2007. April 21.

At least, we have a new top result. The car has ABS of course, it's quite heavy, almost 1500kg without driver.
The g curve is quite nice, flat, around 1g.
The weather was sunny, around 18degrees.
Interesting that the first attempt was 3 meters longer, because the driver didn't press in the brake pedal fully!
It's not that easy to do an emergency brake!

2003. April 13.

We logged this run in nice, warm weather on dry tarmac. As I was on board during the test as a passanger, I can testify deceleration was intense.
Somehow it's different to when you're the driver.
Exact result was 39.67 meter.

2004. October 9.

Summer tires in good weather, but on cold tarmac.
The surface was bumpier than usual, so this might have cost a meter or so.

2002. September 2.

Deceleration just about touches 1g at some point, but it averages around 0.85 g.
Good weather, about 18 °C.

2001. December 21.

Without ABS, on dry tarmac, cold weather, around 0 °C. Kléber Krisalp 3 185/60R14 winter tires
Deceleration is quite level throughout the test, I was standing on the brakes as hard as I could. :)

2001. December 26.

ABS, dry road, 17"-os winter tires. Temperatures around 0 °C.
ABS was doing its job, g forces wave rapidly until it stops.
Possibly due to the extra weight, the braking distance was a tiny bit longer than the Astra above with no ABS. Of course ABS's main advantage is not shorter braking distance, but that it allows control of the car during hard braking.

2001. December 8.

No ABS, dry roads, Pirelli 175/70R13 winter tires. About 0 °C.

In the first 1.5 seconds I wasn't hard enough on the pedal, so lost quite a bit during this part.
In fact, I was trying to hold the car on the point of slip, but after 1.5 seconds, I pushed harder, and locked the wheels, squeeling to a halt.

2001. December 26.

ABS disengaged, dry road, 17"-os winter tires. Temperatures around 0 °C.
This run is compared to the run with ABS enabled on the before&after page.
The 'hump' is due to a lift off to regain control over the car. ABS helps to eliminate problems like this.

2002. March 22.

With ABS, damp tarmac, summer tires, 10 °C. ABS helps to be able to control the car while braking hard, but it doesn't decrease the braking distance.

Rábaring, 2005. September 25.

On dry tarmac, summer road tires. Outside temperatures around 18-20 °C. We logged the car during a drag racing event. The car first performed a quarter mile run reaching around 170 km/h, then braked gently until around 110 km/h, then made an emergency stop. Well, without ABS, this very light car struggles to find some grip. Even worse, the driver had to lift off a bit, to recover the car getting out of shape. (Right at the beginning and at around 2.5 seconds)
I have to note that Rabaring's tarmac is not famous for enermous grip, but still the maximum deceleration g force barely exceeds 0.8 g. Not good.

2005. February 3.

No ABS, icy tarmac, Yokohama A539 summer tires (185/60R13), -2 °C. With no ABS wheel lockup was inevitable. At around 2 seconds I had to lift off, as the car changed direction violently, heading into the ditch. After recovering I was able to brake harder again. It was a first try and presumably I could have done better if I had tried. But the point is clear, in an emergency on icy roads you will have problems with summer tires and no ABS. Still it's not as bad as with winter tires with ABS on compact snow...

2003. December 18.

On my way home, just one day before changing to winter tires I almost slided into the car in front of me. ABS was working hard, but I managed to slow down enough to avoid collission. I was very suprpised how slippery it was. It was raining, but it was much more slippery than expected. It was slightly sleety rain.
As I had the testing gear with me, it was time to go testing. :) As it turned out it was almost as slippery as it would have been on snow.

2001. December 13.

No ABS, slightly melting snow, Pirelli 175/70R13 winter tires. Temperatures around -10 °C.
Quite uneven deceleration, tires did stop rotating a few times, and I let off a bit to regain control.
The biggest problem with logging runs in so slippery conditions, that you have to accelerate to over 100 km/h, and with a slow FWD on snow, well, it takes time. I almost run out of tarmac, I had to make tests from slower speeds to see if it was safe to go to over 100 km/h.

2002. January 10.

ABS, compact snow, 185/60R15 winter tires, -7 °C. A few hours after snowing. On the other lane it was even more slippery, but I wasn't able to do a complete 0-100 km/h-0.

2005. March 5.

ABS, icy snow, 16" winter tires, -1 °C. Well, it was ridiculously slippery out there. The surface was snowy tarmac, that heavy trucks trampled rock hard. Almost ice. It was dangerous to walk on.
As you can imagine it was impossible to reach 100 km/h and brake safely from that speed. But taking the average g force measured between 70 and 25 km/h, and calculating the theoratical brake distance would that would have been it starting from 100 km/h, the numbers are astonishing! More than 200 meters, that's more than 1/8 mile!
The little hump at 3 seconds was caused by a slightly less slippery snow patch over a sewer cover.