Showing posts with label crash test. Show all posts
Showing posts with label crash test. Show all posts

11/22/2019

IIHS prepares to launch new, more challenging side crash test

side crash test

The Insurance Institute for Highway Safety’s side crash test has led to lifesaving improvements in occupant protection since it was introduced in 2003.



There’s just one problem: The program has been so successful that the current side ratings no longer help consumers distinguish among vehicles or point the way toward further improvements.

An updated test should help. IIHS researchers and engineers have been weighing potential changes. A new test program with a higher impact speed and a heavier, more realistic movable barrier representing a more modern striking vehicle is expected to be launched next year.

In addition to identifying things that should change, the research has also clarified what aspects of the current evaluation work well.

Measures collected from the test were found to correlate closely with fatality risk.

Thus, the new test will likely use the same dummies and collect similar information as the current one.

“This is an opportunity to build on what we’ve learned in more than 15 years of side testing,” says IIHS Senior Research Engineer Becky Mueller.

“We’ll update the things that need updating, but we don’t need to throw out the things that still work well.”

Crash test history

When IIHS developed its current side crash test, it filled a need that had emerged with the rise in popularity of SUVs. At the time, the National Highway Traffic Safety Administration (NHTSA) was conducting side tests as part of its consumer information program, using a movable barrier with the height of a car.

That test, still part of NHTSA’s ratings, doesn’t reflect the much greater risk of head injury from impacts with taller vehicles.

The IIHS test proved more challenging than the NHTSA test because the Institute’s movable barrier mimicked the height and shape of the front end of the typical SUV or pickup on the road at the time.

 IIHS also used dummies representing a small woman or 12-year-old child. The combination of these two things meant that the barrier struck the vehicle at about the height of the dummies’ heads.

To achieve a good rating in the test, automakers strengthened side structures and equipped vehicles with head-protecting side airbags ahead of a federal regulation that made them essentially mandatory. Only about 1 in 5 vehicles tested earned good ratings in the beginning.

Today, 99 percent of rated vehicles earn a good rating, and the remainder are acceptable.

NHTSA barrier, shown in yellow, superimposed over the taller IIHS barrier

11/13/2019

2020 Ford Explorer SUV Euro Ncap Crash tests video and test results

crash test result

The traveler compartment of the Explorer stayed stable in the frontal counterbalance test. Sham readings showed great assurance of the knees and femurs of the driver and traveler.



Notwithstanding, a post-crash investigation uncovered structures in the dashboard which may represent a

peril to the knees and femurs of inhabitants of various sizes and to those sitting in various positions. In like manner, the score for this

blue exterior design

body district was punished and insurance was appraised as negligible. In the full-width inflexible hindrance test, security of all basic body locales

was great or satisfactory, aside from the chest of the back traveler. For this body region, sham readings of chest pressure showed a

negligible level of security. In the side boundary sway, security was useful for all basic body regions and the Explorer scored most extreme

focuses.

ford explorer family

In the more extreme side shaft test, readings of rib pressure demonstrated peripheral assurance of the chest, while security of other

basic body zones was great. Tests on the front seats and head restrictions showed great security against whiplash wounds in the

occasion of a backside impact. A geometric evaluation of the back seats likewise demonstrated great whiplash security. The standard-fit

self-governing crisis braking (AEB) framework performed well in trial of its usefulness at the low speeds, run of the mill of city driving, at which

numerous whiplash wounds happen, with impacts stayed away from or moderated in each test situation.

In both the frontal counterbalance test and the side hindrance sway, assurance of all basic body territories was useful for both the 6-year and 10-year

fakers, and the Explorer scored most extreme focuses in this piece of the evaluation. The Explorer consequently debilitates the airbag is it

identifies a rearward-confronting kid restriction in the front seat. The framework worked heartily in Euro NCAP's tests and was appropriately

compensated. Kid restrictions could be appropriately introduced and obliged in the front seat and in the subsequent column. The discretionary

third-push seats are furnished with ISOFIX/I-Size ports. Nonetheless, issues were found during checks of CRS establishment in these seats.

4/10/2019

2019 Range Rover Evoque and 2019 Citroën C5 Aircross - Crash tests

euroncap crash tests

Video of the Range Rover Evoque tests 2019 accompanied by still images and datasheet.



Video of the Citroën C5 Aircross tests 2019 accompanied by still images and datasheet.

The Citroën C5 Aircross has two star ratings: one based on the standard safety equipment — 4 stars — and another which includes an optional safety pack — 5 stars. Video of the Citroën C5 Aircross tests 2019 accompanied by still images and datasheet

12/05/2018

Euro NCAP Crash Test of 2018 BMW X5

BMW X5 Euro NCAP plays out a progression of accident tests on each model tried



2018 BMW X5

The passenger compartment of the X5 remained stable in the frontal offset test. Dummy readings indicated good protection of the knees
and femurs of the driver and passenger. However, the driver knee airbag was found not to have deployed correctly. The score for this
body area was penalised and BMW were not allowed to demonstrate that structures in the dashboard did not present a risk of injury to
occupants of different sizes and to those sitting in different positions. Accordingly, protection of the driver's knee, femur and pelvis body
region was rated as weak. On the passenger side, there is no knee airbag and protection was rated as good. In the full-width rigid barrier
test, protection of all critical body areas was at least adequate for both the driver and the rear passenger. In the side barrier test,
maximum points were scored, with good protection of all critical body areas. In the more severe side pole impact, dummy readings of chest
compression indicated marginal compression for this body region, with other parts of the body being well protected. Tests on the front
seats and head restraints demonstrated good protection against whiplash injuries in the event of a rear-end collision. A geometric
assessment of the rear seats also indicated good whiplash protection. The standard-fit autonomous emergency braking system performed
well in tests of its functionality at the low speeds, typical of city driving, at which many whiplash injuries are caused.

Euro NCAP Crash Test

In the frontal offset and side barrier tests, protection of the 6 and 10 year dummies was good or adequate for all critical body areas. The
front passenger airbag can be disabled to allow a rearward-facing child restraint to be used in that seating position. Clear information is
provided to the driver regarding the status of the airbag and the system was rewarded. All of the restraint types for which the X5 is
designed could be properly installed and accommodated in the car except for one Group I child-seat in the optional third row seats, where
the head restraint did not allow the restraint back to be properly reclined into its locking position.

2018 BMW X5

The X5 has an 'active' bonnet. Sensors in the bumper detect when a pedestrian has been struck and actuators lift the bonnet, providing
greater clearance to hard structures in the engine compartment. BMW showed that the system detected a variety of pedestrian statures
over a wide range of speeds. Accordingly, the car was tested with the bonnet in the raised position. The protection provided by the
bonnet to the head of a struck pedestrian was good or adequate over almost the entire surface. The bumper provided good or adequate
protection to pedestrians' legs at all test locations. However, protection of the pelvis was poor. The AEB system is able to detect
vulnerable road users such as pedestrians and cyclists. In most tests of these functionalities, the system performed well, with collisions
avoided or their severity mitigated, even at night-time in the case of pedestrians.

The X5 has a seatbelt reminder system for the front and rear seats. The AEB system performed well or adequately in various tests of its
functionality at highway speeds. A standard-fit lane-keep assist system helps to keep the car from drifting out of lane. The speed
assistance system uses a camera and digital mapping to determine the local speed limit and the driver, allowing the driver to set the speed
limiter appropriately.

3/05/2013

Euro NCAP Skoda Octavia 2013 Crash test video




Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier.

In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.

1/22/2013

Euro NCAP Volvo V40 2012 Crash test Small Family video




Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier.

In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole."