E-Code Headlamps vs US Spec Headlamps??

[Crazy_MoFo]

What's the difference between the E-Codes and the regular US Spec. headlamps, apart from the citylights in the ec's??

[noR]

I believe it's supposed to have a better 'shape' of light. It tilts slightly away from oncoming cars' views; but still lights up the road very well.

If I recall correctly; I remember hearing there wasn't really much difference in the NB's. I dunno if that's cause of the projector layout or what.

I don't fully know though.

[manoverboard987]

taken from ECS Tuning:

Driving at night is only as safe as the distance you can see in front of the car. More light projected further down the road where you need it is exactly the advantage a European “DIP” beam offers over the dated North American beam pattern.

European headlights offer a drastic improvement in beam pattern and brightness of the headlight. They reflect a much crisper defined beam of light down on the road, even without increased bulb wattage.

For off road use only in select areas, please check your local laws.

these words and this pic are for a jetta's e-code headlights, but i assume it's pretty much the same case for beetles.

[Crazy_MoFo]

Thanks for the visual I wonder if the e-codes would give off that blueish purpleish tint since the don't have that line etched in across the middle of the projector. I guess I'll wait to see is someone here buys a pair.

[manoverboard987]

A note, though...

The reason American VWs don't have e-code lights in the first place is that they don't conform to US DOT codes. I don't know which part of the codes exactly, but if your state is anal and checks for things like that (again I dunno if any do or not), you don't wanna install e-code headlights 'cuz you'll fail inspection.

[Crazy_MoFo]

We're lucky here in Cali, the only inspection we go through would be a Smog Check Though I guess it's not really being that lucky.

[r0nd3L]

Originally Posted by manoverboard987

A note, though...

The reason American VWs don't have e-code lights in the first place is that they don't conform to US DOT codes. I don't know which part of the codes exactly, but if your state is anal and checks for things like that (again I dunno if any do or not), you don't wanna install e-code headlights 'cuz you'll fail inspection.

I don't think they would notice them. They are OEM and look the same probably.

[manoverboard987]

Originally Posted by r0nd3L

I don't think they would notice them. They are OEM and look the same probably.

I dunno for sure if e-code have something similar, but all US DOT conforming headlights and other light lenses are visibly stamped or printed with DOT and some kind of number. That's what an inspection would check for (if there is even such an inspection).

I know because the clear corners I bought off eBay didn't have the stamps and I was worried about them until I figured out no one in Florida cares.

[Deserion]

Also, the e-codes have leveling motors inside. I may be selling my e-codes (new) if anyone is interested (cheaper than buying from overseas).

-Des

[r0nd3L]

Originally Posted by manoverboard987

I dunno for sure if e-code have something similar, but all US DOT conforming headlights and other light lenses are visibly stamped or printed with DOT and some kind of number. That's what an inspection would check for (if there is even such an inspection).

I know because the clear corners I bought off eBay didn't have the stamps and I was worried about them until I figured out no one in Florida cares.

You are right. Didn't think about that at all :\

[Deserion]

Originally Posted by r0nd3L

You are right. Didn't think about that at all :\

Can always put the DOT-spec lense on the E-code body.

-Des

[Crazy_MoFo]

Originally Posted by Deserion

Also, the e-codes have leveling motors inside. I may be selling my e-codes (new) if anyone is interested (cheaper than buying from overseas).

-Des

How much? Pics?

[01turbo]

I thought I read that DOT is illegal overseas, but ECE is legal in the US. Reason being, ECE reduces more glare. DOT isn't as sharp of a cutoff... so places that require ECE certainly won't downgrade to DOT... anyone read that also? I've seen some bmw's with ECE projectors around philly... I had ECE's in a ford focus (hella 90mm single) and were soooo sexy. I cannot stand the DOT projectors we have. hate them.

[FineExampl]

Aren't all e-codes made of glass instead of plastic? Aside from the leveling, i thought that was the only real difference.

[TheInvisibleDork]

FineExampl - No, ECE lights have a different light pattern than DOT lights.

