RHD to LHD conversion: is it really justifiable under a safety view?

For many reasons, such as colonial heritage, national sovereignty, cross-borders driving safety or even economical reasons, left-hand traffic is still enforced in some countries, altough right-hand traffic is currently more usual.

However, this doesn't prevent second-hand Japanese right-hand drive vehicles, intended for left-hand traffic, to be popular even in right-hand traffic countries such as the Philippines, Paraguay, Bolivia and Chile, altough RHD to LHD conversions being mandatory for the vehicles to become street-legal. Main reason for that is the visibility while passing by other drivers, preventing head-on collisions.

Other right-hand traffic countries that allow the Japanese RHD used cars, such as North Korea, Russia and the United States, don't require the conversions. In the United States there are even some locally-made special-purpose RHD vehicles, such as parcel-delivery vans allowing the driver to get out of the vehicle already on the curb side. Canada had an RHD ban held in Quebec despite its increased comfort for rural mail carriers who could easily perform their duty without getting outside the vehicle in the cold weather. This led up to some RHD vehicles to be converted to LHD in the Philippines before the arrival in Canada.

I have already seen personally some Japanese vehicles converted from RHD to LHD, and despite the improvements in high-end setups there are still some cheaper backyard workarounds that end up as a threat to the safety, such as the use of motorcycle transmission chains and sprockets to link a simply cut-away steering collumn to the remaining right-side steering box instead of reverse the assymetrical steering links and a proper relocation of the steering box and the power steering hydraulic pump (when applicable) for safety and weight-saving reasons.

Even in a good-quality conversion, often the relocated steering collumn can lead to clearance issues with peripherals at the engine bay like the HVAC compressor, alternator and brake booster (that also are usually relocated) or with turbochargers when there is no LHD provision in the vehicle's original design, leading to a messy appearance inside the engine bay if the accessories mounting brackets and the exhaust manifold (including the turbo housing) are not properly rebuilt to meet LHD specifications.

Nowadays, due to the extensive use of global platforms by the automakers for cost-cutting, this problem is not so usual anymore, and interchangeable parts from official-market models can be easily found to increase the factory-like finishing, altough increasing the cost.

But we must consider the main reason to the RHD grey-imports popularity in some markets like Paraguay and the Philippines is the price tag, and even after the LHD conversion it's usually lower than the price of a factory-fitted LHD vehicle. Often, due to low budget, the interior trim is quite neglected and some driving interfaces such as the automatic transmission shifter knob and electric functions controls are not reversed to ease the operation, despite all the complexity of the mechanical and structural changes involved with the relocation of the steering setup and pedal assemblies.

Afterall, I'm not so favorable to the RHD to LHD conversions since there are nowadays some different options to overcome the visibility issues that are not just cheaper but also avoid a badly-performed conversion. The use of an auxiliary camera mounted either at the top of the left A-pillar, in a similar scheme to the reverse-view cameras currently very popular as an aftermarket mod (and even as a factory option for some models) is an easier and cost-effective way to solve that problem, plus not taking the vehicle's safety and structural integrity at risk.

Since some newer audio systems are fitted with a multi-function screen, sometimes integrated with other electronics of the vehicle, this could ease the adaptation of this visibility-enhancement setup, altough I would prefer either a dashboard-mounted screen or integrated to the inner rearview mirror.

The same functionality has been adapted into some LHD Brazilian-made Volkswagen Kombi vans that were exported to Japanese and British collectors in early 2000's with a small camera top-mounted at the right side of the vehicle for a safer drive in left-hand traffic. It's also an usual add-on to large American LHD vehicles in Japan.

Considering another detail that can get unnoticed but makes a huge difference, the windshield wipers mounting position and sweeping pattern, often remaining unchanged in the converted vehicles and then more favorable to RHD visibility, it makes even more sense to remain RHD. It's also not so unusual for the SRS-Airbag to be disabled altough remaining present, giving a false safety sensation to the unsuspicious driver of an LHD-converted car.

So, the safety argument favorable to the conversions goes over...

Ancient cars: a real threat to the environment?

 Old cars, like the Volkswagen Karmann-Ghia, are capable to awake passions even after decades out of the production lines. Not just due to the design cues, the old-school rides also delight enthusiasts all around the world. However, emission and safety laws often make them be seen just as a piece of junk despite all the historic value and even some technical advantages over current options on the market...

The Karmann-Ghia itself, for example, doesn't require cooling fluid for its rear-mounted air-cooled engine, avoiding potential risks of an incorrect disposal of it. Also, since it's carburettor-fed is easier to perform emergency repairs at the roadside while in a modern average plastic ball car with electronic fuel injection a computer is often demanded to be connected to the engine.

