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I hope you will enjoy it!! May 27, by Def Bond. Another one! This one is dedicated to my long time friend Elian which he brought the first track in and gave me more inspiration! Merci ma caille!!! Apr 22, by Def Bond. Please feedback and also enjoy! Feb 1, by Def Bond. Hope you will enjoy it as much as I did when I mixed it! Aug 17, by Def Bond. New Podcast and new tracks!!! May 19, by Def Bond. Hand signals are also sometimes used when regular vehicle lights are malfunctioning or for older vehicles without turn signals.
Some cars from the s to early s used retractable semaphores called trafficators rather than flashing lights. They were commonly mounted high up behind the front doors and swung out horizontally. However, they were fragile and could be easily broken off and also had a tendency to stick in the closed position. These can be fitted with flashing lights as an upgrade.
As with all vehicle lighting and signalling devices, turn-signal lights must comply with technical standards that stipulate minimum and maximum permissible intensity levels, minimum horizontal and vertical angles of visibility, and minimum illuminated surface area to ensure that they are visible at all relevant angles, do not dazzle those who view them, and are suitably conspicuous in conditions ranging from full darkness to full direct sunlight.
In most countries, cars must be equipped with side-mounted turn signal repeaters to make the turn indication visible laterally i. These are permitted, but not required in the United States.
As an alternative in both the United States and Canada, the front amber side marker lights may be wired to flash with the turn signals, but this is not mandatory.
Mercedes-Benz introduced the side turn signal repeaters integrated into the side view mirror in , starting with its facelifted E-Class W Some evidence suggests these mirror-mounted turn signals may be more effective than fender-mounted items. Turn signals are required to blink on and off, or 'flash', at a steady rate of between 60 and blinks per minute 1—2 Hz. It is also required that the vehicle operator be alerted by much faster- or slower-than-normal flashing in the event a turn signal light fails.
Turn signals are in almost every case activated by a horizontal lever or 'stalk' protruding from the side of the steering column, though on some vehicles it protrudes from the dashboard. The outboard end of the stalk is pushed clockwise to activate the right turn signals, or anticlockwise for the left turn signals.
In most cases, the signal stalk is on the outboard, usually left hand side of the column, in both left and right hand drive cars. Virtually all vehicles except many motorcycles and commercial semi-tractors have a turn-indicator self-cancelling feature that returns the lever to the neutral no signal position as the steering wheel approaches the straight-ahead position after a turn has been made.
Beginning in the late s, indicating for a lane change was facilitated by the addition of a spring-loaded momentary signal-on position just shy of the left and right detents. The signal operates for however long the driver holds the lever partway towards the left or right turn signal detent. Some recent vehicles have an automatic lane-change indication feature; tapping the lever partway towards the left or right signal position and immediately releasing it causes the applicable turn indicators to flash three to five times.
Some transit buses, such as those in New York, have had, since at least the s, turn signals activated by floor-mounted momentary-contact footswitches on the floor near the driver's left foot on left-hand drive buses. The foot-activated signals allow bus drivers to keep both hands on the steering wheel while watching the road and scanning for passengers as they approach a bus stop.
New York City Transit bus drivers, among others, are trained to step continuously on the right directional switch while servicing a bus stop, to signal other road users they are intentionally dwelling at the stop, allowing following buses to skip that stop. Sequential turn signals are a feature on some cars wherein the turn-signal function is provided by multiple lit elements that illuminate sequentially rather than simultaneously: the innermost lamp lights and remains illuminated, the next outermost lamp lights and remains illuminated, followed by the next outermost lamp and so on until the outermost lamp lights briefly, at which point all lamps extinguish together and, after a short pause, the cycle begins again.
The visual effect is one of outward motion in the direction of the intended turn or lane change. Two different systems were employed. The earlier, fitted to the through Ford-built cars and the — Nissan Cedric, employed an electric motor driving, through reduction gearing, a set of three slow-turning cams.