My dad's 2003 Miata had lights that were stamped with ECE and DOT. They had the ultra sharp cut-off characteristic of an ECE lamp, so I don't know how closely they adhered to DOT standards. Enough to get the stamp, I guess.

[macdave]

Originally Posted by TheInvisibleDork

FineExampl - No, ECE lights have a different light pattern than DOT lights.

My dad's 2003 Miata had lights that were stamped with ECE and DOT. They had the ultra sharp cut-off characteristic of an ECE lamp, so I don't know how closely they adhered to DOT standards. Enough to get the stamp, I guess.

The ECE/DOT lights have the e-code pattern without the without the raised right side. Kind of a compromise between the 2.

[afinley]

the ECE/DOT lights are e-code lights. guess what the E in e-code stands for? beetles dont have DOT, DOT/ECE, and just ECE. its DOT, or DOT/ECE. and there isnt much difference. I have the ECEs, and my roommate has the DOTs. both are pretty sharp. Neither one has a noticable difference in the light pattern.

[01turbo]

I don't know how much I can agree with the last post. the NB DOT projectors are NOT sharp. Not one bit!! ECE projectors are like razors compared to the DOT spec projectors.

[cfromberg]

Originally Posted by afinley

the ECE/DOT lights are e-code lights. guess what the E in e-code stands for? beetles dont have DOT, DOT/ECE, and just ECE. its DOT, or DOT/ECE. and there isnt much difference. I have the ECEs, and my roommate has the DOTs. both are pretty sharp. Neither one has a noticable difference in the light pattern.

the problem in the US is it's almost impossible to find a shop that can adjust them correctly since the ECE can't be adjusted with DOT mirrors...

same for DOT in the EU...

i have driven both extensively and i have to say that the DOT are much poorer in night time driving... especially on rural highways when the ECE lenses give light to the right side next to the highway... the DOT lenses only shine onto the lower half of the right side and the ECE ones illuminate the upper half like 30% above the DOT cut off area... also the beam going higher from left to right in a 30-40degree angle from the middle of the viewing field, thus not shining into the oncoming traffic if adjusted to specs! front headlamps should be adjusted to specs once a year... every bump in the parking lot hitting your front end changes the adjustment a little bit... over 12 months it can accumulate to quite a bit, making it very unsafe for oncoming traffic... that's where tech inspections come into play making sure headlamps are adjusted to specs... that's why everyone will notice when coming to european countires that have serious inpections that oncoming traffic is almost glare free...

when driving on US freeways, rural highways and especially interstates that have no high median and are close together one sometimes gets so much glare that it almost impossible to follow the road if there's no traffic in front (taillights to follow). and then there's the idiots that put non DOT high powered bulbs into the headlamps or worse, xenon setups with self-leveling nor self-cleaning washers... those are mandatory for xenon lamps and for us tech freaks it's easy to notice the difference when a car is standing...

aftermarket xenon are almost all illegal and a huge hazard on the road... legal xenon aftermarket systems from respectable manufacturers will always cost you min. $1500... everything cheaper is an accident waiting to happen...

ECE lighting is ok with me if people take the time to adjust them. there's manuals on how to do that on the web... you have to be at a certain disatance from a wall and you have mark a certain angle and height on that wall. on top the surface the car stands on has to be completely levels and the wall has to be a perfect 90degree angle...


