LinoMarques
Well-known member
Há testes que também não lembram ao diabo! [
]
]
Topico dos Crash-Tests ⚠️Euroncap- 10/10/2026
- Iniciador de tópicos GTTDI
- Data de início
Opel Senator B
When the Senator B was launched in 1987, the crash safety of the Senator B could just be seen as standard, although BMW and Mercedes were already setting significantly higher standards and Audi was also investing more in improved safety technology (Procon-ten). The new Senator also scored points for the seat belt height adjustment introduced in the same way as the Omega for the rear seats and the seat belt buckles through the rear seat bench. Both of these measures enabled a significantly improved belt routing for people of different sizes compared to the competition. In this way, unnecessary risk of injury, which resulted from an unfavorable belt routing on the body, could be reduced. The following figure shows the rear impact of a ram sledge at a speed of 50 km / h. It remains to be seen whether the tank (75 liters) under the trunk floor would remain leak-proof in practice in the event of such a collision and not create an additional fire hazard. In addition, it is easy to see that the structure of the passenger compartment is at the limit of its performance. An EU-NCAP impact speed of approx. 64 km / h, which is common nowadays, would probably lead to the collapse of the passenger cell. The unavailability of an airbag system meant a significant deterioration in the Senator's market opportunities by 1990 at the latest, when the below-average passive safety of the Omega became apparent in a crash test by Auto, Motor und Sport in cooperation with the ADAC.
It is certainly not the fault of the Opel engineers and technicians that Omega and Senator showed glaring weaknesses here in particular. In Europe at that time, the test standards for crash tests to obtain a general operating license for a vehicle were at a very modest level. Omega and Senator fully met the legally required standards and the safety of the body structures was not yet a decisive criterion for many customers, because at that time there was no objective comparison with competitors. The salespeople at Opel (and especially at GM) showed no inclination to invest millions in improving passive safety to the recognized high level of a Mercedes or BMW. The improvement in passive safety would of course have made both the Opel Omega and the Opel Senator much more expensive. If the price of the Omega in particular had increased too much compared to the Rekord E, a large part of its traditional regular customers would certainly have been lost
From model year 1990, the Senator B, Omega A Caravan 3.0i and the Omega 3000 were fitted with a 490 mm long steel cable between the steering column and the transmission tunnel, which should prevent the steering wheel from moving too much in the event of an offset crash. The change in the steering wheel position found in crash tests led to avoidable, high risk of injury to the driver's head and cervical spine. A retrofitting of this system was not planned at the factory, however, an exact description of the system was given in the technical innovations, so that the Opel authorized workshops would have been able to carry out a professional retrofitting at special customer request. With this measure carried out by ADAC and Auto, Motor und Sport about a year before the devastating crash test, it can hardly be denied that Opel was aware of the glaring safety risks posed by Omega and Senator, especially in the offset crash
When the Senator B was launched in 1987, the crash safety of the Senator B could just be seen as standard, although BMW and Mercedes were already setting significantly higher standards and Audi was also investing more in improved safety technology (Procon-ten). The new Senator also scored points for the seat belt height adjustment introduced in the same way as the Omega for the rear seats and the seat belt buckles through the rear seat bench. Both of these measures enabled a significantly improved belt routing for people of different sizes compared to the competition. In this way, unnecessary risk of injury, which resulted from an unfavorable belt routing on the body, could be reduced. The following figure shows the rear impact of a ram sledge at a speed of 50 km / h. It remains to be seen whether the tank (75 liters) under the trunk floor would remain leak-proof in practice in the event of such a collision and not create an additional fire hazard. In addition, it is easy to see that the structure of the passenger compartment is at the limit of its performance. An EU-NCAP impact speed of approx. 64 km / h, which is common nowadays, would probably lead to the collapse of the passenger cell. The unavailability of an airbag system meant a significant deterioration in the Senator's market opportunities by 1990 at the latest, when the below-average passive safety of the Omega became apparent in a crash test by Auto, Motor und Sport in cooperation with the ADAC.
