Upgrade your Headlamps!

Advantages:  They're inexpensive.  You can pick them up forbetween $3 and $9 most anywhere.

Disadvantages:  They're extremely dangerous. At 50 mph on a dryday, you are out-driving them.  They produce a very dim, unfocussed, tunnel-shapedpattern with very little light to the sides of the roads.  Because the filaments are transverse (running side to side), much of the usable light from the filament is wasted on the non-reflecting top and bottom inside surfaces of the rectangular lamps. Backglare in rain, snow and fog is extremely debilitating.  Light output specifications for these lamps have notchanged since 1956.

Advantages: 

They're still relatively inexpensive. They gofor between $6and $20 most anywhere. They've recently experienced a spike inpopularitywith some vehicle makers, who are once again styling vehicles to takeSAE-standard sized headlamps. Vehicle manufacturers love these thingsbecause they're so cheap.

Disadvantages: All of the disadvantages of the normal sealed beams arestill applicable, because these transverse-filament lamps throw the same beam pattern and offer only a very slight increase in candlepower over normal sealed beams. Halogen sealed beamsalso are the shortest-lived of all automotive headlamps, making them economicallyquestionable in the long run view.  Light output specifications for these lamps have notchanged since 1977.

Sylvani a, Wagner and others have recently introduced "new" halogen sealedbeams they are claiming are three times better than the old versions. Inmy own on-road tests (As well as several lab and road tests by otherlighting authorities, both regulatory and non -regulatory), these lampswere only marginally better at lighting-up the area immediately in frontof the vehicle, and were actually worse in terms of evenness ofillumination. The typical USA headlamps' "tunnel vision" effect wasamplified. They were M UCH worse in bad weather, with lots more backglarereflected off rain, snow and fog.

There are replaceable-bulb lamps that do a much better job than sealedbeams and which directly replace sealed beams. These "E-code" headlampsare described later in this article.

Replaceable-Bulb Headlamps 

Aerodynamic USA-spec ("DOT"; is on thelen s) headlamps

Many people incorrectly assume that these aerodynamic lamps are thesame as the lamps in use in Europe.  This definitely is not the case!  TheUSA-specification aerodynamic lamps can be identified by the word "DOT" on thelens.  They use a 9004, 9005, 9006, or 9007 bulb (also called HB1, HB3, HB4, andHB5).

Advantages:  When the headlamp burns out, you need only replacethe bulb, not the e ntire lamp assembly.  Also, automotive stylists like these lampsbecause they can make them any size and shape they desire.

Disadvantages: These lamps are subject to the same beam pattern- andlight output-restrictions as sealed beams (ab ove).  In many cases, thelight output of these lamps is much worse than even the relatively dim illuminationprovided by sealed beams.  Many of them use the inefficient transverse-filament 9004 (HB1) bulb--this, like the transverse-filament sealed beams, wastes a tremendous amount of the usable filament luminance on non-reflecting areas of the headlamp.
Often, the lenses are made of inexpensive plastic which looksOK on the showroom floor, but which quickly deteriorates, becoming cloudy andyellowed.  This further reduces the meager light output from these lamps.  It isinteresting to note that senior veteran headlamp engineers at Carello, Hella, Valeo-Cibie, andOsram-Sylvania are on record as stating that the US aerodynamic headlamps are among theworst, most dangerous developments in worldwide auto headlamp technology in the lasttwo decades (formerly this dubious honor was held by the 4x6 small rectangular sealed beam).

If your headlamps have plastic lenses and/or plastic reflectorhousings, you cannot use these bulbs without creating a serious fire hazard and causing extensive(and expensive) damage to the headlamp assembl ies in short order.

Even if your headlamps use glass lenses and metal reflector housings,you still cannot safely use these bulbs because the wiring in DOT-spec headlamp systems isnot capable of handling the level of current these bulbs will d raw.  If youdisregard this and do it anyhow, you create several serious fire hazards in the engine compartmentand, more worrisome, in the passenger compartment at the headlampswitch.   This problem could be circumvented with the insta llation of an extra-heavy-duty relayand heavy wiring, but the next problem is going to trip you up:

The 9004, 9005, 9006, and 9007 bulbs used in DOT-spec headlamp systemsall have extremely small electrical contacts.  Go ahead and have a look;they're really spindly!  These contacts get extremely hot even under normal (45 to65 watt) loads.   They get dangerously hot under higher (80w, 100w, etc.)loads.  When you go much above 65 watts, these contacts become the point of maximumresistance.  Things start melting and burning, and (here's the kicker) you will not achieveany improvement in your headlamps' ability to light-up the night.  No reputable bulbmanufacturer makes these overwattage DOT bulbs for tha t reason.

The ones you may find are third-rate junk that not only will not lastvery long, but which also do not have the tight filament geometry and placementtolerances that good bulbs have, further compromising your lamps' effectiveness and safety.

