The ability to stop quickly is arguably a vehicle’s most critical safety feature. While automotive technology has advanced dramatically over the decades, not all cars have benefited equally from these improvements.
Some vehicles have become infamous for their dangerously inadequate braking systems, putting drivers and passengers at risk.
Poor braking performance can stem from various factors: inadequate engineering, cost-cutting measures, technological limitations of their era, or simply flawed design concepts.
The consequences of these shortcomings range from extended stopping distances that surprise drivers to complete brake failures that have led to accidents and, in some cases, recalls.
This list examines twelve of the most notorious examples of vehicles whose stopping abilities fell dramatically short of expectations.
From luxury vehicles to economy cars, these automotive cautionary tales span different eras and market segments, but they share one common trait: when it came time to stop, they couldn’t do so safely or reliably.
Their stories serve as important reminders of how crucial effective braking systems are to vehicle safety and the potentially severe consequences when this critical function is compromised.
1. 1979 Porsche 928
The Porsche 928 might have been designed as the 911’s replacement with its front-engine V8 configuration, but its initial braking performance betrayed its sporting pretensions.
The 1979 model year in particular suffered from a braking system that couldn’t adequately handle the car’s substantial 3,400-pound curb weight and powerful 4.5-liter V8 engine.
Road tests from the era recorded 60-0 mph stopping distances exceeding 170 feet dramatically longer than contemporary sports cars and even some family sedans.
The problem stemmed from Porsche’s attempt to blend comfort with performance. The 928 used four-wheel disc brakes, which were advanced for the time, but the initial calibration prioritized progressive pedal feel over outright stopping power.
Engineers had designed a brake system with a unique vacuum-boosted setup intended to deliver smooth, consistent braking, but in practice, it created a spongy pedal and required significantly more pressure than drivers expected from a premium sports car.
Owners frequently reported experiencing brake fade during spirited driving, especially on winding roads or during track days.
The brake discs simply couldn’t dissipate heat quickly enough during repeated hard stops. This inadequacy was particularly disappointing in a vehicle that was otherwise capable of impressive speed and handling.
Porsche addressed these issues in subsequent model years, upgrading to larger brake discs, more aggressive pad compounds, and improved cooling.
By the mid-1980s, the 928’s braking performance had improved substantially, but the early models’ reputation for underwhelming stopping power has remained a noteworthy blemish on an otherwise impressive grand touring car.
Today, many surviving early 928s have been retrofitted with more modern braking components, either from later 928 models or aftermarket systems, making the original braking deficiencies largely a historical footnote in the model’s long production run.
2. 1971-1976 Chevrolet Corvette
The third-generation Corvette (C3), particularly models from 1971 through 1976, developed a notorious reputation for brake issues that left owners and testers alike distinctly unimpressed.
Despite its status as America’s sports car, the C3 Corvette’s braking performance failed to match its aggressive styling and powerful engine options.
The car required an alarming 230-250 feet to stop from 70 mph distances that were uncompetitive even by the more relaxed standards of the 1970s.
The root of the problem lay in General Motors’ cost-cutting measures during this era. While the Corvette did feature four-wheel disc brakes a relatively advanced setup for American cars of the period their implementation left much to be desired.
The fixed-caliper design was prone to uneven pad wear, and the entire system suffered from inadequate heat dissipation.
Under repeated use, brake fade became so severe that drivers reported needing to pump the pedal multiple times to get any meaningful stopping power.
Environmental factors compounded these inherent design flaws. The braking system was particularly vulnerable to moisture intrusion, with many owners reporting dramatically reduced braking efficiency in wet conditions or after washing the vehicle.
The issue was so common that it became a standard part of the ownership experience to test the brakes carefully after exposure to water.
The situation was especially disappointing considering that earlier C2 Corvettes had been praised for their stopping abilities.
The regression in performance coincided with broader quality control issues at General Motors during the mid-1970s, as the company struggled with increasing emissions regulations and the oil crisis.
It wasn’t until the 1977 model year that Chevrolet began to address these problems with redesigned calipers and improved sealing against moisture.
For enthusiasts today, upgrading the braking system is typically one of the first modifications made to these vintage Corvettes, with many owners opting for modern components that provide the stopping power these iconic American sports cars always deserved.
3. 1957 Buick Roadmaster
The 1957 Buick Roadmaster represented the epitome of American automotive luxury and excess during the tailfin era, but its stopping capability fell dangerously short of its impressive acceleration.
Tipping the scales at nearly 4,700 pounds and powered by a 300-horsepower V8, this massive sedan could reach highway speeds with surprising eagerness, but bringing it to a halt was another matter entirely.
