In 2021, the National Highway Traffic Safety Administration (NHTSA) asked manufacturers to begin reporting vehicle accidents where Advanced Driver Assistance Systems (ADAS) and/or semi-autonomous driving aids were engaged. The agency was specifically interested in incidents where such systems were active at least 30 seconds prior to the crash, hoping it might shed some light as to the technologies at play while the industry continues to make it standard equipment.
Goodyear has agreed to recall more than 173,000 intended for commercial delivery vehicles and RVs nearly two decades after the last one was manufactured. The company’s G159 tires have been under investigation by the National Highway Traffic Safety Administration (NHTSA) since December of 2017 and the recall comes in the wake of years of lawsuits alleging the rubber contributed to a series of fatal accidents dating back to 1998.
Despite no new claims having launched in years, court orders and settlement agreements delayed an order to make corporate data pertaining to the tire-buying public for five full years. The NHTSA didn’t even launch a formal investigation until late in 2017, followed by the recent announcement that the agency has pushed Goodyear into a recall for a tire that ended production during the Bush administration.
Over the weekend, Mercedes-Benz announced a global recall campaign encompassing nearly a million vehicles it believes could be afflicted with faulty brake boosters.
“We have found that in some of those vehicles, the function of the brake booster could be affected by advanced corrosion in the joint area of the housing,” the automaker explained in a statement.
While the issue is global, the United States is believed to account for roughly 300,000 units, with the National Highway Traffic Safety Administration (NHTSA) advising against driving any vehicle involved in the recall. Affected units will undoubtedly offer lowered braking performance and can even cause total brake failure in some instances. Rare or not, the NHTSA feels this one is simply too risky to chance.
The latest data from the National Highway Traffic Safety Administration (NHTSA) is confirming what local agencies have already been suggesting. Last year represented another sizable increase in U.S. roadway fatalities, pitching up by 10.5 percent over the elevated death rate witnessed in 2020. The agency has estimated that 42,915 people were killed in 2021, whereas 2020 resulted in 38,824 fatalities — a 7.1-percent increase over the declines seen in 2019. While the current situation is not nearly as bad as the rates witnessed during the 1970s, this still represents the highest per capita fatalities in sixteen years and everyone is trying to get a handle on why.
Traffic deaths have been on the rise since the start of the pandemic, confusing everyone who counts crashes because the supporting data also shows that there was a lot less driving being done during the period. Historically, years where people are disinclined from hitting the road due to a beleaguered economy tend to represent far fewer traffic-related fatalities. We can see this happening in 1942 when the U.S. braced itself to enter World War II by rationing everything from fuel to rubber. Another glaring example takes place in 1932, as the nation reached the darkest point in the Great Depression. In fact, there are very few examples of per capita improvements in on-road deaths from the pre-war period, and those that do exist coincide directly with economic recession.
General Motors, Stellantis, and Ford Motor Co. collectively decided to reinstate masking mandates in Michigan over the weekend — stating that the impacted factories were in areas with high levels of COVID-19.
The automakers had lifted mask requirements for employees after the backlash against government-backed restrictions and mandates hit a fever pitch in March. While protests had begun swelling by the fall of last year, the Canadian Freedom Convoy that was forcibility disbanded in February drew national attention to the issue. Despite Detroit manufacturers suggesting they would walk back restrictions (if the Centers for Disease Control and Prevention said it was okay) for months, ditching masks initially involved a series of stipulations about vaccinations and job titles. It wasn’t until public outrage spilled over into the real world that sweeping changes began to occur.
The State of California is considering leveraging enhanced surveillance to increase the number of motorists it can fine for noise violations. While the rules allowing the state to penalize motorists for emitting too much sound have existed for years, they were amped up slightly in 2019 when Assembly Bill 1824 went into effect and established the limits for what’s allowed today. The updated rules also required police to immediately fine anyone driving an automobile that’s emitting noise measured above 95 decibels, rather than issue a fix-it ticket. Motorcycles, which can occasionally exceed 95 dB in their stock format if they’re older, are limited to just 80 dB.
But determining when and where someone broke the rule is difficult, especially considering measurements were originally supposed to be taken under the Society of Automotive Engineers (SAE) test procedure J1169, so the coastal region is on the cusp of launching a new program that would introduce microphone-equipped traffic cameras similar to what we’ve already seen in New York and the United Kingdom. California leadership believes that an automated system would result in greater levels of enforcement by effectively mimicking the speed camera formula and applying it to vehicular noise violations.
Ford and Stellantis are issuing recalls on some of their biggest models — figuratively and literally — this week. But the issues are quite a bit less dire than the repeat fire risks you’ve probably grown accustomed to. These defects will still allow customers to park their vehicle indoors without fear of awakening to a raging inferno emanating from the garage. Owners could probably even get away without having their cars fixed by the manufacturer until the relevant parts actually started breaking. Though why anybody would turn down free repairs on any component that didn’t pass muster is beyond me.
Impacted vehicles include 2021-22 model year Dodge Durango SUVs, 2019-22 MY Ram 2500 pickups, and 2019-22 MY Ram 3500 Chassis Cab trucks with a gross vehicle weight rating (GVWR) under 10,000 pounds, all with bunk electronic stability control (ESC) warning lights. According to the National Highway Traffic Safety Administration, an estimated 375,000 vehicles should be affected. Meanwhile, Ford is only looking at 175,000 units of the 2021 F-150 pickup with bum wiper motors.
