and lane-departure warning systems are worth considering, as well.

—Liza Barth

Drivers want safety features, but won’t give up control

Drivers are ready for new safety warning systems on their cars, but still want to keep control of their vehicle, according to the Harris Interactive 2008 AutoTechcast survey. This study found that half of respondents showed an interest in blind-spot detection technology and ranked it 10th out of 66 unique technologies for purchasing with their next vehicle. Twenty-nine percent of people said they were interested in purchasing a lane-departure warning system. The annual online survey was based on responses from 12,891 U.S. adults who own at least one vehicle.

While the survey found interest in these two new crash avoidance technologies, it also revealed that consumers would prefer their vehicles warn them so they can take the necessary action, instead of having the vehicle correct the situation on its own. In short, drivers are not ready to give up control of their vehicles.

Blind-spot detection systems warn the driver if a vehicle or object is within a vehicle’s blind spot. Nearly three-quarters of consumers in the survey indicated that they would prefer a noise or vibration to alert them, but in either case, would prefer to take the corrective action themselves.

A lane-departure warning system detects when a vehicle is drifting out of its lane without an activated turn signal. As with blind-spot alerts, the warning could be audible, visual, or physical as with a vibrating steering wheel. Consideration for this technology isn’t as high as blind-spot detection.

Currently the blind-spot technology has made its way to a few vehicles, such as the Buick Lucerne, Cadillac DTS and STS, Mercedes-Benz S-Class, and Volvo XC70 and S80. Lane-departure warning systems are available on some BMW, GM, and Infiniti models. Most manufacturers offer these technologies as an option and charge an extra fee. Appeal for these technologies in the survey dropped when consumers were made aware of the additional cost.

For more information on these and other future safety innovations, see our report on What’s next in auto safety. Also, read "Ignorance is BLIS."

—Liza Barth

Talking in the slow lane

Besides being a potential safety hazard, drivers who talk on cell phones may be contributing to the country’s traffic woes. According to a recent study by the University of Utah, cell phone users drive slower, pass less often, and take longer to get to their destination.

Compared to undistracted drivers, those who used cell phones drove an average of 2 mph slower. This may not seem like a lot of time, but can be significant when compounded by a recent study that suggests that ten percent of all drivers talk on cell phones.

The Utah study involved 36 psychology students. Each of them "drove" via a simulator through 9.2-mile-long highway scenarios: two each in low, medium, and high-density traffic. The participants were told to obey the 65 mph speed limit and use turn signals. They also used a cell phone during one drive at each level of traffic intensity.

In medium and high traffic, those who talked on cell phones were 21 percent and 19 percent respectively, less likely to change lanes. In low, medium, and high traffic situations, cell phone users spent 31 percent, 16 percent, and 12 percent more time following a slow moving vehicle than undistracted drivers. Those who didn’t use a cell phone got to their destination faster.

This study, though small, shows that cell-phone users can significantly reduce the flow of traffic by not changing lanes, and driving slower.

So, hang up and drive safe, for all our sakes'.

—Liza Barth

IIHS study contradicts government on roof crush—more lives could be saved

The Insurance Institute for Highway Safety (IIHS) has recently published a report looking at vehicle roof strength and its relation to protecting people in rollover crashes. This study raises serious questions about earlier U.S. Government studies that predicted a very minimal positive effect from strengthening vehicle roofs to prevent their caving in during rollover crashes. Before this study there was “no conclusive evidence about the specific contribution of a vehicle’s roof strength to occupant protection.” The IIHS report focused only on midsized, four-door SUVs, and it supports CR’s position on the importance of stronger roofs as one way to mitigate rollover injuries and deaths.

Background: The Government’s roof-crush standard, known as FMVSS 216, hasn’t changed in decades. It was implemented back in 1973 for cars, and extended to light trucks and vans in 1994. This standard specifies a test where a steel plate is pressed against the roof’s edge above the driver’s door and loaded up with a force equal to 1.5 times the weight of the vehicle. The roof is allowed to collapse no more than five inches. The federal government’s auto-safety agency, the National Highway Traffic Safety Administration (NHTSA), proposed in 2005 a revised test that would increase the load on the steel plate to 2.5 times the vehicle’s weight.

The upgraded standard also specifies that roof crush cannot exceed the space available above the head of a 50th-percentile male crash dummy. In a follow-up proposal dated January 2008, NHTSA suggested it might extend the test to include both the passenger and driver’s side of the vehicle, instead of just one side of the roof.

Benefits questioned: NHTSA has estimated that its new roof-crush standard would prevent only 13 to 44 fatalities per year. That’s out of some 10,000 rollover fatalities that occur annually. If the standard were raised to three times the vehicle weight instead of 2.5 times, NHTSA estimates life-saving at 49 to 135 fatalities. Meanwhile, NHTSA has pegged the cost to the industry for its new regulation at $88 to $95 million for the 2.5-times-weight load, but at more than 10 times that, $1.2 to $1.3 billion, for the 3-times-weight load.

The IIHS concludes that NHTSA’s life-saving estimates are far too conservative. The IIHS examined just 11 vehicles, midsized four-door SUVs. But it concluded that if they had all had roofs as strong as the strongest among them, the 2000-2004 Nissan Xterra, then about 212 of the 668 deaths that occurred in those SUVs in 2006 would have been prevented.

