History[edit]
In 1987, the earliest innovators of ESC, Mercedes-Benz and BMW, introduced their first traction control systems. Traction control works by applying individual wheel braking and throttle to keep traction while accelerating but, unlike the ESC, it is not designed to aid in steering.
BMW, working with Robert Bosch GmbH and Continental Automotive Systems, developed a system to reduce engine torque to prevent loss of control and applied it to the entire BMW model line for 1992. From 1987 to 1992, Mercedes-Benz and Robert Bosch GmbH co-developed a system called Elektronisches Stabilitätsprogramm (Ger. "Electronic Stability Programme" trademarked as ESP) to control lateral slippage.
GM worked with Delphi Corporation and introduced its version of ESC called "StabiliTrak" in 1997 for select Cadillac models. StabiliTrak was made standard equipment on all GM SUVs and vans sold in the U.S. and Canada by 2007 except for certain commercial and fleet vehicles. While the "StabiliTrak" name is used on most General Motors vehicles for the U.S. market, the "Electronic Stability Control" identity is used for GM overseas brands, such as Opel, Holden and Saab, except in the case of Saab's 9-7X which also uses the "StabiliTrak" name. Ford's version of ESC, called AdvanceTrac, was launched in the year 2000. Ford later added Roll Stability Control to AdvanceTrac[6][7] which was first introduced in Volvo XC90 in 2003 when Volvo Cars was fully owned by Ford and it is now being implemented in many Ford vehicles.
Introduction[edit]
In 1995, automobile manufacturers introduced ESC systems. Mercedes-Benz, supplied by Bosch, was the first to implement this with their W140 S-Class model. That same year BMW, supplied by Bosch and ITT Automotive (later acquired by Continental Automotive Systems). Volvo Cars[citation needed] began to offer their version of ESC called DSTC in 1998 on the new S80. Toyota's Vehicle Stability Control system (also in 2004, a preventive system called VDIM) appeared on the Crown Majesta in 1995.[8] Meanwhile others investigated and developed their own systems.
During a moose test (swerving to avoid an obstacle), which became famous in Germany as "the Elk test", the Swedish journalist Robert Collin of Teknikens Värld (World of Technology) in October 1997[9] rolled a Mercedes A-Class (without ESC) at 78 km/h. Because Mercedes-Benz promotes a reputation for safety, they recalled and retrofitted 130,000 A-Class cars with ESC. This produced a significant reduction in crashes and the number of vehicles with ESC rose. Today, virtually all premium brands have made ESC standard on all vehicles, and the number of models with ESC continues to increase.[10] The availability of ESC in small cars like the A-Class ignited a market trend so that ESC became available for all models at least as an option. As a consequence, the European Union decided in 2009 to make ESC mandatory — all new models must be equipped with ESC since November 01, 2011, and by the end of 2013, all old models without ESC may not be sold anymore.[11][12] However, some new cars introduced since November 2011[update] do not have ESC as standard.[citation needed]
Ford and Toyota announced that all their North American vehicles would be equipped with ESC standard by the end of 2009 (it was standard on Toyota SUVs as of 2004, and after the 2011 model-year, All Lexus, Toyota, and Scion vehicles have ESC; the last one to get it was the 2011 model-year Scion tC).[13][14] However, as recent as November 2010[update], Ford still sells models in North America without ESC.[15] General Motors had made a similar announcement for the end of 2010.[16] The NHTSA requires all new passenger vehicles sold in the US to be equipped with ESC as of the 2012 model year, and estimates it will prevent 5,300–9,600 annual fatalities.[17] A similar requirement has been proposed for new truck tractors and certain buses, but it hasn't yet been finalized.[18]
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