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Euro NCAP | Mercedes Benz CITAN Kombi | 2013 | Crash test
http://euroncap.com/results/mercedes_benz/citan_kombi/515.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Mercedes Benz CITAN Kombi | 2013 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Skoda Octavia | 2013 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Renault ZOE | 2013 | Crash test
http://euroncap.com/results/renault/zoe/511.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Renault ZOE | 2013 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Pedestrian Head Form Test | Pop-up Bonnet
A deployable or 'pop-up' bonnet is designed to lift in a crash involving a pedestrian to create more space to absorb the head impact energy and reduce the severity of the injury.
Skoda Multi Collision Brake | Euro NCAP Advanced | Reward 2013
Skoda's Multi Collision Brake is a system that applies the brakes to prevent or mitigate a subsequent impact when a vehicle has been involved in a collision. If the airbag is fired in response to a primary collision, information is sent to the electronic stability control system to brake the vehicle. If the braking system is sufficiently intact to brake safely and effectively, the vehicle is automatically slowed down at a rate of 6ms-2 to a speed of 10km/h so that a secondary impact, for instance against another vehicle or roadside object, is avoided or at least less severe. During braking, the hazard warning lights and brake lights are illuminated and the hazard lights remain on after the braking has stopped.
In the event of a serious primary collision, the driver will probably be unable to control the vehicle and Multi Collision Brake acts autonomously to reduce speed safely. Nevertheless, if the driver detects that braking after the initial impact is itself hazardous (for example, increasing the risk of being struck by following traffic), the system can be over-ridden by depressing the accelerator pedal.
Skoda Lane Assistant | Euro NCAP Advanced | Reward 2013
Skoda's Lane Assistant is a system intended to help the driver stay within the intended lane of travel. At speeds above 65km/h, a camera mounted by the rear view mirror at the top of the windscreen detects lane markings ahead of the vehicle. Information from the camera is combined with data about the car's speed and trajectory to calculate the time and distance before a lane marking would be crossed. When one or other of those parameters is less than a critical value, Lane Assistant intervenes by applying a gentle steering correction by means of the electric power steering fitted to the car. The amount of torque applied to the steering is small and can be easily overcome so that the driver remains in ultimate control of the vehicle at all times. The system is designed to assist the driver in cases where lane departure is unintentional. If the system is unable to correct the lane departure (because the curve is too sharp, for example), the system will additionally warn the driver through a steering wheel vibration. Lane Assistant senses when the lane marking is being crossed deliberately: corrective steering is suppressed if the driver uses the direction indicators or if a decisive steering action is detected by the power steering unit. The system also deactivates if no steering input has been detected from the driver for some time (indicating that the driver is relying on Lane Assistant to steer the car).
Skoda Front Assist | Euro NCAP Advanced | Reward 2013
Skoda Front Assistant is a system designed to help avoid or to mitigate accidents into the rear of preceding traffic. A long-range radar, positioned at the front of the car, can detect vehicles up to 80m ahead which the car is likely to hit unless action is taken. The information from the front radar is optionally combined with data from a windscreen-mounted camera to calculate the likelihood of an impact. The system uses escalating measures at certain critical points to try to help the driver avoid an accident. Firstly, when the system calculates that a collision is likely, it issues an optical and an acoustic warning and pre-fills the braking system in preparation for an avoidance manoeuvre by the driver. If the driver does not react and the criticality increases a further warning is given: a small braking jolt serves as a 'haptic' warning, encouraging a driver reaction. At the same time, the brakes are prepared so that if the driver does brake, to whatever extent, Front Assistant plus will automatically apply the braking force needed to avoid or mitigate the collision. If there is still no reaction from the driver, the system autonomously applies braking to try to mitigate a collision. Up to 30km/h Front Assistant applies full braking, and can detect moving or stationary objects; between 30km/h and 80km/h, there is no automatic braking but the system will warn the driver if it detects a stationary object; in moving traffic, between 30km/h and 200km/h, the system applies its full capacity of driver warnings, partial braking and brake assistance.
Skoda Crew Protect Assist | Euro NCAP Advanced | Reward 2013
Skoda's Crew Protect Assistant is a system which detects when an emergency manoeuvre is being made and prepares the vehicle and its occupant restraint systems in advance of a possible collision.