Both NHTSA and the IIHS assert in their reports that electronic stability control will go a long way toward preventing rollover injuries and fatalities because ESC seems to be highly effective at preventing rollover in the first place. However, even with ESC, vehicles can still trip over a curb and roll, or roll down an embankment. Higher roof strength limits would help prevent injuries form these accident scenarios. Side-curtain air bags are expected to reduce fatalities and injuries when a rollover does happen, both by cushioning occupants and by preventing occupant ejection.

Nevertheless, the IIHS believes that the link between roof strength and injury risk remains. For instance, even if a vehicle is equipped with side-curtain air bags, they may not work so well if the roof collapses and the vehicle’s doors pop open. “There will still be rollovers,” says the IIHS Communications Director Russ Rader, “even when all vehicles have stability control.”

—Gordon Hard

Read “Raising the roof standard for rollover safety.” See Consumers Union’s stand on roof crush from 2005. Learn more about car safety in our Safety section and in the CR Safety blog.

Pregnant drivers and passengers: Buckle up

Many pregnant women worry that using a seatbelt when driving could be unsafe for their baby, but a recent study debunks that myth. The University of Michigan found that about 200 unborn babies would be saved each year if expectant women properly buckled up every time they get in a car.

The researchers analyzed data from 57 car crashes involving pregnant women. The findings conclude that proper seatbelt use would reduce the risk of serious fetal injuries or deaths due to car accidents by 84 percent. Women who were involved in these crashes were unbelted 62 percent of the time.

The study estimates that about 170,000 car crashes in the United States each year involve pregnant women and as many as 370 unborn babies die from them. The estimates indicate that there are more deaths to unborn children from car crashes than motor-vehicle crash deaths to infants under age one.

So, how can pregnant women protect themselves? If you are an expectant mother or know someone who is, here are some driving safety tips from the National Highway Traffic Safety Administration (NHTSA).

Always wear a seat belt.

Use it properly by placing the shoulder belt across your chest and away from your neck. Never place the shoulder belt behind you or under your arm. The lap belt should lie across your hips and below your belly.

Keep the air bag switch on. They work with seat belts to protect passengers in a crash.

Adjust your seat. Your breastbone should be at least 10 inches from the steering wheel or dashboard. As you continue through your pregnancy and your belly grows, move the seat as far back as possible for you to safely reach the pedals.

Once the baby is born, make sure car seats are properly installed.

See our Ratings and recommendations on car seats.

—Liza Barth

Midsized sedan crash tests - front, side looking good

In the latest crash tests from the Insurance Institute for Highway Safety (IIHS), all seven midsized sedans provide good frontal crash protection and six provide good side-impact protection. However, results for the rear tests were mixed, with only the Kia Optima earning a good rating. With its latest report, the Institute notes that there has been a marked improvement in side-crash performance for midsized sedans, but it appears more can be done to protect passengers from possible whiplash injuries from rear-end collisions.

As we wrote in "Many cars don't protect against whiplash injuries": "A rear-end crash occurs every 17 seconds in the U.S. But a surprising number of vehicles offer inadequate protection from the whiplash injuries that can result, according to crash-test data and our own analysis."

This is again proven true with the latest test results from the IIHS, in which five of the seven vehicles tested earned marginal or poor ratings for rear-crash protection. Because rear crashes are rarely fatal, and the IIHS rear tests relatively new, Consumer Reports does not currently use them as a prerequisite for recommending a vehicle.

The good news with this test group is that vehicles are indeed improving, with better designs and increased safety equipment enabling them to more effectively protect occupants in the high-risk front and side collisions. As always, do check safety ratings before making a vehicle purchase. 

Midsized sedans
The April crash-test group from IIHS is listed below in rank order, with the specific air bag configuration tested and applicable model years listed. See how these vehicles perform in the crash test videos.

Dodge Avenger / Chrysler Sebring
Front - Good; Side - Good; Rear - Acceptable
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2008 Avenger, 2007-2008 Sebring

Infiniti G35
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2007-2008 models

Nissan Altima
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2007-2008 models

Chevrolet Malibu
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front and rear: 2008 models. Side: 2008 models built after February 2008.

Saturn Aura
Front - Good; Side - Good; Rear - Marginal
With front and rear head-curtain air bags and front torso air bags.
Front, side, and rear: 2007-2008 models

Mitsubishi Galant
Front - Good; Side - Good; Rear - Poor
With front and rear head-curtain air bags and front torso air bags.
Front and rear: 2004-2008 models. Side: 2007-2008 models.

Kia Optima
Front - Good; Side - Acceptable; Rear - Good
With front and rear head-curtain air bags and front torso air bags.
Front and rear: 2006-2008 models. Built after September 2005.
Side: 2006-2008 models. Built after June 2006.

See how these sedans and more than 200 other models perform in the crash test videos.

—Jeff Bartlett

Road smarts - Pedestrian danger at dusk

More pedestrians are killed between 6 p.m. and 9 p.m. than at any other time. It is no wonder. In the hours as day transitions to night, commuters are rushing to get home; people are jogging and walking their dogs; and families are heading out to dinner or to sports practice, with a car-load of distractions.

This Road Smarts video from Consumer Reports Television shows drivers and pedestrians how to stay safe.

Learn more about car safety in our special section of ConsumerReports.org and visit the CR Safety blog.