Period tests revealed 60-0 mph stopping distances exceeding 200 feet nearly twice what modern cars require.
The Roadmaster relied on four-wheel drum brakes, which was standard technology for the era. However, Buick’s implementation was particularly problematic.
The drums were prone to dramatic fade after just a few moderate stops, as the heat generated couldn’t dissipate quickly enough from the enclosed drums.
Drivers reported that the brake pedal would gradually sink closer to the floor during normal driving situations like descending long hills or going through stop-and-go traffic.
Compounding the problem was the Roadmaster’s power brake system, which used an engine vacuum to assist.
This system became notoriously unreliable when drivers needed it most during emergency stops when the engine was under load and the vacuum was reduced.
The result was a car that required tremendous foresight and anticipation from its driver, as emergency stops were essentially impossible once the brakes had heated up.
Buick dealers frequently dealt with complaints about brake performance and often suggested “that’s just how they are” rather than offering meaningful solutions.
The general advice to owners was to leave extensive following distances and avoid situations requiring repeated braking hardly practical advice for real-world driving conditions.
This braking inadequacy wasn’t unique to Buick but reflected the broader American automotive industry’s prioritization of style, comfort, and straight-line speed over handling and stopping ability during this era.
It would take Ralph Nader’s safety crusade and subsequent government regulations to force American manufacturers to thoroughly reevaluate their approach to braking systems in the decades that followed.
4. 2004-2009 Toyota Prius (Gen 2)
The second-generation Toyota Prius revolutionized the hybrid car market with its exceptional fuel economy and distinctive aerodynamic profile, but its regenerative braking system created unique challenges that resulted in inconsistent stopping performance.
Unlike conventional vehicles that rely solely on friction brakes, the Prius utilized a complex blended system that captured kinetic energy during deceleration to recharge its batteries before engaging the traditional disc brakes.
This technology-forward approach delivered impressive efficiency but created a notoriously unpredictable brake pedal feel that required significant driver adaptation.
Many owners reported a distinct transition point or “handoff” between regenerative and friction braking that could vary based on battery charge level, vehicle speed, and even ambient temperature.
During emergency stops, this momentary transition sometimes created a brief delay that extended stopping distances.
Testing by automotive publications revealed 60-0 mph stopping distances averaging around 145 feet considerably longer than many conventional sedans of similar size and weight.
More concerning was the inconsistency; the same vehicle could produce stopping distances that varied by 15-20 feet depending on conditions, making it difficult for drivers to develop muscle memory for emergencies.
The unusual brake behavior became particularly problematic in specific scenarios. Descending long hills could deplete the regenerative braking capability as the battery approaches full charge, suddenly transferring more responsibility to the undersized friction brakes.
Similarly, low battery conditions altered the brake pedal’s response characteristics with little warning to the driver.
Toyota issued several software updates throughout the production run attempting to smooth the transition between braking modes, but the fundamental architectural compromise remained.
While these issues rarely resulted in actual accidents, they created a driving experience that many found unsettling and required conscious adjustment from drivers accustomed to conventional braking systems.
Unintended acceleration claims against Toyota would later overshadow the braking concerns with the second-generation Prius.
Still, they represented an early challenge in the mass adoption of hybrid technology and a reminder that innovation often comes with unexpected compromises.
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5. 1980 Chevrolet Citation
The Chevrolet Citation, General Motors’ ambitious attempt to modernize its compact car lineup with front-wheel drive, became infamous for its dangerously unpredictable braking behavior.
As one of GM’s revolutionary X-body cars, the Citation abandoned decades of rear-wheel-drive tradition but brought with it serious engineering oversights that manifested most dramatically in its braking system.
The Citation’s fundamental flaw was a tendency toward severe rear brake lockup during moderate to hard braking.
This design deficiency caused the back end to swing unpredictably, especially on wet or uneven surfaces.
Countless owners reported harrowing near-misses and accidents resulting from this unstable behavior.
A magazine noted the problem in their contemporary testing, recording that the Citation required “great care and a delicate touch” during emergency stops to prevent dangerous skids.
The problem stemmed from an improper brake proportioning system that directed too much braking force to the rear wheels relative to the front.
This was compounded by the car’s dramatic forward weight transfer during braking a characteristic of front wheel drive vehicles that was still relatively new to American manufacturers.
The combination created a perfect storm of instability that could catch even experienced drivers by surprise.
What made this situation particularly egregious was General Motors’ reluctance to acknowledge the severity of the problem.
Despite receiving thousands of complaints and facing multiple lawsuits alleging brake-related accidents, GM initially maintained that drivers were simply unaccustomed to front wheel drive characteristics.
