Michael Travars, the president of active roadway safety technology company LifeSaver, says he does not want intelligent speed limiters in every car on American roads. Travars has spent decades working on ignition interlocks and similar safety systems, but he opposes a statewide or federal mandate for speed limiters. He believes the devices should be targeted tools for specific groups rather than standard equipment for all drivers. The company is currently working with municipalities to refine the technology, but Travars maintains a limited vision for its expansion.
Targeted Use for High-Risk Groups
Active intelligent speed assistance (ISA) systems have become a topic of debate among municipal governments and car enthusiasts. The European Union mandated that all new cars feature passive ISA systems, which acoustically alert drivers when they exceed the speed limit, in 2024. In the United States, states like New York and cities such as Washington, D.C., are piloting programs that require so-called “super speeders” to install active ISA systems. Active systems prevent lead-footed drivers from exceeding the limits altogether, while passive systems only provide warnings.
LifeSaver is working closely with these municipalities to hone the technology. The company’s current customer base consists of three primary groups: teens, fleets, and super speeders. Parents are increasingly taking action to limit the ability of their newly minted drivers to speed, rather than relying solely on apps like Life360. Fleet operators also enjoy similar benefits, including a theoretical increase in efficiency on speed-limited vehicles. However, Travars argues that the devices should remain a temporary measure for those who need them.
“Active ISA devices are targeted programs specifically for drivers who need them. These are inexperienced drivers or drivers who have shown that they have a speeding habit that needs to be broken. Period,” Travars said. “The goal is to take people who are unsafe drivers, make them safer, and then take them out of the program and restore their right to drive.” He emphasized that the devices are not meant to punish responsible drivers but to help those with poor habits learn safer behavior.
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Travars explained that the devices are not trackers and that the data is not sold to third parties. He stated that these programs should bar the right to sell that data to insurance companies or other commercial entities.
How the Technology Works
Using the ISA device is fairly simple. A small screen is mounted on the dashboard, wired through the vehicle’s OBDII port, and operates with a GPS database of roadway speed limits. The device prevents the vehicle from exceeding the posted limit, with a programmable margin of a few miles per hour over said limit. The device can be overridden, and it includes an RPM-limiting feature that softens typical acceleration.
Travars described the tuning process as similar to race car driving. The installation involves connecting configuration tools and putting the car in neutral while pushing the gas pedal all the way down to measure the rate of acceleration. This calibration is more than just OEM or model-specific; it is actually car-specific. A worn-down accelerator pedal has different movement than a modern accelerator, making it necessary to tune the system for each individual vehicle.
Travars said the devices cost around $6 per day to operate. He acknowledged that driving culture in the United States differs greatly from Europe or other markets where widespread ISA programs have been implemented. This cultural difference, along with concerns about freedom of the road, leads him to oppose the European model of mandatory systems in all vehicles.
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State-Level Implementation
Virginia has little tolerance for speeding, and the commonwealth was the first state to join forces with LifeSaver earlier this year. As of July 2026, certain reckless drivers are required to install an intelligent speed assistance device under the administration of the Commission on Virginia Alcohol Safety Action Program. Virginia isn’t the only state in conversation with LifeSaver; Travars said seven states have implemented super speeders laws and around 17 states in total have reached out to the safety technology company.
These states include Hawaii, Illinois, Arizona, Maryland, New York, Virginia, and Georgia. While the safety technology industry would benefit from federal regulatory goalposts, Travars explained that the implementation of speed limiters is better suited to state-by-state needs. He believes the federal government should set minimum guidelines regarding what the device must do, how many miles it must be accurate for, and the certification process.
However, he thinks decisions about what kind of program a state wants, how long it lasts, and who goes into it should be left to the state level. In conclusion, Travars’ vision for the technology is focused on targeted use for high-risk groups, with the goal of making drivers safer without restricting the freedom of responsible drivers.
