EURO NCAP RESULTS 2002 TO DATE; 7th January 2008

MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING Audi A2 2002   Chevrolet Kalos 2006 Chevrolet Matiz 2005 Citroën C1 2005 Citroën C2 2003 Citroën C3 2003   Citroën C3 Pluriel 2003   Daihatsu Materia 2007 Daihatsu Sirion 2005 Fiat 500 2007 Fiat Panda 2004 Fiat Punto 2005 Ford Fiesta 2003   Honda Jazz 2004 Hyundai Getz 2004 Kia Picanto 2004 Kia Rio 2005 Mazda 2 2007 Mazda 2 2004 Mazda 2 2003 MINI – Mini Cooper 2002   MINI – Mini Cooper 2007 Mitsubishi Colt 2005 Nissan Micra 2003   Nissan Note 2006 Opel/Vauxhall Corsa 2007 Opel/Vauxhall Corsa 2002   Peugeot 1007 2005 Peugeot 207 2006 Peugeot 207CC 2007 Renault Clio 2005 Renault Modus 2004 Renault Twingo 2007   SEAT Ibiza 2003   smart fortwo 2007 smart forfour 2005 Suzuki Swift 2005 Suzuki SX4 2006 Toyota Yaris 2005 Volkswagen Fox 2005 Volkswagen Polo 2002             MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING SMALL FAMILY CARS Audi A3 2003 BMW 1-Series 2004 Chevrolet Aveo 2006 Citroën C4 2004 DaciaLogan 2005 Dodge Caliber 2007 Fiat Bravo 2007 Fiat Stilo 2005 Ford Focus 2004 Honda Civic 2007 Honda Civic 2006 Honda Civic Hybrid 2007 Hyundai i30 2007 Kia cee'd 2007 Kia Cerato 2005 Mazda 3 2006 Mercedes-Benz A-Class 2005 Nissan Qashqai 2007 Opel/Vauxhall Astra 2004 Peugeot 307 CC 2003   Peugeot 308 2007 Renault Mégane 2003   Renault Mégane CC 2004 SEAT León 2005 Skoda Fabia 2007 Toyota Auris 2007 Toyota Corolla 2007 Volkswagen Eos 2006 Volkswagen Golf 2004 Volvo C30 2004           MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING LARGE FAMILY CARS Alfa Romeo 159 2005 BMW 3-Series 2005 Citroën C5 2004 Fiat Croma 2005 Ford Mondeo 2007 Ford Mondeo 2002   Honda Accord 2003   Hyundai Sonata 2006 Jaguar X-Type 2002   Kia Magentis 2006 Lexus IS 2006 Mazda 6 2005 Mazda 6 2003 Mercedes-Benz C-Class 2007 Nissan Primera 2003   Opel/Vauxhall Signum 2003   Opel/Vauxhall Vectra 2002   Peugeot 407 2004 Peugeot 407 Coupe 2005 Proton Impian 2002   Renault Laguna 2007 Renault Laguna 2003   Saab 9-3 2003   Saab 9-3 Convertible 2004 Skoda Octavia 2004 Skoda Superb 2003     Subaru Legacy Outback 2003   Toyota Avensis 2003   Toyota Prius 2004 Volkswagen Passat 2005 Volvo V70 2007 Volvo S40 2004           MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING EXECUTIVE CARS Audi A6 2004 BMW 5-Series 2004 Citroën C6 2005 Honda Legend 2007 Lexus GS300 2005 Mercedes-Benz E-Class 2003   Peugeot 607 2002   Renault Vel Satis 2003   Saab 9-5 2003             MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING SMALL MPVs Chrysler PT Cruiser 2002   Citroën Berlingo 2005 Citroën C4 Picasso 2006 Fiat Doblo 2004 Fiat Idea 2006 Ford Focus C-MAX 2003 Ford Fusion 2003   Honda FR-V 2005 Kia Carens 2007 Mazda 5 2005 Mercedes-Benz B-Class 2006 Mercedes-Benz Vaneo 2003   Opel/Vauxhall Meriva 2003   Opel/Vauxhall Zafira 2005 Renault Kangoo 2003 Renault Scenic 2003 SEAT Altea 2004 Skoda Roomster 2006 Toyota Corolla Verso 2004 Volkswagen Caddy 2007 Volkswagen Touran 2003             MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING ROADSTERS Audi TT Roadster 2003   BMW Z4 2004   Honda S2000 2002   Mazda MX-5 2002   Mercedes-Benz SLK 2002   MG TF 2003   Opel/Vauxhall Tigra 2004             MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING LARGE FF-ROADERS Range Rover 2002   Audi Q7 2006 BMW X5 2003   Hyundai Santa Fe 2006 Hyundai Santa Fe 2003   Jeep Cherokee 2003   Jeep Cherokee 2002   Jeep Grand Cherokee 2005 Kia Sorento 2003   Land Rover Discovery III 2006 Mercedes-Benz M-Class 2002   Nissan Pathfinder 2005 Opel/Vauxhall Frontera 2002   Suzuki Grand Vitara 2002   Volkswagen Touareg 2004 Volvo XC90 2003             MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING SMALL OFF-ROADERS Chevrolet Captiva 2007 Honda CR-V 2007 Honda CR-V 2002   Hyundai Tucson 2006 Land Rover Freelander 2003   Land Rover Freelander 2 2007 Mitsubishi Outlander 2007 Mitsubishi Pajero Pinin 2003   Nissan X-TRAIL 2007 Nissan X-TRAIL 2003   Suzuki Grand Vitara 2007 Toyota RAV4 2006 Volkswagen Tiguan 2007           MODEL YEAR ADULT OCCUPANT RATING PEDESTRIAN TEST RATING CHILD PROTECTION RATING MPVs Chrysler Voyager 2006 Ford Galaxy 2006 Ford S-MAX 2006 Kia Carnival/Sedona 2006 Kia Carnival/Sedona 2003   Peugeot 807 2003   Renault Espace 2003   Toyota Previa 2003