Surviving St. Patrick's Day on the road

Everybody knows that drunk drivers kill thousands of people every year. The full tally is staggering; the federal government's latest numbers state that more than 17,000 alcohol-related traffic deaths occurred in 2006. The worse news is that fatalities have reached a plateau. The anti-drunk-driving measures have lost effectiveness, as evidenced by the fact that death rates have not improved for several years. Now we approach St. Patrick's Day, one of those annual celebrations where heavy drinking and a general spirit of bonhomie are encouraged by long tradition. What to do? Be aware and be prepared.

Eight survival tips

1. Stay off the road. If you really want to avoid a traffic accident, or worse, simply don't be in traffic. This is especially true at night, when most alcohol-related fatalities take place. So stay home. If you're gonna party anyway, have the party at your house, make it a sleep-over for your friends' sake, or plan to stay over if you go to a friend's house for planned overindulgence. Be sure to arrive at your evening destination during daylight hours.
2. Use a designated driver. If you have to party at night, arrange for a designated, sober driver. It's best if the designated driver is selected before the party, and, of course, is a safe and reliable driver to begin with. When all else fails, take a taxi home.
3. Be a designated driver. Stay straight, save lives. It's that simple.
4. Know your limit. Will drinking two beers in one hour impair your driving? It could if you weigh 130 lbs. or less. Maybe not if you weigh 160 lbs. or more. Intoxication is legally measured by blood-alcohol content, or BAC. Any individual may process (metabolize) alcohol faster or slower than average. On the whole, alcohol Impairment is present in the average adult when the BAC reaches .05 percent. The legal limit, meaning the point at which you will be arrested for drunk driving, is .08 in most places. That's when the ability to accurately steer, brake, and judge distances is impaired for the average person. (See a handy BAC calculator.)
5. Ride in a safe car. Some crashes are unavoidable, no matter what time of the year it is. If a driver--drunk or otherwise--swoops into your path, you want to be in a crash-worthy vehicle. In general, we recommend people purchase vehicles that have performed well in both crash tests and our own dynamic evaluations. Understanding no one will buy a car for just one night on the town, consider taking a larger, more modern vehicle over an older model with fewer safety features at this time of greater road risk. (If you want a sobering reality check, see our safety ratings, as well as crash test videos.)
6. Wear seat belts. Wearing your safety belt is the single best insurance against injury or fatality in any kind of crash.
7. Ride in the back seat. Sometimes you can't choose the vehicle you ride in or who drives it. But usually you can choose where to sit. In most crashes, the rear seat is a better place to be than the front. Be sure to have the head rest properly elevated and wear a seat belt.
8. Watch out for the other guy. If you see someone on the road who appears to be under the influence, don't take chances.  Get the plate number and call 911.  You may be saving someone's life.

Sober reminder: Don't live to regret
Party time can end pretty suddenly when a drunk driver kills or maims himself, passengers and/or people in other cars or pedestrians. The pronoun "he" is used advisedly: In more than 80 percent of alcohol-related deaths, the drunk driver was a man. Alcohol-related traffic deaths aren't limited to drivers, though. More than 1,500 tipsy pedestrians get killed on the road every year, too. If still in doubt, see Tip 1, above.

Be safe and enjoy the holiday!

—Gordon Hard

Midsized SUV crash test results - Nissan Murano Top Safety Pick

Nine out of 10 SUVs in the latest tests from the Insurance Institute for Highway Safety (IIHS) provide good frontal crash protection. However, the ratings in the side crash tests are mixed, once again reinforcing the need for consumers to carefully review the safety equipment and safety ratings for models under consideration for purchase. (These tests and over 200 others can be viewed in the Consumer Reports crash test video player.)

In this group, the 2009 Nissan Murano was the best performer, getting good ratings for front-, side-, and rear-crash protection. The Murano earned the Top Safety Pick designation, joining a growing list of midsized SUVs to earn that accolade. (However, read "Nissan recalls SUVs for air bag fix.")

At the other end of the spectrum, the Jeep Liberty, four-door Jeep Wrangler, and Kia Sorento are the worst performers in the side test. The Liberty, its mechanical sibling Dodge Nitro, and Wrangler earn the second lowest rating of marginal for protection in side crashes. The Sorento earns the lowest rating of poor.

In 2001 only half of the midsized models that were tested earned good ratings in the IIHS frontal offset test. In the latest evaluations, only the Hummer H3 falls short, and it earns an acceptable rating. The H3 is one of only two midsized SUV designs the Institute has recently tested that doesn't earn a good rating in the frontal test. (The other is the Chevrolet TrailBlazer, and related GMC Envoy, Isuzu Ascender, and Saab 9-7X).

As manufacturers introduce improved designs, the Institute sees more SUVs qualifying for Top Safety Pick by earning good ratings in all three tests and having electronic stability control (ESC).

"Performance of some of these models in the side test was surprising," said Institute senior vice president Joe Nolan in a statement. "SUVs should have an inherent advantage in such crashes because drivers and passengers ride higher up than in cars. People often think they're safer in an SUV, but many cars perform much better in our side test than some of the SUVs in this group."

Midsized, four-door SUVs
The February crash-test group is listed below in rank order, with the specific air bag configuration tested and applicable model years listed.