Despite all that environmental speech claiming newer vehicles as "more fuel-efficient than old beaters", it does worth to remember that some old engines such as the GM "Iron Duke" 4-banger with a 2-bbl carburettor can make an old Chevrolet Opala from Brazil or a South-African Chevrolet Ranger get a mileage close to new models in a comparable size, often with an engine displacement below its 2.5L.

And since its RPM range is not so broad, the torque distribution at a lower revving is already well modulated even without modern tricks like the variable valve timing.

A carburettor also has a smaller impact in the environment when disposed than a complete EFI setup with all its wiring and electronic modules, being easier to recycle with low technical resources.

And even repairs or preventive maintenance are simpler, cheaper and can even be performed at home with simple tools. No wonder the Toyota Corolla still relied on carburettors for its entry-level versions in the Philippines until late 90's, for example...

Another trend that is now outdated in the automotive market are the 2-stroke engines, that are still remembered in models like the DKW F-91, known in Brazil as DKW-Vemag Belcar.

Due to the old 2-stroke oils from its time, often the engine is reported to release a dark-colored smoke, but this issue has been addressed by current synthetic oils that have becoming popular among off-road motorcycle riders or even the vegetable-based ones used in kart racing. Also, since the oil is burnt alongside the fuel, it avoids unproper disposal of old motor oil that can lead to water and soil contamination...

Another point of interest is the ability to run on alternative fuels in older vehicles: while the electronic engine management features were already available when models like the Chevrolet Lumina APV/Pontiac Trans Sport/Oldsmobile Silhouette started to hit the American market as FFV's (FlexFuel Vehicle) in 1992, the Ford Model T had a special carburettor with a variable diffuser since 1908.

OK, the manual ignition advance control helped to deal with the flame propagation speed issue using different fuels like ethanol, gasoline or kerosene. Even gaseous fuels such as CNG/biomethane could be used without all those electronic auxiliary modules from aftermarket conversion kits to fool the electronic control management in modern engines...

 As far as ethanol goes, it does worth to remember again the Volkswagen air-cooled engine: from early 80's until 2005, it had some dedicated-ethanol versions available in the Brazilian market. An used cars dealer from Pelotas city, near the Uruguayan border, once told me that he had a dedicated-ethanol Beetle, but due to an innacurate thermostatically-controlled airflow restriction device around its heads and cooling fan he often used gasoline in the winter to get the idling more stable. But, despite some beliefs that an air-cooled engine is harder to convert to run on alternative fuels due to the less accurate temperature control, it's not impossible.

Other engines often portrayed as a danger to the environment are the diesels, most notably the older ones with an all-mechanical injection setup. The particulate matter emissions issue has been addressed in newer vehicles with the electronic injection management and particulate filters, but actually even an old diesel with a correct tune at its injection pump won't generate an outrageous amount of soot...

It's also not so unusual for an older diesel-powered car to have a higher fuel-efficiency than a comparable gasoline-electric hybrid. Also, the compression ignition works better with liquid alternative fuels such as ethanol and biodiesel, while the inability to operate with gaseous fuels that require a spark ignition is not really so intense if we consider the trend in the current hybrids that is a workaround on the camshaft to hold the intake valve timing for a longer period to simulate a power stroke longer than the compression stroke, like happens in an Atkinson-cycle engine.

And the traction batteries of a hybrid are filled with some dangerous chemical compounds...

It does also worth to remember that some older vehicles demanded a smaller amount of raw materials than its recent counterparts to be made of, such as the 1st-gen Volkswagen Transporter, known in Brazil as Kombi and remaining on production. Its external size is actually closer to the minivans, but it can often face some modern opponents in an upper size class without too many disadvantages...

 Another thing to consider is the comfort: some older models like the classic Jaguar XJ-series still have an outstanding setup that actually doesn't owe too much to its newer counterparts such as the smaller Jaguar XF.

Okay, some newer amenities and gadgets are cool, but are'em really necessary in a car??? Actually no...

So, despite some different opinions, an old beater can even have a lower environmental impact than a brand-new vehicle...

Motorcycles: a cost-effective option for police pursuits, and even some tactical duties

Due to their lower cost of purchase and maintenance, motorcycles are often pointed as a good option for affordable personal transport. Also, their enhanced maneuverability in tight urban spaces is a feature highly desired in the crowded urban centers worldwide.

