“The standard EuroNCAP testing procedure requires a 40mph (64km/h) frontal crash test speed, and performance at that level is the basis for the tested car’s rating.”
“Germany’s ADAC testing body wanted to find out what happens if the speed is raised just 10mph (16km/h) to 80km/h (50mph), and did so by testing the Renault Laguna sedan, a top performer in the standard tests. The results are surprising.
Raising the speed by just 10mph (16km/h) resulted in nearly 50% more energy to be dissipated by the car’s crumple zones, effectively exceeding their capacity. The increased energy resulted in a significant increase in risk of injury to all occupants, especially the driver, reports Autobild.”
Current too low crash test speeds world-wide are a lie to protect car manufacturers! The report above shows the real truth when crash test speeds are raised by only ten miles per hour!
TRUTH: When we crash test guards at 30 to 35 mph we get guards for 50 years that perform at 30 to 35 mph.
TRUTH: The FHWA Office of Safety considers that a 100 km/h (62.2 mph) crash test is representative of worst case run-off-road crashes. We agree, real world fatal crashes happen on 50 mph roadways and between 50 and 60 mph. If we test at real world crash speeds we will get underride protection that performs at these speeds.
Chalmers Car-to-Truck Frontal Crash Compatibility
Increasing the length of the HC (HoneyComb shaped front nose underrun guard) increases the critical impact speed
To 95 km/h (59 mph) with a 300 mm (1 foot) – length HC structure (+27%)
To 102 km/h (63 mph) with a 600 mm (2 feet) – length HC structure (+36%)
To 107 km/h (67 mph) with a 900 mm (3 feet) – length HC structure (+43%)
Results from VC-COMPAT
The analysis revealed that about 11 % of the fatally and 30 % of the seriously injured car occupants could be saved if trucks were equipped with energy absorbing front underrun protection systems (e.a. FUPS) instead of rigid FUPS, and that approximately 57 % of the fatalities and 67 % of seriously injured could be prevented from their injures due to improved rear underrun protection systems (RUPS). The report closes up with the major conclusion that improving rear underrun protection systems show a comparable reduction potential as for improving front underrun protection systems.
“Plans are underway to extend the front of the truck 300mm to 500mm or more to create a crash zone or deformable soft nose that would absorb crash energy and might reduce serious injuries and fatalities another 10% from the current standard on trucks with energy absorbing guards, and survivable speeds would be increased to 80 to 90 km/h (56 mph).”
APROSYS – “It is shown that the risk for injuries to head and lower extremities may be reduced by up to 97% at impact velocities of up to 40 km/h. (25 mph)” Big city bike riders, do we have your attention now!
See Underride Network Front underrun post for more information: Front Underrun or Underride Guards