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European Automotive Legislation

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Car Design Online > Legislation > European Legislation

European Automotive Legislation

Introduction

Within the countries of Europe, as defined by the political institution The European Union (EU), motor vehicles are subject to directives in EU law. Directives are conceived, approved and enforced by the European Commission which is the legislative body of the EU.

The European Commission (EC) is possibly the most progressive global legislature affecting the automotive industry. Key recent developments include directives that call for almost total vehicle recycling and substantial improvements in pedestrian impact performance. The Commission works with the industry to push forward regulations that are forward-thinking but feasible. This relationship can become strained at times but usually results in research-led advances in vehicle design. This high level of regulation and development is virtually impossible to match with any other industry.

Vehicle Type Approval

Since 1970, the principle EC directive affecting new motor vehicles has been the Type-approval of motor vehicles and their trailers. This document has been updated and amended over the years to incorporate changes and developments within the industry and its wider place in society.

The current anchor directive is known as European Community Whole Vehicle Type Approval. This document outlines definitions and terms for different types of vehicles, details the specifications they must conform to and lists tests that must be applied to, and passed by, certain parts of a vehicle.

Click here for an extensive list of EC Motor Vehicle Directives.

Other Useful Directives

The following are directives that may be of use in the design of motor vehicles and devices for motor vehicles in addition to the Type Approval directive.

32003L0030 

Directive 2003/30/EC of the European Parliament and of the Council of 8 May 2003 on the promotion of the use of biofuels or other renewable fuels for transport





32002L0051 

Directive 2002/51/EC of the European Parliament and of the Council of 19 July 2002 on the reduction of the level of pollutant emissions from two- and three-wheel motor vehicles and amending Directive 97/24/EC (Text with EEA relevance) – Statement by the Commission – Commission declaration as complement





32001H0551 

Commission Recommendation of 4 July 2001 on the development of a legal and business framework for participation of the private sector in deploying telematics-based Traffic and Travel Information (TTI) services in Europe (Text with EEA relevance) (notified under document number C(2001) 1102)





32000H0053 

2000/53/EC: Commission Recommendation of 21 December 1999 on safe and efficient in-vehicle information and communication systems: A European statement of principles on human machine interface (notified under document number C(1999) 4786) (Text with EEA relevance)








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Disability Legislation

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Car Design Online > Legislation > Disability Legislation

Disability Legislation

Disability legislation doesn’t normally affect mainstream automotive design and production. It does however, critically affect public transport design in the UK and to a lesser extent public transport design in the EU, US and other developed countries. Despite this, if a private vehicle is intended for use by people with disabilities, there is a wide range of guidance that will help establish the ergonomic and functional requirements for the design.

Currently, there is no legislature in the World that has yet sanctioned the use of self-guided vehicles for road use. This means that in order for someone with a disability to drive a vehicle, they must still be in direct control, even though this may be via non-conventional means. A good example is the modification of gear, handbrake and pedal controls that places them close to the steering wheel allowing a wheelchair user with upper body mobility full control of a vehicle.

Within the UK, guidance for disability design is supplied by DiPTAC (Disabled Persons Transport Advisory Committee).








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Automotive Legislation – Basic Considerations

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Automotive Legislation – Basic Considerations

Across the spectrum of global legislative bodies, there are some important common regulations. In this section, they are looked at generally, for more detailed information please use the appropriate regional section.



Volumes

Different laws apply depending upon how many vehicles are being manufactured. This is designed to allow smaller companies and individuals to produce vehicles without the heavy burden of research and development necessary to meet the full requirements of legislation for mass produced vehicles. Limits and thresholds for production figures will be outlined by the country the vehicles are destined for.



Low volume producers usually benefit from relaxed requirements for safety, pollution and noise performance. Additionally, low volume sports car manufacturers can often bypass insurance company requirements on low-speed bumper performance.

Importing

Regardless of volume, most countries impose restrictions on vehicle imports. This is primarily to ensure that vehicles conform to local safety standards but has been used in the past as a way to hinder foreign manufacturers.

Look out for: bumper regulations; lighting requirements; units (e.g. mph vs. km/h); pollution and noise regs.



Lighting

Vehicles require headlights, tail-lights, reverse lights and side markers/indicators. Additionally, rear fog lights are required in Europe and some other countries.