It is certainly not the fault of the Opel engineers and technicians that Omega and Senator showed glaring weaknesses here in particular. In Europe at that time, the test standards for crash tests to obtain a general operating license for a vehicle were at a very modest level. Omega and Senator fully met the legally required standards and the safety of the body structures was not yet a decisive criterion for many customers, because at that time there was no objective comparison with competitors. The salespeople at Opel (and especially at GM) showed no inclination to invest millions in improving passive safety to the recognized high level of a Mercedes or BMW. The improvement in passive safety would of course have made both the Opel Omega and the Opel Senator much more expensive. If the price of the Omega in particular had increased too much compared to the Rekord E, a large part of its traditional regular customers would certainly have been lost
From model year 1990, the Senator B, Omega A Caravan 3.0i and the Omega 3000 were fitted with a 490 mm long steel cable between the steering column and the transmission tunnel, which should prevent the steering wheel from moving too much in the event of an offset crash. The change in the steering wheel position found in crash tests led to avoidable, high risk of injury to the driver's head and cervical spine. A retrofitting of this system was not planned at the factory, however, an exact description of the system was given in the technical innovations, so that the Opel authorized workshops would have been able to carry out a professional retrofitting at special customer request. With this measure carried out by ADAC and Auto, Motor und Sport about a year before the devastating crash test, it can hardly be denied that Opel was aware of the glaring safety risks posed by Omega and Senator, especially in the offset crash
Última edição:
Este teste já passou por aqui. Re publico porque antes nao tinha, os dummys com as cores a indicar os ferimentos
Fiat Ducato autocaravana vs Citroen C5 MK3
https://avtotachki.com/en/novyy-krash-test-adac-kemper-protiv-avtomobilya/
Fiat Ducato autocaravana vs Citroen C5 MK3
https://avtotachki.com/en/novyy-krash-test-adac-kemper-protiv-avtomobilya/
Última edição:
Hyundai Creta small overlap crash test conducted in Russia
https://news.drom.ru/Hyundai-Creta-64562.html
The Russian edition "Autoreview" conducted the second independent crash test Hyundai Creta - with a 25% barrier. The crossover was tested at the AvtoVAZ test site in Togliatti. Crete's test replicates the scheme of the American insurance institute IIHS, which popularized the 25 percent overlap scheme and conducted the first such test in 2012. Then the tests failed such cars as Audi, Lexus and Mercedes-Benz. The new test tested the same version of the Creta as in the first - Active equipment, 1.6-liter engine, "mechanics", front-wheel drive, two front airbags and 16-inch steel rims.
After the impact at a speed of 64.7 km / h, the car turned almost perpendicularly. The driver's door had to be opened with a crowbar, since the doorway was reduced by 158 mm on impact. The floor broke at several welding points, the transverse sill deformed by 160 mm, the door reinforcement vomited, and the plastic sheathing shattered, forming sharp fragments and edges
The steering column did not move, but the mannequin's head slipped off the pillow. The IIHS test method, in the image and likeness of which Cretu was tested, implies that penalty points are awarded based on the results. This number forms the score - the lower the better. Creta received 15 points. For comparison, “Excellent” is less than three points, “Good” - from three to nine points, “Bad” - more than 19 points. While the magazine has published only photos of the test, most likely the video will appear later. Read completely: https://news.drom.ru/Hyundai-Creta-64562.html
https://news.drom.ru/Hyundai-Creta-64562.html
The Russian edition "Autoreview" conducted the second independent crash test Hyundai Creta - with a 25% barrier. The crossover was tested at the AvtoVAZ test site in Togliatti. Crete's test replicates the scheme of the American insurance institute IIHS, which popularized the 25 percent overlap scheme and conducted the first such test in 2012. Then the tests failed such cars as Audi, Lexus and Mercedes-Benz. The new test tested the same version of the Creta as in the first - Active equipment, 1.6-liter engine, "mechanics", front-wheel drive, two front airbags and 16-inch steel rims.
