2011 Lexus CT 200h

2011 Lexus CT 200h Front View

2011 Lexus CT 200h Car Wallpaper

2011 Lexus CT 200h Side View

2011 Lexus CT 200h Luxury Car

2011 Lexus CT 200h Picture

2011 Lexus CT 200h Picture

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Formula

TechArt Formula

Classic inverted 5-spoke design. Lightweight one-piece casting. Fits most current Porsche. Bright silver, black or chrome plated.  Bright Silver:

Chrome Chrome Plated

TechArt Formula II 

Combines the classic elements of the Formula wheel with a multi-piece look. The Formula II comes with a choice of three finishes: silver, anthracite and black. Bright Silver

TechArt Formula GT and GTS

GT matte black with brushed lip. 

GTS gloss black with brushed lip.

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Pink Lamborghini

Pink Lamborghini Murcielago 670-4 SuperVeloce Or How To Make The Bull A Poodle

First we’ve seen an Audi R8 painted in pink, and now… a Lamborghini Murcielago LP 670-4 SuperVeloce. We don’t know if it belongs to a lady or to a spoiled rich gril or even to an eccentric sheik, but we know for sure that this hypercar hides under his hood a 6.5-liter V12 engine that develops not less than 670 HP.
It’s true that R8 deserved its pink treatment, because of its sissy looks, but what this Murcielago did wrong? It’s an amazing piece of machinery, almost one of the best ever created. It’s the car that Lamborghini built to remain in people’s mind as ultimate supercar, which almost is. An aggressive car that, with frightening elements, as the exhaust, which made Hammond say that “It would scare the crap out of a Prius.” Not talking about that rear spoiler, that is the size of a snooker table and all the SV stickers that can transform The Little Match Girl into the Alfa Male.

So, how idiotic you have to be to transform the Lambo’s ultimate supercar into a girl’s shopping cart? So what would you choose? Hit 60 mhp in 3.2 seconds in a magnificent orange supercar or in a pink Lambo transformed into a Fiat 500. It’s like choosing between stepping on a rusty nail or having sex with an entire school of Asian teens.
Ok, I won’t bother you anymore and let you take a look at the pics of the Pink Lamborghini Murcielago 670-4 SV. Oh… and don’t be afraid to let us know your opinion about it!

source by mibz

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2010 Volvo XC90

2010 Volvo XC90 - Well-designed and well-equipped, the XC90 will drive you to explore life’s adventures. And thankfully, a fuel-efficient engine will mean less trips to the pump and less strain on the environment. Transport up to seven people almost anywhere – safely and luxuriously, with the help of great features like Instant Traction AWD and optional Blind Spot Information System (BLIS).

The Volvo XC90 is one of only four IIHS Top Safety Picks in the Midsize SUV category in 2010.

IIHS Awards Volvo with Top Safety Picks 

The Insurance Institute for Highway Safety is an independent, nonprofit, scientific, and educational organization dedicated to reducing deaths and injuries from crashes on highways. Each year the IIHS conducts testing on new vehicles to determine the safest cars in a range of classifications and awards them with a Top Safety Pick rating.
The Volvo C30, S80, XC60 and XC90 have all been recognized as Top Safety Picks in 2010; four of only 27 cars awarded in 2010. This is a great accomplishment when considering the stringency of new IIHS requirements and the relatively small size of the Volvo line-up.
With an added roof strength test requirement, earning a Top Safety Pick award in 2010 was more difficult than ever. The roof strength test measures protection in the event of a rollover: a kind of accident that kills over 9,000 people in passenger vehicles each year. In order to be eligible for the award, a roof must withstand a force of four times the vehicle’s weight, a test that goes far beyond minimum safety standards. The IIHS estimates that the risk of serious or fatal injury is 50 percent less for vehicles with a good roof-crush rating.

