RADAR FIELD TEST - Yahoolib.store.yahoo.net/lib/opticsplanet/radar-field-test-op.pdf · RADAR FIELD TEST A REPORT 07 AUGUST 2003 PREPARED BY CRAIG PETERSON Report Prepared for

R A D A R F I E L D T E S T

A R E P O R T

0 7 A U G U S T 2 0 0 3

P R E P A R E D B Y C R A I G P E T E R S O N

Report Prepared for

http://www.opticsplanet.net/decatur-brand.html

http://www.opticsplanet.net/police-radar.html

R A D A R F I E L D T E S T

A R E P O R T

0 7 A U G U S T 2 0 0 3

P R E P A R E D B Y C R A I G P E T E R S O N

Report Prepared for

http://www.opticsplanet.net/decatur-brand.html

http://www.opticsplanet.net/

Table of Contents i

Introduction .............................................................................1Review Process..................................................................................... 1

Test Site ............................................................................................. 1

Target Range and Target-Acquisition Time Tests ........................................... 2

Target-Acquisition Time Test ................................................................... 2

Fastest Speed....................................................................................... 2

Antenna Water Intrusion ......................................................................... 3

Thermal Test of the Counting / Display Unit................................................. 3

Radio Frequency Interference .................................................................. 4

Stopwatch Mode ................................................................................... 4

Personnel............................................................................................ 4

Applied Concepts Stalker DSR .......................................................5Subjective Evaluation............................................................................. 5

I. Physical / Operational Characteristics, Features and Ergonomics ................5

II. Mounts and Hardware ....................................................................6

III Audio ........................................................................................6

IV. Interference ..............................................................................6

V. Thermal Test ..............................................................................6

VI. Same Direction Mode ....................................................................6

VII. Fastest-Speed Mode.....................................................................7

VIII. Directional Operation..................................................................7

IX. Performance ..............................................................................7

X. Overall Evaluation ........................................................................7

Decatur Genesis II Directional .......................................................8Subjective Evaluation............................................................................. 8

I. Physical / Operational Characteristics, Features and Ergonomics ................8

II. Mounts and Hardware ....................................................................9

III. Audio .......................................................................................9

IV. Interference ..............................................................................9

V. Thermal Test ............................................................................ 10

VI. Same-Direction Mode.................................................................. 10

VII. Fastest-Speed Mode................................................................... 10

VIII. Directional Operation................................................................ 10

IX. Performance ............................................................................ 11

X. Overall Evaluation ...................................................................... 11

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Table of Contents ii

Kustom Signals Directional Golden Eagle ....................................... 12Subjective Evaluation............................................................................12

I. Physical / Operational Characteristics, Features and Ergonomics .............. 12

II. Mounts and Hardware .................................................................. 13

III. Audio ..................................................................................... 13

IV. Interference ............................................................................ 13

V. Thermal Test ............................................................................ 13

VI. Same-Direction Mode.................................................................. 13



IX. Performance ............................................................................ 14


MPH Industries BEE III ............................................................... 16Subjective Evaluation............................................................................16

I. Physical / Operational Characteristics, Features and Ergonomics .............. 16

II. Mounts and Hardware .................................................................. 17

III. Audio ..................................................................................... 17

IV. Interference ............................................................................ 18

V. Thermal Test ............................................................................ 18

VI. Same Direction Mode .................................................................. 18



IX. Performance ............................................................................ 19


Comparative Test Results .......................................................... 20Interference (RFI) Test ..........................................................................20

Thermal Test ......................................................................................21

Summary Sheet ...................................................................................22

1. Radar Comparison Ratings............................................................. 23

2. Stationary Mode Maximum Range .................................................... 23

3. Moving Mode Maximum Range ........................................................ 24

4. Same Direction Maximum Range...................................................... 24

5. Target-Acquisition Time ............................................................... 25

6. Antenna Weight ......................................................................... 25

7. Counting / Display Unit Volume ...................................................... 26

8. Counting / Display Weights............................................................ 26

Introduction 1

Introduction ___________________________________

Review ProcessThis evaluation focuses on the oper-

ational characteristics of four moving-radar models from as many manufac-turers. All have digital signal processingand are similarly configured: DualAntennae, Same Direction Mode, FastestSpeed Mode, Stopwatch Mode and serialports to interface with speed displays,laptop computers or MDTs and mobilerecording systems.

All of them featured automaticdirection sensing and directional opera-tion. Three were Ka band; one wasK band. The latter was the newlyintroduced Decatur Genesis IIDirectional, which at the time of thetest was offered only in K band. Forcomparison purposes a non-directionalKa-band model was also run through theperformance tests.

The other units tested were theStalker DSR from Applied Concepts;the Directional Golden Eagle fromKustom Signals; and the BEE III fromMPH Industries. These three werepurchased anonymously. Both DecaturGenesis II units were supplied by themanufacturer.

We evaluated each radar’s controls,the quality and effectiveness of itsmounting brackets, hardware andaccessories and also the quality of itsaudio and functions. Then each radarwas road-tested for at least 15 hours ina variety of environments including ruralinterstates, two-lane state roads, citystreets and urban freeways. Each wasoperated both in daytime and at nightand in a range of traffic conditions

varying from very light to extremelyheavy.

Each operating mode was scrutinizedat length: Stationary Bi-Directional,Stationary Directional, Moving/OppositeLane, Same Direction and Fastest. Last,under controlled conditions we measuredperformance, verifying their ability tomeet our minimum requirements forrange and target-acquisition speed.

Following the field tests weperformed three additional tests:

• Antenna Water Intrusion

• Thermal Test of the Counting/Display Unit

• Radio Frequency Interference

Test SiteOur test site was an isolated two-

lane desert highway 30 miles northwestof Phoenix. A 6,000-foot-long section ofthe 10-mile-long blacktop road wasused. It is die-straight, almost com-pletely flat—save for a slight rise about5,100 feet from the beginning of thetest zone—and devoid of any structures,fences or reflective surfaces capable ofinfluencing the radar. Before testing weverified that no ambient microwaveenergy or sources of radio-frequencyinterference were present. Trafficvolume averaged about 30 vehicles perhour. Testing was halted in the presenceof civilian vehicles to guard againstpossible interference.

The t arg et ve hi cle for t h e St at i on ary-Mode Maximum Range test was a SpecialService Package Ford Expedition. Thisvehicle was otherwise used as the radarvehicle. For the Moving-Mode MaximumRange and Same Direction MaximumRange tests a Nissan Maxima was used asthe target.

Introduction 2

Target Range and Target-Acquisition Time Tests

Our minimum range requirements—5,000 feet in Stationary Mode, 2,000feet in Moving Mode—were substantiallygreater than target ranges generallyexperienced in the field. This was doneto ensure that the radar would still becapable of delivering adequate range inless favorable circumstances when askedto cope with limiting influences such asroadside foliage, fences, buildings,electrical interference, road irregular-ities and heavy traffic.

Target-acquisition times weremeasured in order to verify that the unitwasn’t experiencing difficulty indetermining target speeds. This test wasdone in Stationary Mode only since therewas no way to exactly replicate everyparameter—particularly separationdistance between target and patrolvehicle when both were in motion—fromone run to the next. However, note wastaken during the road tests to see if aradar chronically required an inordinateamount of time to display target speeds.