Even if you could find overwattage 9004, 5, 6, 7 bulbs with oversizedcontacts and ceramic bases, make your wiring adequate to handle the extra load, and besure your headlamps contain no plastic, you *still* would be wasting your time andmoney to use the overwattage bulbs, because the optics and beam pattern specified in suchheadlamps by the DOT does not respond to overwattage bulbs.  I know that it soundsoverly simplistic and vaguely impossible, but it absolutely is true.& nbsp; It's a mootpoint, however, because such "Beefy Bulbs" do not exist.

What does "E-code" mean?  It's a quick way of referringto a European-specification headlamp. The "E-code", signified by acapital "E" in a circle on the lens of the lamp, signifies that the lamphas passed the rigid ECE tests for light output, durability beam pattern, etc. These lamps are required in most of the driving world, and permitted in most other places.

Advantages: Much higher light output than any of the DOT-spec lamps,but with avery well-focussed beam pattern.  Illuminates very widely so you can seeto the sides of the car.  Seeing distance o n low beam is easily 2.5 times better thansealed beams, about 3.5 times better on high beam.  Low beam pattern is lessoffensive to oncoming traffic because of careful focus control. Backglare in bad weather iscompletely eliminated.  How do they do this? The beam pattern, instead of beinga fuzzy blotch, is a wide "bar" with a sharply-defined upper cutoff.  Thecutoff sweeps up to the right to illuminate road signs.  You see the *road*, the*obstacles* and the *signs* , not whatever might be falling out of the sky towards the road.The light, even with stock wattage bulbs, is much whiter and more useful than the lightfrom a sealed beam.  The increase in wattage is not sufficient to cause electricalproblems.
They are available to replace all sizes and shapes of sealed beam lamps, andcan also be obtained in the aerodynamic models for later-model cars. They drop rightin place of your current lamps, with minimal or no modifications required to you r vehicle or wiring. They are built to last for decades, andtheir construction reflects (sorry)  this.  Sturdy steel housings,computer-designed and laser-cut lead crystal lenses, vaporcoated aluminum reflectors, silicon seals. The bulb s last a long time, and can be replaced in a minute. Stock-wattage bulbs fromquality manufacturers (Osram, Philips, GE, etc.) can be obtained most anywhere;prevailing price is $4 to $6. 
Specialty bulbs in higher wattages and/or with dichr oic coatings toimprove visibility in poor weather can easily be obtained and, in most cases, used safely. Unlike the DOT beams, E-code headlamps respond quite well to bulb upgrades. However, it is wisest to start with the stock 60/55w H4 bulbs, because in most cases this issuch an incredible improvement over the stock DOT beams that no further upgrades arenecessary.

Disadvantages:

1) Cost.  They cost significantly more than any sealed beam. This is explained by the quality of t he construction materials (see above) and thefact that they are meant to stay in use for several decades, because you need replaceonly the bulb, not the whole unit.  The aerodynamic late-model E-code headlamps usuallycost about the same as thei r USA-spec counterparts.  Note that some late-modelaerodynamic E-code headlamps are not suitable for use with drastically overwattage bulbs.All in all, the increased cost is money *very* well-spent; you'll beconvinced the first time you switch-on your E-code lamps at night!

2) Legality.  This is an issue only if your vehicle is subject toinspections that involve the use of a mechanical headlamp aimer.  Most states droppedthis antiquated methodology in the 1960s.  NJ, P A, VA, and MD have historicallytended to be stickler states in this regard, but I have several reports that NJ and PA no longercheck for DOT headlamps, but merely ensure that both headlamps come on when you turn onthe switch.   Can anyone provi de an account of what the VA and MD headlampinspection (if any) is like these days?

Note that many US headlamps no longer use the on-the-lens aiming pads,but rather have a calibrated scale and a levelling bubble that is visible if you open th ehood.  The European lamps for these applications also have these items, so aimabilityis maintained and nobody ought to know or care that your lamps are not US spec.

For those with large (7") round and large (7"x 6") rectangular sealed beams, There is a replaceable-bulb lamp available that does have theprovisions for such aiming equipment, enabling even those subject to draconian inspections toget many of thebenefits of the E-code lamps without the inspection hassl e.  The inspection-readylamps, however, are not as good from a performance standpoint as the other available E-codelamps.  While they certainly are better than sealed beams, they cannot equal the fullE-code conversion lamps.

Of course, I cannot guarantee that it won't happen.  Have I everbeen pulled over for having non-USA headlamps?  Absolutely never.  I've drivenwith these lamps in four different cars in 14 states, including the full length ofCalifornia, Oregon, Washington, Nevada, Utah, Wyoming, Idaho, Colorado, Montana, Illinois,etc. and have absolutely NEVER raised the attention of any cops, even when I drive pastthem with my lights on. And the car I drive most often is using special dichroic bulbsthat cast a very strong *yellow* light, which is clearly a non-stock light color.  Istill have never had a problem.  The fact of the matter is that back in he '70s whenall cars had sealed b eams, E-code lamps stuck out like sore thumbs.  But today,with the proliferation of so many different headlamp designs, together with theelimination of headlamp inspections in at least 48 states, nobody knows or cares whatkind of headlamps you' re running.
So as far as on-road legality goes, there are reallynoworries, you won'tlikely get stopped for your lights if they are aimed correctly.  Remember, theyare less offensive to oncoming traffic, so it's not as if you'll be pi ssing peopleoff as you drive along.