These cams would actuate switches to turn on the lights in sequence. Later Ford cars and the Imperial used a transistorised control module with no moving parts to wear, break, or go out of adjustment. FMVSS has been officially interpreted as requiring all light-sources in an active turn signal to illuminate simultaneously. Until the early s, most front turn signals worldwide emitted white light and most rear turn signals emitted red. The auto industry in the USA voluntarily adopted amber front-turn signals for most vehicles beginning in the model year, [58] [59] though the advent of amber signals was accompanied by legal stumbles in some states [60] and front turn signals were still legally permitted to emit white light until FMVSS took effect for the model year, whereupon amber became the only permissible front turn signal colour.
Presently, most countries outside of the United States and Canada require that all front, side and rear turn signals produce amber light. Exceptions include New Zealand. In Canada and the US the rear signals may be amber or red.
American regulators and other proponents of red rear turn signals have historically asserted there is no proven safety benefit to amber signals, though it has been recognized since the s that amber turn signals are more quickly spotted than red ones.
There is some evidence that turn signals with colourless clear lenses and amber bulbs may be less conspicuous in bright sunlight than those with amber lenses and colourless bulbs. The amber bulbs commonly used in turn signals with colourless lenses are no longer made with cadmium glass, since various regulations worldwide, including the European RoHS directive, banned cadmium because of its toxicity.
Some of these coatings are not as durable as the bulb envelopes; with prolonged heat-cool cycles, the coating may flake off the bulb glass, or its colour may fade.
This causes the turn signal to emit white light, rather than the required amber light. The international regulation on motor vehicle bulbs requires manufacturers to test bulbs for colour endurance. Rather than using an amber bulb, some signal lamps contain an inner amber plastic enclosure between a colourless bulb and the colourless outer lens. Conspicuity for the rear of a vehicle is provided by rear position lamps also called tail lamps or tail lights.
These are required to produce only red light and to be wired such that they are lit whenever the front position lamps are lit, including when the headlamps are on. Rear position lamps may be combined with the vehicle's stop lamps or separate from them.
In combined-function installations, the lamps produce brighter red light for the stop lamp function and dimmer red light for the rear position lamp function. Regulations worldwide stipulate minimum intensity ratios between the bright stop and dim rear position modes, so that a vehicle displaying rear position lamps will not be mistakenly interpreted as showing stop lamps, and vice versa.
Red steady-burning rear lights, brighter than the rear position lamps, are activated when the driver applies the vehicle's brakes. These are formally called stop lamps in technical standards and regulations [76] [77] [78] [79] [80] and in the Vienna Convention on Road Traffic, though informally they are sometimes called 'brake lights'.
They are required to be fitted in multiples of two, symmetrically at the left and right edges of the rear of every vehicle. In the United States and Canada since , in Australia and New Zealand since , and in Europe and other countries applying UN Regulation 48 since , [81] a central stop brake lamp mounted higher than the vehicle's left and right stop lamps and called a 'centre high mount stop lamp CHMSL ', is also required.
The CHMSL is intended to provide a warning to drivers whose view of the vehicle's left and right stop lamps is blocked by interceding vehicles. It also provides a redundant stop light signal in the event of a stop lamp malfunction. In North America where rear turn signals are permitted to emit red light, the CHMSL also helps to disambiguate brake lights from rear position lights and turn signal lights.
The CHMSL is generally required to illuminate steadily and not permitted to flash, [82] [83] though US regulators granted Mercedes-Benz a temporary, month exemption in January to the steady-light requirement so as to evaluate whether a flashing CHMSL provides an emergency stop signal that effectively reduces the likelihood of a crash.
On passenger cars, the CHMSL may be placed above the back glass, affixed to the vehicle's interior just inside the back glass, or it may be integrated into the vehicle's deck lid or into a spoiler. Trucks, vans and commercial vehicles sometimes have the CHMSL mounted to the trailing edge of the vehicle's roof. The CHMSL is required by regulations worldwide to be centred laterally on the vehicle, though UN Regulation 48 permits lateral offset of up to 15 cm if the vehicle's lateral centre is not coincident with a fixed body panel, but instead separates movable components such as doors.
The Volkswagen Bus was equipped with only one stop lamp, mounted centrally and higher than the left and right rear lamps which did not produce a stop lamp function.
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