The company eventually implemented a recall in 1981, but the fix adjusting the proportioning valve and rear brake lining material only partially addressed the underlying design flaw.
The Citation’s braking problems contributed significantly to its rapid fall from grace. After selling nearly 800,000 units in its debut year, sales plummeted as word spread about its safety issues.
The Citation’s troubles damaged GM’s reputation for years to come and taught the automotive industry a costly lesson about the dangers of rushing revolutionary new platforms to market without adequate testing.
6. 1957-1960 Ford Thunderbird
The second-generation Ford Thunderbird, often called the “Square Bird,” represented Ford’s transition of the Thunderbird from a two-seat sports car to a more luxurious personal coupe.
While the redesign proved commercially successful, the car’s braking system was woefully inadequate for its increased size and weight.
The transformation added nearly 400 pounds to the vehicle while simultaneously reducing braking effectiveness, creating a dangerous disparity between the car’s performance capabilities and its ability to stop.
The Square Bird relied on drum brakes at all four corners a common setup for the era but one that proved particularly problematic in this application.
The drums were prone to severe fade after just moderate use, with stopping distances increasing dramatically after just a few hard braking events.
Road tests from the period reported that 60-0 mph stopping distances could extend beyond 180 feet when the brakes were hot a scenario easily reached during normal driving on winding roads.
Owners quickly discovered that the Thunderbird’s brakes required careful management. Descending mountain roads became particularly treacherous exercises, with many drivers reporting they had to stop completely multiple times to allow the brakes to cool.
The situation was exacerbated by the car’s popular and powerful 352 cubic inch V8 engine, which could accelerate the vehicle to speeds its braking system simply wasn’t designed to manage safely.
Ford’s engineering team had prioritized a soft, progressive pedal feel to match the car’s luxury positioning rather than optimizing for outright stopping power.
This design philosophy resulted in extensive pedal travel before significant braking force was applied a characteristic that could be dangerously misleading in emergencies when every foot of stopping distance mattered.
The Thunderbird’s braking inadequacy reflected the broader automotive industry’s approach during the late 1950s when style and straight-line performance frequently took precedence over safety considerations.
It wasn’t until the 1958 model year that Ford began offering optional power brakes to partially address customer complaints, though the fundamental design limitations remained until the next generation was introduced in 1961.
7. 2010-2011 Ferrari 458 Italia
The Ferrari 458 Italia shocked the automotive world when reports emerged of multiple examples catching fire shortly after its release.
While this dramatic issue garnered most of the headlines, lesser known was the car’s surprisingly mediocre braking performance, which fell short of both its predecessor and contemporary competitors.
For a vehicle commanding well over $200,000 and bearing the Ferrari badge, this deficiency was particularly disappointing.
Initial road tests revealed that the 458 required approximately 124 feet to stop from 60 mph respectable for mainstream vehicles but underwhelming for a flagship supercar.
More concerning was the brake system’s tendency to overheat during track use, with several high-profile automotive journalists reporting significant fade after just a few laps of aggressive driving.
This was especially surprising considering Ferrari’s motorsport heritage and the car’s carbon-ceramic brake package, which promised exceptional heat resistance.
The root cause was eventually traced to a combination of factors: the brake ducting provided insufficient cooling to the massive carbon-ceramic discs, and the brake fluid was prone to boiling under extreme conditions.
These issues created a compound problem where track drivers would initially experience strong braking performance that would gradually but significantly deteriorate throughout a session.
Ferrari implemented a recall in late 2010 to address both the headline-grabbing fire risk and the less publicized braking concerns.
The update included redesigned brake cooling ducts, a higher-temperature brake fluid specification, and revised ABS calibration.
While these changes improved the situation, early examples of the 458 continued to demonstrate less thermal capacity in their braking systems than expected.
What made this situation particularly notable was that it represented a rare misstep for Ferrari in an area where the brand had traditionally excelled.
The company’s previous model, the F430, had been widely praised for its exceptional braking capability, making the 458’s initial shortcomings all the more conspicuous.
The incident demonstrated that even the most prestigious manufacturers can overlook critical performance aspects when pushing technological boundaries.
8. 1971-1974 AMC Javelin
The second-generation AMC Javelin embodied the muscle car era’s excesses with its bold styling and powerful engine options, but its braking system represented a dangerous afterthought in the vehicle’s design.
While the car could accelerate to 60 mph in under 7 seconds with the optional 401 cubic inch V8, bringing it to a halt required nearly three times that distance, with stopping distances from 60 mph frequently exceeding 180 feet in contemporary tests.
AMC, operating with significantly smaller resources than its “Big Three” competitors, made compromises that were particularly evident in the Javelin’s braking system.