  To earn the coveted Top Safety Pick for 2010, vehicles were required to earn a good rating in front, side and rear crash-tests, the new roof strength test, and be outfitted with electronic stability control. Many vehicles previously awarded are no longer represented on this year’s list, but the Volvo C30, S80 and XC90 continue to meet the tightened criteria with the addition of our newest member, the 2010 XC60. 

Volvo XC90

2003-10 models

2010 Volvo XC90: good performance in front, side, rollover, and rear tests and standard electronic stability control

FRONTAL OFFSET TEST

OVERALL EVALUATION:

Structure/safety cage	Injury measures				Restraints/dummy kinematics
	Head/neck	Chest	Leg/foot, left	Leg/foot, right

Important: Frontal crash test ratings can be compared only among vehicles of similar weight.

Good Acceptable Marginal Poor

Test details:

The Volvo XC90 was introduced in the 2003 model year.

Restraints/dummy kinematics — Dummy movement was well controlled. During rebound, the head hit the A-pillar and the roof rail.

Injury measures — Measures taken from the dummy indicate a low risk of any significant injuries in a crash of this severity. Head acceleration from the A-pillar/roof rail hit was low.

Left to right:

• Action shot taken during the frontal offset crash test.
• The dummy's position in relation to the steering wheel and instrument panel after the crash test indicates that the driver's survival space was maintained well.
• The XC90's head restraints have good geometry, meaning they are high and close to the back of an occupant's head. Moreover, the seatback is specially designed to recline slightly in low-speed rear impacts to minimize the possibility of whiplash injuries.
• Intrusion into the driver's space was minimal, and all leg and foot injury measures were low.

Additional features:

• Side airbags: head curtain airbags for all three rows of seats and front seat-mounted torso airbags
• Rollover sensor: designed to deploy the side curtain airbags in the event of an impending rollover
• Built-in child restraints (optional)
• Electronic stability control; includes roll stability control to minimize the possibility of rollover
• Antilock brakes
• Daytime running lights

Tested vehicle specifications:

• 2003 Volvo XC90 T6 4wd
• Class: Midsize luxury SUV
• Weight: 4,617 lbs.
• Side airbags: head curtain airbags for all three rows of seats and front seat-mounted torso airbags
• Wheelbase: 112 in.
• Length: 189 in.
• Width: 75 in.
• Engine: 2.9 L turbocharged 6-cylinder
• EPA ratings: 15 mpg city | 20 mpg highway 

R-Design

Volvo Cars of Canada Corp. will continue to offer an optional R-Design package for the C30, S40, V50, V70, XC60 and XC90 for the 2010 model year. The R-Design option adds a sportier look to these models, while still offering a premium experience expected of a Volvo vehicle. And with the new stiffer and better-balanced Sports Chassis included on all 2010 R-Design models, sporty looks are now matched by sportier driving dynamics and more agile handling.

Exterior

R-Design models are available in a variety of exterior colours, with trim moldings, decor trim and door mirror housing in a unique metal finish. All cars feature an R-Design badge in the grille and chromed tailpipes.
R-Designs have different body kits depending on the model. Cars come with a colour-matched rear or roof spoiler while the XC models have fog lights and metal skid plates. Lower side mouldings on all R-Design models are colour-matched to the rest of the body.
The R-designs are also outfitted with five-spoke aluminum wheels. The C30 is fitted with 18" Atreus wheels. The S40 and V50 are fitted with 17" Serapis wheels. V70 is fitted with 18" Cratus wheels. XC90 is fitted with 19" Vulcanis wheels. XC60 R-Design will be fitted with 20" Cratus wheels.

Interior

Inside, the seats are cream coloured or black leather with edges in off-black T-Tec with the R-Design logo embossed on the front seats. Other R-Design interior details include a leather-trimmed sports steering wheel with R-Design logo, the unique R-inspired instrument cluster, brushed aluminum sport pedals with rubber tips, specially designed aluminum center stack and door inlays, a gear selector trimmed with leather and aluminum and sport floor mats with contrasting piping.