Target-Acquisition Time Test

Description Min. Required

• Target-acquisition <0.75 sec.time, StationaryMode, at 750 feet

• Target-acquisition <0.75 sec.time, StationaryMode, at 1500 feet

Maximum Range Test

• Stationary Mode

• Moving Mode

• Same Direction/Moving Mode

We were less concerned aboutmaximum range than the ability to meetthe minimum range requirement,knowing that while one-plus mile ofrange may be good for bragging rights,in the real world it’s purely academic,considering the need to establish aproper tracking history. Similarly,target-acquisition times, so long as theymet our minimum requirement, aregenerally of little importance on theroad for the same reason.

In the event, we found that none ofthe units failed to meet the minimumrange requirements and three of thefour proved capable of acquiring targetsin less than 0.51 second (the remainingunit averaged 0.64 second). Blessedwith digital signal processing and a high-gain antenna, every radar could likelyacquire targets much faster, probably ina few tenths of a second under mostconditions. The times recorded werelargely dictated by the individual’sreaction times and by the ergonomics ofthe remote control, since the test calledfor placing the unit on hold then trans-mitting and locking the target speed asquickly as possible. The fastest of thetest crew had a best time of 0.32 secondand averaged 0.39 second over five trieswith three of the units.

Those models with Hold or Antennabuttons located close to the Lock buttoninevitably accomplished this task thefastest. On the slowest unit the Lockbutton is located on the far upper-leftside of the remote, requiring a longreach and slightly more time to performthe sequence.

Fastest SpeedFastest Speed mode was evaluated

both in stationary and moving modes.In the case of one unit that allows Same

Introduction 3

Direction Fastest, that mode was alsoevaluated.

Antenna Water IntrusionThe ever-increasing array of equip-

ment being placed in patrol vehicleinteriors has led many departments torelocate the radar antenna to the lightbar. With this sensitive equipmentexposed to the elements, water intru-sion has become an issue. Manufacturersusing silicone to seal the joint betweenthe antenna lens and body soon learnedthat once the sealer had been subjectedto sunlight, it often cracked, allowingwater inside the antenna and ruining theelectronics. Antennae incorporatingO-rings have fared better.

To verify that each antenna iswatertight we mounted it on a testfixture and secured it to preventmovement. On an adjacent fixture wemounted the wand of a pressure washercapable of generating 2,500 psi. Thenozzle was adjusted to a small-diameterstream and aimed at the center of theantenna lens, exactly parallel with itand 96 inches away.

With the radar transmitting, thepressure washer was started, its densestream of water simulating the effectsof driving at 140 mph through moderaterain. At 20-minute intervals we stoppedthe test to perform a tuning fork test onthe radar, verifying proper operation.That done, testing resumed. At theone-hour mark we halted the test andchecked a final time with the tuningforks.

None of the units exhibited any signof water intrusion. We’d offer a caveathere, however: these were new anten-nae and none had been exposed to theelements.

Thermal Test of the Counting /Display Unit

It’s a truism that electronic com-ponents react badly to heat. Inside avehicle there are two types. One isambient heat produced by outside airand also radiated by sun-heated bodypanels into the vehicle. The second canbe found on the instrument panelsurface, ambient air superheated bysunlight shining through the windshield.South of the Mason-Dixon line duringsummer, temperatures inside out-of-service patrol vehicles routinely reach120 degrees F and dash temperaturesmuch higher.

We performed a thermal test toevaluate the susceptibility of theseradars to the debilitating effects ofsunlight-induced heat. One at a time, aunit was mounted on the dash above theinstrument cluster of a police FordExpedition, parked with engine off andwindows up. The antenna was securedto a surface-mount bracket near thebase of the left A-pillar. With the radarplaced in stationary mode and trans-mitting, the doors were closed. Theambient temperature varied from 103 to106 degrees.

Monitored continuously for 90minutes, at 30-minute intervals thevehicle interior and counting/displaysurface temperatures were measuredwith a digital pyrometer having anaccuracy tolerance of +/- 1%. In theevent that a radar stopped working,temperatures and the elapsed time tofailure were noted.

Three of the four units displayed noill effects from heat although all hadexceeded 160 degrees F within an hour,by which time the vehicle interior hadwarmed to 125 degrees. The fourth unitfailed after 52 minutes, its case having

Introduction 4

reached 177 degrees, tripping a thermalprotection switch. It was tested asecond time with identical results. Withthe air conditioning on the highestsetting, after 13 minutes, 21 seconds ithad cooled to 154 degrees and begunfunctioning again.

Radio Frequency InterferenceSome analog units are known to be

inordinately susceptible to RFI. Key thepolice radio mic and instead of speeds,an RFI warning appears on the display.We evaluated these digital radars’ability to reject the emissions frompowerful police radios. To do this wesecured the cooperation of a majorwestern US sheriff’s department thatprovided a late model Ford Expeditionequipped with radios using three of themost common frequencies: VHF Low,VHF High and 800 Megahertz. We alsoused a five-watt UHF Icom walkie-talkie.

One radar reacted to both VHFradios, displaying an RFI indicator about25 percent of the time when the micro-phones were keyed. None of the otherunits was affected by any of the radios.

Stopwatch ModeAll of the test units had a Stopwatch

mode. By entering a distance then usingthe timer to measure elapsed time, it’spossible to calculate average vehiclespeed between two points. This functioncan be used at locations where refer-ence marks have already been laid outfor time/distance computers likeVASCAR and Tracker, but we’reuncertain why the typical officer woulduse it rather than the radar itself. Theproper operation of this function wasverified but not field-tested.

PersonnelCraig Peterson is an IPTM-certified

radar instructor with 25 years' exper-ience. He also is a qualified lidar andVASCAR operator and an internationally-published author on the subject ofspeed-measuring technology and mobileelectronics. Peterson has performed anumber of similar tests over the pasttwo decades, both on production andprototype radar units. He resides inPhoenix, Arizona.

He was assisted by his companyemployees in performance-testing theradar units included this evaluation.Peterson was the author of this reportand the opinions expressed are hisalone.

Applied Concepts Stalker DSR 5

Applied Concepts Stalker DSR ______________________

Subjective Evaluation

I. Physical / Operational Characteristics,Features and Ergonomics

The construction of the Stalker DSRdiffers from most competitors by virtueof the fact that its counting and displayunits, as well as the antenna, arerobust metal castings rather than thin-wall aluminum or steel extrusions. Thecombined counting/display unit weighsa fraction under two pounds and theantenna tips the scales at 19.2 ounces.Both figures are almost exactly doublethose of the MPH BEE III and DecaturGenesis II Directional. It is also sixounces heavier than the counting/display unit and antenna of the KustomSignals Directional Golden Eagle, thenext-heaviest unit.

The DSR’s digital displays are10 mm tall and different colors: orange(Target), red (Lock) and green (Patrol).Their generous size and coloring greatlyassists in visual identification, easingthe operator’s task. The only drawbackis that the orange and green displayscompletely disappear in sunlight,particularly if the operator is wearingpolarized sunglasses. A sunshade isprovided for the DSR display and wefound it a requirement for daytime use.