Nissan Murano
Front - Good; Side - Good
Front and rear head curtain air bags and front torso air bags.
Front and side: 2009 models

Mazda CX-7
Front - Good; Side - Good
Front and rear head curtain air bags and front torso air bags.
Front and side: 2007-08 models

Mazda CX-9
Front - Good; Side - Good
Head-curtain air bags for all three rows and front torso air bags
Front and side: 2007-08 models

Mitsubishi Endeavor
Front - Good; Side - Good
Front and rear head-curtain air bags and front torso air bags.
Front: 2004-08 models, side: 2007-08 models

Suzuki XL7
Front - Good; Side - Acceptable; Rear - Marginal
Head-curtain air bags for all three rows
Front: 2008 models, side: 2007-08 models

Hummer H3
Front - Acceptable; Side - Acceptable
Front and rear head-curtain air bags.
Front and side: 2006-08 models. (Head-curtain air bags optional in 2006-2007)

Jeep Wrangler
Front - Good; Side - Marginal
Without optional side air bags
Front and side: 2007-08 models

Jeep Liberty & Dodge Nitro
Front - Good; Side - Marginal
Front and rear head-curtain air bags
Front and side: 2008 Liberty models and 2007-08 Nitro models

Kia Sorento
Front - Good; Side - Poor
Front and rear head-curtain air bags
Front: 2007-08 models, side: 2003-08 models

See how these SUVs perform in the crash test videos.

—Jeff Bartlett

How cars are crash tested

Although vehicles, in general, are much safer in collisions than they used to be, about 30,000 people traveling in passenger vehicles still die in crashes every year. Many factors contribute to fatal crashes, including safety-belt use, driving behavior, road conditions, and a vehicle's crash-avoidance capabilities. But the actual vehicle you're in when a crash does occur can make a life-or-death difference.

This point has been driven home for us in producing nearly 250 crash test videos in cooperation with the Insurance Institute for Highway Safety (IIHS). These high-impact segments show how vehicles hold up in the Institute's stringent frontal off-set barrier test and side-impact test, using a moving barrier that simulates the strike from an SUV. The results from these tests provide valuable insights into the passenger injury risks, allowing consumers to seek the safest models that satisfy their needs, as well as encourage manufacturers to deliver vehicles with safe structures.

In addition to the IIHS, the National Highway Traffic Safety Administration (NHTSA), a branch of the Transportation Department, also conducts crash tests and other safety evaluations.

These organizations each conduct front- and side-impact crash tests using different methodologies. Of the two, IIHS challenges vehicle designs more. (Learn more about how NHTSA tests cars.)

Let's take a closer look at how the IIHS crash tests vehicles.

Front
The IIHS front-crash test simulates what would happen if two cars of the same weight and type crashed head-on, left headlight to left headlight. In contrast to the NHTSA test, the impact speed is 40 mph instead of 35 mph, the barrier is deformable rather than rigid, and only the left front of the car hits the barrier.

This is a more severe test than NHTSA's because the speed is higher and the crash energy is concentrated on a smaller area. An instrument-equipped crash dummy in the driver's seat records forces to the head and neck, chest, legs, and feet. Vehicles are rated as Good, Acceptable, Marginal, or Poor based on what happens to vehicle structure, as well as forces on the dummies. Consumer Reports puts more emphasis on the IIHS tests when it derives its "crash protection" rating.

Side
The IIHS side-impact test is more sophisticated and also more severe than NHTSA's. The test uses a heavier striking barrier (3,300 pounds), compared with NHTSA's (3,015 pounds). Further, the IIHS barrier strikes higher up on the tested vehicle to simulate a car being hit on the side at 90 degrees by a typical-height SUV or truck. The IIHS bases its scores on head, neck, chest, abdomen, pelvis and leg injury rather than just chest injury, as NHTSA does.

The two dummies in the IIHS side-crash test represent a small adult female or a 12-year-old adolescent. One is the driver, the other a left-rear passenger. Other crash tests performed by NHTSA and the IIHS use a dummy that simulates an average-sized adult male.

Before buying your next car, be sure to check the safety ratings and watch the crash test videos, available at ConsumerReports.org. The difference between Good and Acceptable crash-test ratings come through loud and clear when you can see the damage done to the vehicle and learn about the potential injuries.

See videos of how cars perform in IIHS' front and side crash tests.

Learn more about how crash tests are performed in Crash Test 101.

Car safety goes to the dogs

The automaker press conferences at the Chicago Auto Show today ended not with a whimper, but a bark, as Volvo brought canine safety center stage. The Volvo-dog connection is natural. Our recent Brand Perceptions Survey found that among new-car shoppers, safety (63 percent) is the most important consideration. And the Swedish brand owns the safety category, according to this nationwide survey.

Pet safety group BarkBuckleUp had pooches on hand as they addressed the avoidable dangers of traveling with dogs. Some are obvious, others less so. Given that more than 67 percent of U.S. households own a pet, with 44.8 million having a dog, chances are you have or will at some time travel with a dog.

Dogs present a variety of risks, beyond drooling, shedding, and scratching the interior. Dogs can also distract a driver with their behavior or insufferable cuteness.

Among the most threatening risks is simply being unrestrained in an accident. In a BarkBuckleUp example, a 60-pound dog in a 30-mph collision can impact a car seat, windshield, or a passenger with 1,200-pounds of force.

Less obvious are some of the other risks. In a prior interview, BarkBuckleUp co-founder Christina Selter told of how emergency workers face dangers from a wounded or overly protective animal preventing, or at least challenging, their access to a crashed automobile to help its occupants. Think German Shepherd scared witless, staring down mortal threats, with sirens, flashing lights, and strangely dressed people approaching its family…not a welcoming scenario.