Extroverted and Emotional

R-Design is entirely in line with the accelerated focus on making our cars more extroverted and emotional. It gives the buyers the opportunity to spice up the already distinct personality of these car models.

 source by volvocars

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Details on Project PUMA

NEW YORK - General Motors Corp. and Segway today demonstrated a new type of vehicle that could change the way we move around in cities.

Dubbed Project P.U.M.A. (Personal Urban Mobility and Accessibility), GM and Segway are developing an electrically powered, two-seat prototype vehicle that has only two wheels. It could allow people to travel around cities more quickly, safely, quietly and cleanly - and at a lower total cost. The vehicle also enables design creativity, fashion, fun and social networking.

GM and Segway announced their collaboration, while demonstrating the Project P.U.M.A. prototype in New York City this morning.

“Project P.U.M.A. represents a unique solution to moving about and interacting in cities, where more than half of the world’s people live,” said Larry Burns, GM vice president of research and development, and strategic planning. “Imagine small, nimble electric vehicles that know where other moving objects are and avoid running into them. Now, connect those vehicles in an Internet-like web and you can greatly enhance the ability of people to move through cities, find places to park and connect to their social and business networks.”

Trends indicate that urbanization is growing, and with that comes increased congestion and more competition for parking. Cities around the world are actively looking for solutions to alleviate congestion and pollution. Project P.U.M.A. addresses those concerns. It combines several technologies demonstrated by GM and Segway, including electric drive and batteries; dynamic stabilization (two-wheel balancing); all-electronic acceleration, steering and braking; vehicle-to-vehicle communications; and autonomous driving and parking. Those technologies integrate in Project P.U.M.A. to increase mobility freedom, while also enabling energy efficiency, zero emissions, enhanced safety, seamless connectivity and reduced congestion in cities.

“We are excited to be working together to demonstrate a dramatically different approach to urban mobility,” said Jim Norrod, CEO of Segway Inc. “There’s an emotional connection you get when using Segway products. The Project P.U.M.A. prototype vehicle embodies this through the combination of advanced technologies that Segway and GM bring to the table to complete the connection between the rider, environment, and others.”

Project P.U.M.A. vehicles will also allow designers to create new fashion trends for cars, and to focus on the passion and emotion that people express through their vehicles while creating solutions that anticipate the future needs of urban customers.

The Project P.U.M.A. prototype vehicle integrates a lithium-ion battery, digital smart energy management, two-wheel balancing, dual electric wheel motors, and a dockable user interface that allows off-board connectivity. The result is an advanced and functional concept that demonstrates the capabilities of technology that exists today.

Built to carry two or more passengers, it can travel at speeds up to 35 miles per hour (56 kph), with a range up to 35 miles (56 km) between recharges.

Since the introduction of the Segway Personal Transporter (PT), Segway has established itself as the leader in the small electric vehicle space. Its approach to congestion and environmental challenges is balanced with a strong understanding of the functional needs of its customers, enabling them to do more with less. Segway has delivered more than 60,000 lithium-ion batteries to the market.

GM has been a leader in “connected vehicle” technologies since it introduced OnStar in 1996. Today, this on-board communications package connects six million subscribers in North America to OnStar safety and security services. GM has also pioneered vehicle-to-vehicle (V2V) communications systems and transponder technology. These and additional connected vehicle technologies could ultimately enable vehicles that don’t crash and drive themselves.

“Imagine moving about cities in a vehicle fashioned to your taste, that’s fun to drive and ride in, that safely takes you where you want to go, and “connects” you to friends and family, while using clean, renewable energy, producing zero vehicle tailpipe emissions, and without the stress of traffic jams,” said Burns. “And imagine doing this for one-fourth to one-third the cost of what you pay to own and operate today’s automobile. This is what Project P.U.M.A. is capable of delivering.”

Source: General Motors

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Review: 2010 Hyundai Tucson Take Two

Conventional SUVs are all but dead, yet interest in sedans has not been surging. Instead, car-based SUVs with some promise of respectable fuel economy are currently hot. So a redesigned, four-cylinder-only Hyundai Tucson could not arrive at a better time. But it’s a crowded field. Why buy this one?