The DSR’s display can be separatedfrom the counting unit for remotemounting. Unlike the Genesis II Direc-tional and MPH BEE III, both of whichcan be pulled apart without the use oftools, on the Stalker two retainingscrews must first be loosened, similarto the Directional Golden Eagle. Once

separated they are connected by acable.

Beneath the display windows andrunning nearly the full width of thelower case is a row of red, backlit iconsfor mode and status information.Display brightness can be adjustedmanually in six steps, allowing greatercontrol of illumination than on theothers, each of which dims the displayautomatically in one step.

A unique DSR feature is voiceconfirmation of mode, antenna andtarget direction of travel for lockedspeeds. We found this very handy as itobviates the need to study the displayfor that information. The unit alsosupplies audio tones to confirm modeand antenna selection. Each of its fouroperating modes has a distinctive tone;selecting the front antenna is greetedwith a single beep, the rear antennawith two. The automatic self-tests areannounced with a four-beep happytone. This is an intelligent, wellthought-out and extremely usefulstrategy.

The unit is supplied with a cordlessremote (a corded model is available)whose translucent buttons are of a non-slip, rubber-like material. Buttons forthe six primary functions are groupedat the top and raised for faster identi-fication. Backlighting is activated bypressing a button and shuts off afterseven seconds. Like other cordlessremotes, this one has a tendency todrop to the floor and disappear atnight. Fortunately, there’s a radiomicrophone stud on the upper rearcase, allowing it to be secured on adash clip.

The infrared transmitter has a widebeam and rarely fails to communicate


with the radar. We noted occasionallapses when the remote was held lowand close to instrument panel, blockingits signal from the receiver.

II. Mounts and Hardware

The Stalker is shipped withmounting bales for counter/display andantennae. Optional for the antenna:articulated adhesive windshield mount,headliner mount, rear view mirror clip-on mount and others for side glass, reardeck and dash. The glass mounts holdthe antenna securely and allow a greatdegree of adjustment. Motorcyclemounts are also available. Cables arehigh quality and the metal, lockingconnectors are indexed for properorientation and easy to attach.

III Audio

The DSR’s audio accurately depictstarget speeds and is clear, static-freeand easily interpreted in all operatingmodes. Same Direction audio inparticular ranks as one of the bestwe’ve experienced.

IV. Interference

The Stalker DSR showed somesusceptibility to fan noise regardless ofwhere on the dash the antenna waslocated. (For convenience, the frontantenna was dash-mounted for thistest; by positioning it high on thewindshield it’s likely that fan noisecould have been lowered or elimin-ated.) Regardless, the DSR showed nosign of fan-noise influence duringoperations. No susceptibility to RFIfrom police radios was observed.

Low/high patrol speed options are5 and 20 mph. Virtually no shadowingwas observed and the Stalker showedno susceptibility to low-speedcombining or other common errors.

V. Thermal Test

The DSR was the only unit to failthe thermal test, probably a legacy ofthe display/counting unit’s heavy, cast-metal casing. At the 30-minute mark ithad already reached 166 degrees and at52 minutes, with the case at 177degrees, its thermal protection switchtripped and the unit shut down. Thetest was repeated with nearly identicalresults.

Once the vehicle was started, its airconditioning set to maximum cooling,after an average of 13 minutes, 21seconds the DSR had cooled enough tobegin operating again. No lastingeffects from the overheating wereobserved.

A sunshade for the display isprovided but none for the countingunit. For thermal protection in harshenvironments it must be separated andmounted remotely. This somewhatreduces the DSR’s mounting optionsand entails additional installation timeto accomplish.

VI. Same Direction Mode

The DSR performed well in SameDirection Mode, reliably tracking thetarget while accurately displaying thespeed. And its superior audio helpedconfirm target identification. TheStalker was unaffected by fan noise orother sources of interference in SameDirection mode and almost neverdisplayed an inflated target speed.Its maximum range in this mode trailedthe leading Kustom unit by 500 feetand the Genesis II Directional by 398feet but it was almost dead even withthe non-directional Genesis II and BEEIII, all three hovering around the 2,000-foot mark.


VII. Fastest-Speed Mode

Fastest Speed operates continuouslyon this radar and is selected with theLock/Release button. It cannot beactivated once the unit is transmittingand a target is present. Once engaged,the unit reads the fastest target withinrange. We found that it faithfullytracks faster, weaker targets even inthe presence of several strongertargets. The distinct audio assists withtarget identification. Fastest speedsmay not be locked unless they alsobecome strongest.

As with any radar that tracks thefastest target within range, care mustbe taken to ensure that the observedtarget is producing the Fastest targetspeed, not a vehicle farther down theroad.

VIII. Directional Operation

Stationary Directional Mode isselected with the Radar Mode button.Like the other units, three modes areavailable: Approaching, Departing andBi-Directional. In Uni-Directional modethe DSR reliably tracked targets in thechosen direction while ignoring othertraffic. Its directional audio was clear,static-free and corresponded accu-rately to target speeds.

IX. Performance

The Stalker DSR met the minimumrange requirements in stationary andmoving modes. It placed second to theStationary Mode winner, the Genesis IIDirectional, by some 79 feet and inmoving mode, its range trailed theleading Genesis II non-directional’s by447 feet.

It also showed commendable speedin acquiring targets, averaging less than0.50 second for the two tests.

X. Overall Evaluation

The Stalker DSR has a few weak-nesses: a tendency to overheat in hotweather necessitates mounting thecounting unit away from the dash areaand the display frequently is unread-able in sunlight unless the sun shield isinstalled. Those caveats aside, the DSRproved to be a well-balanced packagewith good range, excellent audio, fasttarget acquisition, good ergonomics,stout resistance to interference andsome clever, unique features.

Radar Ratings Applied ConceptsStalker DSR

I Physical characteristics

Operational characteristics

II Mounts and Hardware

III Audio Quality

IV Interference

V Thermal Resistance

VI Same-Direction Mode

VII Fastest-Speed Mode

VIII Directional Operation

IX Performance

X Overall Evaluation

Highest ratingLowest rating

Decatur Genesis II Directional 8

Decatur Genesis II Directional______________________



The Genesis II Directional was thesecond-smallest and -lightest unittested. Mounted as a unit, its extruded-aluminum counting/display unit tipsthe scales at 20.3 ounces. Separated,the display weighs 6.9 ounces, thecounting unit 13.4 ounces.

The Genesis II Directional K-bandantenna is weatherproofed by an O-ringand its connector is also waterproof. Nowater was found to enter the antennaduring the water intrusion test.

The Genesis II Directional displayhas four windows: Target, Lock andPatrol, and a fourth for Mode status.This window displays pictogramsdenoting the operating mode:Stationary Bi-Directional, StationaryApproaching, Stationary Departing,Moving/Opposite and Moving/SameDirection. In directional operation a“T” or “A” indicates “Toward” or“Away” target direction.

Red digital displays 9 mm tall areused in Target, Locked and Patrolwindows while the Mode display is6 mm tall. A row of five red LEDsdepicts target-acquisition range (gain).A green LED indicates Fastest mode;two others depict Front and RearAntenna selection. These displays aresufficient in size and intensity to beeasily seen under all lightingconditions.

