1971 VW Beetle vs 1972 Chevy Malibu Classic | Car-To-Car Crash Test by NHTSA | CrashNet1
Volkswagen at 35mph
Chevrolet Malibu at 17mph
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2009 Chevy Malibu vs 1959 Bel Air Crash Test
This crash test between a modern sedan and the classic 1959 Chevrolet Bel
Air shows just how far passenger protection has come in the last fifty
years. The Institute for Highway Safety staged the test to commemorate its
50th anniversary. Find more crash tests on our web site:
Smart Car Crash Test - Fifth Gear
Here is a classic Fifth Gear clip, the gang decide to crash test the Smart
Car. With an NCAP rating of 3 out of 5 stars can the little compact
withstand a 70mph crash into re-enforced concrete barriers?
For more fantastic car reviews, shoot-outs and all your favourite Fifth
Gear moments, subscribe to our Official Channel -
DEADLY Crashes: TRUCK vs CARS - Crash Test
DEADLY Crashes: TRUCK vs CARS - Crash Tests - They are among the most
serious types of accidents: trucks that go unchecked into the jam-end.
Remedy could bring "emergency brake", which for all new trucks are true to
the instructions, but do not exploit the technical possibilities. Which
leads to fatal consequences, a collision of 70 km / h, shows the ADAC test.
This accident will now be defused with vigor by an EU regulation. The
technology in the form of an "emergency brake" is already available for it
- the only question is, must meet the requirements of electronic aids. The
EU proposal of an autonomous reduction of speed by 10 km / h before hitting
a stationary obstacle is not the ADAC far enough. The existing technical
possibilities will be not even so.
The ADAC crash: To make the shortcoming of the upcoming regulation clearly,
the ADAC has simulates a classic truck collision in the system crash. A
five-ton under truck points clearly meets a lightweight, with a to 70 km /
h reduced speed to a jam-end with two passenger cars to another truck shown
Our film sequences clearly demonstrate: the truck pushes the first car on
the front standing second. In a split second car number one is deformed
until the middle of the vehicle. By the truck involved energy is enough
slack to create a more extensive scenario of the worst kind: Cars one
sliding under cars Two, which plunges to the front under the front of it
another truck - and then perpendicular to the rear sets up! One car has now
formed into a laminated core. Not only professionals come here to realize
that the chances of survival for all car occupants would approach zero.
Optimized systems are available: Which is not necessarily when the ADAC
Initiative for the better assistant technology comes into play. Running
tests has been demonstrated that optimized systems can clearly do more than
required by law. Technically it is possible to achieve a reduction in speed
of around 40 km / h (to stationary objects) and to avoid an accident with
the car in front completely.
Basically: Drive focused, do not allow any distraction Keep sufficient
distance Adjust speed to the weather conditions and the traffic volume
Requirements: Real accidents show how necessary is the introduction of a
sufficiently effective "emergency brake" for trucks. This was confirmed by
the corresponding ADAC crash.
The technology is available: For driving tests with emergency brake, the
truck was at speeds up to 55 km / h (on moving and stationary objects)
avoid the accident completely. Even at higher speeds, it would have to be
represented, the collision speed limit to a maximum of 40 km / h speed
difference to the other party.
As the result has been a vehicle of just 5-ton gross weight, this is far
too little. Long-term goal must be a reduction to zero in front of a
stationary obstacle. Technically, it is already possible, the impact speed
at all speeds, as well as stationary obstacles to about 40 km / h limit.
Method: In the experiment, an accident is shown in which the driver of a
truck with a total weight of 5.55 t recognize the standing traffic jam too
late and may reduce his speed due to short braking distance of only 80 km /
h to 70 km / h. The simulated jam-end is formed by two cars and a truck
rear. The experiment is carried out in accordance with the U.S. Standard
FMVSS three hundred and first
Constellation (from right to left): Auffahrender Trucks / Cars Related 1 +
2 and rear area of a stationary also) trucks.
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