Along with the new Sonata, the redesigned 2010 Tucson expresses Hyundai’s intent to offer cars that appeal to the emotions and not just the pocketbook. With tall bodysides, creased fender bulges, and a complex angularity that resembles some recent designs from Ford of Europe, the new Tucson isn’t exactly beautiful, but does possess a upscale dynamism missing from previous Hyundais and is at least not forgettable or boring. The half-size-larger Santa Fe appears bland in comparison. The new Tucson’s grille might be a bit overdone, but it works with the rest of the design and is tasteful compared to some others in the segment (e.g. Honda).

Hyundai’s newfound emphasis on styling continues inside the 2010 Tucson, with complex surfaces, shapes, and color combinations successfully melding on the instrument and door panels. Though you’d never guess it from my photos, materials are perhaps the best in the segment. The plastics are hard, but those you’re most likely to touch are coated with soft-touch paint. The seats in the tested GLS are a combination of leatherette and sportily textured cloth and the armrests are comfortably padded. Hyundai seems to have finally figured out that slick leather has no place on a steering wheel; the leather wrapped around the Tuscon’s wheel actually enhances one’s grip (imagine that). Nothing looks cheap and everything feels unusually solid—almost European.

Alas, the IP’s functionality leaves much to be desired. First off, the center stack’s cap and satin-finished surround are both highly reflective, and proved hard on the eyes (and camera lens) on sunny days. The rear defrost button isn’t grouped with the other HVAC controls. Instead it’s located where a keyless start button would normally be found, and likely is found in Tucson’s so optioned. The console-mounted grab handles look nifty, but are too far away to actually be used. On the other hand, the mirror controls fall readily to hand. In too many cars one must lean to operate them, which makes proper mirror adjustment unnecessarily tricky.

One ergonomic sin could prove deadly. The slope to the center stack combines with the control layout to place the audio system’s tuning knob so far away that it cannot safely be turned while driving. Note to car makers, many of which now commit this sin, if usually to a lesser extent: do not place the tuning knob on the right edge of the head unit unless said head unit is located close to the driver. Adding insult to injury: the satellite radio tuner takes a few seconds to go from one channel to the next. I’ve noticed that some satellite radio tuners do this as quickly as a conventional radio tuners, others not. The Hyundai’s falls in the “not” column.

Typical of the segment, you sit high, but not so high as to feel tippy. The windshield is neither overly upright nor overly laid back—no A-pillar windowlettes needed. The front seats are comfortable and, between their bolsters and cloth center panels provide better-than-average lateral support. The Tucson might be Hyundai’s smallest crossover based on exterior dimensions, but it provides more rear legroom than the next-up Santa Fe. The rear seat could be a little higher for optimum thigh support, but comfort is generally good. Missing from the previous generation: a front passenger seat that folds forward to further extend the cargo floor—I’ve found this feature to be very handy in one of my cars—and a manual recline adjustment for the rear seat.

Why buy the Santa Fe if the Tucson has more distinctive styling and more rear legroom? Two possible reasons, now that a third-row seat is no longer offered in the larger SUV. The first: cargo volume. The Tucson is about ten inches shorter than the Santa Fe, and much of the dimensional difference is aft of the second row. There’s still a fair amount of cargo room in the Tucson, but some people will need more.

The second possible reason: the Tucson is only available with a 176-horsepower 2.4-liter four-cylinder, at least so far. While more powerful than the 2009 Tucson’s optional 2.7-liter V6, for 2010 the Santa offers a 276-horsepower 3.5-liter V6. If you want to race a Hyundai for pink slips in the SUV class, the Santa Fe V6 is clearly the better choice.