An audio tone accompanies anychange in operating mode and theengagement and disengagement of

primary functions. We found thisfeature useful, especially whenconcentrating on driving and othertasks and not wanting to look at thedisplay for confirmation. The Genesis IIDirectional uses a photocell to auto-matically regulate display brightnessand was found to reliably choose thecorrect intensity for prevailingconditions.

The Genesis II Directional’s displaycan be separated from the countingunit by pulling the two apart and thenlinking them by a cable. Unlike theStalker DSR and Directional GoldenEagle, this can be accomplished with-out tools, simplifying and speeding upthe task. (The BEE III offers this featureas well.)

The display rivals the BEE III’s asthe smallest and lightest of thosetested, allowing it to be mountedeither on the dash or windshield, thelatter by using the supplied suction-cupbracket. We like the ability to wind-shield-mount the display since it canbe positioned closer to eye level forfaster, safer comprehension duringmoving-mode operation and it alsoreduces instrument panel clutter.

The Genesis II Directional’s wiredremote control is unique among thosetested in that its 11 buttons control allfunctions, including Power-On/Off,Mode Selection and Audio Volume.It also holds the speaker. (A cordlessremote is not offered.) There are noduplicate buttons on the display.

The most critical functions areoperated by the remote’s top threerows of buttons that are taller than theothers to help identify them by touch.Uppermost are buttons for front andrear antenna which, when pressed, also





start the unit transmitting. A secondpress puts the unit on hold.

Using separate antenna buttons andcombining their function with Transmitboth simplifies this primary task andalso provides a foolproof way ofknowing which antenna is transmitting.

The remote’s ergonomics are quitegood and its functions are easilylearned. Unlike the cordless remotes ofthe BEE III and Stalker DSR, it’s contin-uously backlit, making it more user-friendly and greatly reducing thechance of its disappearing unnoticedunder the seat at night.

A City/Highway option allows eithera 5 mph or 20 mph low patrol speedand proved useful on low-speed citystreets. By accident we discovered thateven when left at the 5 mph settingwhile working heavy freeway traffic inmoving/opposite mode, the unit stillignored right-lane trucks and refused toshadow.


The Genesis II Directional wastested with the standard pedestalantenna mount affixed to the dash withVelcro. Its range of adjustment allowedeasy antenna alignment and the basewas small enough to let us place it verynear the glass, near the A-pillar, themost interference-free point in the testvehicle. A wide variety of alternatemounts is available.

The Genesis II Directional’s cablesand connectors are high in quality andeasy to use. The rubber-insulated cablematerial is more supple than that onthe MPH and Kustom units, both ofwhich use stiff, commercial-gradecables with vinyl insulation. TheDecatur’s cables are also thinnerthan the Kustom’s and Stalker’s—4 mmversus 6 mm and 7 mm, respectively—

which make them easier for anequipment installer to route through avehicle interior.

To show correct orientation, theLEMO connectors have red index markson top as do all four ports on the rearof the counting unit. The antennas andtheir LEMO connectors similarly haveindex marks but the antenna connec-tor, while looking much like those onthe counting unit, has a different pinconfiguration and must only be pluggedinto the antenna. But every crewmember at least once mistakenly triedto plug the wrong connector into theantenna, fortunately without damagingthe pins and rendering the unitinoperable.

Color-keyed connectors or identi-fication labels would help avoid con-fusion here. We also noticed that thebrushed aluminum connectors generatea noticeable glare on the windshieldduring daylight hours. A matte blackfinish would eliminate this.

III. Audio

We found the Genesis II Direc-tional’s audio quality to be excellent,both squelched and unsquelched. Thetones, regardless of operating mode,are crisp and distinct and correlateaccurately to target speed. Audio forFastest and Same Direction proved tobe of high quality, measurably helpingto identify targets, particularly in thepresence of multiple, closely spacedtargets.

IV. Interference

This Genesis II Directional occasion-ally picked up fan noise but willinglyignored it in the presence of targetsand displayed no tendency for erron-eous target speeds or shorter range asa consequence. Only on one occasion



did we notice fan-speed influence ontarget speed. That was at very lowpatrol speed in Same Direction modewith a target at extreme range and weobserved a 22 mph increase in targetspeed. This condition is easy to spotand it’s unlikely that it would goundetected by any properly trainedofficer. On all other occasions we foundthe Genesis II Directional highly resist-ant to fan noise-induced errors and alsoto shadowing, low-speed combining andother common phenomena.

No susceptibility to RFI from policeradios was observed.

V. Thermal Test

During the thermal test, althoughthis Decatur’s counting/display unitreached 172 degrees F, it continued tooperate normally. No heat-relateddamage to the unit was observed,cosmetic or otherwise. The aluminumconstruction also enabled it to cooldown faster than the competing unitsonce the vehicle’s air conditioning wasturned on.

VI. Same-Direction Mode

The luxury of automatic directionsensing makes Same Direction opera-tion far simpler to use than in conven-tional radars, With no need to tell theradar if a target is faster or slower thanpatrol, this type of operator error iseliminated.

Same Direction performance in thisGenesis II Directional was quite good,with better range, by nearly 20percent, over the non-Directional G2and it narrowly trailed the winningKustom unit by some 133 feet. Moreimportantly, it faithfully suppliedaccurate audio for fastest targets andcontinued to track them even whenthey were passing a string of eighteen-

wheelers and other disproportionatelystrong targets.


Fastest Speed mode can be selectedby depressing and holding the Fastbutton on the remote. This mode wasevaluated both in Moving and Station-ary modes and in a wide variety ofconditions. As with other models,Fastest operation is heavily influencedby traffic volume.

The Decatur Fastest philosophydiffers from all others in that it readsthe second-strongest target that istraveling faster than the strongesttarget. Their contention is that con-ventional Fastest mode simply readsthe fastest target within range,whether it’s the closest target oranother vehicle farther down the road.To alleviate this possibility othermanufacturers either dial back range orprevent the locking of fastest targetspeeds if they’re not the strongest.Some units employ both schemes.

But while either method accomp-lishes the same task, Decatur’s is likelyto provide more consistent fastest-target identification. And it’s morelikely to survive a court challenge. Todate there have been no landmark legalprecedents handed down regardingFastest, no doubt due to the generalpublic—defense attorneys included—being unaware of its existence. Butthat can be expected to change

VIII. Directional OperationIn conventional stationary operationthere’s the constant problem of trafficentering the radar beam and pre-venting it from reading the targetvehicle. The heavier the trafficvolume, the more frequently thisoccurs. Directional radar handles this



by ignoring vehicles traveling in onedirection, concentrating instead on theintended target. We find this to be amajor advantage, significantlyenhancing a radar’s utility while alsoimproving officer productivity.

Directional stationary operation inthe Genesis II Directional is selected bydepressing the Mode button, afterwhich the unit cycles through Moving/Opposite and Same Direction beforeentering Stationary. Once in Stationary,the unit must be transmitting beforeDirectional can be engaged. The firstpress of the Mode button selectsToward (approaching targets), a secondpress selects Away (departing targets).

We found this Genesis II’s per-formance to be very good, the unitfaithfully tracking targets in thedesired direction while ignoring allothers. The only suggestion that othervehicles were moving through the beamwas an occasional pause in target speedand audio when very large targetsblocked the radar’s view of the target.Accuracy and range were indistinguish-able from bi-directional stationaryoperation.