After the impact at a speed of 64.7 km / h, the car turned almost perpendicularly. The driver's door had to be opened with a crowbar, since the doorway was reduced by 158 mm on impact. The floor broke at several welding points, the transverse sill deformed by 160 mm, the door reinforcement vomited, and the plastic sheathing shattered, forming sharp fragments and edges
The steering column did not move, but the mannequin's head slipped off the pillow. The IIHS test method, in the image and likeness of which Cretu was tested, implies that penalty points are awarded based on the results. This number forms the score - the lower the better. Creta received 15 points. For comparison, “Excellent” is less than three points, “Good” - from three to nine points, “Bad” - more than 19 points. While the magazine has published only photos of the test, most likely the video will appear later. Read completely: https://news.drom.ru/Hyundai-Creta-64562.html
Só ontem descobri que, perdido lá pelo meio da página referente ao crash test da Ford Transit do Euroncap, há um teste à Transit hibrida.Penso que quando o euroncap publicou inicialmente o teste desta geracao da transit, nao fez referencia à versão eletrica. Terão juntado os dois testes posteriormente.
https://fordauthority.com/2020/01/ford-transit-custom-phev-euro-ncap-crash-tests-video/
Neste site a noticia tem a data de Janeiro de 2020
ust as happens in the U.S., in the U.K., vehicles are crash tested to determine a safety rating that is used by many consumers to make buying decisions. Recently the European crash testing body, Euro NCAP, tested the Ford Tourneo Custom PHEV/Ford Transit Custom PHEV. The only difference between the two vehicles is that the Tourneo is the passenger version, and the Transit is the cargo version. Euro NCAP appears to have performed extra tests on the new PHEV version of the vehicle and added the results to the report that has been available of the Transit/Tourneo since 2012. The testing agency now says that the ratings apply to all Transit and Tourneo vans, including the PHEV, with the safety specification tested.
https://www.euroncap.com/en/results/ford/transit-custom/10925
https://fordauthority.com/2020/01/ford-transit-custom-phev-euro-ncap-crash-tests-video/
Neste site a noticia tem a data de Janeiro de 2020
ust as happens in the U.S., in the U.K., vehicles are crash tested to determine a safety rating that is used by many consumers to make buying decisions. Recently the European crash testing body, Euro NCAP, tested the Ford Tourneo Custom PHEV/Ford Transit Custom PHEV. The only difference between the two vehicles is that the Tourneo is the passenger version, and the Transit is the cargo version. Euro NCAP appears to have performed extra tests on the new PHEV version of the vehicle and added the results to the report that has been available of the Transit/Tourneo since 2012. The testing agency now says that the ratings apply to all Transit and Tourneo vans, including the PHEV, with the safety specification tested.
https://www.euroncap.com/en/results/ford/transit-custom/10925
Pelos vistos a versão americana do Chevrolet Spark podia ter, inclusive para além do airbag para os joelhos do condutor, airbags laterais traseiros, enquanto que a versão vendida em Portugal penso que só tinha, airbags frontais, laterais e de cortina
https://www.youtube.com/watch?v=PqRf5NXD90o
https://www.euroncap.com/en/results/chevrolet/spark/11034
https://www.youtube.com/watch?v=PqRf5NXD90o
https://www.euroncap.com/en/results/chevrolet/spark/11034
Crash test do Rimac C_Two que custará 2,2 milhões de euros:
https://www.youtube.com/watch?v=SbcYOQgBhU8&feature=emb_logo
https://www.youtube.com/watch?v=LW2dEDs9lOM&feature=emb_logo
https://www.youtube.com/watch?v=SbcYOQgBhU8&feature=emb_logo
https://www.youtube.com/watch?v=LW2dEDs9lOM&feature=emb_logo
LinoMarques
Well-known member
Até dói! []
]Honda Jazz 2020 Euroncap crash test
https://www.euroncap.com/en/results/honda/jazz/41212
Excessiva compressão do peito do condutor no embate frontal, contra barreira móvel
Batido consegue ser mais bonito, do que quando está novo
https://www.euroncap.com/en/results/honda/jazz/41212
Excessiva compressão do peito do condutor no embate frontal, contra barreira móvel
Batido consegue ser mais bonito, do que quando está novo
Mazda MX-30 2020 Euroncap crash test
https://euroncap.blob.core.windows.net/media/59663/euroncap-2020-mazda-mx-30-datasheet.pdf
https://euroncap.blob.core.windows.net/media/59663/euroncap-2020-mazda-mx-30-datasheet.pdf
Maruti Suzuki S-Presso
The S-Presso achieved zero stars for adult occupant protection and two stars for child occupant protection. The S-Presso offers only driver airbag as standard. The high readings in the passenger neck explain the zero star result. However chest loadings in both front passengers were high and in more updated protocols could also lead to a red chest and a zero stars for this reason as well. Its structure was rated as unstable and should be improved. Its footwell area was rated as unstable as well. Child occupant protection showed poor results for both child dummies in the dynamic test explained by the poor performance of the restraint systems. The car does not offer 3 point belts in all positions as standard and has no ISOFIX anchorages for the Child Restraint Systems (CRS).