Most models came standard with drum brakes at all four corners an already outdated technology by the early 1970s when many competitors had moved to front disc brakes.
Even the optional front disc brake package proved inadequate, using small-diameter rotors and single-piston calipers that were quickly overwhelmed by the car’s weight and power.
The Javelin’s braking deficiencies became most apparent during repeated use. After just three or four moderate stops, brake fade would become so severe that pedal pressure would nearly double while stopping distances increased by as much as 30%.
A magazine famously noted in a 1971 review that the Javelin’s brakes “disappeared faster than free beer at a college party” during their testing.
Compounding these hardware limitations was the car’s tendency toward significant front-end dive under braking, which unloaded the rear wheels and made the vehicle prone to instability during emergency stops.
The combination created a car that could be genuinely dangerous in panic situations, especially when driven by owners who might have been attracted primarily to its straight-line performance capabilities.
AMC’s limited resources meant that these problems were never comprehensively addressed during the Javelin’s production run.
While minor improvements appeared in the 1973 and 1974 model years, the fundamental inadequacies remained until production ended.
Today, most surviving second-generation Javelins have been retrofitted with modern braking components a testament to the original system’s reputation among enthusiasts.
9. 1985-1992 Yugo GV
The Yugo GV (Great Value) earned its place in automotive infamy through a perfect storm of quality issues, with its braking system standing out as particularly problematic even among the car’s numerous shortcomings.
Imported to the United States as America’s cheapest new car at $3,990, the Yugoslavia-built hatchback demonstrated the adage that “you get what you pay for” in the most alarming ways possible.
The Yugo’s braking system consisted of front disc brakes and rear drums a common configuration for economy cars of the era.
However, the execution was remarkably substandard. The components themselves were often poorly manufactured, with inconsistent quality control leading to warped rotors and improperly machined drums straight from the factory.
Brake lines were made from low-grade materials prone to corrosion, while calipers frequently developed leaks within the first year of ownership.
Performance testing by Consumer Reports and car magazines revealed 60-0 mph stopping distances averaging around 170 feet dangerously long for a vehicle of its lightweight.
More concerning was the car’s tendency toward unpredictable pulling to one side during hard braking, a result of uneven brake application caused by poor quality control and design.
This directional instability during emergency stops contributed to the car’s reputation as a genuine hazard on American roads.
Maintenance proved equally problematic. Owners reported that brake pads and shoes were at accelerated rates, often requiring replacement before 15,000 miles.
The master cylinder was notably failure-prone, with many owners experiencing partial or complete brake loss with little warning.
This issue was so common that experienced Yugo mechanics would recommend prophylactic replacement of the master cylinder as regular maintenance.
What made the Yugo’s braking inadequacies particularly egregious was that they represented safety failures in a vehicle marketed specifically to budget-conscious consumers, including many first-time car buyers and students.
These drivers were often least prepared to handle unexpected mechanical failures, especially in safety-critical systems like brakes.
The Yugo’s brief and troubled presence in the American market ultimately served as a cautionary tale about the true cost of extreme cost-cutting in automotive design, with its braking system standing as perhaps the most dangerous manifestation of its compromised engineering.
10. 1969-1974 Ford Econoline
The second-generation Ford Econoline van featured a unique “cab-forward” design that placed the driver and front passenger directly on top of the front axle, with the engine positioned between the seats.
While this configuration maximized interior space, it created one of the most dangerously inadequate braking arrangements in automotive history, earning the vehicle a fearsome reputation among delivery drivers and fleet managers.
The fundamental issue stemmed from the van’s unusual weight distribution and brake system design.
With approximately 65% of the vehicle’s weight concentrated on the front axle and no engine weight over the rear wheels, the back brakes contributed minimally to stopping power.
This imbalance resulted in dramatic front brake overheating and fading during normal use, especially when the van was loaded with cargo.
The Econoline employed drum brakes at all four corners until late in the production run when front discs became optional.
Even with this upgrade, stopping distances from 60 mph routinely exceeded 200 feet nearly twice what passenger cars of the era required.
More alarming was how quickly performance degraded with use; after just a few moderate stops, distances could increase by an additional 50 feet or more as the drums overheated.
Fleet operators reported that brake maintenance costs for Econolines far exceeded other vehicles in their inventory.
Front brake linings typically required replacement every 10,000-15,000 miles roughly half the interval of comparable vehicles.
More seriously, the brake drums themselves were prone to cracking under thermal stress, creating potentially catastrophic failure scenarios.
The Econoline’s brake deficiencies generated particular concern because of how the vehicle was typically used.