Look out for: height restrictions; colour restrictions; brightness and reflectivity requirements; minimum surface areas; proximity and similarity to other lights; location restrictions.



Safety

Contrary to popular belief, the most prominent (consumer) safety features are often not legally required. Generally, vehicles will need to be fitted with passenger safety belts, bumpers (meeting minimum standards) and some other basic features but most safety legislation relates to the performance of components and materials in impact, fire and rescue situations.

Look out for: head clearance in impact, bumper movement, door locks, air bags (especially US), glass and other material choice, pedal box and steering wheel performance in impact. These are pointers, for absolutely correct legislation you must consult the relevant authority.



Visibility

Look out for: windscreen rake angles; minimum glazed areas; smoked/tinted windows; door mirror and rear-view mirrors.



Pollution

Look out for: CO2 emission levels; catalytic converter requirements; restrictions on toxic materials used in components; recycling requirements. Additionally, there will be legislation covering pollution in manufacturing processes.








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a bit of mercedes history at retro classics 2016

A Bit of Mercedes History at Retro Classics 2016

Mercedes-Benz will be attending the Retro Classics in Stuttgart, offering visitors a journey through time in the fascinating world of the brand’s cabriolets and roadsters. The exhibition covers everything from the 300 SL racing sports car (W 194) from 1952 and the classic sports car 300 SL Roadster (W 198) from 1957, the 190 E 2.6 Cabriolet prototype (W 201) from 1990, to the new SL (R 231) and the recently premiered C-Class Cabriolet (A 205).The 300 SL racing sports car (W 194) and the 300 SL Roadster (W 198) bear testimony to the successes of the 1950s and the SL legend. The racing sports car stands for the overwhelmingly successful return of Mercedes-Benz to motor racing in the 1952 season for the first time after the Second World War. The vehicle proved an outright winner, securing impressive double victories at the 24 Hours of Le Mans and the Carrera Panamericana in Mexico. The racing sports car also gave rise to the famous standard-production “Gullwing” 300 SL (W 198) from 1954, which made its debut in spring 1957 in the open-top variant, the 300 SL Roadster. Together with the 190 SL (W 121) launched in 1955, the 300 SL Roadster started the tradition of open-top Mercedes-Benz standard-production sports cars with the magical abbreviation SL, which the new generation of the SL (R 231) propels forward into the future.

A glance back at 1990 reveals how the Mercedes-Benz development department was toying with the idea of producing a cabriolet to join the compact saloon (W 201). The original prototype on display at the Retro Classics is the road-going result of these deliberations. Even if the open-top “Baby Benz” did not enter series production, the study was a key decision-making aid for the 124 series Cabriolet unveiled in 1991 and today ranks among the forebears of the new C-Class Cabriolet (A 205).

For those looking to buy..

The ‘All Time Stars‘ from Mercedes-Benz Classic have their own stand in Hall 7 at the Retro Classics. The line-up features all cars made by Mercedes-Benz and the predecessor brands. The focus is on classics that are suitable for everyday driving. Maximum transparency was the guiding principle behind their selection: the Mercedes-Benz Classic experts subjected each vehicle to a comprehensive 160-item checklist.

Cars exhibited by Mercedes-Benz Classic at theRetro Classics 2016

Großer Jubiläumspreis vom Nürburgring für Sportwagen, 3. August 1952. Fritz Rieß (Startnummer 22) belegte mit einem Mercedes-Benz Typ 300 SL Roadster (W 194, 1952) den 3. Platz.

Nürburgring, 3rd August 1952. Fritz Rieß in car 22, the Mercedes-Benz Type 300 SL Roadster (W 194, 1952) in 3rd place.

Mercedes-Benz 300 SL racing sports car (W 194, 1952)

300 SL was the designation of the competition racing car from Mercedes-Benz with which the brand returned to international motor racing in 1952 for the first time after the Second World War. Following the triumphant double victory in Le Mans and the previous double victory at the Bern Grand Prix, the 300 SL also won the two other races where it had lined up on the grid. The 300 SL took the top four places at the Nürburgring Great Jubilee Prize in the weight-reduced roadster version, while the Carrera Panamericana, a gruelling endurance race covering more than 3100 kilometres through Mexico, saw the car finish with a double victory. Karl Kling and Hans Klenk took first place in Mexico despite colliding with a vulture that smashed through the windscreen during the race. Even if the successful racing sports car was not sold to the public, it did light the fuse for the development of the subsequent Mercedes-Benz SL, which was launched at the end of 1953.