That said, the new four performs unexpectedly well in the new Tucson. It no doubt helps that, at 3,382 pounds even with all-wheel-drive, the Tucson weighs a quarter-ton less than the Santa Fe and Sorento. Even saddled with all-wheel-drive the four-cylinder engine never feels weak, and it can feel downright frisky on a curvy road when using the six-speed automatic transmission’s manual shift to keep the revs up. A six-speed manual transmission is also offered, but only with front-wheel-drive. The engine feels smooth throughout its range and is quiet up to 5,000 rpm. The noises it does make aren’t bad for a four. Unlike in the Kia Sorento (a close relative of the Santa Fe), I didn’t feel a strong need for a V6–though a turbocharged and/or direct-injected version of the four wouldn’t be unwelcome.

The automatic transmission was designed by Hyundai, offers a good choice of ratios (the four-cylinder engine would be less impressive otherwise), and avoids hunting among them. In other ways, it’s a typical fuel-economy-minded automatic. Shifts when using the manual shift aren’t immediate, and the transmission programming lugs the engine when driving in the 40-50 MPH range.

Fuel economy is better than I observed in the Sorento, again probably because of its relatively low curb weight. In typical around town driving, the trip computer reported 21.5 miles-per-gallon. Pressing the “eco” button added perhaps one MPG, with a minor impact on driveability. Aggressive driving reduces the reported miles-per-gallon to about 18.5. The EPA ratings suggest that a front-wheel-drive Tucson would do a couple MPG better.

An even bigger surprise than the performance of the four-cylinder engine: the new Tucson’s chassis tuning. Korea’s roads must not be the best, since Hyundai’s have traditionally been softly sprung. Not this one. The Tucson’s chassis tuning feels German more than anything else, with a very taut feel. A solid-feeling body structure assists. The downside of this tuning: in casual driving the ride can feel annoyingly nervous, and even modest bumps elicit thumps. The upside: driven aggressively on a curvy road, the Tucson is actually fun. Sure, with a high center of gravity and nose-heavy weight distribution it feels tall and understeers, but the chassis feels tight and precise. If only the somewhat heavy steering provided some feel of the road, the Tucson could well be the enthusiast’s choice in this segment.

Either because higher cost mean they must or simply because they can, Hyundai isn’t offering the Tucson at a bargain price. The 2010 starts at $19,790. Add the automatic, all-wheel-drive, the Popular Equipment Package (cruise, alloys, other things most buyers will want), and nav, as on the test vehicle, and you’re suddenly looking at $25,990. Which sounds high for a car without leather, sunroof, or power driver seat, but just about anything comparable is higher. Just not as much higher as it would have been in past years. Honda only offers nav with the CR-V on the EX-L. Lose the nav and compare the Tucson GLS to the CR-V EX, and the Korean SUV lists for $1,815 less. A good chunk of the difference is in dealer margins, though. Compare invoices, which more closely reflect what you’ll actually pay, and the difference is about $1,100. A Toyota RAV4 runs a few hundred higher than the CR-V. Like the Santa Fe, both the CR-V and the RAV4 offer substantially more cargo room than the Tucson. Otherwise they’re closely matched.

The Hyundai Tucson is surprisingly good in some key areas, especially styling, four-cylinder powertrain performance, interior materials, and handling. It’s already worth consideration by anyone shopping for a vehicle in this segment. But there are nevertheless some shortcomings. One of these, class-trailing cargo volume, cannot be fixed without a complete redesign, and unless the Santa Fe grows there’s little need to fix it. Others Hyundai could and should work to improve. Make the steering as good as the rest of the chassis and redesign the center stack, and the new Tucson would be a clear winner. Add the turbocharged four that’s been announced for the Sonata midsize sedan, and even driving enthusiasts who desire the packaging of an SUV (they’re alleged to exist) would flock to Hyundai showrooms.

Source Thetruthaboutcars

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Volvo XC70

2010 Volvo XC70

 2010 Volvo XC70 - Its rugged performance simply gets you from point A, across any and all terrain, to point B. And make no mistake, this premier crossover vehicle, packed with performance features, understands that point B could be the top of a mountain or the top restaurant in town.