The braking and stability control systems provide continuous feedback to the system regarding the longitudinal and lateral acceleration and deceleration. At speeds above 30km/h, if these systems identify a critical manoeuvre, typical of a driver response to a likely collision, Crew Protect Assistant uses electrical pre-tensioners to remove slack from the front seatbelts. By doing so, they prevent the occupants from moving to a position in which they are more likely to be injured if a collision occurs. The electrical pre-tensioners used by Crew Protect Assistant are reversible and different from the single-use pyrotechnic pre-tensioners deployed during a crash. If no collision occurs, the electrical pre-tensioners retract and driving resumes as normal. Two levels of seatbelt tensioning are available from the system, depending on the criticality of the situation. The lower level can be disabled by the driver but the higher level always acts in highly critical situations.
In cases where high lateral accelerations are detected Crew Protect Assistant also closes the side windows and the sunroof. This helps to prevent foreign objects coming into to the passenger compartment in the event of a side collision.
Euro NCAP | Toyota RAV4 | 2013 | Crash test
http://euroncap.com/results/toyota/rav4/514.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Toyota RAV4 | 2013 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Toyota Auris | 2013 | Crash test
http://euroncap.com/results/toyota/auris/513.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Toyota Auris | 2013 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Skoda Octavia | 2013 | Crash test
http://euroncap.com/results/skoda/octavia/512.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Ford B-Max - Test | 2012 | Crash test | Small MPV
http://euroncap.com/results/ford/b_max/481.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Renault Clio | 2012 | Crash test | Supermini
"http://euroncap.com/results/renault/clio/484.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole."
Euro NCAP | Volvo V40 | 2012 | Crash test | Small Family
"http://euroncap.com/results/volvo/v40/485.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole."
Euro NCAP | Toyota Aygo | 2012 | Crash test
http://euroncap.com/results/toyota/aygo/508.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Toyota Aygo | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP Holidays season's greetings 2013
Euro NCAP wishes you a Merry Christmas and a Happy New Year 2013
Euro NCAP testing the safety of business and family vans
Euro NCAP has crash tested some of Europe's best-selling business and family vans using protocols that are more true-to-life than the current legal tests for these van-based vehicles. The safety organisation is calling on manufacturers to offer these vehicles with higher levels of safety equipment and for legislators to review their lenient legal safety requirements.
Euro NCAP | Renault Trafic | 2012 | Crash test
http://euroncap.com/results/renault/trafic/505.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Hyundai H-1 | 2012 | Crash test
http://euroncap.com/results/hyundai/h1/504.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Ford Transit Custom | 2012 | Crash test
http://euroncap.com/results/ford/transit_custom/503.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Fiat Scudo | 2012 | Crash test
http://euroncap.com/results/fiat/scudo/502.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | SEAT Ibiza | 2011 | Crash test
http://euroncap.com/results/seat/ibiza/501.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | SEAT Ibiza | 2011 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Volkswagen Front Assist | Euro NCAP Advanced | Reward 2012
VW Front Assist is a system designed to help avoid or to mitigate accidents into the rear of preceding traffic. A long-range radar, positioned at the front of the car, can detect vehicles up to 80m ahead which the car is likely to hit unless action is taken. The information from the front radar is optionally combined with data from a windscreen-mounted camera to calculate the likelihood of an impact. The system uses escalating measures at certain critical points to try to help the driver avoid an accident. Firstly, when the system calculates that a collision is likely, it issues an optical and an acoustic warning and pre-fills the braking system in preparation for an avoidance manoeuvre by the driver. If the driver does not react and the criticality increases a further warning is given: a small braking jolt serves as a 'haptic' warning, encouraging a driver reaction. At the same time, the brakes are prepared so that if the driver does brake, to whatever extent, Front Assist will automatically apply the braking force needed to avoid or mitigate the collision. If there is still no reaction from the driver, the system autonomously applies braking to try to mitigate a collision. Up to 30km/h Front Assist applies full braking, and can detect moving or stationary objects; between 30km/h and 80km/h, there is no automatic braking but the system will warn the driver if it detects a stationary object; in moving traffic, between 30km/h and 200km/h, the system applies its full capacity of driver warnings, partial braking and brake assistance.
Euro NCAP | Opel/Vauxhall Mokka | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Fiat 500L | 2012 | Crash test
http://euroncap.com/results/fiat/500l/2012/487.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Audi Secondary Collision Brake Assist | Euro NCAP Advanced | Reward 2012
Audi Pre Sense Basic | Euro NCAP Advanced | Reward 2012
Volkswagen Proactive Occupant Protection | Euro NCAP Advanced | Reward 2012
Volkswagen's Proactive Occupant Protection is a system which detects when an emergency manoeuvre is being made and prepares the vehicle and its occupant restraint systems in advance of a possible collision.
