This final report describes a follow-on study to the previous Crash Avoidance Metrics Partnership (CAMP) human factors work addressing Forward Collision Warning (FCW) timing requirements. This research extends this work by gathering not only ?last-second? braking maneuver data, but also data from ?last-second? steering (or lane-change) maneuvers. Drivers performed last-second braking and steering maneuvers under instructions for ?normal? or ?hard? intensity responses under a wide variety of vehicle-to-vehicle kinematic scenarios. This strategy of varying instruction during these last-second maneuvers was taken so that drivers? perceptions of ?normal? and ?non-normal? kinematics situations (or envelopes) could be properly identified and modeled for crash alert timing purposes. In addition, unlike the previous CAMP work that only examined lead vehicle stationary and lead vehicle braking scenarios, the current study also included scenarios where the lead vehicle was moving at a slower but constant speed prior to the last-second maneuver. Results provided validation of the Required Deceleration Model developed in the prior CAMP FCW project. In addition, a new model was developed, referred to as the ?3-Tiered Inverse Time-To-Collision Model?. This promising model assumes the driver deceleration response (in response to the crash alert) is based on an inverse Time-To-Collision (TTC) threshold that decreases linearly with speed. One advantage of this model is that it requires only coarse (rather than accurate) knowledge of lead vehicle deceleration levels. References, 5 appendices, 104 p.