As delivery vans and passenger shuttles, they often operated in congested urban environments requiring frequent stops.
Their common use as ambulances was especially problematic, combining the inherent braking issues with emergency driving conditions and the increased weight of medical equipment.
Ford made incremental improvements throughout the production run, including larger drums and improved cooling, but never fully resolved the fundamental design limitations.
The braking problems would persist until the third-generation Econoline was introduced in 1975, which adopted a more conventional engine placement that allowed for a more balanced braking system.
11. 1980-1983 BMW 745i (E23)
The first-generation BMW 7 Series represented the Bavarian manufacturer’s ambitious entry into the high-end luxury sedan market, but its innovative braking system proved to be its Achilles’ heel.
The flagship 745i model, equipped with a turbocharged 3.4-liter inline-six engine, featured a complex servo-assisted braking system that prioritized comfort over predictability a decision that would come back to haunt both BMW and its customers.
At the heart of the issue was BMW’s Automatic Brake Differential (ABD) system, an early precursor to modern stability control systems.
While revolutionary in concept, its execution created a distinctly non-linear brake pedal feel that varied unpredictably based on vehicle speed, road conditions, and even ambient temperature.
Drivers frequently reported a sudden “cliff” in pedal response, where a small increase in pedal pressure would result in dramatically increased braking force making smooth stops nearly impossible.
European automotive publications recorded 60-0 mph stopping distances averaging around 140 feet unimpressive for a vehicle of its price and prestige.
More concerning than the raw numbers was the system’s unpredictability; the same driver in the same car could experience stopping distances that varied by as much as 25 feet from one attempt to the next.
This inconsistency proved particularly problematic in emergencies, where drivers’ inability to predict braking response led to either insufficient stopping power or unexpected lockup.
The system’s complexity also resulted in notorious reliability issues. The brake hydraulic system contained multiple accumulators, sensors, and control valves all prone to failure with age.
Even minor leaks or electrical issues could compromise the entire system, often requiring expensive specialized diagnosis and repair.
Many 745i owners reported completely losing brake assist with little warning, suddenly requiring enormous pedal pressure to achieve even minimal stopping power.
BMW dealers struggled to address these issues effectively, with many customers reporting that their complaints were dismissed as “normal characteristics” of the advanced system.
The company eventually made several revisions throughout the production run, but never fully resolved the fundamentals of the problematic design.
The braking issues damaged BMW’s reputation for engineering excellence and taught the company a valuable lesson about balancing innovation with predictability in safety-critical systems a lesson reflected in the more conventional braking systems adopted in subsequent generations.
12. 1999-2003 Mitsubishi Galant
The seventh-generation Mitsubishi Galant arrived in North America with aspirations of challenging the midsize sedan establishment, but its substandard braking system quickly became one of several factors that relegated it to also-ran status in the competitive segment.
Despite its modern styling and feature list, the Galant’s stopping ability fell noticeably short of contemporary rivals like the Honda Accord and Toyota Camry.
The Galant’s braking deficiencies stemmed primarily from Mitsubishi’s cost-cutting measures. While the vehicle featured front disc brakes across all trim levels, lower and mid-range models made do with rear drum brakes that were undersized for the car’s weight.
Even the premium V6 models, which did receive four-wheel disc brakes, utilized small-diameter rotors and single-piston calipers that provided minimal thermal capacity for repeated stops.
Testing by automotive publications revealed 60-0 mph stopping distances of approximately 150 feet about 15-20 feet longer than segment leaders.
This performance deficit became even more pronounced during repeated braking events, where a significant fade would set in after just three or four moderate stops.
A note in their testing that brake pedal feel became “soft and uncertain” during mountain driving, requiring additional pedal travel to achieve the same stopping power.
The Galant’s braking issues were compounded by its soft suspension calibration, which allowed excessive nosedive during hard stops.
This dramatic weight transfer further reduced rear brake effectiveness and could make the car unsettled during emergency maneuvers.
The combination created a vehicle that felt distinctly unconfident in panic-stop situations precisely when predictable braking matters most.
What made the Galant’s braking inadequacies particularly notable was that they occurred during an era when midsize sedan manufacturers were generally improving safety systems across their lineups.
While competitors were making anti-lock brakes and even electronic brake-force distribution standard equipment, Mitsubishi continued to offer ABS as an option on many Galant trim levels throughout the production run.
The Galant’s underwhelming brakes became emblematic of Mitsubishi’s broader struggles during this period, as the company began a long decline in the North American market.
The model’s reputation for mediocre braking performance contributed to its poor resale value and helped cement the perception that Mitsubishi had fallen behind its Japanese competitors in vehicle development.
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