wikipedia on US SAE and ECE lighitng:
"There are two different beam pattern and headlamp construction standards in use in the world: The ECE standard, which is allowed or required in virtually all industrialized countries except the United States, and the SAE standard that is mandatory only in the US. Japan formerly had bespoke lighting regulations similar to the US standards, but for the left side of the road. However, Japan now adheres to the ECE standard. The differences between the SAE and ECE headlamp standards are primarily in the amount of glare permitted towards other drivers on low beam (SAE permits much more glare), the minimum amount of light required to be thrown straight down the road (SAE requires more), and the specific locations within the beam at which minimum and maximum light levels are specified.
ECE low beams are characterized by a distinct horizontal "cutoff" line at the top of the beam. Below the line is bright, and above is dark. On the side of the beam facing away from oncoming traffic (right in right-traffic countries, left in left-traffic countries), this cutoff sweeps or steps upward to direct light to road signs and pedestrians. SAE low beams may or may not have a cutoff, and if a cutoff is present, it may be of two different general types: VOL, which is conceptually similar to the ECE beam in that the cutoff is located at the top of the left side of the beam and aimed slightly below horizontal, or VOR, which has the cutoff at the top of the right side of the beam and aimed at the horizon.[3]
Proponents of each headlamp system decry the other as inadequate and unsafe: U.S. proponents of the SAE system claim that the ECE low beam cutoff gives short seeing distances and inadequate illumination for overhead road signs, while international proponents of the ECE system claim that the SAE system produces too much glare. Comparative studies have repeatedly shown that there is little or no overall safety benefit to either SAE or ECE beams; the two systems' acceptance and rejection by various countries is based primarily on inertial and philosophical grounds.[3],[4]
In North America, the design, performance and installation of all motor vehicle lighting devices are regulated by Federal and Canada Motor Vehicle Safety Standard 108, which incorporates SAE technical standards. Elsewhere in the world, ECE internationalised regulations are in force either by reference or by incorporation in individual countries' vehicular codes.
US laws required sealed beam headlamps on all vehicles between 1940 and 1983, and other countries such as Japan, United Kingdom and Australia also made extensive use of sealed beams. In most other countries, and in the US since 1984, replaceable-bulb headlamps predominate.
Headlamps on new vehicles must produce white light, according to both ECE and SAE standards. Previous ECE regulations also permitted selective yellow light, and from 1936 until 1993 this was required on all vehicles registered in France.
Headlamps must be kept in proper alignment (or "aim"). Regulations for aim vary from country to country and from beam specification to beam specification. US SAE headlamps are aimed without regard to headlamp mounting height. This gives vehicles with high-mounted headlamps a seeing distance advantage, at the cost of increased glare to drivers in lower vehicles. ECE headlamps' aim angle is linked to headlamp mounting height. This gives all vehicles roughly equal seeing distance and all drivers roughly equal glare.[5]"

very interesting;-) i hope SAE and ECE come together and develop a new standard that is better than the SAE and ECE standards and helps save lives... the new adaptive lighting developed by a number of car and lighting companies is very promising. it self adjusts to oncoming traffic and there's no more low and high beam! the system itself levels and adjust the brightness and beam pattern according to speed and road condition...!!!

[cfromberg]

a little more background info on the SAE and ECE standards:

"Reflector optics

Starting in the 1980s, CAD technology allowed the development of reflector headlamps with nonparabolic, complex-shape reflectors. First made by Valeo under their Cibie brand, these headlamps would revolutionize automobile design. The 1987 Dodge Monaco/Eagle Premier was the first U.S.-market car with complex-reflector headlamps, while the 1990 Honda Accord was the first U.S.-market car with such headlamps employing a completely clear, nonfaceted front lens.
The optics to distribute the light in the desired pattern are designed into the reflector itself, called an "optic reflector". Depending on the development tools and techniques in use, the reflector may be engineered from the start as a bespoke shape, or it may start as a parabola standing in for the size and shape of the completed package. In the latter case, the entire surface area is modified so as to produce individual segments of specifically calculated, complex contours. The shape of each segment is designed such that their cumulative effect produces the required light distribution pattern.[6]
Optic reflectors are commonly made of compression-moulded or injection molded plastic, though glass and metal optic reflectors also exist. The reflective surface is vapor deposited aluminum with a clear overcoating to prevent the extremely thin aluminum from oxidizing. Extremely tight tolerances must maintained in the design and production of complex-reflector headlamps.


Dual-beam reflector headlamps

Night driving has long been dangerous due to the glare of headlights from oncoming traffic which temporarily blinds approaching drivers. Headlamps that satisfactorily illuminate the road ahead without causing glare have long been sought. The first solutions involved resistance-type dimming circuits, which decreased the brightness of the headlamps. This yielded to tilting reflectors, and later to double-filament bulbs with a high and a low beam. Automatic headlamp dimmers were also introduced.
In a two-filament headlamp, there can only be one filament exactly at the focal point of the reflector. There are two primary means of producing two different beams from a two-filament bulb in a single reflector.


