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Added on the 01/11/2023 07:09:59 - Copyright : Auto Moto EN
Euro NCAP has released its first batch of crash-test results for 2019, with the Mercedes-Benz G-Class bagging a full five stars for safety.The new-generation Geländewagen scored 90 percent for adult occupant protection and 83 percent for child occupant protection, while also managing 78 percent for vulnerable road-user protection and 72 percent for its standard safety assistance technology.A left-hand-drive version of the G350d (not currently offered in South Africa) was tested, although the results cover the petrol-powered G500 and flagship Mercedes-AMG G63 as well.Production of the new G-Class kicked off in Graz, Austria back in May 2018. Since 1979, Magna Steyr has produced the G-Class on behalf of the Stuttgart-based brand.
Mercedes-Benz - Crash test preparations - Hanna Paul, Crash Test Dummy Engineer
Mercedes-Benz - Battery electric vehicle crash test
With the world’s first public crash test involving two fully electric vehicles, Mercedes-Benz is going above and beyond not only the legal requirements but also those of the ratings industry. Euro NCAP stipulates a frontal impact test using a 1,400 kg trolley with an aluminium honeycomb barrier replicating the front of another vehicle. In accordance with the specifications, the test vehicle and the trolley collide with an overlap and at a speed of 50 km/h. Mercedes-Benz, however, used two real vehicles, an EQA and an EQS SUV, which are significantly heavier at around 2.2 and three tonnes respectively. In addition, both models were faster, each going 56 km/h, which meant that the overall crash energy was considerably higher than required by law. The vehicles’ extensive deformation following the collision may seem alarming to the non-expert. For the Mercedes-Benz engineers, however, it shows that the vehicles were able to effectively absorb the energy of the collision by deforming. As a result, the passenger safety cell of both electric models remained intact and the doors could still be opened. In an emergency, this would make it possible for occupants to exit the vehicle on their own or for first responders and rescue personnel to reach them. The high-voltage system in the EQA and the EQS SUV switched off automatically during the collision.
With the world’s first public crash test involving two fully electric vehicles, Mercedes-Benz is going above and beyond not only the legal requirements but also those of the ratings industry. Euro NCAP stipulates a frontal impact test using a 1,400 kg trolley with an aluminium honeycomb barrier replicating the front of another vehicle. In accordance with the specifications, the test vehicle and the trolley collide with an overlap and at a speed of 50 km/h. Mercedes-Benz, however, used two real vehicles, an EQA and an EQS SUV, which are significantly heavier at around 2.2 and three tonnes respectively. In addition, both models were faster, each going 56 km/h, which meant that the overall crash energy was considerably higher than required by law. The vehicles’ extensive deformation following the collision may seem alarming to the non-expert. For the Mercedes-Benz engineers, however, it shows that the vehicles were able to effectively absorb the energy of the collision by deforming. As a result, the passenger safety cell of both electric models remained intact and the doors could still be opened. In an emergency, this would make it possible for occupants to exit the vehicle on their own or for first responders and rescue personnel to reach them. The high-voltage system in the EQA and the EQS SUV switched off automatically during the collision.
The passenger compartment of the EQC remained stable in the offset frontal test. Dummy readings indicated good protection of the kneesand femurs of both the the driver and passenger. Mercedes-Benz showed that a similar level of protection would be provided to occupantsof different sizes and to those sitting in different positions. For the passenger, protection of all critical body areas was good. Likewise, inthe full-width rigid barrier test, protection of the driver was good for all critical body parts. For the rear passenger, dummy readings ofchest compression indicated a marginal level of protection for this part of the body, with good or adequate protection elsewhere. In theside barrier impact, the EQC scored maximum points with good protection all-round. Dummy readings indicated good protection for allcritical body areas in the more severe side pole test, too. However, a post-test inspection revealed that the upper hinge of the rearimpacted-side door had broken, and the car was penalised. Tests on the front seats and head restraints demonstrated good protectionagainst whiplash injuries in the event of a rear-end collision. A geometric assessment of the rear seats indicated marginal whiplashprotection. The standard-fit autonomous emergency braking (AEB) system performed well in tests at the low speeds at which manywhiplash injuries occur, with collisions against another vehicle avoided or mitigated in all test scenarios.
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