Tragically, Selter says she hears reports of when emergency team members open a vehicle door, only to have a frightened animal run into traffic, causing another accident.

Dogs are beloved family members in many households and can bring lots of joy. It’s hard to envision Fido at such risk, but clearly the threat is there. Pet harness restraints and cargo-section barriers are available that can help keep the whole family safe. If safety really is a top concern, investing in a harness or barrier seems like a small price to pay to make the whole family safer.

—Jeff Bartlett

Read our complete coverage of the 2008 Chicago Auto Show.

Automotive resolutions

The end of 2007 is fast approaching and that means it’s time for New Year’s resolutions. Many people make resolutions to lose weight, get into shape, or save money—while all good goals, what is the fun in that? Being the CR Cars blog, we thought we would invite readers to share their automotive resolutions.

Some suggestions are to resolve to be a safer driver by stopping distractions such as not talking on the cell phone or texting while driving. The New Year could be the time to finally indulge in your driving fantasy and buy the dream car you’ve always wanted, or “go green” and buy a hybrid or more fuel efficient vehicle. The year 2008 could be the time to break in the new portable GPS you received for the holidays and take a road trip. Thinking big: If each motorist vowed to improve their driving behavior and reduce fuel consumption, together, we could make the automotive world shine brighter one driveway at a time.

Whatever your resolutions may be, we invite you to share your ideas and thoughts in the Comments below.

Have a safe and healthy New Year!

—Liza Barth

Winter driving safety

The winter season is upon us and that means—for those of us living in frosty locations—snow, ice, and cold. It can also mean hazardous road conditions and dangerous driving situations. Here are some tips on how to be prepared on the roads this winter. Also, check out our winter driving hub for advice on car maintenance, tires, and safety.

• Visibility is vital. In the winter months, visibility is compromised by the salt, dirt, and precipitation that are kicked up from other vehicles onto your windshield. Make sure you have enough windshield fluid and choose one that has antifreeze. If your wipers are showing streaks of water, it’s time to clean or possibly replace the blades.

• Check your charge. Before you go shopping for a new battery, get your battery tested by a repair shop as part of an annual safety inspection. It is particularly important to test your battery if it is more than two years old and you live in a warmer climate or four years old and you live in a colder climate.

• Inspect tires. It’s a good idea to replace worn tires before the winter months. Partially worn or fully worn tires can significantly reduce your ability to get going, turn and stop in snowy conditions. Consider replacing summer or all-season tires with a set of dedicated winter tires, which have tread patterns and rubber compounds specially designed to grip snow and ice.

• Check your cooling system. Extreme cold can cause rubber parts to become brittle and fail. Check the radiator and heater hoses for cracking, leaking, or contamination from oil or grease. The hoses should be firm yet pliable when you squeeze them. Replace them if they feel brittle or overly soft. For most vehicles, the cooling system should be flushed at least every two years (check your owner's manual). This helps keep corrosion from building up in the system. The system should be refilled with a mixture of antifreeze and water, typically in a 50/50 ratio. This will keep your coolant from freezing to well below zero.

• Fill ‘er up. Make sure you have half a tank of gas in your car during the winter months as it will help prevent it from freezing in very cold temperatures.

ADDITIONAL ITEMS FOR WINTER DRIVING

For the cold, wet conditions of winter, you may need additional items in an emergency kit, especially if you travel in remote areas or in severe conditions.

Windshield scraper. Good visibility is your most important safety item, but persistent snow and ice can build up quickly and make it hard to see. A long-handled, soft-bristled brush can also come in handy.

Tire chains and tow strap. Familiarize yourself with how to put the chains on your vehicle's tires or attach a tow strap before you need to do it in cold and possibly dark conditions.

Blanket and winter hat. If you run out of fuel or if your battery dies, the vehicle won't be able to provide heat. A blanket and hat can help keep you warm if you have to wait for a long time in cold conditions.

Chemical hand warmers. These small, inexpensive packets are available at ski shops and sporting-goods stores.

Small folding shovel. If you get stuck in snow, this can be a vital tool. A folding camping-style shovel will require more digging effort than a longer-handled shovel, but is more convenient to store in the vehicle.

Bag of cat litter. This can help provide some traction on an especially slick road surface.

—Liza Barth

Minivan bumper tests show potential impact to your wallet

Bumpers don't bump well on the latest minivans, according to a recent test conducted by the Insurance Institute for Highway Safety (IIHS). The Institute tested six minivans and found that the front and rear bumpers sustained from $5,000 to as much as $8,000 worth of damage in a series of four impacts. The tests included running each bumper directly into a barrier at 6 mph, as well as striking the  corner of each bumper at 3 mph.

Even though it is conducted at a higher speed, the flat barrier test should be easier to pass, according to IIHS, because the impact is spread over the full length of the bumper. Nevertheless, in the rear full-width test, the tailgate was bent and had to be replaced on both the Nissan Quest and the Toyota Sienna. The tail gates of the Dodge Grand Caravan, Honda Odyssey,and Kia Sedona had more minor damage and could be repaired.  The Chevrolet Uplander did not sustain damage in this test. The Quest also fared poorly in the front full-width test, the only minivan to sustain damage to its hood in that test.

In the corner tests, all the minivans, except the Chevrolet Uplander and the Toyota Sienna, sustained damage to their headlights—expensive assemblies to repair.

The Nissan Quest sustained the most damage, overall, a total of $8,102 in the four tests. The Honda Odyssey performed the best, with $5,258 in damage.