It's also worth to notice the cost advantage in comparison with an automobile in a close performance level. In certain markets a motorcycle such as a Yamaha YZF-R1 can be about 4 times cheaper than a Chevrolet Camaro SS and more than 15 times less expensive than a Ferrari F458 Italia, for example.

Not everytime the budget of a law enforcement agency allows it to mantain an adequate pursuit vehicle powerful enought to hunt down either a high-end sports car or an average street-racing machine with its loud fart cans, and those "police-packages" well known in the United States are not offered in every country. Then, motorcycles, such as a Honda Hornet, can be considered as a viable alternative due to their cost/performance ratio and the mechanical setup tuned to stand under higher speeds...

I would, however, strongly recommend to fit an automatic clutch, such as a Rekluse, to enhance the safety for the officer, still allowing the handle of a gun while riding. And anti-skid brakes are also a desirable feature...

Models such as the classic Harley-Davidson Electra Glide have been used for highway patrol since its introduction, altough they have some handling limitations due to their weight and the position of the foot stands. Also, the top speed is not so impressive. No wonder why the Philippine National Police (PNP) has some Ducati Multistrada as police interceptors, since they have a good balance between speed and handling.

However, it's not only on paved roads that motorcycles have advantages. For off-road operations, beyond their maneuverability in tight spaces, they can deal with higher approach and departure angles and side inclination than a 4WD vehicle usually found on rural patrol, and often get into some routes where a 4-wheeled vehicle wouldn't be able to go due to its size. So, sometimes even an old Yamaha DT180 can be more suitable for an environmentally-extreme operation than an acclaimed Land Rover...

Due to some artificial obstacles in urbanized areas, a dual-purpose (a.k.a. on/off-road) can also be suitable due to the ease to deal with this operational condition.

However, I'm usually not so favorable to carry a passenger on a motorcycle, but for police operations often a well-trained "co-pilot" can help, shooting while the pilot is more concentrated for a safe ride. This is widely done by the Philippine National Police, as shown in the video below. Audio is in Tagalog but it does still worth to watch, but due to the graphic content I strongly recommend "sensible" people and those who dislike bloody images to avoid it.

Diesels and ambulances, a good match

Ambulances are highly demanded for dependability and throttle response, usually even more than top speed.

Also, heavy urban traffic where some health issues usually occur is not the easiest stage for racing tricks...

Then, engines that provide a better low-end torque and have less electric features prone to fail and also lead to some performance issues while using some high energy-demanding devices such as a defibrilator are desirable. And the best answer for these requirements is a Diesel engine.

Tougher than a gasser with a similar performance, Diesels are a great option to use in off-road-capable rescue vehicles due to their increased reliability due to the absence of an electric ignition setup, without spark plugs, ignition cables, coils and specially the distributor that is widely sensible to harsh environmental conditions. But even a simple coil can be a source of trouble, I still remember an occasion when I had some problems with the coil of a 1.0L Opel Corsa after getting the engine washed...

For some operators such as military corps, the dependability of a Diesel is a #1 priority, for example...

Also, another advantage is the adaptability to the use of alternative fuels, going from biodiesel (which biggest consumer in the world is currently U.S. Navy) and ethanol to waste cooking oil or some lube oils from different grades. Due to the compression-ignition setup relying on the injection timing, there are no pre-ignition issues like an Otto (average spark-ignited 4-stroke) running on low-octane gasoline, so no sensible power/torque losses.

 Not just for military tactical use, the possibilities of biofuels are a good alternative for regular civilian ambulances due to their lighter environmental impact...

While they're often quoted as "agricultural tools" due to the noise, vibration and harshness (NVH) from some older developments, in the last 2 decades their evolution has been noticeable, and the ride on a recent Diesel-powered vehicle can be as comfortable as in a gasser. Improvements on electronic injection management systems apart, the evolution in the turbocharging has benefitted the Diesel in the performance field, and also due to its already stronger-than-gasser construction these engines don't sacrifice too much reliability under some heavy boost. Nowadays, some smaller-displacement Diesels are spotting some performance levels that once were restricted to larger gasoline-powered engines.

As far as vibration goes, counterbalancing shafts and hydraulic motor mount cushions have been a successful way to deal with this issue. Noise is attenuated with the use of some sound-deadening materials in the linings, and also considering the sirens are usually louder than a Diesel engine...

Another usual report against Diesels is related to cold-start capability. Newer engines fitted with direct injection have quicker start-ups in cold weather than some earlier indirect-injection ones, but some features like glow-plugs and grid-heaters have been still widely used to ease the cold-start...

So, even with some misconceptions around, Diesel engines are a good feature for ambulances...