The braking and stability control systems provide continuous feedback to the system regarding the longitudinal and lateral acceleration and deceleration. At speeds above 30km/h, if these systems identify a critical manoeuvre, typical of a driver response to a likely collision, Proactive Occupant Protection uses electrical pre-tensioners to remove slack from the front seatbelts. By doing so, they prevent the occupants from moving to a position in which they are more likely to be injured if a collision occurs. The electrical pre-tensioners used by Proactive Occupant Protection are reversible and different from the single-use pyrotechnic pre-tensioners deployed during a crash. If no collision occurs, the electrical pre-tensioners retract and driving resumes as normal. Two levels of seatbelt tensioning are available from the system, depending on the criticality of the situation. The lower level can be disabled by the driver but the higher level always acts in highly critical situations.
Volkswagen Multi Collision Brake | Euro NCAP Advanced | Reward 2012
Volkswagen's Multi Collision Brake is a system that applies the brakes to prevent or mitigate a subsequent impact when a vehicle has been involved in a collision. If the airbag is fired in response to a primary collision, information is sent to the electronic stability control system to brake the vehicle. If the braking system is sufficiently intact to brake safely and effectively, the vehicle is automatically slowed down at a rate of 6ms-2 to a speed of 10km/h so that a secondary impact, for instance against another vehicle or roadside object, is avoided or at least less severe. During braking, the hazard warning lights and brake lights are illuminated and the hazard lights remain on after the braking has stopped.
Ford Sync Emergency Assistance | Euro NCAP Advanced | Reward 2012
Ford's SYNC Emergency Assistance makes an automatic call to the emergency services if the car has been involved in a serious accident, using the driver's mobile phone when connected by Bluetooth to the SYNC system. When the vehicle has been in an accident which is severe enough to trigger deployment of the airbags, Emergency Assistance automatically dials 112 and transmits a message stating that a Ford vehicle has been in an accident and giving the GPS location. This GPS location is taken from the on-board GPS module which is standard equipment of every vehicle having SYNC. When the message has been repeated twice (to ensure the operator has sufficient time to note all details accurately) Emergency Assistance leaves the phone line open to allow direct communication between the car occupants and the emergency services operator.
Ford MyKey | Euro NCAP Advanced | Reward 2012
Ford's MyKey is a programmable key system which allows certain settings in the vehicle to be tailored to particular drivers. In particular, the system is designed for parents or guardians whose children have recently passed their driving tests and make use of a shared family car. The car is delivered with several keys. One remains the 'Admin' key, allowing settings to be made to other keys, which become programmed keys or 'MyKeys'. The system is designed to be used cooperatively between the Administrator and MyKey users, with system settings that can be adjusted to be acceptable to both
Euro NCAP | Hyundai Santa Fe | 2012 | Crash test
http://euroncap.com/results/hyundai/santa_fe/2012/490.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Hyundai Santa Fe | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | VW Golf | 2012 | Crash test
http://euroncap.com/results/vw/golf/2012/500.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | VW Golf | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Volvo V60 Plug-In Hybrid | 2012 | Crash test
http://euroncap.com/results/volvo/v60_hybrid/2012/499.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Volvo V60 Plug-In Hybrid | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Skoda Rapid | 2012 | Crash test
http://euroncap.com/results/skoda/rapid/2012/496.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Skoda Rapid | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Seat Leon | 2012 | Crash test
http://euroncap.com/results/seat/leon/2012/494.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.
Euro NCAP | Seat Leon | 2012 | ESC test
http://euroncap.com/results/escperf.aspx
Euro NCAP carried out sine-with-dwell tests according to the ESC GTR global technical regulation, which is based on the US regulation FMVSS126. The testwere completed on all cars whose results were released in 2009. For cars that allowed the ESC system to be switched off, tests were carried out with ESC ON and OFF. Cars were tested by undergoing multiple runs, sometimes as much as 60 per car, each time increasing the steering angle and input. The clip shows the first ESC off test where the car span out. The ESC on test is the one with the same steering input.
Euro NCAP | Opel/Vauxhall Mokka | 2012 | Crash test
http://euroncap.com/results/opel_vauxhall/mokka/2012/493.aspx
Frontal Impact takes place at 64 Km/h, 40% of the width of the car striking a deformable barrier. In the side impact, a mobile deformable barrier impacts the driver's door at 50 km/h. In the pole test, the car tested is propelled sideways at 29km/h into a rigid pole.