Vehicle repair costs

• $5,258     Honda Odyssey 
• $5,495     Dodge Grand Caravan
• $5,726     Toyota Sienna
• $5,799     Chevrolet Uplander
• $6,525     Kia Sedona
• $8,102     Nissan Quest

None of the minivans are among the worst performers the Institute has subjected to its bumper tests. On average, the minivans' bumpers ride about an inch higher than those of passenger cars, so they're less likely to underride the bumpers of other cars than smaller cars are.

These tests don't indicate a safety problem with the minivans, but they do reveal how minor parking lot impacts can hit consumers in the pocketbook.

—Eric Evarts

See how vehicles performance IIHS crash tests, by choosing from over 200 videos.

No flash-to-pass for Cadillac CTS, part 2

We've received an unusually high amount of feedback in response to my piece "The stalk that broke the Cadillac CTS' back" concerning the lack of flash-to-pass feature on some 2008 Cadillac CTS models. Some people's posts were more civilized than others, and evidently, a few hadn't finished reading the piece before (a-hem) pouncing. The common theme was how such a missing "minor feature" could detract from a car that's otherwise very impressive. Thanks to all who wrote. Well, almost all.

To restate: Flash-to-pass is a handy driver-communication tool. It's often used as a courtesy, say, in front of a school entrance, at a four-way stop sign as a "go ahead, after you" statement, or "Please let me pass, thank you" on a freeway. Other uses are to signal to a tractor-trailer truck that just passed you that it's OK to merge back to the right lane.

The feature also has safety implications. Let's say you are on a two-lane highway and a distracted motorist is veering toward you, poised for a head-on collision. Able to get his/her attention with a few high-intensity flashes with a simple pull of the stalk gives you a fighting chance to avoid a disaster. (Sounding the horn is unlikely to help in this instance because of the speed and the direction of the sound waves.) I experienced such a scenario years ago in Arizona. Luckily, flashing my high beams alerted the other driver in time to avert a potential crash.

Some posters/owners have commented that the CTS has flash-to-pass even with the (HID) bi-xenon headlights. It is easy to think that you have it if the headlights are in "Auto" mode and the ambient light is low enough to dictate that the low beams should be on. But there is NO flash-to-pass with the bi-xenon lights. We confirmed this with GM. It only exists on CTS models with the base FE1 suspension equipped with halogen lamps.

All in all, I'm delighted with the discussion the previous post initiated. The issue is being discussed on other forums as well, such as at VW Vortex and GM Inside News. Ultimately, this discussion could benefit all drivers, as well as GM's engineers and designers. It may have even hastened an update to the CTS: The latest word from GM is that the flash-to-pass fix will arrive sooner than 2010, which was the original target date.

Needless to say, we enjoy shedding light on subjects such as these. And value your feedback.

—Gabe Shenhar

Run-flat tires do have their advantages (and fans)

We received many responses to our story on the pros and cons of run-flat tires.

People often indicated that we'd missed the mark and that, in their opinion, the safety benefits of run-flat tires certainly did not outweigh the problems. Our reader/subscriber letters agreed that run-flats have issues:

• Difficult to find replacements in certain areas
• Limited number of replacement models
• Inability to repair run-flats
• High replacement costs

Some even said that these issues were greater concerns than most were willing to live with -- even with extended the mobility run-flats offer. However, after suffering a flat this past Thanksgiving eve, I'm still convinced that run-flats do, indeed, offer a safety benefit.

Let me explain.

Much of the pre-Thanksgiving traffic was in full swing, as many businesses closed on time (if not early) to allow their employees to get home early. I'd signed out our Sienna AWD minivan (equipped with run-flat tires) for the long holiday weekend to travel to Vermont with my family and to add miles to the tires for our ongoing long-term wear evaluation. I picked up my children from daycare—two kids ages three and eight—and put them in their child seats. The van was also full of all the stuff I needed for the weekend: cocktail party supplies; a movie screen for entertaining the children during the party; folding chairs that I borrowed for additional seating on Thanksgiving and for the party; and a mix of food and beverages... You get the picture.

As we're traveling on a rural—and particularly narrow—Connecticut road, we came up over a knoll to find an approaching pickup towing a trailer and taking a bit more than its fair share of the road. I'm somewhat forced to go a bit farther to the shoulder than I normally drive and end up hitting something (I'm not sure if it was simply a pothole or a rock) rather hard. I hadn't gone fifty yards when the Sienna's tire-pressure monitoring system lights up—I knew I had a flat.

Well, let me just tell you if I had been driving on standard, non-run-flat tires and needed to make a tire change, I'm fairly sure that I would not have been able to do it safely in the location I was in without putting my children, myself, and the Sienna in serious danger. You see, the same knoll that prevented the approaching pickup from seeing me would have prevented anyone from seeing my tire-flattened Sienna as well. Thinking back, I'm fairly sure I would have sacrificed the wheel and would have simply driven on the flat tire until I could have gotten out of that location.

But...as luck would have it, I quickly and almost joyously remembered: THE SIENNA HAS RUN-FLATS! Not only would I be able to safely drive myself and my family home (albeit a bit slower), I wouldn't be standing in the middle of the road unloading my children, food, drinks, movie screen, and chairs in order to change a tire.

A day later I drove—carefully, mind you—on that same tire without any pressure in it to a location where I could get the flat changed.

