Are Small Cars Safer Now?

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U.S. carmakers are in full-tilt-boogie mode in their efforts to add smaller, less costly, more fuel-efficient cars to their stables. Ford’s all-new 2011 Fiesta sub-compact began arriving in dealerships in late June, while the redesigned Focus comes to market in early 2011. GM, meanwhile, launches the compact Chevy Cruze in September.

That focus on small cars means that auto engineers have been devoting even more time and energy to one of the big issues that has dogged small cars from a consumer acceptance standpoint: Safety. For decades we’ve been hearing that American buyers were hesitant to give up their big vehicles for fear that small cars weren’t safe enough. But recent advances in both technology and crash testing, not to mention the use of new, stronger structural materials, have significantly improved the crash-worthiness of small cars.

“With all of the improvements in technology, today’s small cars are as safe as, if not safer than, large cars from the 1970s,” said Wes Sherwood, Ford’s safety communications manager.

Fifty Years Of Progress

Albert Ware, director of GM’s safety center in Milford, Michigan, echoed these sentiments. He cited a crash test performed last September by the Insurance Institute for Highway Safety that pitted a 1959 Chevy Bel Air against a 2009 Chevy Malibu. The vehicles were similar in weight -- the Bel Air weighed in at 3,629 lbs., while the Malibu tipped the scales at 3,452 lbs, according to the IIHS. "They were smashed right into each other, head-on, at 40 mph,” said Ware.

The driver of the Bel Air would have been killed in the crash. “But with the Malibu, the data showed that the driver would have maybe suffered a bruise on his chest. The door could still be opened and closed as easily as if it was still in the showroom,” Ware said.

The improved safety in modern cars isn’t all due to air bags. The bigger factor is that modern designs for the frame and the interior safety cage have improved, in large part because of an increase in the strength of the structural steel.

According to Sherwood more than 50 percent of the Fiesta’s body structure uses these high-strength or ultra-high-strength steels. The Fiesta’s A- and B-pillars are fashioned from ultra-high-strength, aluminized Boron steel, while the rocker panels are also crafted from high-strength, dual-phase steels known for their energy-absorption qualities.

Better Testing

One of the other ways carmakers are building safer cars is by improving their crash testing data. General Motors has recently spent $33 million on upgrades to its safety center in Milford, Michigan, and another $10 million to create a rollover-crash facility.

“One of the biggest enhancements to crash testing in recent years has been the improvement of our computerized analytical engineering,” said Ware. “Five years ago, we had a lot less capacity in that area, so we needed to do more ‘hardware’ crash testing. But now we can do many more computerized crash simulations, which allows us to be more tactical in our hardware crash tests.”

Today’s computerized “virtual” crash testing can provide engineers with data that wasn’t available to them even a few years ago. It also means that GM can do more crash testing, faster, in simulation, rather than actually smashing vehicles.

Ford also employs such sophisticated computerized methods, which, rather than employing crash-test dummies, can include virtual humans for more realistic assessment of injury. “These ‘virtual dummies’ are much more life-like, in the sense that engineers can simulate the effects of a crash on internal organs, the skeletal structure, and the brain,” said Sherwood.

In addition to the digitized virtual dummies, carmakers are also using higher-tech physical dummies, higher-tech in that they’re wireless. Typically, crash-test dummies have been wired to a data acquisition device for downloading data after the test, but new models use wi-fi. The wireless technology added another $35,000 to $40,000 to the cost of dummies that were already priced at $100,000 - $125,000 each.

“But when we built our rollover-crash facility, we wanted to minimize the use of wires that might get batted around in a rotating car, because we thought that could jeopardize the accuracy of the readings,” said Ware.

At GM’s safety center, when a new model is being developed, engineers typically crash as many as 70 vehicles as part of the research. Since the Cruze is already being sold in dozens of other countries outside the U.S., the car has already passed local safety regulations. This meant the Milford safety center “only” smashed up about 30 Cruzes as part of the testing for the U.S. model, according to Ware.

Making Electronics Safe

There’s no arguing that the prevalence of electronics in our cars, as well as the use of cell phones and other devices by drivers, contributes to accidents. Ford’s popular Sync hands-free system has been at the forefront of combating driver distraction, and a forthcoming enhancement will make it easier for drivers to control their devices via voice commands. Scheduled to launch late this year, AppLink will allow application developers to integrate with Sync, bringing hands-free operation to third-party apps on smart phones. Fiesta owners will be able to download the software into their cars.??