IX. Performance

The Genesis II Directional proved tobe an excellent performer. Its target-acquisition times were as good as orbetter than the competitors’, itsmoving-mode range was second only tothe conventional G2’s; it led the packin Stationary Mode range and placed avery close second in Moving Mode/SameDirection. In all, a very well balancedperformance.


The Genesis II Directional’sconstruction appears to be robust andits cables, mounts, hardware and

accessories both functional and of veryhigh quality. In these areas it is indis-tinguishable from its non-directionalsibling.

The Genesis II Directional lacks afew of the features found on some ofthe other units. For example, once theunit stops transmitting, there’s noindication of which antenna had beenused to record the locked speed. Thiswould be helpful in Fastest andDirectional/Stationary modes. And itlacks an indication that Fastest hadbeen used to lock a speed. Both itemslikely are of more interest to sales andmarketing departments but they wouldbe of some practical value in targetidentification, particularly for inex-perienced officers.

In performance, the new Genesis IIDirectional equals or exceeds that of itsforebear in every area and is directlycomparable to all its competitors’. Itssuperior audio, user-friendly ergo-nomics and resistance to interferenceare the hallmarks of a well-developed,very competent radar unit.

Radar RatingsDecatur

Genesis IIDirectional




III Audio Quality

IV Interference





IX Performance




Kustom Signals Directional Golden Eagle 12

Kustom Signals Directional Golden Eagle______________



The Directional Golden Eagle wasthe second-heaviest unit in the group;its combined counting/display unitweighs one pound, 10 ounces and theKa antenna 13.5 ounces.

If the display remains attached tothe counting unit, the case forms ahorizontal “L” shape with the displaynearly twice the height of the compactand very slim counting unit. Thisenables the counting unit section to bemounted flush with the top of the dash,with the display hanging over the edge.So positioned, even on a reverse-sloping dash the front of the displayremains nearly vertical. In contrast, theother radars, all of them rectangularboxes, when mounted on a sloping dashwill have their displays angled moretoward the headliner. We’re uncertainif Kustom’s engineers had this in mind,but it does make for a more readabledisplay.

The counting unit can be separatedto permit remote mounting althoughthat entails the use of a separate kit(supplied with the unit) containing ablock-off plate, extra screws, someangle brackets and three pages ofinstructions, along with the usualconnecting cable and mounting bales.

The display has three windows forTarget, Lock and Patrol. All are red incolor and 8 mm in height. The displayis easily read in most lighting condi-tions although sunlight at some anglescan wash it out. To remedy this, the

unit ships with an aluminum sun shade.No mounting hardware is supplied,however, only some Velcro strips. Aninelegant method of attachment,perhaps, but the shade works well.

A row of seven switches on thelower case handles secondary func-tions: Test, 10/20 mph Low PatrolSpeed, Audio Volume, Range, Stop-watch and Power. There’s also a Lockbutton that duplicates the one on theremote.

The Directional Golden Eagledepicts Antenna Selection, OperatingMode and Target Direction with five redLEDs representing targets and patrolvehicle, all positioned on a roadway.This simple, effective design remainsamong the best we’ve seen.

Two additional red LEDs, arrowspointed north and south, denoteFastest mode. They’re steady-burnwhen Fastest is engaged and flash whena Fastest speed is being displayed orhas been locked. In Bi-DirectionalStationary mode both are lit; in MovingMode one lights to denote the directionof Fastest targets. When a Fastestspeed has been locked, the appropriatelight flashes as verification. In light ofthe heightened potential for mistakentarget identification when usingFastest, this is a welcomed feature.

One-step display brightness isadjusted automatically via photocell.It doesn’t offer the degree of controlafforded by manual adjustment buthandled the task adequately.

The Directional Golden Eagle’scorded remote control is the smallestof those tested. Its six switches arecontinuously backlit and distributed intwo vertical rows, all of the buttonsequally spaced. These are uniform in


height and identical in shape, size andtexture, requiring the operator tolocate them entirely by their relativepositions. This method is less intuitivethan some we’ve seen and makes thelearning curve somewhat slower.

Separate buttons are used forTransmit/Hold and Antenna selection.From an ergonomic perspective thisscheme is less efficient than combiningthose functions in a single button. Andhaving them located at the upper rightand lower left corners requires a longerreach for the operator.

There’s an audio confirmation forLock but none for engagement ordisengagement of a mode or function.As a result, the operator must checkthe display for visual confirmation. Inparticular, audio confirmation forantenna selection and mode would behelpful. A single button is used toselect the antenna and withoutstudying the display, there’s no way toverify which is active.


Mounting bales are supplied forcounting and display units but thisradar is unique in that it comes onlywith glass mounts for the antenna.Once glued to the glass, these artic-ulated arms offer a wide range ofadjustment and hold the antenna rocksolid. Motorcycle mounts are alsoavailable.

Antenna connectors and outputjacks are of a plastic material. They’reindexed and screw-on for quick instal-lation and positive retention but don’tlook particularly robust, leading us towonder if they’ll absorb as muchpunishment as the metal, Mil-spec-quality connectors found on theGenesis II Directional and Stalker DSR.

The antenna housing is a substan-tial, thick-wall metal extrusion thatsuggests good durability. No water wasfound to enter the antenna during thewater intrusion test.

III. Audio

With vehicle fan shut off, thisEagle’s audio is clear and distinct andcorresponds accurately to targetspeeds. With fan on, however, it cangenerate a scratchy static. In un-squelched audio, fan noise was oftennoted.

A Fan Interference switch is pro-vided to lower the gain and reduce thisinterference although it works only inSame Direction mode. We tested it butnoticed no improvement in audioquality.

IV. Interference

We found the Directional GoldenEagle somewhat susceptible to fannoise in Same Direction mode. Littleinterference was noted in other modes,however. There was no apparent effecton its moving/opposite and stationary-mode performance, only the quality ofthe audio.

No susceptibility to RFI from policeradios was observed.

V. Thermal Test

After sitting on the dash in intensesunlight for 45 minutes the DirectionalGolden Eagle’s counting/display unithad heated to 171 degrees. At the90-minute mark it had reached 181degrees, but the unit continued tooperate normally and showed no illeffects.

VI. Same-Direction Mode

In moderate-to-heavy traffic, inSame Direction mode the Directional


Golden Eagle frequently displayed acombined speed. At low patrol speedsit occasionally added fan noise-generated speed to target speed,usually at long-range targets. Weengaged the Fan Interference Switchwithout noticing an improvement. Muchof this behavior we attribute to thedifficulty this radar exhibited inestablishing accurate patrol speed.However, range in this mode was thebest of the group, averaging over 2,500feet.

This radar is the only model to offerSame Direction Fastest, a feature wefound very useful. It enables the radarto continue tracking a target evenwhen stronger targets are betweenradar and target.


Fastest Speed worked well instationary mode, reliably tracking aFastest target even in the presence ofmultiple targets. In moving mode thisfunction was affected by the radar’sfrequent inability to determine patrolspeed when operated on featurelessroads. On those occasions it was slowto acquire a target speed and oftendisplayed it intermittently or as aconstantly varying number.

