2002 Ford Focus Vs. 2007 Chevrolet Silverado/GMC Sierra IIHS-Style Frontal Impact

SIlverado was moving at 40 Km/h while the Focus was moving at 65 Km/h, in this 40% offset test. Focus Information Driver-Passenger HIC 1071*-115 Chest G's 62*-29 Left Femur 4650-3462 Right Femur 490-1404 *Limit Exceeded Silverado Information Driver-Passenger HIC 88-52 Chest G's 23-19 Left Femur 1743-1609 Right Femur 921-514

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#4x4: Chevrolet Silverado Abandoned To Die Alone. Where Are You, Dodge Ram?
# Off Road: Отряд Не Заметил Потери Бойца // Chevy Abandoned To Die Alone Unfortunately, I don't know the author of the original video, but he is very lucky, he recorded a very funny and intresting video. If the author would be against the showing of this video, please, contact me!





Crash Test Car IIHS + FAIL: WORST Frontal CRASHES EVER
Crash Test Car IIHS - WORST Crash Test Car IIHS: This crash tests iihs is one of the worst crash test. New crash tests: Underride guards on most big rigs leave passenger vehicle occupants at risk in certain crashes DEADLY Crashes - IIHS Crash Tests Accident Car DEADLY Сбои: IIHS краш-тестов ÖLÜMCÜL Çöküyor: IIHS Crash Testleri Modern semitrailers for the most part do a good job of keeping passenger vehicles from sliding underneath them, greatly increasing the chances of surviving a crash into the back of a large truck, recent tests by the Insurance Institute for Highway Safety (IIHS) show. But in crashes involving only a small portion of the truck's rear, most trailers fail to prevent potentially deadly underride. Most semitrailers are required to have underride guards. These are steel bars that hang from the backs of trailers to prevent the front of a passenger vehicle from moving underneath during a crash. Earlier research showed that the minimum strength and dimensions required for underride guards are inadequate, prompting the Institute to petition the National Highway Traffic Safety Administration (NHTSA) in 2011 for tougher standards. The Institute also asked the agency to consider applying the standards to other types of large trucks such as dump trucks that aren't required to have any underride guards. Although NHTSA hasn't responded yet, trailer manufacturers already are installing guards that are much stronger than the agency requires. These guards generally work well to prevent underride, except in crashes occurring at the outer edges of trailers, the crash tests show. One likely reason manufacturers are installing guards that are stronger than required is a tougher standard that trailers in Canada have had to meet since 2007. More recently, IIHS crash tests have drawn attention to the issue, and at least one manufacturer has started selling a trailer with an improved underride guard since the tests began. To see how well the latest guards work, IIHS engineers put trailers from the eight largest manufacturers through a series of progressively tougher crash tests. All of the trailers had underride guards that met both U.S. and Canadian standards. Both standards require a guard to withstand a certain amount of force at various points. Under the Canadian regulation, a guard must withstand about twice as much force as required by the U.S. rule at the point where it attaches to its vertical support. In each crash test, a 2010 Chevrolet Malibu (but also rolls royce crash test) struck a parked truck at 35 mph. In the first scenario, the car was aimed at the center of the trailer. All eight guards successfully prevented underride, including one from Hyundai Translead, whose previous model failed a full-width test by IIHS. In the second test, in which only half the width of the car overlapped with the trailer, all but one trailer passed. However, when the overlap was reduced to 30 percent, every trailer except one from the Canadian manufacturer Manac failed. Manac sells dry van trailers in the U.S. under the name Trailmobile. The Institute uses a 30 percent overlap for the most challenging underride test because it is the minimum overlap under which a passenger vehicle occupant's head is likely to strike a trailer if an underride guard fails. ►IF YOU LOVE CARS, YOU SHOULD SUBSCRIBE NOW TO GOMMEBLOG’S CHANNEL ►►► http://bit.ly/12ULPud ►SE AMI LE AUTO .. NON PERDERTI TUTTI I NUOVI VIDEO. ISCRIVITI ADESSO ►►► http://bit.ly/12ULPud ►Google +: https://plus.google.com/101792401712738693835/ ►Facebook: http://facebook.com/gommeblog ►Twitter: https://twitter.com/gommeblog ►Website: http://www.gommeblog.it ►Gommeblog.it: CAR CHANNEL. Videos about Cars, Video Motorbikes, News, Test Auto & Motos, Test Drive, Video Reviews, Motorsport News and Track Lap. News About the Most important Cars and Motorbikes Bands like Ferrari, Lamborghini, Audi, BMW, Mercedes-Benz, Porsche, Koenigsegg, Bugatti, Ducati, Yamaha, Kawasaki .... ►THANKS for taking the time to visit, I hope you SUBSCRIBE and enjoy the upcoming videos! performance





Extreme Traction-Control Test
As part of the 2008 PickupTrucks.com Half-Ton Shootout, PickupTrucks.com put six half-ton pickups from Chevrolet, Dodge, Ford, GMC, Nissan and Toyota through an extreme traction-control test that simulated icy road conditions to find out which trucks had the best traction control. Like what you see? Follow PickupTrucks.com!   Subscribe now to get the latest YouTube videos from PickupTrucks.com and Cars.com: http://bit.ly/1XR2b7B    On Facebook: https://facebook.com/pickuptrucksdotcom On Twitter: https://twitter.com/PickupTrucks On Instagram: https://www.instagram.com/carsdotcom/   The latest pickup truck news: http://news.pickuptrucks.com/





2012 Chevy Silverado | Frontal Oblique Offset (35% Overlap, Driver) Crash Test by NHTSA | CrashNet1
2012 Chevrolet Silverado 1500 / GMC Sierra pick-up Impact speed: 90kph/56mph at 15º Angle, 35% moderate overlap. Head injury criteria(HIC): Driver-500, Passenger-56. This is a new testing procedure under development by NHTSA. Oblique crashes engaged on of the main longitudinal member and caused the occupant to move in an oblique manner. A 2012 Chevrolet Silverado 1500 was impacted on the front driver corner by a Research Moving Deformable Barrier. The test vehicle's mass was 2,624 kg (5,785 lbs), and the RMDB's mass was 2491 kg (5491 lbs). Driver's side A-Pillar buckled rearward. Resulting in separation between the top of the door and roof sill. Windshield cracks throughout; however there was no penetration observed in the protected zone. Hood of the vehicle bent upwards exposing part of the engine compartment. Thumbs up for the crash test dummies! New crash test videos every week. Favorite this video and subscribe to CrashNet1! Subscribe: http://www.youtube.com/c/CrashNet1 FB: http://www.facebook.com/CrashNet1 G+: http://www.google.com/+CrashNet1 Twitter: http://www.twitter.com/CrashNet1 On the web: http://www.CrashNet1.com




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