Euro NCAP

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The European New Car Assessment Programme (Euro NCAP) is a European voluntary car safety performance assessment programme (i.e. a New Car Assessment Program) based in Leuven, Belgium. Formed in 1996, the first results were released in February 1997.<ref>Template:Cite web</ref> It was originally started by the Transport Research Laboratory for the UK Department for Transport but later backed by several European governments, as well as by the European Union (EU).<ref>Template:Cite book</ref><ref name=":0">Template:Cite web</ref> Their slogan is "For Safer Cars".

History and activities

Euro NCAP is a voluntary vehicle safety rating system created by the Swedish Road Administration, the Fédération Internationale de l'Automobile and International Consumer Research & Testing, backed by fourteen members, and motoring and consumer organisations in several EU countries.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> They provide European consumers with information regarding the safety of passenger vehicles. In 1998, operations moved from London to Brussels.<ref name="auto1">Template:Cite web</ref>

The programme is modelled after the New Car Assessment Program, introduced 1979 by the US National Highway Traffic Safety Administration.<ref name="NCAP">Template:Cite web</ref> Other areas with similar (but not identical) programmes include Australia and New Zealand with ANCAP, Latin America with Latin NCAP, Japan with JNCAP and China with C-NCAP.<ref name="C-NCAP">Template:Cite webTemplate:Dead link</ref>

Euro NCAP publish safety reports on new cars, and awards 'star ratings' based on the performance of the vehicles in a variety of crash tests, including front, side and pole impacts, and impacts with pedestrians. Testing is not mandatory, with vehicle models either being independently chosen by Euro NCAP or sponsored by the manufacturers.<ref name="Cars chosen for testing">Template:Cite web</ref>

In Europe, new cars are certified as legal for sale under the Whole Vehicle Type Approval regimen that differs from Euro NCAP. According to Euro NCAP,<ref>Template:Cite web</ref> "The frontal and side impact crash tests used by Euro NCAP are based on those used in European legislation. However, much higher performance requirements are used by Euro NCAP." Euro NCAP also states that "legislation sets a minimum compulsory standard whilst Euro NCAP is concerned with best possible current practice. Progress with vehicle safety legislation can be slow, particularly as all EU Member States’ views have to be taken into account. Also, once in place, legislation provides no further incentive to improve, whereas Euro NCAP provides a continuing incentive by regularly enhancing its assessment procedures to stimulate further improvements in vehicle safety."

Before Euro NCAP was introduced car buyers had little information if one car was safer than the other; the UK at the time required only a Template:Cvt frontal crash test.<ref name="auto2">Template:Cite web</ref> The first ratings of a group of best selling vehicles were released in 1997, since then Euro NCAP has tested more than 1,800 new cars, published over 600 ratings and has helped save upwards of 78,000 lives in Europe, and encouraged manufacturers to build safer cars.<ref name="auto2"/> As a result of Euro NCAP, European automakers' cars have become much safer over the years. Test results are commonly presented by motor press, and in turn, greatly influence consumer demand for a vehicle. One notable example of this is the Rover 100 (an update of a 1980 design, first marketed as an Austin), which after receiving a one-star Adult Occupant Rating in the tests in 1997, suffered from poor sales and was withdrawn from production soon afterwards.<ref name="racfoundation.org">Template:Cite web</ref> BMW's 2007 Mini had its bonnet and headlamp fixture changed to meet the latest pedestrian safety requirements.<ref name="edmunds.com">Template:Cite web</ref> In 2017, to celebrate Euro NCAP's 20th anniversary, they tested a 1997 Rover 100 and 2017 Honda Jazz under the same frontal offset conditions to demonstrate how far safety has come in Europe.<ref>Template:Cite web</ref>

Since 2019/2020, NCAP standards have required various driver assistance features to be switched on by default every time the car is started, stating "To be eligible for scoring points in DSM [Driver Monitoring Systems], the system needs to be default ON at the start of every journey and deactivation of the system should not be possible with a momentary single push on a button", and "From 2020 onwards, to be eligible for scoring points in ELK [Emergency Lane Keeping], the ELK part of the LSS system needs to be default ON at the start of every journey and deactivation of the system should not be possible with a momentary single push on a button."<ref>Template:Cite web</ref> Implementations of these features have been criticised.<ref name="Prior">Template:Cite news</ref><ref name="Goodwood">Template:Cite web</ref><ref name="Consumer backlash">Template:Cite news</ref><ref name="Turn it off">Template:Cite news</ref>

2020 test procedures

A full test can take up to six weeks:<ref>Template:Cite web</ref>

Mobile progressive deformable barrier

The test car is propelled at Template:Cvt into a moving deformable barrier mounted on an oncoming Template:Convert trolley, also travelling at 50 km/h at a 50% overlap. This represents hitting a mid-size family car. Two adult male dummies are seated in the front (a THOR-50M driver and a Hybrid-III 50M passenger) and two child dummies (a 6 year old and a 10 year old) are placed in the back. The aim is to assess the crumple zones and the compatibility of the test car.<ref>Template:Cite web</ref>

Full width rigid barrier

The test car is driven into a rigid barrier with full overlap at a speed of Template:Cvt. A small 5th Percentile dummy is seated in the driving position and in the rear seat. The aim is to test the car's restraint system, such as airbags and seat belts.<ref>Template:Cite web</ref>

Mobile side impact barrier

A deformable barrier is mounted on a trolley and is driven at Template:Cvt into the side of the stationary test vehicle at a right angle. This is meant to represent another vehicle colliding with the side of a car.<ref>Template:Cite web</ref>

Side pole

The car is propelled sideways at Template:Cvt against a rigid, narrow pole at a small angle away from perpendicular to simulate a vehicle travelling sideways into roadside objects such as a tree or pole.<ref>Template:Cite web</ref>

Far side impact

The body in white (frame) of the vehicle is attached to a sled is propelled sideways to provide accelerations experienced by the vehicle in the side and pole tests, but on the far side of the vehicle. The far side testing was implemented in 2020 to help combat far side injuries (where the driver is struck from the opposite side). The ‘excursion’ of the dummy - the extent to which the dummy moves towards the impacted side of the vehicle - is measured.<ref>Template:Cite web</ref>

If the vehicle is equipped with centre airbags then a co-driver (front passenger) is added in either the mobile side impact or the pole test to evaluate its effectiveness.