http://www.globalncap.org/wp-content/uploads/2020/11/SaferCarsForIndia-S-Presso-factsheet.pdf
hyundai Grand i10 NIOS
The Grand i10 Nios achieved two stars for adult occupant protection and two stars for child occupant protection. The Grand i10 Nios offers double frontal airbags and pretensioners for both front passengers as standard. Its structure was rated as unstable. Its footwell area was rated as unstable. Head and neck protection for adult occupants was good. Chest protection was weak for the driver and adequate for the passenger leading to limitation of the Seat belt reminder (SBR) points having standard SBR for front passengers. Child occupant protection showed poor results mainly explained by the decision of the car manufacturer not to recommend the CRSs for the test. Global NCAP is of the opinion that car manufacturers are responsible for all the occupants and child occupants are frequent passengers. Refusing to recommend a CRS for the test raises questions about the car manufacturer policy and relevance towards child occupant protection for the Indian market. The 3 year old dummy showed poor protection for the head due to excessive forward excursion of the head during the crash and a limited chest protection. The 18 month old showed better protection. The car does not offer standard 3 point belts in all seating positions and does not offer standard ISOFIX anchorages.
http://www.globalncap.org/wp-content/uploads/2020/11/SaferCarsForIndia-i10-factsheet.pdf
Kia Seltos
The Seltos achieved three stars for adult occupant protection and two stars for child occupant protection. The Seltos offers double frontal airbag and pretensioners as standard. Its structure was rated as a borderline case unstable. Its footwell area was rated as unstable. Head protection was adequate for both front passengers as both airbags bottomed out during the crash test. Neck protection for adult occupants was good. Chest protection was good for passenger and marginal for driver. The car offers SBR for the front seating positions. Child occupant protection showed poor results mainly because the manufacturers refused to recommend CRS for the test, and this decision brings the dynamic score to zero. The dynamic performance was poor as the head of the 3 year old showed contact during the rebound face after the impact. The car showed limited protection for the 3 year old head and neck while the 18 month old received acceptable protection. The car does not offer standard 3 point belts in all seating positions and has no ISOFIX anchorages standard.
http://www.globalncap.org/wp-content/uploads/2020/11/SaferCarsForIndia-Seltos-factsheet.pdf
The S-Presso achieved zero stars for adult occupant protection and two stars for child occupant protection. The S-Presso offers only driver airbag as standard. The high readings in the passenger neck explain the zero star result. However chest loadings in both front passengers were high and in more updated protocols could also lead to a red chest and a zero stars for this reason as well. Its structure was rated as unstable and should be improved. Its footwell area was rated as unstable as well. Child occupant protection showed poor results for both child dummies in the dynamic test explained by the poor performance of the restraint systems. The car does not offer 3 point belts in all positions as standard and has no ISOFIX anchorages for the Child Restraint Systems (CRS).
http://www.globalncap.org/wp-content/uploads/2020/11/SaferCarsForIndia-S-Presso-factsheet.pdf
hyundai Grand i10 NIOS
The Grand i10 Nios achieved two stars for adult occupant protection and two stars for child occupant protection. The Grand i10 Nios offers double frontal airbags and pretensioners for both front passengers as standard. Its structure was rated as unstable. Its footwell area was rated as unstable. Head and neck protection for adult occupants was good. Chest protection was weak for the driver and adequate for the passenger leading to limitation of the Seat belt reminder (SBR) points having standard SBR for front passengers. Child occupant protection showed poor results mainly explained by the decision of the car manufacturer not to recommend the CRSs for the test. Global NCAP is of the opinion that car manufacturers are responsible for all the occupants and child occupants are frequent passengers. Refusing to recommend a CRS for the test raises questions about the car manufacturer policy and relevance towards child occupant protection for the Indian market. The 3 year old dummy showed poor protection for the head due to excessive forward excursion of the head during the crash and a limited chest protection. The 18 month old showed better protection. The car does not offer standard 3 point belts in all seating positions and does not offer standard ISOFIX anchorages.