Produced: 1952

Cylinders: 6/in-line

Displacement: 2996 cc

Output: 125 kW (170 hp)

Top speed: 230 km/h

Mercedes-Benz Typ 300 SL Roadster (W 198 II, 1957 bis 1963), 1960.

Mercedes-Benz Typ 300 SL Roadster (W 198 II, 1957 bis 1963), 1960. Posing does not get better than this.

Mercedes-Benz 300 SL Roadster (W 198, 1957-1963)

Mercedes-Benz unveiled the 300 SL Roadster as the successor to the 300 SL Gullwing Coupé at the Geneva Motor Show in March 1957. On a technical level, the open-top sports car was very like the Coupé, although the modified space frame allowed the installation of conventionally attached doors, which were necessary for open-top driving. The suspension was likewise modified: the single-joint swing axle with lowered pivot point on the 300 SL Roadster was equipped with a compensating spring for the first time. From 1958 onwards, the Roadster was also available with a detachable coupé roof. It was from the standard-production 300 SL Roadster that the Mercedes-Benz engineers developed the 300 SLS racing variant with which Paul O’Shea won Category D of the American Sports Car Championship in 1957. Production of the 300 SL Roadster was discontinued after seven years in 1963, during which time precisely 1858 examples of the highly exclusive sports car were built.

Produced: 1957-1963

Cylinders: 6/in-line

Displacement: 2996 cc

Output: 158 kW (215 hp)

Top speed: up to 250 km/h

A94F860

Mercedes-Benz 190 E 2.6 Cabriolet prototype (W 201, 1990)

Following the facelift of the Mercedes-Benz W 201 series, which was unveiled in 1988, the brand turned its attention to a cabriolet. The result was a road-going prototype, which stood out with its four fully-fledged seats and enhanced body with subtly higher, slightly more angular rear where the large folding top was concealed under a metallic lid. The two-door cabriolet also boasted an elegant side line even with the roof closed. The car ultimately failed to make it into series production, yet the study served as a decision-making aid on the way to the larger 124 series Cabriolet, which was launched in 1992 and was among the forebears of the current E-Class Cabriolet. The compact cabriolet prototype features a 2.6-litre six-cylinder engine in tune with the sporty, exclusive aspirations of the open-top two-seater. This powerplant has been available in the 201 series since 1985, propelling the most powerful model in the compact class after the “V16 engine”.

Produced: 1990

Cylinders: 6/in-line

Displacement: 2597 ccO

utput: 122 kW (166 hp) at 5800 rpm

Mercedes-Benz C-Class Cabriolet (A 205, since 2016)

The new C-Class Cabriolet premiered at the 86th Geneva International Motor Show in early March 2016. It is the first standard-production cabriolet in the history of the Mercedes-Benz C-Class, which started with the W 201 (“190”) in 1982. The Cabriolet is closely related to the C-Class Coupé (C 205) whose silhouette it adopts along with the striking front end featuring a diamond radiator grille, LED High Performance headlamps, long bonnet and high beltline. The soft top with glass window transitions harmoniously into the distinctly styled rear end with its highly sporty look. With a capacity of 360 litres (285 litres with the roof open), the boot is capable of holding an exceptional amount of luggage for a cabriolet, thus offering high everyday practicality. Inside, the C-Class Cabriolet with its high-quality materials provides a fresh, sporty reinterpretation of the interior of the C-Class Saloon. Added to which are extensive assistance systems tailored to safety and comfort – through to solutions for semi-autonomous driving. The automatic AIRCAP draught-stop and the AIRSCARF neck-level heating are available as options. Altogether eight different engines are available for the market launch in July 2016, including two diesel models and the C 43 4MATIC Cabriolet as the top-of-the-line model.