In-Car Child Safety

VOLVO GUIDE TO IN-CAR CHILDCARE
Most parents do everything they can to keep their children safe from harm but there can be danger even when traveling in the family car, caused by a lack of awareness about in-car child safety.

Supported by the company's comprehensive safety studies, Volvo has produced a handy guide to keep children safe while on the road. 'Children In Cars' is full of helpful tips and advice for anyone who travels with children¹.

SIT UP, BELT UP
Six out of ten parents don't buckle their children in properly. They are unaware of how to fit the diagonal section of a seatbelt correctly (not too far out on the shoulder and never under the arm) and not sure how to fit a lap belt (across the tops of the legs, never across a child's stomach).

Using a standard seat belt provides 60% better protection than no restraint at all but using a forward facing child seat or booster cushion provides 80% better protection whilst a rearward facing child seat is 90% better.

FACE THE BACK FACTS
Quite simply, sitting facing the rear is the safest way to travel for any of us, but especially for children. Babies and children are fragile passengers as their heads are big and heavy in relation to the rest of the body (25% of total weight), and have thinner skulls, underdeveloped necks, pelvis and vertebrae compared to adults.

In the event of an impact using a rearward facing child seat, the whole of the child's back takes the impact, rather than its much more vulnerable neck. There is a five times greater risk of fatality or serious injury for children in forward-facing seats.

Babies and toddlers should be rearward facing up until at least the age of three and preferably longer. Currently, only 1 in 4 three year olds use rearward facing seats. Rearward facing seats should be only be used in the front passenger seat if the car has no, or a disabled, passenger airbag.

GETTING BETTER
The good news is that from 1976 to 2000, there has been a marked improvement in child car safety. In Sweden, the use of seat belts and car seats, particularly rearward facing child seats has risen from 25% to almost 100%. As a result, occurrences of injuries of Maximal Abbreviated Injury Scale scoring 2 or above (on a scale of 1 to 6, where 6 is most severe) are now a fifth of what they were 20 years ago.

Volvo Cars of Canada Corp. encourages all customers to make themselves aware of the regulations and recommendations stipulated by Transport Canada regarding young passengers.

¹All statistics and information taken from 'Children in Cars, A Safety Guide', written and published by Volvo Car Corporation and based on comprehensive, ongoing research by Volvo's Traffic Accident Research Team and a variety of Swedish academic and governmental studies.

Preventative Safety

Simply put, avoiding accidents is better than having accidents. Much better. Preventative safety features like Dynamic Stability and Traction Control (DSTC) help you, the driver, avoid accidents by evading them. And nothing is safer for you than no accident at all. So every Volvo is equipped with a variety of innovative preventative safety features, many of which are, of course, uniquely Volvo, developed by Volvo safety engineers over years of research, design and testing, both in the laboratory and the real world.

Increased Visibility
One of the best ways to avoid accidents is for drivers to see and be seen clearly. That's why, when Volvo engineers and designer design Volvo's, they insist on large windows that help to reduce blind spots, automatic windshield wipers with intermittent speeds, electric rear window defrosters, innovative headlamps that produce more natural light, daytime running lights, side marker lights, and high-level brake lights. It's all an integral part of Volvo design. And that's a design that's easily recognized on roads all over the world.

Improved Handling
To ensure Volvo drivers maintain control of their vehicles at all times, we've developed smart systems that improve handling in demanding conditions. All Volvos are equipped with antilock brakes, but some models are also available with stability and traction control systems. These help prevent wheels from slipping and help drivers maintain control during unpredictable skids and roadway surprises.

Ergonomic Interiors
A driver must remain alert and focused at all times. Our preventative safety philosophy includes accessible controls, ergonomic seats, and advanced climate control systems that help you maintain a comfortable and refreshing environment, free from distractions.
This also means you keep your eyes on the road and hands on the wheel, right where you need them to be at all times.