http://www.globalncap.org/wp-content/uploads/2020/11/SaferCarsForIndia-i10-factsheet.pdf
Kia Seltos
The Seltos achieved three stars for adult occupant protection and two stars for child occupant protection. The Seltos offers double frontal airbag and pretensioners as standard. Its structure was rated as a borderline case unstable. Its footwell area was rated as unstable. Head protection was adequate for both front passengers as both airbags bottomed out during the crash test. Neck protection for adult occupants was good. Chest protection was good for passenger and marginal for driver. The car offers SBR for the front seating positions. Child occupant protection showed poor results mainly because the manufacturers refused to recommend CRS for the test, and this decision brings the dynamic score to zero. The dynamic performance was poor as the head of the 3 year old showed contact during the rebound face after the impact. The car showed limited protection for the 3 year old head and neck while the 18 month old received acceptable protection. The car does not offer standard 3 point belts in all seating positions and has no ISOFIX anchorages standard.
http://www.globalncap.org/wp-content/uploads/2020/11/SaferCarsForIndia-Seltos-factsheet.pdf
LinoMarques
Well-known member
Low cost é que é bom...
Pelos vistos testou 2 variantes de modelos ja testados anteriormente, e apneas anexou esses resultados às paginas dos modelos de que derivam e não disseram nada a ninguém
MErcedes Viano EQ
BMW Serie 2
https://www.sicurauto.it/crash-test...azz-5-stelle-per-le-giapponesi-elettrificate/
BMW Serie 2
https://www.euroncap.com/en/results/bmw/2-series-gran-coupé/41291
Será que a alteração dos bancos, atinge também o serie 1? Pelos vistos não
The seats and head restraints of the 2 Series Gran Coupe have improved whiplash performance compared to the ones fitted to the 1 Series when it was tested in October 2019. Tests showed that they offered good protection against whiplash injury in the event of a rear-end collision. A geometric assessment of the rear seats indicated good protection there too. The autonomous emergency braking system performed well in all tests of its functionality at the low speeds typical of city driving and, with good whiplash protection in the front seats, the 2 Series Gran Coupe qualifies for maximum points in this part of the assessment.
The 2019 5 stars have been confirmed for the BMW 2 Series Gran Coupè, with a better result than the BMW 1 Series from which it derives and on which the crash tests are based. The front seats have been modified since October 2020, which guarantee better protection against whiplash in the event of a rear-end collision.
Mercedes V EQC
https://www.euroncap.com/en/results/mercedes-benz/v-class/7875
Gostava de ver se a versão eletrica do Classe V, tem a mesma prestação ao nivel da protecao frontal em caso de embate, que a versao normal tendo em conta, o maior peso da versão eletrica. Ja se viu que no caso da Volvo V60 hibrida/eletrica e a versao normal há diferenças
Volvo V60 e V60 Plug In
https://www.euroncap.com/en/results/volvo/v60/10953
Normal
Hibrida
Pole test Hibrida Pole test diesel
In addition, the 2014 Mercedes-Benz V-Class is also used as the basis for the result of the electric Mercedes-Benz EQV, where the 5 stars are confirmed. These assessments are not comparable to those currently being released, as the protocols are different from those used from 2020 onwards.
Versão normal
MErcedes Viano EQ
BMW Serie 2
https://www.sicurauto.it/crash-test...azz-5-stelle-per-le-giapponesi-elettrificate/
BMW Serie 2
https://www.euroncap.com/en/results/bmw/2-series-gran-coupé/41291
Será que a alteração dos bancos, atinge também o serie 1? Pelos vistos não
The seats and head restraints of the 2 Series Gran Coupe have improved whiplash performance compared to the ones fitted to the 1 Series when it was tested in October 2019. Tests showed that they offered good protection against whiplash injury in the event of a rear-end collision. A geometric assessment of the rear seats indicated good protection there too. The autonomous emergency braking system performed well in all tests of its functionality at the low speeds typical of city driving and, with good whiplash protection in the front seats, the 2 Series Gran Coupe qualifies for maximum points in this part of the assessment.
