Hyundai hails adopting Automatic Emergency Braking (AEB) on cars

2016 Hyundai Full Line

2016 Hyundai Full Line

Life-Saving Automatic Emergency Braking Already Available on Hyundai’s Popular Models

Hyundai Motor America praised the National Highway Traffic Safety Administration (NHTSA), the Insurance Institute for Highway Safety (IIHS) and the automotive industry for working together to make Automatic Emergency Braking (AEB) a standard feature on new cars in the future. The group has developed a voluntary commitment to make AEB standard on all new cars no later than NHTSA’s 2022 reporting year, according to a Hyundai press release.

“Providing effective safety technology is essential for our customers,” said Mike O’Brien, vice president, corporate and product planning, Hyundai Motor America. “With all our new models, we are ushering in new standards for safety, featuring technology proven most effective in preventing accidents in the first place, and reducing injuries should an accident occur.”

Six models are available today with AEB as optional equipment: the all-new 2017 Elantra, 2017 Santa Fe, 2017 Santa Fe Sport, 2016 Sonata, 2016 Tucson and 2016 Genesis. Coming this summer to dealerships, the Genesis G90 will feature standard AEB. Later in 2016, additional 2017 model-year Hyundai vehicles will include AEB as available equipment.

AEB uses both the forward-facing radar and camera, through sensor fusion, to detect a vehicle or pedestrian, and warns the driver of a potential collision. If the driver does not react to avoid the impact, the system will apply emergency braking. The Hyundai Genesis, Tucson and Sonata models are also TOP SAFETY PICK+ rated by IIHS.

Building a Tradition of Safety Leadership
Standardizing key safety features at Hyundai began with the application of standard side airbag protection across the Hyundai lineup in 2003: making it the first non-luxury brand to achieve this level of passive safety technology.

In 2004, Hyundai introduced the Tucson, the first under-$20,000 SUV, with standard Electronic Stability Control and six standard airbags.

In 2006 the Sonata was the industry’s first and only mid-size sedan with standard Electronic Stability Control.

Consumers Union urges auto industry to move quickly on commitments under new safety agreement

WASHINGTON, D.C. – Secretary of Transportation Anthony Foxx today joined with major automakers to announce a voluntary effort to boost safety efforts in the wake of unprecedented failures to identify defects and repair them quickly. The initiative also aims to address cybersecurity risks in vehicles.

Consumers Union, the policy and advocacy division of Consumer Reports, welcomed the interest in proactive safety and called on automakers to move quickly in following through on this voluntary agreement with the National Highway Traffic Safety Administration (NHTSA).

“It’s vitally important to find and fix safety defects before, not after, consumers get hurt. These safety principles are a first step in that effort and we appreciate the consensus reached by NHTSA and the auto industry,” said William Wallace, policy analyst for Consumers Union. “Better dialogue and data-sharing between industry and NHTSA are part of the solution, but holding companies accountable when they don’t measure up is equally important. Going forward, we urge automakers to follow through by meeting and exceeding the commitments they have made today. NHTSA should hold them to their word and keep taking strong steps to protect consumers on the road.”


Is your car safe from hackers?

Automakers and NHTSA scramble to protect your privacy and safety

Picture this: You’re driving along a stretch of road, and an unseen force takes over. The car picks up speed, then swerves—without your touching the accelerator or turning the wheel. You’re no more than a helpless passenger. What just happened? Your car has been hacked.

It’s a frightening scenario. But how real is this threat? Real enough that car manufacturers and security experts from the federal government are taking it seriously.

“Any cyber expert will tell you that you can’t prevent it; it’s just a question of when,” says Mark Dowd, assistant general counsel for Global Automakers, a coalition of car manufacturers working to combat the looming threat of cyber attacks.

Part of the heightened concern about the risk of a car being hacked comes from the increased use of computerization and electronic features in new cars. Systems such as self-parking capability, steer-by-wire, and automatic cruise control give vehicles the ability to partly drive themselves—and that theoretically increases the risk of vital controls being hacked. (Read “Can Your Car He Hacked?“)

As of now, a hack is difficult to pull off. But if carmakers standardize their software and firewalls, and become more uniform, it could attract the attention of hackers.

However, if software engineers with the automakers and the National Highway Traffic Safety Administration (NHTSA) have anything to say about it, these attacks will never happen. It’s their task to stay a step ahead of anyone who might seek to hack a car or groups of cars—whether it’s terrorists, tech-pranksters, or someone seeking personal revenge.

At a lab on the grounds of the sprawling Transportation Research Center in East Liberty, Ohio, a team of NHTSA engineers spends their days hacking into vehicles. Consumer Reports was recently invited for an exclusive, behind-the-scenes demonstration to find out what the agency is doing to keep cars safe from a cyber attack. (Watch our video, above.)