Through its menu options theDirectional Golden Eagle can be set tooperate full-time in Fastest or onlywhen the Fastest button is depressed.Unlike the other radars, with theKustom it’s possible to lock a Fastestspeed when a target is not thestrongest. Experienced officers willprobably like this but we see thepotential for incorrect targetidentification in the hands of a rookie.


This radar worked well inDirectional mode, showing good targetdiscrimination and providing accurateaudio. We noted no difference in targetrange among the three Directionalmodes.

IX. Performance

In stationary mode the DirectionalGolden Eagle showed itself to be quickin acquiring targets, its maximum rangewithin feet of the others’. By a smallmargin, range in moving-mode andSame Direction were the best of thegroup. Its range in Directional/Station-ary and Same Direction was very com-petitive as well.

However, we noticed some weak-nesses in this radar. For example, insome environments it frequently wasunable to acquire accurate patrolspeed. During road testing in southwestArizona, for instance, while travelingacross a hundred-mile stretch ofstraight and level interstate it declinedto display a constant patrol speed forthe entire distance. Even with cruisecontrol engaged to precisely maintain70 mph, patrol speed continuouslyfluctuated between 69 and 72 mph.Target speeds consequently jumpedaround in unison, making target identi-fication difficult or impossible whenmultiple targets were present. TheDirectional Golden Eagle was also veryprone to shadowing and combining.

The patrol-speed anomaly was mostnoticeable on flat, featureless terrain.When operated on roads in hilly orforested areas and other locationswhere roadside clutter was abundant,the radar more reliably established thecorrect speed.

It’s likely that these tendencies,particularly shadowing and combining,


would have been tamed had we usedthe Tru-Track speedometer pulse cablethat’s standard equipment. Connectedto the vehicle speed sensor (VSS)circuit, it supplies road speed to thecomputer. Now the radar has only tolook for a patrol speed that’s plus orminus a few mph from that reference.

We chose not to use Tru-Trackbecause it has been our experiencethat many departments, particularlysmaller ones that rely on the localmechanic to equip their vehicles, areprone to ignore it. For that matter,we know of a number of large vehicleoutfitters that don’t install it either.

Installation involves locating theVSS wire buried in the main harness inthe engine compartment, routing theextra wire from the counting unit underthe dash, through the firewall andtapping into the harness. Doneproperly, the wiring should then becovered with plastic wire loom andsecured to the OEM harness with wireties. The manufacturer’s Websiteprovides wiring diagrams for commonlyused police vehicles but not everyvehicle is covered. A pricey manualfrom the vehicle manufacturer willprobably be required in those cases.Once installed, the car must be drivenat a constant speed between 30 mphand 70 mph while patrol speed issynchronized with vehicle speed.

Tapping into the VSS wire isn’t tobe taken lightly. The usual method is topierce the insulation with a 3MScotchlok connector. Once this is done,the wire is open to the atmosphereand, unless adequately coated withheat- and oil-resistant, airtight insu-lation, it gradually deteriorates.Disrupting this circuit will incapacitatea late model vehicle, for with roadspeed absent or inaccurate, the

powertrain computer doesn’t knowwhen to shift gears, lock or unlock thetorque converter or perform otherbasic functions.

A second reason for not testing theunit with a VSS connection is that whilesome competitors offer one as anoption, none includes it as standardequipment. We suspect that thisradar’s signal-processing software couldbenefit from some refinement.


The Directional Golden Eagle has anumber of strengths: an excellentdisplay, great range, fast targetacquisition—in most circumstances—and unique, very useful Same DirectionFastest capability. It’s housed in anattractive case that reflects qualitymaterials and careful construction.

Its only shortcomings of note arethe need to glass-mount the antenna toreduce fan noise and tap into thevehicle speed sensor to reliably acquirepatrol speed.

Radar RatingsKustom Signals

DirectionalGolden Eagle




III Audio Quality

IV Interference





IX Performance



MPH Industries BEE II 16

MPH Industries BEE III ____________________________



The BEE III was the smallest andlightest unit to be tested. Its countingunit weighs 10.9 ounces, the display5.8. The Ka-band antenna weighs 6.8ounces and was also the smallest of thegroup.

The counting unit can be separatedfrom the display by pulling the twoapart; no tools are required. Onceseparated, it can be mounted eitherwith Velcro or the supplied dashbracket and linked by cable to thecomputer.

There are four display windows:Target, Lock, Mode and Patrol. Targetemploys red digits 10 mm tall; the8 mm-tall Lock digits are yellow andthe green Patrol digits also 8 mm inheight. The red digits remain legibleunder most lighting conditions althoughthe yellow and pale green wash outbadly in sunlight. A metal sunshade isprovided for this purpose. It has slotson the rear, enabling it to be slippedover the retaining screws withouthaving to remove them. Displaybrightness is photocell-controlled andwas found to do an adequate job ofdimming the display at night.

Only one control, Power-On, islocated on the display. All others resideon the cordless remote. The Modewindow uses pictograms and arrows todenote antenna selection as well asmode. A pictogram of a patrol carappears on the right; red arrows aboveand below it show mode and antenna

selection. Mode also is indicated byMOV and STA that appear under theLock window.

When a speed is locked, under theLock window a “T” appears along withthe pictogram of a lock. Mode andantenna indicators also are displayed.If a Fastest speed is locked, the word“Fast” also appears. A single audibletone confirms a change in mode,antenna selection and lock. A onebeep/two beep tone signals Fasteston/off. We find this design to be verycomprehensive and one of the bestwe’ve seen.

The cordless remote (a wiredversion is optional and can be used inconjunction with the cordless remote)has two groups of switches. The uppergroup controls all primary functions, itsbuttons constructed of the sametranslucent, rubberized material asthose on the Stalker and Decatur units.Each is uniquely contoured and posi-tioned with considerable attention toergonomics. Same and Opposite buttonsare positioned on the right and left,respectively; front and rear antennabuttons are front and rear, respec-tively. RF Hold is in the center. Whenan Antenna button is pressed the unitbegins transmitting. This is by far themost elegant and effective designwe’ve seen—highly intuitive and easyto use.

The Fastest button is at the upperright on the remote and Lock is locatedat the upper left. We feel the twoshould have been reversed because theLock button is too long a reach for anaverage-size hand, forcing operators toalter hand position to reach it. Andsince the BEE III will operate infull-time Fastest, we feel that function


is of lesser importance. The distantlocation of the Lock button accountsfor the longer times recorded for theBEE III in both target-acquisition tests.

On the lower portion of the remoteare eight pressure-sensitive membraneswitches for secondary functions. Onebutton controls Moving/Stationary andStopwatch mode, another handlesPatrol Speed Blank and City/Highway-Low/High Patrol Speed. (Neither speedis identified in the manual or shown inthe display; only the abbreviation“Cty” or “Hwy” appears.) The Menubutton controls three functions: Audio,Range and POP Mode. Pressing theBacklight button produces sevenseconds of illumination.


Shipped with the MPH BEE III is adash fixture that doubles as an antennamount, plus a rear-deck antennaL-bracket. The former is a curiouslyshaped affair with a 1.75-inch-deep,11-inch-wide lower plate connected toan upper tray measuring 3.75 inchesdeep and 5.25 inches wide. The com-bined counting/display unit or only thedisplay is intended to drop into thetray, secured by a knurled hold-downbolt on each side. The antenna boltsonto either side with an L-bracket.