The 2019 5 stars have been confirmed for the BMW 2 Series Gran Coupè, with a better result than the BMW 1 Series from which it derives and on which the crash tests are based. The front seats have been modified since October 2020, which guarantee better protection against whiplash in the event of a rear-end collision.
Mercedes V EQC
https://www.euroncap.com/en/results/mercedes-benz/v-class/7875
Gostava de ver se a versão eletrica do Classe V, tem a mesma prestação ao nivel da protecao frontal em caso de embate, que a versao normal tendo em conta, o maior peso da versão eletrica. Ja se viu que no caso da Volvo V60 hibrida/eletrica e a versao normal há diferenças
Volvo V60 e V60 Plug In
https://www.euroncap.com/en/results/volvo/v60/10953
Normal
Hibrida
Pole test Hibrida Pole test diesel
In addition, the 2014 Mercedes-Benz V-Class is also used as the basis for the result of the electric Mercedes-Benz EQV, where the 5 stars are confirmed. These assessments are not comparable to those currently being released, as the protocols are different from those used from 2020 onwards.
Versão normal
Última edição:
This Destroyed BMW was Completely Restored; but is it Dangerous? Arthur Tussik Repair Thoughts
We don’t have any idea what happened to this car, aside from some kind of biblical impact on the driver side as well as damage to the front. We do know that the video is 20 minutes long, and it’s a veritable case study in frame straightening, measuring, welding, hammering, cutting, more straightening, more measuring, and a lot more patience than we suspect most average shade-tree mechanics could ever hope to possess. To get a taste of what that means, jump to 13:13 and watch him meticulously straighten out the mounting lip for the rear quarter panel. Suddenly, that aforementioned core support repair with help from an oak tree isn’t so impressive, especially since the main bolt holes for the grille didn't even line up.At the end of the video, we find out the process to 27 days all total, with 15 days devoted just to the metal work and 12 days for painting. The after photos look pretty much like a new car, though we suspect the structure isn’t quite as strong as it was prior to the crash. We aren’t experts on such things, but we do know one thing – seeing such an in-depth start-to-finish rebuild like this gives us a whole new level of respect for the skilled men and women who do this work for a living.
At the end of the video, we find out the process to 27 days all total, with 15 days devoted just to the metal work and 12 days for painting. The after photos look pretty much like a new car, though we suspect the structure isn’t quite as strong as it was prior to the crash. We aren’t experts on such things, but we do know one thing – seeing such an in-depth start-to-finish rebuild like this gives us a whole new level of respect for the skilled men and women who do this work for a living.
https://www.youtube.com/watch?v=rgu9_VU44dg&list=RDCMUCtn2hU9HKYQAgDtwrhux7Sw&start_radio=1&t=0
https://www.motor1.com/news/186198/body-repair-bmw-7-series/
We don’t have any idea what happened to this car, aside from some kind of biblical impact on the driver side as well as damage to the front. We do know that the video is 20 minutes long, and it’s a veritable case study in frame straightening, measuring, welding, hammering, cutting, more straightening, more measuring, and a lot more patience than we suspect most average shade-tree mechanics could ever hope to possess. To get a taste of what that means, jump to 13:13 and watch him meticulously straighten out the mounting lip for the rear quarter panel. Suddenly, that aforementioned core support repair with help from an oak tree isn’t so impressive, especially since the main bolt holes for the grille didn't even line up.At the end of the video, we find out the process to 27 days all total, with 15 days devoted just to the metal work and 12 days for painting. The after photos look pretty much like a new car, though we suspect the structure isn’t quite as strong as it was prior to the crash. We aren’t experts on such things, but we do know one thing – seeing such an in-depth start-to-finish rebuild like this gives us a whole new level of respect for the skilled men and women who do this work for a living.
https://www.youtube.com/watch?v=rgu9_VU44dg&list=RDCMUCtn2hU9HKYQAgDtwrhux7Sw&start_radio=1&t=0
https://www.motor1.com/news/186198/body-repair-bmw-7-series/
Última edição:
LinoMarques
Well-known member
Para saberem se ficou bom, é fazerem-lhe novo crash test de seguida... [
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