NHTSA Electronics Project Engineer Frank Barickman and his team showed us what kinds of hacks are possible—and which are not—using two test vehicles, a Ford Fusion and a Toyota Prius. The cars were chosen simply because they are commonplace, not because they have any particular vulnerability. The project team has uncovered ways to manipulate the ventilation fans, windows, lights, horns, door locks, seat-belt tension systems, instrument panels, brakes, steering, and engines—all while the cars are in motion.

NHTSA’s computer engineers are able to perform their hacks thanks to high-powered engineering talent, intimate knowledge of the car’s software coding, unlimited access to the car, and a hard-wired connection to the car’s control center. Barickman is not aware of any real-world hack without physical access to a car—despite what a consumer might conclude from certain news reports and online videos.

However, NHTSA is using those learnings to determine the extent of what automotive systems could be hacked and how vulnerable these systems are, as well as how soon and how easily these hacks could be performed routinely and remotely. (Read “Your Personal Driving and Car Data Could Be at Risk.”)

In concert with NHTSA, a consortium of automakers is working to combat the threat of cyber attacks, through the planned formation of an industry Information Sharing and Analysis Center (ISAC).

The automotive ISAC also will address the larger issue of consumer data privacy. However, how soon there will be any substantive improvements to car security and privacy has not been publicly stated.

In the interim, what can you do to be as vigilant as possible?

Don’t plug any unknown or unscreened devices into your car’s USB or OBD-II diagnostic port, including thumb drives used to store music. Those are connections that could introduce malware—malicious software that could change or render vulnerable your car’s computer system.

Also, use only a mechanic you trust, because your car’s diagnostic connection is a “vector” where malware could be installed that could allow a gateway for a remote hack. Locate your car’s OBD-II port (typically under the dash on driver’s side) and familiarize yourself with what it looks like. If there’s ever anything unusual plugged into it, or if it looks as if it’s been tampered with, call your dealership.

Consumer Reports will stay on top of this topic as it evolves and will update readers as we learn more.

—Jim Travers’s Krebs: Voluntary Jeep recall decision is right

If there’s an organization, and a person that I respect as much as anyone in the auto industry with the appropriate connections it’s’s Krebs. She knows what’s going on behind the scenes and what background noise should and should not be filtered out.
With that caveat, I offer up her take on the position by Chrysler to take on voluntary recalls of the affected Jeep Grand Cherokee and Liberty models. Some interesting demographics, mostly to my Northeast region are included. Her statement follows: Sr. Analyst Michelle Krebs offers the following analysis:

“We haven’t seen all of the details of the voluntary recall so we don’t know what precisely Chrysler and NHTSA have agreed to. But Chrysler obviously calculated the risks and benefits and concluded that the cost to repair these vehicles isn’t as expensive as the potential long-term damage that could come from bad PR. This was probably the right decision by Chrysler. Last year there were 659 recalls issued by NHTSA, and none of them appear to have had a lasting negative impact on any brand. Once the smoke settles, I expect that this will be just a minor blip in Jeep’s history.” has pulled some basic stats on the vehicles affected by the recall:

In total, there are 2.771 million affected Jeeps on the road:

Liberty: 850K
Geographic Breakdown:
The most heavily concentrated areas are large cities where the most cars are sold New York, Los Angeles, Chicago. New York has the most of both vehicles.
Grand Cherokee:
New York: 6% of all Jeep Grand Cherokees are there
Los Angeles: 4%
Chicago: 3%
Jeep Liberty:
New York: 6% of all Jeep Liberties are there
Chicago: 3%
Philadelphia: 3%
Boston is #4 on both vehicles’ list
Age Breakdown:
There isn’t a unusual difference between the age breakdown of registered owners and the industry at large:
Liberty: 11% under 34
Grand Cherokee: 13% under 34
If you have a question about the recall process, offers a quick primer on the process at

Chrysler, NHTSA to work out Jeep recall situation


After initially rebutting the request for a recall on alleged safety issues from NHTA, and drawing a large spotlight upon itself in the name of consumer safety, Chrysler issued the following statement yesterday on the situation, saying that it was sure a voluntary, visible recall effort would be effective. Below is the full statement from Chrysler.
Chrysler Group LLC and the National Highway Traffic Safety Administration (NHTSA) have resolved their differences with respect to NHTSA’s request to recall 1993-2004 Jeep Grand Cherokee and 2002-07 Jeep Liberty vehicles.

As a result of the agreement, Chrysler Group will conduct a voluntary campaign with respect to the vehicles in question that, in addition to a visual inspection of the vehicle will, if necessary, provide an upgrade to the rear structure of the vehicle to better manage crash forces in low-speed impacts.

Chrysler Group’s analysis of the data confirms that these vehicles are not defective and are among the safest in the peer group. Nonetheless, Chrysler Group recognizes that this matter has raised concerns for its customers and wants to take further steps, in coordination with NHTSA, to provide additional measures to supplement the safety of its vehicles.

Chrysler Group regards safety as a paramount concern and does not compromise on the safety of our customers and their families.