Admittedly, before this all happened, I could have only envisioned a variety of scenarios where run-flats would have been beneficial in the event of a flat -- a busy highway, an uneven shoulder where jacking a car could be dangerous, or in very poor or cold weather. Little did I realize they'd be my saving grace on such a dark Thanksgiving eve with kids and a load of stuff on a narrow country road in Connecticut.

—Jennifer Stockburger

Share your experiences in the Comments below, or in our Cars forums.

Related blog posts:
Update: Toyota Sienna AWD run-flat tires
Toyota Sienna AWD run-flat tires wear well for us
Toyota Sienna AWD tires - patience wearing thin
Toyota extends run-flat tire warranty
Toyota Sienna run-flat tires? Spare us.
Run-flat tires go flat with our readers   

Luxury car feature creep

When the advanced plan for the November-issue luxury car group was put on paper, I began anticipating where to drive and what to do with these sedans. Now, there are groups where I drive the cars, then there are groups where I drive the cars. And this proved to be an enjoyable group, indeed. However, the injection of more and more technology into cars is taking that enjoyment away.

I accept, and wholeheartedly endorse, unobtrusive safety technology. Give me more air bags, better crash structures, and active head restraints. I like ESC...so long as I can turn it off or, at the least, engage a competition mode like in the Chevrolet Corvette. And advanced engines and transmissions that deliver seamless power without sacrificing fuel economy? Bring it on.

But features for the sake of features (keeping up with the Automotive Joneses, if you will) drives me nuts. The cruise control on the Volvo that some colleagues find intriguing, with its distance settings, for me replaces "ease of use" with "frustration." It works fine on empty roads. But add in just a bit of traffic and it is always slowing and stopping and accelerating...but never at what feels to me like the proper time. The other Volvo bells, whistles, and lights are a bit too much. Blind spot warning systems? What happened to paying attention and setting your mirrors properly? Poor design that leads to obstructed visibility is a problem. "Fixing" it with a warning system is going from bad to worse.

After many opportunities (BMW 530i, 745i, 650i, X5, and our recent 535i) to play with it, I'm comfortable with iDrive. But that still doesn't make it necessary. Certainly these systems are powerful, but the move by many manufacturers to a multi-function, driver-interaction system is not a positive.

Simplicity is relative in these cars. While most controls in the LS 460L benefit from using a more simple touchscreen (although regular buttons would be even simpler), it could really use a joystick controller for adjusting the hands-free-parking system. Plus, the Toyota/Lexus still refuses to let you program the navigation system when the car is moving, even if an adult is in the front passenger seat. That's ridiculous.

No, this feature creep is not for me. I was recently talking about this with a friend in the automotive industry. We wondered where the simple, user-friendly cars have gone, the ones without rain-sensing windshield wipers, distance-sensing cruise control, automatic headlights, and driver-interaction systems. They're still for sale, but there are fewer and fewer new ones available each year. And that's a shame. I think we're creating and coddling more and more drivers who can't think for themselves and ably control a 3,000-plus pound vehicle without these systems, let alone when they're busy adjusting their cell phone, iPod Touch, Blackberry, or satellite radio.

--Jon Linkov

Also read: "Luxury cars - What is luxury?" and "Autopilot: Coming to luxury car near you, almost."

Share your views using the Comments link below.

Autopilot: Coming to luxury car near you, almost

The group of luxury and ultra-luxury cars we tested for the November issue offers a glimpse into the future, with leading-edge technologies hinting at the next step in accident avoidance and perhaps even automated driving. These upscale models suggest we may be ceding some car control to computers that don't get drowsy or distracted by entertainment systems, on-the-road meals, or the view out the window.

Four of the recently tested cars offer electronic driving aids that if combined and installed on the same car could virtually create an autopilot mode, at least on the highway. Certainly, driving is complex enough that it will be a long time before electronics can substitute for a driver's judgment and forethought, if ever.

In the meantime, automakers are busy building systems that will allow cars to take over and assist with more and more driving functions. Busy, wired consumers have told General Motors in focus groups that they consider driving to be a distraction from their everyday lives. They would rather spend their time getting work done, talking on the phone, e-mailing, reading, or eating than driving, says Larry Burns, GM vice president of research, development, and planning.

Today's automated features
We have written previously about the self-parking feature of the Lexus LS460L ultra-luxury sedan (and demonstrated it in this video). It's not perfect and has trouble aiming the car straight into perpendicular parking spaces. But it does demonstrate a car's ability to "see" and to steer on its own.

Being able to steer is of no use if the car doesn't know where to go. Our Infiniti M35 includes a lane-departure warning system that uses a camera behind the rearview mirror to detect when the car is straying outside its striped lane. Being camera based, it works better on lined highways than on back roads. Combined with electric steering control like that in the LS, a car could theoretically steer itself down the highway.

Our Volvo S80 is full of optional electronic driver aids. It uses a radar system (linked to the active cruise control, illustrated here) to scan the road in front for slower moving cars. If you come up on a car too quickly, it sets off a flashing red light array at the base of the windshield and a warning beeper to alert you to slow down. Cameras under each side mirror watch for cars in the Volvo driver's blind spots, and lights illuminate inside the mirrors to alert you of a car in your blind spot. The system isn't foolproof. It generates frequent false alarms—such as confusing a stone wall for a car—and occasionally doesn't "see" a car that is plainly visible in the mirror.