Volvo Innovations in Preventative Safety

• Dynamic Stability and Traction Control (DSTC) - gathers and performs analysis of driving data in real time and stabilizes the vehicle by braking or limiting engine power.
• Antilock Braking System (ABS) with Electronic Braking force Distribution (EBD) - automatically pumps and releases brakes to help maintain control during hard braking.
• Roll Stability Control - helps prevent rollovers during extreme maneuvers.

Volvo Safety Centre

The Volvo Safety Centre is uniquely Volvo, the only one of its kind within the car industry. It helps us stay at the forefront in the one race that really matters: the race to save lives by building safer cars. Highly advanced laboratory equipment, like our pivoting crash track, enable safety engineers to create and analyze front impacts, rear impacts, and rollovers. That's nearly every conceivable accident scenario along with every angle in-between. Since 1970, the Volvo Accident Investigation Team has traveled around the world to investigate over 28,000 accidents. We don't take our reputation for safety lightly and neither should you.

Safety Firsts

In 1927, when Volvo founders Assar Gabrielsson and Gustaf Larson drew plans for their first motorcar, they believed that good design must include the utmost consideration for safety. Their commitment to safety has endured, and has been embraced and expanded today in Gothenburg, Sweden, headquarters of Volvo Cars. Through the years, Volvo has designed safety features based on extensive research of real-world accidents.

In 1970, we formed the Volvo Accident Investigation Team to study accidents involving Volvos. Since then the team has researched more than 20,000 individual accidents, resulting in significant improvements in automobile safety design, many of which have since been adopted by other carmakers. We are proud of this tradition, and hope that our innovations continue to inspire higher standards of safety throughout the automobile industry.

Volvo Safety Milestones

• 1944 Safety cage
• 1944 Laminated windshield
• 1959 Three-point seat belts in the front
• 1960 Padded dashboard
• 1964 Prototype of the first rear-facing child seat
• 1966 Energy-absorbent crumple zones at both front and rear
• 1967 Seat belts in the rear
• 1968 Head restraints in the front
• 1969 Three-point, inertia-reel seat belts in the front
• 1970 Establishment of the Volvo Accident Research Team
• 1972 Three-point seat belts in the rear
• 1972 Rear-facing child seat and childproof locks in the rear
• 1973 Collapsible steering column
• 1974 Energy-absorbent bumpers
• 1974 Fuel tank located ahead of rear axle
• 1978 Child booster seat
• 1982 Anti-submarining protection in the front and rear seats
• 1982 Wide-angle door mirrors
• 1984 ABS (Anti-lock Braking System)
• 1986 High-level brake light
• 1986 Three-point seat belt in the center rear seat
• 1987 Driver airbag
• 1990 Integrated child booster seat
• 1991 SIPS (Side-Impact Protection System)
• 1991 Automatic height adjustment of the front seat belts
• 1993 Three-point, inertia-reel seat belts standard in all seats
• 1994 SIPS bags (side-impact airbags)
• 1997 ROPS (Rollover Protection System) (convertible models)
• 1998 WHIPS (Whiplash Protection System)
• 1998 IC (Inflatable Curtain)
• 2000 Inauguration of Volvo Cars Safety Center in Gothenburg
• 2000 ISOFIX attachment system for all child seats
• 2000 Dual-stage inflation airbags
• 2001 Volvo Safety Concept Car (SCC)
• 2002 Extended rollover protection system (ROPS)
• 2002 Development of the virtual pregnant crash test dummy
• 2002 RSC (Roll Stability Control)
• 2003 IDIS (Intelligent Driver Information System)
• 2003 Rear seat belt reminders (in S40 and V50)
• 2003 New, patented, front-end structure reduces collision forces
• 2003 Inauguration of Volvo's Traffic Accident Research Team in Bangkok
• 2004 WRG (Water Repellent Glass)
• 2005 Introduction of DMIC (Door Mounted Inflatable Curtain) on the All-New Volvo C70

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