[Mercado] Os 10 carros que mais vítimas de acidentes reclamam nas seguradoras (EUA)

[LinoMarques]

O instituto americano de seguros (IIHS) publicou a lista dos 10 carros que, nos EUA, maior número de vítimas apresentam em acidentes de trânsito.

O ranking é acompanhado de possíveis explicações para os factos apresentados:

10 bad luck cars - Yahoo! Autos

[Request]

Os Americanos estão de tal forma habituados a conduzir banheiras que quando pegam em carros pequenos nem sabem o que fazer...

[LinoMarques]

O pior é que até nas banheiras se espetam! Veja-se o Dodge Avenger, em que o motivo é que o motor potente anima para uma condução estilo "prego a fundo"! :

8. Dodge Avenger
Claim frequency: 23.7

The Dodge Avenger is a midsize vehicle. Since it is larger than a small car, does this mean it’s also involved in fewer personal injury accidents? Not necessarily, as its high claim frequency implies.

According to Dodge, the 2011 Avenger features a 283 horsepower V6 engine, the most powerful in its class. This may make the urge to put the pedal to the metal difficult to resist.

“In addition to small vehicles, the list of high injury-claim frequencies also includes models known for their powerful engines,” the IIHS Status Report said. “As with the high collision losses for these vehicles, these high injury frequencies are likely a result of the way they are driven.”

[Request]

O pior é que até nas banheiras se espetam! Veja-se o Dodge Avenger, em que o motivo é que o motor potente anima para uma condução estilo "prego a fundo"! :

Por essa linha de pensamento de cada vez que pegam em Ferraris, Lambos e afins é morte certa...

[Freddy]

Por essa linha de pensamento de cada vez que pegam em Ferraris, Lambos e afins é morte certa...

Epa, o Avenger não tem dos melhores chassis xD

[Cagi]

Nem sempre os melhores chassis são os mais seguros, normalmente avaliam os chassis pela eficácia, pose e dinâmica de condução...não pela segurança ou acessibilidade.

[manelov]

Num país com tantos carros ENORMES, conduzir um micro carro é um risco muito grande. Imaginem um mini a bater de frente num humvee

[LinoMarques]

Verdade. Num país onde o carro mais vendido há décadas é uma Ford F-150! :

[GTTDI]

Num país com tantos carros ENORMES, conduzir um micro carro é um risco muito grande. Imaginem um mini a bater de frente num humvee

Se calhar pelo preço de um BMW Serie 1 na Europa, consegue-se comprar nos EUA um Cadillac CTS ou um Ford Falcon que são do segmento do BMW Serie 3.
Posso estar errado, mas só mais recentemente os Americanos se viraram para os carros Europeus/ não Europeus mais pequenos.

Com a crescente procura da maior eficiencia energetica e poupança economica, leva os consumidores a comprarem carros mais pequenos, enquanto que as pickups e outros veiculos similares, devido a sua funcao e natureza, nao conseguiram ser alvo de um downsize no que diz respeito as tamanho e peso, o que os constitui como "colegas"rodoviários bastante perigosos.

Além disso a não ser que todos os veiculos todo o terreno e pick ups, tenham de serie suspensao pneumatica, e que quando circulem em estrada, sejam obrigados a andar com a suspensao com a menor altura ao solo possivel, garantindo um mairo grau de compatibilidade, o risco de acidentes em que se verifique o "override" e o "underride", vai continuar a existir, para além de ser imperativo a escolha de materiais mais leve na construção destes veiculos, de forma a os fazer emagrecer.






Sport utility vehicles and pickup trucks on the road today are far less deadly in frontal and side-impact collisions with passenger cars and minivans than earlier models, according to a study released Wednesday by the Insurance Institute for Highway Safety.

The institute, a nonprofit financed by the insurance industry, attributed the findings to a voluntary effort between itself and automakers that began in 2003. Automakers pledged to revise the front ends of their S.U.V.’s and pickup trucks so that they would be less likely to kill passengers in a smaller vehicle during a collision.

Modern S.U.V.’s and pickups, the study found, were no more deadly than modern cars in front-to-front and front-to-side crashes, provided the S.U.V.’s and cars were of similar weight.
None of these results, however, contradict the basic laws of physics in a crash, said Joe Nolan, the institute’s chief administrative officer and the study’s co-author, in a telephone interview.

“Your vehicle’s mass makes it worse for other people,” Mr. Nolan said.
While a mismatch in vehicle mass would still heighten the risk of death, Mr. Nolan said that the geometric “compatibility” among S.U.V.’s, pickups and cars lowers the risk. “In the past, you had both a geometry mismatch and a mass mismatch, leading to a pretty bad problem,” he said.


The study examined S.U.V.’s, pickup trucks, cars and minivans that were one to four years old in 2000-1 and looked again at vehicles that were one to four years old in 2008-9. Researchers separated each of those vehicle classes into weight categories that ascended by 500 pounds. Next, they compared the number of occupants killed in two-vehicle crashes between cars and minivans exclusively. The cars or minivans in which people were killed could have been of any age, size and weight.
In the largest reduction of vehicular deaths noted, the death rate for people in cars or minivans that were hit by S.U.V.’s weighing 3,000 to 3,499 pounds declined by 63 percent, from 44 deaths per million in 2000-1 to 16 in 2008-9. At the high end of the weight spectrum, the authors observed a 45 percent decline in deaths for S.U.V.’s that weighed more than 5,000 pounds.
Regarding the death rate for people in cars or minivans that were hit by other cars or minivans that weighed 3,000 to 3,499 pounds, the authors found that the death rate was virtually identical — 17 deaths per million — as when those cars were hit by S.U.V.’s, 16 deaths per million

. In some weight categories, cars hit by other cars showed a lower death rate than cars hit by S.U.V.’s, but the difference was minimal, Mr. Nolan said.
Researchers attributed the improvements to the redesign of the front ends of S.U.V.’s and pickups, which were previously known to override the lower bumpers of vehicles they struck. They also attributed the drop to the stronger architecture and proliferation of side-curtain air bags in cars and minivans.

In 2003, it seemed likely that the National Highway Traffic Safety Administration would begin work on a compatibility standard. Instead, a voluntary program was proposed by several groups representing automakers, as well as the insurance institute.
The voluntary agreement contained two major measures. Primarily, cars would need to do a better job of protecting heads in side-impact crashes. Secondly, the fronts of S.U.V.’s and pickups would need to be designed to make them less likely to ride over a car’s bumper. The changes were to be phased in, with a final deadline of Sept. 1, 2009.
Mr. Nolan and the study’s authors noted that future studies could bear out even greater gains, because the one released Wednesday was performed before there was full automaker compliance with the guidelines

http://wheels.blogs.nytimes.com/2011...-crash-deaths/

[GTTDI]

Ford F150 and Honda Civic frontal crash test by IIHS - YouTube

When large, truck-based SUVs collide with passenger cars or minivans, the results can be devastating for the occupants of the latter.

But fatalities in such accidents are on the decrease in the United States thanks to measures employed by automakers. Traffic deaths are down 64 percent since the year 2000 due to changes in automobile design such as lower bumpers for SUVs and better-protect cabin cells for passenger cars.

In 2000, the death rate for car and minivan passengers in collisions with trucks or SUVs was 44 deaths per million. That came down to 16 deaths per million by 2009.

The study was conducted by the Insurance Institute for Highway Safety, a private-sector group based in Arlington, Virginia.

"By working together, the automakers got life-saving changes done quickly," said Joe Nolan, the institute's chief administrative officer.