Another high-tech development from Ford is My Key, an electronic key fob that allows parents of teen drivers to select a feature that ensures that the vehicle cannot travel any faster than 80 mph. My Key also allows parents to enable a function that automatically reduces the volume of the stereo system by about 50 percent if the vehicle reaches a certain speed, in order to cut down on that particular form of teen distraction. A “no belts, no tunes” feature completely mutes the stereo system if the front occupants don’t buckle up their safety belts.

When first published, this story contained a factually incorrect quote regarding the curb weights of the cars used in the IIHS crash test. The article has since been corrected.

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Americans Driving Safer. And it's Saving Us Money.

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Cheaper auto insurance? Analysts say it's a real possibilty in 2011 (TheTruthAbout, Flickr).

Many analysts are predicting that insurance premiums will remain flat in 2011 -- maybe even go down. That's a relief to consumers who are seeing everything else go up, from gasoline to a loaf of bread.

The reason for lower car insurance rates: A decline in crashes and insurance claims, which have helped drop premiums by one or two percent a year from 2004 through 2009, according to data from the National Association of Insurance Commissioners. Also, consumers are doing a better job of shopping around and taking advantage of lower-cost providers.

"When the number of accidents goes down, fewer claims are filed, and that's one of the two main drivers of auto insurance rates," said Brian Sullivan, an insurance analyst and editor of the Auto Insurance Report newsletter.

The business of forecasting auto insurance rates can be a tricky one. For starters, insurance analysts have to sift through many indicators when making such forecasts, like the total number of crashes, the number of fatal crashes, the number and dollar amounts of insurance claims, average highway miles driven, the state of the economy, the cost of medical care and car repairs, improvements in auto safety technology -- the list goes on.

Sluggish Economy Means Less Driving

Many of these indicators are presently in flux, or moving in different directions. For example, due to the state of the economy, people are driving less, resulting in fewer insurance claims. The number of fatal accidents has been falling for a few years, but medical costs and repair costs are up. The incidence of auto insurance fraud has risen after several years of decline, but tort reform in some states has put a cap on the dollar amount that juries can award to plaintiffs in crash-related lawsuits. The rapid advance of high-tech safety features in vehicles has also helped reduce fatal crashes and serious injuries.

Since the recession began in '08, a lot of people have lost their jobs, or their income has decreased significantly. So people have been using their cars less than ever, which has clearly led to fewer crashes and fewer claims. "Insurers could afford to charge less," said Jeremy Bowler, an analyst at J.D. Power & Associates.

If the economy improves, and people start driving more, one might presume that premiums would go up. But, says Sullivan, the economy was strong in 2004-2005, and premiums went down even then.

While distracted driving has been a huge issue in the media, Sullivan says using cell phones and texting while driving has not translated into an increase in crashes or had an effect on insurance premiums. "It would seem to make sense that engaging in these activities would indeed be a big distraction for drivers, but the data just isn't there to show that the number of crashes are up as a result," he said.

The Geico Gekko

Another catalyst in the recent drop insurance rates has been the phenomenal increase in the amount of advertising done by insurance companies, particularly Progressive and Geico, said Bowler. "Those ad campaigns have created tremendous awareness in the minds of consumers. The message they constantly hear in all those ads is that you should price shop," he said. "So, that results in a drop in rates as well, because consumers are have been doing more price-shopping."

Whether you get a better rate if you make a habit of price-shopping and change insurers every few years, or if you stay with one company for a long time is a point of contention.

"It's definitely a good idea to shop a bit, although it's not something people want to spend a lot of time doing," says Sullivan. "I would say that the best thing to do is seek personal recommendations -- ask your friends and neighbors who they use, what they're paying, and if they're happy with the service."

On the other hand, some companies offer discounts if you've been with them for a long time. The data shows that there's a correlation between the length of time you've been with one company and how likely you are to make a claim. If you're inclined to remain with your current insurer, then call he company and make sure you're getting all the available discounts or good behavior and loyalty.

Sullivan cautions against using price as the only factor when shopping for insurers and choosing a new one. "It's not a good idea to buy based purely on price," he said. "Anyone can have a great, low rate if they don't answer the phones or pay out claims, so the cheapest might not necessarily be the best value."

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Are Small Cars Safer Now?

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U.S. carmakers are in full-tilt-boogie mode in their efforts to add smaller, less costly, more fuel-efficient cars to their stables. Ford’s all-new 2011 Fiesta sub-compact began arriving in dealerships in late June, while the redesigned Focus comes to market in early 2011. GM, meanwhile, launches the compact Chevy Cruze in September.