The projector headlamp functions rather like a slide projector,using a plano-convex lens to distribute the light, rather than a parabolicaluminized reflector. They must produce the same light patterns as every other lamp and conf ormto the same intensity requirements as every other lamp for whatever compliance system(DOT, E-code, whatever) they're built to.  They offer new stylistic possibilities,and they can be made to give a sharper cutoff  (useful in E-code setu ps), and theycan be field-switched between left-dip and right-dip (useful in Europe) but thoseare the only inherent advantages. Now, there are sometimes implementationadvantages.  That is to say that sometimes, cars were available with either p arabolic-reflectorheadlamps or DE/projector headlamps. And sometimes the DE headlamps for that specificapplication work better than the parabolic reflector headlamps. But this is veryapplication-specific, and does not indicate that one technology is superior to the other. (In otherwords, in the same comparison, sometimes the parabolic-reflector headlamp wins.)

These lamps are coming as standard equipment in some expensivecars.  They are not currently available as retrofi t items.  Nonetheless, here is somediscussion on the topic:

It's amusing to see people running around trying to ascribe all kinds ofmagical benefits to these lamps.  Claims run from the plausible but not-quite-true("The y're nine times brighter!") to the completely implausible ("They let you see three times further!") to the ridiculous ("They'll insulate your house! Filter your coffee! Win friends and influence people!") The *fact* isthat the chief benefit of these lamps is that they consume less power than normal lampsto generate the same amount of light.  Current production HiD headlamps consume about42w each instead of 45-55w each, which is the current consumpti on of low-beamhalogen headlamps.

While the system is designed to last the life of the car, componentsare *extremely* expensive should anything go wrong.  And the controller is aone-use-only item; if you're in a collision, it shuts itse lf down permanently so as not to shockrescue workers (we're dealing with an extremely high voltage system here.)

There is another, more insidious disadvantage to these lamps:  Thelight they produce is very high in blue and green wavelen gths.  This istrumpeted by the marketeers as "producing light similar in color to naturalsunlight", and it makes the light *appear* brighter to the human eye, which is a nice bonusin dry weather.   However, this is a double-edged sword, because these blue and greenwavelengths reflect most readily off of water droplets (rain, fog, snow...) whichmeans that with the HiD lamps, backglare in inclement weather is greatly increased.  Thisis much less of a problem with Europea n-specification lamps, in which the low beam patternis required to have a sharp cutoff with very little above-horizontal light.

Unfortunately, the US DOT continues to demand inferior lightswithlower output and a much less distinct cu toff.  There is lots of stray light above thecutoff on all lamps on cars sold in the USA, which increases this backglare effect.

In Canada, both ECE (European) and DOT (American) headlamps arepermissible, so a blanket statement cannot be made about the degree to which this glarebackeffect--also present in DOT halogen lamps--would manifest itself.

The important thing to remember is that both ECE and DOT headlampspecifications have very strict limits on headlamp intensity.&nbs p; HiD lamps are not grantedexemption from these limits, so claiming that they're "brighter" is notnecessarily true.   Often, specific implementations of HiD lamps come closer (oftenmuch closer) to the legal limits for light intensity , and in these cases it IS accurate to saythat those specific lamps are brighter than their incandescent equivalents.

Note that some hucksters have begun selling halogen bulbs dipped inblue paint of one description or another, describing them as being "just like the xenonlamps in Mercedes". Nothing could be further from the truth. Thesehand-dipped bulbs are not approved by any regulatory agency anywhere in the world and decreasethe performance of your headlamps.  Wa gner, Sylvania, Osram and Philips are pursuinglegal action against the marketers of these phony-blue bulbs, not only because some ofthem have been using those company's trade names illegally, but also because thesereputable companies understandably wish to distance themselves from this kind ofBeavis-and-Butthead cheeseball product.  I spoke to product line managers and lampengineers at each of these companies, and they all were horrified at the concept of thesebulbs.  You're well adv ised to STAY AWAY.  Philips is marketing a line ofdichroic-blue coated bulbs in Europe

As a side note, don't confuse actual Xenon (HiD) headlamps with thehalogen bulbs from Wagner that are sold under the tradename "Xenon Britelite". These Wagner capsules and sealed beam lamps are no different from regular halogenlamps.

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Please feel free to contact me if you've any questions aboutvehicle lighting and signalling, or if you'd like to discuss upgrades for your car ortruck. Ask me about all of your vehicle lighting and signalling needs, including E-code headlamps,aerodynamic headlamps, fog and driving lamps, fender-mounted turn signalrepeaters, e tc...I love to help people see and be seen better.