My favorite electronic driver aid was the S80's radar-guided cruise control system. Such systems automatically slow down the car, then resume speed when there is enough space. Like any cruise control, the driver sets the desired speed, and the car adjusts the throttle to maintain it. But laser-guided cruise control can also slow down when a car ahead slows down or another vehicle cuts in front. The driver sets the following distance, as well as the maximum speed. Although other cars have active cruise, not all of them apply the brakes to slow down, as we have experienced on the tested S80 and BMW 7 Series sedans. (Volvo says it will go one step further, bringing completely autonomous braking in 2009.) The laser-guided cruise control on the Mercedes-Benz S500 can even creep through stop-and-go traffic, though the S80's shuts off below 30 mph. These systems save some effort on a highway commute by not having to work the throttle or adjust the cruise control's speed constantly. With steering control and smart forward visibility, a car could not only stay in its lane, it could also take corrective action. The technological building blocks are there for the car to aid and even control driving in certain conditions.

Next steps
This summer, GM demonstrated its short-range-wireless vehicle-to-vehicle communications system that can keep track of the exact location of other similarly equipped cars using GPS satellite positioning. Such a system could bolster the safety of equipped models by setting off warning alerts or stopping a vehicle automatically. Burns says future versions of the system could eventually even track cars approaching on side streets and, for example, adjust the vehicles' speed so the cars arrive in intersections at different times.

GPS mapping can play other roles, too. For instance, if a topographical map shows that a climb up a hill will be short and a downhill will follow soon, hybrid systems could drain the batteries farther than normal and use only additional electric power to climb the hill, instead of consuming more gas. As soon as the car reaches the downward slope, the batteries would be recharged. Today, hybrids use mainly additional gasoline power to climb hills, because they can't anticipate how long additional power will be needed and whether the batteries have enough capacity to meet that future demand.

These new safety systems have the potential to prevent some crashes and, hopefully, reduce serious injuries. In the process, may also be laying the groundwork to fulfill a Utopian vision of automated highways. It seems that those automated highways of tomorrow may come one car at a time.

-- Eric Evarts

SEMA - Mobileye on safety

Mobileye, an original equipment supplier of crash-avoidance systems, has entered into the automotive aftermarket with a series of safety products. The new aftermarket line, called AWS — short for Advanced Warning System — offers a suite of accident-avoidance applications based on Mobileye's camera- and software-based technology.

The base unit, the Mobileye FCW (Forward Crash Warning), will retail for about $600 and provide a warning system for drivers who may be distracted in stop-and-go and congested traffic.

Mobileye has several more systems on the market, with the $1,500 AWS-4000 at the top of the range. In addition to forward crash protection, the AWS-4000 also signals lane departures and can help drivers maintain a safe following distance. In addition, the high-end 4000 also incorporates a data recording system that registers non-emergency events such as illegal lane changes or keeping unsafe headway. The data recorder then interprets the driving habits and can become a tool for driver behavior monitoring, which can be useful for driver assessment, training, and skills improvement. This function makes it an interesting tool for parents wanting to monitor their teen's driving habit or fleet operators to manage their drivers.

In the event of an accident, the high-end Mobileye can capture a video clip of the accident (20 seconds before and 10 seconds after) on flash memory when it's triggered by a G-force sensor.

Mobileye says that they hope to expand their aftermarket offerings next year by providing systems for blind-spot and backup warnings to their list of products. These systems can provide some of the same benefits from the safety systems on today's luxury sedans to any vehicle. In fact, Mobileye works with automakers and has provided technology to Volvo for several safety systems on the S80.

We have not tested Mobileye aftermarket products, but are intrigued by their promised benefits.

--Cliff Weathers

Read our recent test of aftermarket backup systems.

Discuss SEMA in our Auto Show and Aftermarket forums.

New crash tests show SUVs may not be safer than cars

People often think they are safer in an SUV than a car, but new crash tests show that not all SUVs are created equal. The latest tests by the Insurance Institute for Highway Safety (IIHS) show that some cars perform better in side crashes than some midsized SUVs, the focus for their most recent test group. While frontal crash tests are only comparable within a vehicle type, IIHS side-impact tests are designed to simulate an impact from a tall SUV and are comparable across vehicle types.

In these latest tests, the Nissan Pathfinder and Xterra, both with optional side- and head-curtain air bags, and the Toyota 4Runner, with standard side- and head-curtain air bags, were the only models to earn a Good rating--the Institute's highest score - in the side-impact test. The Ford Explorer and Mercury Mountaineer, even with side- and head-curtain air bags, earned only an Acceptable rating. The Pathfinder and Xterra, without the optional side- and curtain air bags, and the Jeep Grand Cherokee, Chevrolet TrailBlazer, GMC Envoy, Isuzu Ascender, and Saab 9-7x with standard front- and rear head curtain air bags only, all earned Marginal ratings.

None of these SUVs performed as well as some midsized SUVs tested previously. The Ford Taurus X, Ford Edge, Honda Pilot, Hyundai Santa Fe, and Subaru Tribeca are all included in the Institute's Top Safety Picks, achieving Good overall ratings in its frontal-, side-, and rear-impact tests.

While it looks like SUVs should fare better than cars hit in the side by a taller SUV, as simulated in IIHS testing, the latest results show that "the structures of some SUVs are weak enough that they are not taking advantage of being higher off the ground," says David Zuby, senior vice president of vehicle research at IIHS.

Of the midsized SUVs covered here, Consumer Reports recommends the Ford Taurus