That focus on small cars means that auto engineers have been devoting even more time and energy to one of the big issues that has dogged small cars from a consumer acceptance standpoint: Safety. For decades we’ve been hearing that American buyers were hesitant to give up their big vehicles for fear that small cars weren’t safe enough. But recent advances in both technology and crash testing, not to mention the use of new, stronger structural materials, have significantly improved the crash-worthiness of small cars.

“With all of the improvements in technology, today’s small cars are as safe as, if not safer than, large cars from the 1970s,” said Wes Sherwood, Ford’s safety communications manager.

Fifty Years Of Progress

Albert Ware, director of GM’s safety center in Milford, Michigan, echoed these sentiments. He cited a crash test performed last September by the Insurance Institute for Highway Safety that pitted a 1959 Chevy Bel Air against a 2009 Chevy Malibu. The vehicles were similar in weight -- the Bel Air weighed in at 3,629 lbs., while the Malibu tipped the scales at 3,452 lbs, according to the IIHS. "They were smashed right into each other, head-on, at 40 mph,” said Ware.

The driver of the Bel Air would have been killed in the crash. “But with the Malibu, the data showed that the driver would have maybe suffered a bruise on his chest. The door could still be opened and closed as easily as if it was still in the showroom,” Ware said.

The improved safety in modern cars isn’t all due to air bags. The bigger factor is that modern designs for the frame and the interior safety cage have improved, in large part because of an increase in the strength of the structural steel.

According to Sherwood more than 50 percent of the Fiesta’s body structure uses these high-strength or ultra-high-strength steels. The Fiesta’s A- and B-pillars are fashioned from ultra-high-strength, aluminized Boron steel, while the rocker panels are also crafted from high-strength, dual-phase steels known for their energy-absorption qualities.

Better Testing

One of the other ways carmakers are building safer cars is by improving their crash testing data. General Motors has recently spent $33 million on upgrades to its safety center in Milford, Michigan, and another $10 million to create a rollover-crash facility.

“One of the biggest enhancements to crash testing in recent years has been the improvement of our computerized analytical engineering,” said Ware. “Five years ago, we had a lot less capacity in that area, so we needed to do more ‘hardware’ crash testing. But now we can do many more computerized crash simulations, which allows us to be more tactical in our hardware crash tests.”

Today’s computerized “virtual” crash testing can provide engineers with data that wasn’t available to them even a few years ago. It also means that GM can do more crash testing, faster, in simulation, rather than actually smashing vehicles.

Ford also employs such sophisticated computerized methods, which, rather than employing crash-test dummies, can include virtual humans for more realistic assessment of injury. “These ‘virtual dummies’ are much more life-like, in the sense that engineers can simulate the effects of a crash on internal organs, the skeletal structure, and the brain,” said Sherwood.

In addition to the digitized virtual dummies, carmakers are also using higher-tech physical dummies, higher-tech in that they’re wireless. Typically, crash-test dummies have been wired to a data acquisition device for downloading data after the test, but new models use wi-fi. The wireless technology added another $35,000 to $40,000 to the cost of dummies that were already priced at $100,000 - $125,000 each.

“But when we built our rollover-crash facility, we wanted to minimize the use of wires that might get batted around in a rotating car, because we thought that could jeopardize the accuracy of the readings,” said Ware.

At GM’s safety center, when a new model is being developed, engineers typically crash as many as 70 vehicles as part of the research. Since the Cruze is already being sold in dozens of other countries outside the U.S., the car has already passed local safety regulations. This meant the Milford safety center “only” smashed up about 30 Cruzes as part of the testing for the U.S. model, according to Ware.

Making Electronics Safe

There’s no arguing that the prevalence of electronics in our cars, as well as the use of cell phones and other devices by drivers, contributes to accidents. Ford’s popular Sync hands-free system has been at the forefront of combating driver distraction, and a forthcoming enhancement will make it easier for drivers to control their devices via voice commands. Scheduled to launch late this year, AppLink will allow application developers to integrate with Sync, bringing hands-free operation to third-party apps on smart phones. Fiesta owners will be able to download the software into their cars.??

Another high-tech development from Ford is My Key, an electronic key fob that allows parents of teen drivers to select a feature that ensures that the vehicle cannot travel any faster than 80 mph. My Key also allows parents to enable a function that automatically reduces the volume of the stereo system by about 50 percent if the vehicle reaches a certain speed, in order to cut down on that particular form of teen distraction. A “no belts, no tunes” feature completely mutes the stereo system if the front occupants don’t buckle up their safety belts.

When first published, this story contained a factually incorrect quote regarding the curb weights of the cars used in the IIHS crash test. The article has since been corrected.

View the original article here

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