Notes

• Only results since 2002 shown
• Separate star rating for child protection introduced November 2003

www.euroncap.com

Euro NCAP

Today, more than ever before, safety sells cars. For car buyers it is a key element of their purchasing decision.

By law, all new car models must pass certain safety tests before they are sold, but legislation provides a minimum statutory standard of safety for new cars. The aim of the Euro NCAP testing is to provide car buyers with independent information about a car's safety. It is designed to complement all the other information available to consumers wishing to buy a new car.

Euro NCAP has an important influence in improving road safety. Independent research has shown that improvements in vehicle safety have been responsible for the greatest reduction in road accident casualties over the last 10 years. Real world injury studies carried out by the SNRA (Swedish National Roads Administration) and SARAC (Safety Advisory Rating Committee) demonstrate a reduction in injury risk for every Euro NCAP star received.

Euro NCAP argues that the testing regime acts as a continuing incentive to manufacturers to improve their vehicles’ safety, whereas legislation sets a minimum compulsory standard for all cars; can be slow to be introduced; and once in place provides no further incentive to improve. It is the aim of Euro NCAP to encourage manufacturers to exceed these minimum requirements.

The background

Euro NCAP was originally developed by the Transport Research Laboratory for the UK ’s Department of Transport. Subsequently many other interested parties have joined. Current members include the Catalonian region of Spain , France , Germany , the Netherlands , Sweden and the UK . Consumer groups in Europe are represented by International Consumer Research and Testing. Motoring clubs are represented by members of the FIA Foundation and ADAC, the German Motor Club. British insurers are represented by Thatcham. The European Commission is an observing member of Euro NCAP's board and provides additional support.

This wide consortium of members ensures independence.

Euro NCAP itself is an International Association under Belgian law. Euro NCAP is independent of the automotive industry and political control. No individual member can bias Euro NCAP towards their individual interests.

Each member pays an annual subscription and must fund the testing of at least one car model each year. Car manufacturers can also sponsor the testing of their own cars. Once a manufacturer chooses to sponsor a car, control passes to Euro NCAP. The manufacturer is not able to influence the testing, assessment or publication of the results. However, Euro NCAP conducts a regular dialogue with the motor industry, discussing technical issues.

The test procedures

Each manufacturer is told of the choice of car, variant and options. Preferably vehicles for the tests are acquired anonymously, but if this is not possible they are randomly selected. Manufacturers are asked to provide test set up information, to recommend child seats and to make any general comments. They are invited to witness the tests and to say whether they are satisfied with the way the test is run. After the test, they are given the test results and invited to comment on any anomalies when compared with their own data.

