Interesting test that goes to show you: when a car you're interested in has a star rating... it means that if a vehicle of equal mass hits you.. it gets those stars. In other words, if a smart gets 5 starts.... that means if you're hit by another smart you get the 5 stars. What are the chances of THAT happening? If you're hit by, say, a Honda Accord (much more likely) you're in deep trouble. If you watch all the way to the end you'll see what happens when a smart fortwo hits a mid-size. Yikes.....
Video:
http://www.iihs.org/news/rss/pr041409.html#
IIHS news release
Laws of physics prevail: The Honda Fit, Smart Fortwo, and Toyota Yaris are good performers in the Institute's frontal offset barrier test, but all three are poor performers in the frontal collisions with midsize cars. These results reflect the laws of the physical universe, specifically principles related to force and distance.
Although the physics of frontal car crashes usually are described in terms of what happens to the vehicles, injuries depend on the forces that act on the occupants, and these forces are affected by two key physical factors. One is the weight of a crashing vehicle, which determines how much its velocity will change during impact. The greater the change, the greater the forces on the people inside and the higher the injury risk. The second factor is vehicle size, specifically the distance from the front of a vehicle to its occupant compartment. The longer this is, the lower the forces on the occupants.
Size and weight affect injury likelihood in all kinds of crashes. In a collision involving two vehicles that differ in size and weight, the people in the smaller, lighter vehicle will be at a disadvantage. The bigger, heavier vehicle will push the smaller, lighter one backward during the impact. This means there will be less force on the occupants of the heavier vehicle and more on the people in the lighter vehicle. Greater force means greater risk, so the likelihood of injury goes up in the smaller, lighter vehicle.
Crash statistics confirm this. The death rate in 1-3-year-old minicars in multiple-vehicle crashes during 2007 was almost twice as high as the rate in very large cars.
"Though much safer than they were a few years ago, minicars as a group do a comparatively poor job of protecting people in crashes, simply because they're smaller and lighter," Lund says. "In collisions with bigger vehicles, the forces acting on the smaller ones are higher, and there's less distance from the front of a small car to the occupant compartment to 'ride down' the impact. These and other factors increase injury likelihood."
The death rate per million 1-3-year-old minis in single-vehicle crashes during 2007 was 35 compared with 11 per million for very large cars. Even in midsize cars, the death rate in single-vehicle crashes was 17 percent lower than in minicars. The lower death rate is because many objects that vehicles hit aren't solid, and vehicles that are big and heavy have a better chance of moving or deforming the objects they strike. This dissipates some of the energy of the impact.
Some proponents of mini and small cars claim they're as safe as bigger, heavier cars. But the claims don't hold up. For example, there's a claim that the addition of safety features to the smallest cars in recent years reduces injury risk, and this is true as far as it goes. Airbags, advanced belts, electronic stability control, and other features are helping. They've been added to cars of all sizes, though, so the smallest cars still don't match the bigger cars in terms of occupant protection.
Would hazards be reduced if all passenger vehicles were as small as the smallest ones? This would help in vehicle-to-vehicle crashes, but occupants of smaller cars are at increased risk in all kinds of crashes, not just ones with heavier vehicles. Almost half of all crash deaths in minicars occur in single-vehicle crashes, and these deaths wouldn't be reduced if all cars became smaller and lighter. In fact, the result would be to afford less occupant protection fleetwide in single-vehicle crashes.
Yet another claim is that minicars are easier to maneuver, so their drivers can avoid crashes in the first place. Insurance claims experience says otherwise. The frequency of claims filed for crash damage is higher for mini 4-door cars than for midsize ones.
Here's how the pairs of cars fared in the Institute's new crash tests:
Honda Accord versus Fit: The structure of the Accord held up well in the crash test into the Fit, and all except one measure of injury likelihood recorded on the driver dummy's head, neck, chest, and both legs were good. In contrast, a number of injury measures on the dummy in the Fit were less than good. Forces on the left lower leg and right upper leg were in the marginal range, while the measure on the right tibia was poor. These indicate a high risk of leg injury in a real-world crash of similar severity. In addition, the dummy's head struck the steering wheel through the airbag. Intrusion into the Fit's occupant compartment was extensive. Overall, this minicar's rating is poor in the front-to-front crash, despite its good crashworthiness rating based on the Institute's frontal offset test into a deformable barrier. The Accord earns good ratings for performance in both tests.
Mercedes C class versus Smart Fortwo: After striking the front of the C class, the Smart went airborne and turned around 450 degrees. This contributed to excessive movement of the dummy during rebound — a dramatic indication of the Smart's poor performance but not the only one. There was extensive intrusion into the space around the dummy from head to feet. The instrument panel moved up and toward the dummy. The steering wheel was displaced upward. Multiple measures of injury likelihood, including those on the dummy's head, were poor, as were measures on both legs.
"The Smart is the smallest car we tested, so it's not surprising that its performance looked worse than the Fit's. Still both fall into the poor category, and it's hard to distinguish between poor and poorer," Lund says. "In both the Smart and Fit, occupants would be subject to high injury risk in crashes with heavier cars." In contrast, the C class held up well, with little to no intrusion into the occupant compartment. Nearly all measures of injury likelihood were in the good range.
Toyota Camry versus Yaris: There was far more intrusion into the occupant compartment of the Yaris than the Camry. The minicar's door was largely torn away. The driver seats in both cars tipped forward, but only in the Yaris did the steering wheel move excessively. Similar contrasts characterize the measures of injury likelihood recorded on the dummies. The heads of both struck the cars' steering wheels through the airbags, but only the head injury measure on the dummy in the Yaris rated poor. There was extensive force on the neck and right leg plus a deep gash at the right knee of the dummy in the minicar. Like the Smart and Fit, the Yaris earns an overall rating of poor in the car-to-car test. The Camry is acceptable.
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