American system

One filament is located at the focal point of the reflector. The other filament is shifted axially and radially away from the focal point. In most 2-filament sealed beams and in 2-filament replaceable bulbs type 9004, 9007 and H13, the high beam filament is at the focal point and the low beam filament is off focus. For use in right-traffic countries, the low beam filament is positioned slightly upward, forward and leftward of the focal point, so that when it is energized, the light beam is widened and shifted slightly downward and rightward of the headlamp's axis. Transverse-filament bulbs such as 9004 can only be used with the filaments horizontal, but axial-filament bulbs can be rotated or "clocked" by the headlamp designer so as to optimize the beam pattern or to effect the traffic-handedness of the low beam. The latter is accomplished by clocking the low-beam filament in an upward-forward-leftward position to produce a right-traffic low beam, or in an upward-forward-rightward position to produce a left-traffic low beam.
The opposite tactic has also been employed in certain 2-filament sealed beams. Placing the low beam filament at the focal point to maximize light collection by the reflector, and positioning the high beam filament slightly rearward-rightward-downward of the focal point. The relative directional shift between the two beams is the same with either technique—in a right-traffic country, the low beam is slightly downward-rightward and the high beam is slightly upward-leftward, relative to one another—but the lens optics must be matched to the filament placements selected.


European system

The traditional European method of achieving low and high beam from a single bulb involves two filaments along the axis of the reflector. The high beam filament is on the focal point, while the low beam filament is approximately 1 cm forward of the focal point and 3 mm above the axis. Below the low beam filament is a cup-shaped shield (called a "Graves Shield") spanning an arc of 165°. When the low beam filament is illuminated, this shield casts a shadow on the corresponding lower area of the reflector, blocking downward light rays that would otherwise strike the reflector and be cast above the horizon. The bulb is rotated (or "clocked") within the headlamp to position the Graves Shield so as to allow light to strike a 15° wedge of the lower half of the reflector. This is used to create the upsweep or upstep characteristic of ECE low beam light distributions. The bulb's rotative position within the reflector depends on the type of beam pattern to be produced and the traffic directionality of the market for which the headlamp is intended.
This system was first used with the Bilux/Duplo bulb of 1954, and later with the halogen H4 bulb of 1971. In 1992, U.S. regulations were amended to permit the use of H4-style bulbs. Named HB2 or 9003, for the U.S. market, and with slightly different production tolerances stipulated, these bulbs are physically and electrically interchangeable with H4 bulbs. Similar optical techniques are used, but with different reflector and/or lens optics to create a US beam pattern rather than a European one.
Each system has its advantages and disadvantages. The American system historically permitted a greater overall amount of light within the low beam, since the entire reflector and lens area is used, but at the same time, the American system has traditionally offered much less control over upward light that causes glare, and for that reason has been largely rejected outside the US. In addition, the American system makes it difficult to create markedly different low and high beam light distributions. The high beam is usually a rough copy of the low beam, shifted slightly upward and leftward. The European system traditionally produced low beams containing less overall light, because only 60% of the reflector's surface area is used to create the low beam. However, low beam focus and glare control are easier to achieve. In addition, the lower 40% of the reflector and lens are reserved for high beam formation, which facilitates the optimization of both low and high beams.


Recent developments

Complex-reflector technology in combination with new bulb designs such as H13 is enabling the creation of European-type low and high beam patterns without the use of a Graves Shield, while the 1992 US approval of the H4 bulb has made traditionally European 60% / 40% optical area divisions for low and high beam common in the US. Therefore, the difference in active optical area and overall beam light content no longer necessarily exists between US and ECE beams. Dual-beam HID headlamps employing reflector technology have been made using adaptations of both techniques."

source: wiki http://en.wikipedia.org/wiki/Headlamp#European_system