MPH recommends using this bracketto reduce fan noise and it was installedaccording to directions in our policeFord Expedition. Once the vehicle wasin motion, however, the counting/display unit and antenna vibrateduncontrollably, creating a significantvisual distraction. We suspect thismount was originally designed to slipover the vehicle’s sun visor. Indeed, itslipped perfectly over the Expedi-tion’s—and the BEE III brochure has a

picture of the components mountedexactly in this manner.

But once installed we found thatthe spring-loaded visor flipped backinto its stowed position, pointing thedisplay at the headliner. We inserted awedge to keep the visor horizontal butthen found that the display was lessthan 10 inches from the driver’s fore-head. In this location it was far abovethe driver’s line of sight and would alsopose a safety hazard in the event of acollision.

For testing we elected to mount thecounting/display unit on the dash withVelcro and used a windshield suction-cup bracket to install the antenna.(The rear antenna was placed on thefactory-supplied bracket.) According tothe manual, MPH offers other mountingbrackets, which we feel would beworth investigating.

Antenna connectors are the plastictwist-on type like those on the Kustom.They’re perfectly functional but don’tgive the impression of being as durableas the metal connectors used by theother radars. The antenna cables arestiff vinyl-insulated affairs that pluginto the counting unit with indexed,locking connectors. Another such con-nector secures the power cord. Wenoted two anomalies on the test unit.Both antenna jacks were indexed 180degrees opposite to the power jack,requiring them to be installed upsidedown. And the front antenna cable’sinsulation was split where it met theconnector, exposing the bare coaxialwire.

III. Audio

In all modes the BEE III’s audioproved to be of superior quality,corresponding well to target speeds.Unsquelched, fan noise was usually


heard on the front antenna andsurprisingly, occasionally on the rearantenna. With targets present,however, fan noise was unnoticeable.

IV. Interference

The BEE III showed no sign of beinginfluenced by fan noise while inStationary Bi-Directional and Moving/Opposite modes. In the absence oftraffic, fan noise often generatedphantom target speeds and in SameDirection, occasionally inflated thespeed of a distant target. This phen-omenon is readily apparent to anexperienced operator and isn’tunknown in other radars.

Some susceptibility of the BEE III toRFI was observed. Once out of everyfour times when we keyed the micro-phones of both low- and high-band VHFradios, an RFI indicator appeared.The BEE III was unaffected by the 800Megahertz and UHF radios.

V. Thermal Test

Temperature of the counting/display unit reached 164 degree Fwithin 30 minutes during the heat testand peaked at 171 degrees at the90-minute mark. There was no appar-ent effect on normal operation.

VI. Same Direction Mode

Same Direction operation proved tobe somewhat problematic for the BEEIII. In most circumstances it performedthis task with dispatch. However, itoccasionally displayed target speeds ashigh as 80 mph with no vehicles pre-sent. It was also noticed that whenopposite-lane vehicles drove betweentarget and patrol vehicle, it oftencombined speeds, inflating targetspeed by as much as 75 mph. Thisoccurred most often on nearly deserted

two-lane roads with only one or twovehicles present.

Range is automatically reduced inSame Direction but the BEE III was ableto meet the 2,000-foot minimum rangerequirement.


Once Fastest is selected, the BEE IIIwill operate in Fastest until it’s man-ually disengaged or when a speed islocked. It will display this speed in theLock window, providing that it’s notalso the strongest, in which case itappears in the Target window. Like theStalker and Kustom, it looks for thefastest target within range that’straveling faster than the strongesttarget. A Fastest speed can’t be lockedunless it’s also the strongest. Fastestisn’t available in Same Direction.

Fastest worked reliably in all modesand the audio accurately depicted bothstrongest and fastest targets.


Bi-directional operation wasreliable and accurate. In Directional,however, the BEE III was frequentlyinfluenced by other vehicles drivinginto the beam. For instance, whenworking approaching-only targets, thespeed of a vehicle coming from behindthe patrol car, as soon as it passed thecruiser and came between radar andtarget, would frequently be added tothe target speed. This influencedisappeared once the intruding vehiclehad put some distance between itselfand the radar. The inflated targetspeed was easily recognized but itdisrupted tracking history and theeffect was distracting.


IX. Performance

The BEE III had competitive range inevery test and was generally quick toread targets. We also evaluated one ofits unique features, POP Mode.

This function can be used inMoving/Opposite and in all Stationarymodes. Its purpose is to outwit radardetectors and it accomplishes this bysampling target speeds in milliseconds-long bursts too brief for detectors tospot. We tested POP mode bypowering-up half a dozen new radardetectors ranging in price from the$399 Valentine One to the $60 Cobra6060. Each detector was hit five timeswith the radar at point-blank range andnone reacted to it.

No audio is provided in POP mode,target speed disappears after twoseconds and the speed can’t be locked,safeguards to reduce the possibility ofoperator error. The manufacturercautions against using POP mode forenforcement purposes and directs theoperator to use it only to identifytargets of interest. At that point, theofficer is to press the Transmit button asecond time to exit POP mode andplace the unit in Continuous-Transmitmode.

Some officers might find favor withthis feature but it may be a mixedblessing. Without tracking history oraudio we feel there’s a potential formisuse. Inevitably some officer will usePOP mode for citation purposes and asharp defense attorney will raise thespecter of mistaken target identi-fication. Not that the officer wouldvolunteer that he’d used POP mode.But if such a case ever reaches anappellate court, the fallout couldaffect all BEE III users.


The MPH BEE III offers an array ofcompelling virtues: good performance,high-quality audio; lightweight, com-pact construction, superior ergonomicsand the best remote control in thebusiness.

Conversely, its performance inSame Direction and Directional modessuggests a few software glitches. Wealso found the dash-mount brackettroublesome and noted some qualitycontrol lapses. But having observedMPH since the late Seventies, wesuspect that this relatively new modelwill enjoy future refinements toaddress these issues.

Radar RatingsMPH BEE III




III Audio Quality

IV Interference





IX Performance



Comparative Test Results 20

Comparative Test Results _________________________

Interference (RFI) Test

VHF Low 1 VHF High 2 UHF 3 800 MHz 4

Applied Concepts Stalker DSR O O O O

Decatur Electronics Genesis II Directional O O O O

Kustom Signals Directional Golden Eagle O O O O

MPH BEE III X X O O

1 Motorola Syntor X9000, 110W O = No RFI X = RFI noted2 Motorola MaxTrac, 40W3 Icom F21GM, 5W4 Motorola Astro Spectra, 35W

Test Parameters

• Radar vehicle: Sheriff’s Department 1999 Ford Expedition.

• Radar and antenna mounted in same location on dash as in radar vehicle usedin tests.

• Unit was powered-up, tested and placed in transmit mode.

• One radio at a time was keyed for five seconds while radar was observed for RFI.

• Test repeated five times for each radio.




Thermal Test

CDU Case Temp. / Vehicle Interior Temp. (ºF)AmbientTemperature

at Start ofTest (ºF) At 30 minutes At 60 minutes At 90 minutes

Notes

AppliedConcepts

Stalker DSR106° 166° / 125° — / — — / —

Failed at52 minutes:Case temp.