The National Highway Traffic Safety Administration (NHTSA) had decided there’s no need for modern vehicles to possess steering wheels, pedals, or other human controls — provided they’re intended to be fully autonomous.
Considering self-driving cars have become something of an engineering boondoggle after the automotive industry falsely claimed they’d become commercially available by 2019, it’s easy to assume regulators are putting the cart before the horse. But we need to remember that automakers have wanted this for a long time, are used to getting their way, and have well-paid lobbyists at their disposal. For example, General Motors and its autonomous technology unit Cruise has long been petitioning the NHTSA for permission to manufacture and field self-driving vehicles without human controls.
The Insurance Institute for Highway Safety (IIHS) is claiming that individuals shopping for a secondhand automobile end up learning less about the modern features lurking within their automobiles. Considering salespeople have meetings about how best to hype the advanced driving aids in new models, this one really shouldn’t have required a survey for the IIHS to piece it together. But the outlet appears to be attempting to link this alleged lack of knowledge to make claims that it’ll somehow contribute to the probably of used vehicles being involved in a crash.
“Used car buyers were substantially less likely than new car buyers to know about the advanced driver assistance features present on their vehicles,” stated IIHS Senior Research Scientist Ian Reagan, the author of the study. “They were also less likely to be able to describe how those features work, and they had less trust in them. That could translate into less frequent use, causing crash reductions from these systems to wane.”
New Yorkers with aftermarket exhaust systems may want to be extra careful because a law, signed by Governor Kathy Hochul to increase fines on sound violations, now has a new enforcement tool designed to spot noisemakers.
Approved in autumn of 2021, the SLEEP (Stop Loud and Excessive Exhaust Pollution) Act raised the fine on vehicles producing excess sound in NY from $150 to a whopping $1,000. But drivers are now learning that getting busted won’t necessarily require whizzing past a squad car while their Borla snap-crackle-and-pops surrounding eardrums. NYC residents have begun receiving notices in the mail after being caught by the auditory equivalent of speed cameras.
On Tuesday, the National Highway Traffic Safety Administration (NHTSA) announced it had finalized a rule permitting automakers to install adaptive driving beam headlights on modern vehicles. Despite having pioneered automatic headlamps in the 1950s, the United States has been hesitant to implement automatic leveling and directional beams. In fact, imported vehicles equipped with adaptive headlights have been modified to adhere to regional safety laws for decades.
But the implementation of light-emitting diodes, high-intensity discharge lamps, and even upgrades to tungsten-halogen bulbs has made forward illumination substantially brighter. If you’ve been driving a while, you’ve probably noticed increased glare from oncoming vehicles (especially if you’re in an automobile that’s situated closer to the pavement). Directional beams are supposed to help alleviate the problem and have been getting more attention from U.S. safety regulators. However, that’s only part of the reason why the NHTSA suddenly feels better about approving them.
The New York Times often gets unfairly criticized, usually by readers who have their own political biases (right and left), but sometimes the criticism lobbed its way is not only very fair, but accurate.
And when it comes to autonomous driving, the vaunted Times has stepped in it, big time.
Despite the automotive industry collectively promising to commence deliveries of self-driving cars in 2019, autonomous vehicles have remained test platforms for technologies that don’t yet seem ready for mass consumption. Public perception of the concept has also endured a few setbacks after several fatalities involving partially autonomous vehicles received national media attention. Today, the relevant technologies have failed to mature as swiftly as indicated and there are a whole host of legal ramifications to contend with.
Selling an automobile that’s marketed as being able to drive itself (even partially) are exposing automakers to a whole new demographic of lawsuits, so they’re desperate to install failsafe measures that places the onus of responsibility back onto the driver. Their current favorite is driver-monitoring cameras, which the American Automobile Association (AAA) likewise believes are probably the best solution. The outlet recently shared the results of a study attempting to determine which driver-engagement systems worked best and decided that in-cabin cameras were the leading choice in a batch of bad options.
The Insurance Institute for Highway Safety (IIHS) has said it is developing a new rating system to evaluate the existing safeguards found inside vehicles equipped with partial automation. Considering how commonplace advanced driving aids have become, you might be thinking this was long overdue. However, insurers were blindly praising advanced driving suites a few years ago — until they actually started testing them in earnest.
As luck would have it, there’s been mounting research supporting claims modern automotive tech encourages drivers to tune out and become distracted. While this wouldn’t be a big deal if the relevant features all functioned perfectly, the reality is that most are far less effective than advertised and practically all of them run the risk of being completely undone by inclement weather or poor lighting. Confusingly, the IIHS believes the best solution here is to make sure systems constantly monitor the driver to ensure the driver is constantly monitoring the system.
The National Highway Traffic Safety Administration (NHTSA) has confirmed that Tesla will be recalling 356,309 examples of the Model 3 presumed to be suffering from a defect that can cause the rearview camera to malfunction. Another 119,009 Model S sedans will also be recalled over a problem pertaining to the frontal hood latch.