Euro NCAP tests are performed by six European laboratories. These include one based in France (UTAC in Montlhery), two based in Germany (ADAC in Munich and BAST in Bergisch Gladback), one in the Netherlands (TNO in Delft), one in Spain (IDIADA in Tarragona) and one in the UK (TRL in Berkshire).

Front Impact Test

The Frontal Impact Test is based on that developed by the European Enhanced Vehicle-safety Committee as a basis for legislation, but the impact speed has been increased by 8 km/h so as to cover accident severity leading to most deaths and serious injuries.


Frontal impact takes place at 64 km/h (40 mph), car strikes deformable barrier that is offset.

Readings taken from dummies are used to assess protection given to adult front occupants.

Pole Test

Accident patterns vary from country to country within Europe, but approximately a quarter of all serious-to-fatal injuries happen in side impact collisions. Many of these injuries occur when one car runs into the side of another.

To encourage manufacturers to fit head protection devices, an optional pole or head protection test may be performed, where such safety features are fitted. Side impact head airbags help to protect the head by providing a padding effect and by preventing the head from passing through the window opening. The pole test is based on a test developed in the United States.

In the test, the car tested is propelled sideways at 29 km/h (17 mph) into a rigid pole. The pole is relatively narrow, so there is major penetration into the side of the car.

In an impact without the head protecting airbag, a driver's head could hit the pole with sufficient force to cause a fatal head injury.

Typically a head injury criterion of 5000 is possible, five times that which indicates the likelihood of serious brain injury. In contrast, the head injury criterion in these new crash tests with a head protection airbag is around 100 to 300, well below the injury reference value. A side impact airbag with head protection makes this kind of crash survivable despite the severity.



Pedestrian Impact Test

A series of tests is carried out to replicate accidents involving child and adult pedestrians where impacts occur at 40 km/h (2 5mph). Impact sites are then assessed and rated fair, weak and poor. As with other tests, these are based on European Enhanced Vehicle-safety Committee guidelines.



Child protection

In November 2003, Euro NCAP introduced a separate star rating for child protection. This is based on a combination of the car and specific child seats that have been recommended by the car manufacturer. The combination can now earn up to five stars for child protection. The rating depends on the fitting instructions for the child seats, the car’s ability to accommodate them safely and their performance in front and side impact tests. However, there are important limitations to this rating, which are:

• The child protection rating cannot be used for the car alone (and no child seats), nor can it be used for the car with a different combination of child seats.
• The tested child seat alone does not have a child protection rating.
• The same child seat tested in combination with other cars may give a different child protection rating.

Whatever the child protection rating, it is essential that children are always carried in child restraints.

Assessing crash data

The vehicle’s injury risk is assessed using a number of sources including data from the dummy's instruments, examination of the high-speed film and examination of the car by crash investigation experts. As there is no instrumentation to measure injury risk in certain areas, adjustments are also made to take account of other potential dangers, including those to different sized occupants. The Euro NCAP assessment protocol is then applied to arrive at the rating for each body region.

The results are presented as points as well as a star rating. This is because the star rating does not show the relative performance between front and side impacts. To show if there is a mis-match between front and side performance the points for each test as well as the total are published.

The car is awarded adult occupant protection stars based upon the number of points scored in the frontal and side impact tests. Where a star is struck through, this indicates that there is a serious risk of life threatening injury in at least one vulnerable body region – these regions are the head or chest in frontal impact and the head, chest, abdomen or pelvis in side impact. It is important to note though that it does not mean the star no longer exists, and three stars, the last with a strike through, are better than two, for example.

The points awarded for seatbelt reminder systems that meet the protocol requirements are added to the overall points score which in turn generates the adult occupant protection star rating.

Results should only be compared within the same group. The frontal testing method mirrors a crash between two similar sized cars. The Euro NCAP tests cannot be used to predict the outcome of such crashes between cars of different heights and masses.

In frontal impacts between cars, the occupants of the heavier car or the one with higher structures tend to fare better than those travelling in lighter lower cars. It should be noted though that higher vehicles tend to be less stable and consequently more likely to be involved in accidents, particularly those involving loss of control, where overturning or an impact with a roadside obstacle may occur. These effects are currently impossible to overcome. As most people decide on the size of the car to buy for other reasons, Euro NCAP only makes comparisons within size categories.


Reprinted Care Of NCap & Newspress Service.