Cylinders: 4/in-line to V6

Displacement: 1595 to 2996 cc

Output: 115 kW (156 hp) to 270 kW (367 hp)

Top speed: 250 km/h (governed)

Combined CO2 emissions: from 116 g/km

Mercedes-AMG SL 65, Brilliantblau Mercedes-AMG SL 65, brilliant blue

Mercedes-Benz SL Roadster (R 231, since 2016)

The R 231 series SL with its advanced technology and new styling was premiered at the Los Angeles Auto Show in November 2015. The facelifted Roadster is due to be launched in April 2016. It marks the continuation of Mercedes-Benz’s unique tradition of elegant sportiness, which began with the motorsport-inspired 300 SL in the 1950s. Compared with the first version of the R 231 unveiled in 2012, the new SL boasts an even more dynamic design and more powerful engines. Furthermore, the 9G-TRONIC automatic transmission, DYNAMIC SELECT with five transmission modes and Active Body Control with curve tilting function elevate the Roadster’s ride comfort and sportiness to new levels. The roof, which can now be operated at speeds of up to 40 km/h, and the automatic boot separator are further convenience features which make the luxury sports car even more of a pleasure to drive.

Cylinders: V6 (SL 400) to V12 (SL 65)

Displacement: 2996 to 5980 cc

Output: 270 kW (367 hp) to 463 kW (630 hp)

Top speed: 250 km/h (governed)

Combined CO2 emissions: from 175 g/km





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Picchio Design Study – Page 5

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Picchio Design Study – Page 5




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Using CAD, design now takes place directly onto computer. Minimal sketching takes place and rapid prototypes are generated directly from the digital designs. Rendering shown here are of the latest CN car.











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Picchio Design Study – Page 4

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Picchio Design Study – Page 4


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Daytona Prototype (2002)



Still showing its heritage, this vehicle is sharper in styling with bolder lines and proportions. Despite the obvious changes, all the key Picchio characteristics are present.








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Picchio Design Study – Page 3

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Picchio Design Study – Page 3


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Cn roadster (1998)

The first open-cockpit Picchio makes its debut; the vehicle is the result of a constant evolutionary process and is still strongly linked to the original vehicles.

Roadster SRII version (1999)



The lower front wing has been removed from the Cn, with further modifications to the nose to improve aerodynamic performance. The extracting grids on the sides are added for the first time.








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Picchio Design Study – Page 2

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Picchio Design Study – Page 2


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Picchio roadster prototype and style sketches (1991)



"The family feeling of Picchio starts to take shape: without doubt this roadster is an evolution of the first closed-cockpit prototype in terms of style. It is possible also to make out on the front part the first signs of the integrated Picchio wing." Picchio





Style research on road GT (1993)



A futher evolution of the first Bizzarrini prototype, both Giotto Bizzarrini and his son Beppe Bizzarrini worked on this project.








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Picchio Design Study

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Car Design Online > Design > Picchio Design Study

Picchio Design Study



In this feature, we take a look at the development of the Bizzarini Picchio track-based sports car from its early sketches to its recent evolutions.


Pages 1 | 2 | 3 | 4 | 5



Picchio is a manufacturer who believes that aerodynamics laws, if well interpreted, bring natural beauty to a vehicle’s design. The work of Giotto Bizzarrini, designer of the 1962 Ferrari GTO, reflects this approach. When Giotto Bizzarrini was working on the very first Picchio prototype in the late ‘80s, he would react very unfavourably when referred to as a ‘stylist’. It was his mantra that he wasn’t designing to achieve beauty, rather to obtain high performance in aerodymics; although the aesthetics of his work were clearly appreciated: the Ferrari GTO, the road Bizzarrini 5300 and the Picchio Prototype itself.

The Bizzarrini prototype (’80s). The vehicle bears some resemblance to the Duca d’Aosta and the road 5300 Bizzarrini

In the ever-increasingly competitive racing industry, a vehicle’s identity often becomes secondary to engineering considerations. Picchio say that they agreed that the engineers should work side by side with the style department, in order to maintain the character of their cars.



Picchio have developed their vehicles from the original example designed by Giotto Bizzarrini, through several evolutions to their current line-up.

"The cars have to be immediately recognisable and unmistakably identifiable as ‘Picchio’ cars. So there is continuous and non-stop contact among the departments: in particular, aerodynamics and stylists work together and the problems the aerodynamicists have to solve are just an incentive to the designers’ creativity."



As with the industry as a whole, Picchio increasingly use CAD systems for aerodynamic and mechanical development as well as rapid prototyping for 3D evaluation and component manufacturer. All this means that engineers and designers work even closer to ensure that projects run smoothly and meet all the necessary requirements.



Pages 1 | 2 | 3 | 4 | 5









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