= 177º

DecaturElectronicsGenesis II

Directional

103° 150° / 116° 161° / 125° 172° / 125° Passed

Kustom SignalsDirectional

Golden Eagle103° 152° / 116° 173° / 125° 181° / 123° Passed

MPH BEE III 106° 164° / 125° 169° / 125° 171° / 130° Passed

Test Parameters

• Each radar was tested individually by mounting the counting/display unit (CDU)and antenna on the dash of a 1999 Ford Expedition parked facing the sunbetween noon and 3 p.m. on successive, cloudless days in mid-July in Phoenix.

• Temperature readings of the CDU case and vehicle interior were recorded at30-minute intervals with a calibrated pyrometer.

• A tuning fork test was performed at 30-minute intervals to verify properoperation.



RA

DA

R F

IEL

D T

ES

T R

EP

OR

TR

AD

AR

FIE

LD

TE

ST

RE

PO

RT 1. Radar Comparison Ratings

Resu

lts

Sum

mar

yRe

sult

s Su

mm

ary

5000 5100 5200 5300 5400 5500

Average of 10 runs per radar (feet)

2. Stationary Mode Maximum Range

Stalker DSR

Genesis II Ka

Genesis II Directional

Directional Golden Eagle

MPH BEE III

5351

5342

5430

5234

5288

Stalker DSR

Genesis II Ka



MPH BEE III

0 500 1000 1500 2000 2500 3000


3. Moving Mode Maximum Range

2304

2751

2410

2282

2196

1500 1700 1900 2100 2300 2500 2700


4. Same Direction Maximum Range

Stalker DSR

Genesis II Ka



MPH BEE III

2002

2029

2410

2533

2196

Stalker DSR Genesis IIKa



MPH BEE III

Tim

e (s

econ

ds)

5. Target-Acquisition Time

0

0.2

0.4

0.6

0.8

0.510.44 0.46

0.51

0.71

0.39 0.39 0.37

0.500.58

Stalker DSR Genesis IIDirectional


MPH BEE III

Applied ConceptsStalker DSR

DecaturGenesis IIDirectional


Golden Eagle

MPH BEE III

6. Antenna Weight

0

5

10

15

20

25

Wei

ght

(oun

ces) 19.2

10.813.5

6.8



MPH BEE III

7. Counting/Display Unit Volume

Volu

me

(cub

ic in

ches

)

0

10

20

30

40

5045

30

36

28

108

1411



MPH BEE III

8. Counting/Display Weights

0

5

10

15

20

25

30

35

Wei

ght

(oun

ces)

8.0 6.9

12.2

6.3

31.1

20.3

25.5

16.7

Radar antenna aimed down vehicle centerline.





III Audio Quality

IV Interference





IX Performance



at 750 ft at 1500 ft

Total Volume Detachable Display Volume

Combined Weight Detachable Display Weight



Applied ConceptsStalker DSR

DecaturGenesis IIDirectional


Golden Eagle

MPH BEE III




III Audio Quality

IV Interference





IX Performance



1. Radar Comparison Ratings

5000 5100 5200 5300 5400 5500


2. Stationary Mode Maximum Range

Stalker DSR

Genesis II Ka



MPH BEE III

5351

5342

5430

5234

5288


Radar antenna aimed parallel to centerline of patrol vehicle and horizontally. Radar vehicle’sengine and climate control system off during testing. Target vehicle starts each pass fromstaging area at 6,500 feet, moves toward radar at steady 25 mph. Target range measured atpoint where steady target speed first observed.



http://www.opticsplanet.net/decatur-genesis-2-select-police-traffic-digital-radar-system.html


Stalker DSR

Genesis II Ka



MPH BEE III

0 500 1000 1500 2000 2500 3000


3. Moving Mode Maximum Range

2304

2751

2410

2282

2196


Radar antenna aimed parallel to centerline of patrol vehicle and horizontally. Radarvehicle’s climate control system off during testing. Target vehicle starts each pass from stagingarea at 6,500 feet, moves toward radar at steady 25 mph. Radar vehicle departs simulta-neously, drives at 35 mph toward target. Target range measured at point where steady targetspeed first observed.

1500 1700 1900 2100 2300 2500 2700


4. Same Direction Maximum Range

Stalker DSR

Genesis II Ka



MPH BEE III

2002

2029

2410

2533

2196

Target vehicle and radar vehicle are parked in same lane, 2,000 feet apart. Target vehicleaccelerates to 25 mph and its driver radios the radar operator/driver upon reaching 2,500-footmarker. Radar vehicle accelerates to 35 mph, gradually closing distance between the twovehicles. When target speed acquired, radar operator instructs target vehicle to stop andsimultaneously activates Distance switch on Kustom Signals Tracker time/distance computerinstalled in patrol vehicle. Distance to rear of target vehicle is measured.






Stalker DSR Genesis IIKa


Directional

Golden Eagle

MPH BEE III

Tim

e (

seconds)

5. Target-Acquisition Time

0

0.2

0.4

0.6

0.8

0.510.44 0.46

0.51

0.71

0.39 0.39 0.37

0.50

0.58

at 750 ft at 1500 ft

Radar vehicle was parked on shoulder of two-lane county highway, parallel with road.Radar antenna was aimed down vehicle centerline. Radar vehicle’s engine and climate controlsystem were shut off.

With no other traffic present, the four-door, mid-sized Nissan Maxima target vehicle begandriving toward the radar from a staging area 2,000 feet distant. On command, the vehicleaccelerated to 25 mph and, as it approached a traffic cone placed exactly 1,500 feet from theradar antenna, its driver radioed the operator, giving a “3-2-1-Mark” countdown. At the “Mark”command, the radar operator simultaneously pressed the front antenna Transmit button andstarted a stopwatch. When a target speed appeared, the operator simultaneously pressed theLock button and stopwatch. The elapsed time was recorded.

Five runs were made and their times averaged. With no other changes, the test wasrepeated against the same radar, this time at 750 feet. Those times were also averaged.


Directional

Golden Eagle

MPH BEE III

6. Antenna Weight

0

5

10

15

20

25

Weig

ht

(ounces) 19.2

10.8

13.5

6.8

Antenna, with no cable, bracket or hardware attached, was weighed on a digital scale.







Directional

Golden Eagle

MPH BEE III

7. Counting/Display Unit Volume

Volu

me (

cubic

inches)

0

10

20

30

40

5045

30

36

28

108

1411

Total Volume Detachable Display Volume

Volume was calculated by measuring the external dimensions of the counting and displayunits. Cables, brackets and hardware were not attached to the units.


Directional

Golden Eagle

MPH BEE III

8. Counting/Display Weights

0

5

10

15

20

25

30

35

Weig

ht

(ounces)

8.0 6.9

12.2

6.3

31.1

20.3

25.5

16.7

Combined Weight Detachable Display Weight

Weight was measured with counting and display unit combined, and that of the displayseparately.

A digital scale was used. Cables, brackets and hardware were not attached to the units.




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RADAR FIELD TEST - Yahoolib.store.yahoo.net/lib/opticsplanet/radar-field-test-op.pdf · RADAR FIELD TEST A REPORT 07 AUGUST 2003 PREPARED BY CRAIG PETERSON Report Prepared for