Whiplash

The vehicle seat is propelled forwards rapidly at both Template:Cvt to test the seat and head restraint's capabilities to protect the head and neck against whiplash during a rear impact.<ref>Template:Cite web</ref>

Vulnerable road users (pedestrians and cyclists)

  • Head impact
  • Pelvis impact
  • Lower leg impact
  • AEB pedestrian
  • AEB cyclist

Source<ref>Template:Cite web</ref>

Safety assist

Source<ref>Template:Cite web</ref>

Rescue and extrication

How easy it is for first responders to extricate the occupant and how well eCall performs after a collision.<ref>Template:Cite web</ref>

Ratings

Euro NCAP's ratings consist of percentage scores for Adult Occupant, Child Occupant, Vulnerable Road Users and Safety Assist and are delivered in the overall rating of stars, 5 being the best and 0 being the worst.

  • 5 star safety: Overall excellent performance in crash protection and well equipped with comprehensive and robust crash avoidance technology
  • 4 star safety: Overall good performance in crash protection and all round; additional crash avoidance technology may be present
  • 3 star safety: At least average occupant protection but not always equipped with the latest crash avoidance features
  • 2 star safety: Nominal crash protection but lacking crash avoidance technology
  • 1 star safety: Marginal crash protection and little in the way of crash avoidance technology
  • 0 star safety: Meeting type-approval standards so can legally be sold but lacking critical modern safety technology

Some cars have dual ratings as the lower is for the vehicle with standard equipment, while the higher is for the vehicle when equipped with certain options, often in the form of a safety pack.<ref>Template:Cite web</ref>

NCAP ratings are valid for a region. Some cars have less standard equipment as imported by other countries.

Euro NCAP Advanced

Euro NCAP Advanced is a reward system launched in 2010 for advanced safety technologies, complementing Euro NCAP's existing star rating scheme. Euro NCAP rewards and recognises car manufacturers that make available new safety technologies which demonstrate a scientifically proven safety benefit for consumers and society, but are not yet considered in the star rating<ref>Template:Cite web</ref> By rewarding technologies, Euro NCAP provides an incentive to manufacturers to accelerate the standard fitment of important safety equipment across their model ranges.<ref>Template:Cite web</ref>

Rating history

Year Improvements<ref name="auto3">Template:Cite web</ref>
1997 First crash tests of offset deformable barrier test and side impact
2008 New child protection rating
2009 New rating scheme
2010 Euro NCAP Advance Award introduced
2011 Electronic Stability Control (ESC) included in vehicle rating
2012 Business and family van tests
2014 Autonomous Emergency Braking (AEB) included into the rating
2015
  • Side impact "upgraded"<ref>Template:Cite web</ref>
  • January – Full width rigid barrier test introduced
  • November – AEB for pedestrians included
2016
  • January – New child dummies introduced
  • April – Dual rating introduced
2018 AEB included cyclists
2020
  • MPDB and far side crash tests introduced
  • Offset deformable barrier discontinued
  • AEB reverse and AEB Turn Across Path introduced
2023
  • Child presence detection when the vehicle is locked
  • Vehicle submergence testing to allow the window to be opened
  • Improved AEB detection for motorcycles, head-on and crossing paths at a T-junction, and small child when reversing
  • Driver warning or delay sudden door opening on cycle passing by
  • More sophistical leg form impactor and extended test zone for head impacts to better represent cyclist impacts.

As of 2024, many cars make excessive use of touchscreens, so this will be penalized starting in 2026.<ref>Template:Cite web</ref><ref name="Evo">Template:Cite news</ref>

Comparison groups

The results are grouped into 13 increasingly demanding classes:<ref>Template:Cite web</ref><ref>Template:Cite web</ref><ref name="auto3"/><ref>Template:Cite web</ref>

  • 1997-2002 (archive)
  • 2003-2007 (archive)
  • 2008 (archive)
  • 2009 (archive)
  • 2010-2011 (archive)
  • 2012 (archive)
  • 2013 (archive)
  • 2014 (archive)
  • 2015 (archive)
  • 2016-2017
  • 2018-2019
  • 2020-2022
  • 2023-2025<ref>Template:Cite web</ref>
  • 2026-2028<ref>Template:Cite web</ref>
  • 2029+

Quadricycle ratings

There is a different quadricycle rating for four-wheeled micro cars.

Members and test facilities

There are many members and test facilities throughout Europe.<ref name="auto">Template:Cite web</ref>

Members

Testing facilities

  • Thatcham Research
  • ADAC Technik Zentrum
  • BASt
  • TASS International
  • UTAC CERAM
  • IDIADA AT
  • CSI
  • AstaZero
  • Mira China
  • China Automotive Engineering Research Institute

See also

General

Safety organisations

References

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