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New and old GNCAP crash test: details


New crash test protocols also include active safety features such as ESC.

Published on October 21, 2022 09:00:00 AM

New and old GNCAP crash testing protocol: what's the difference?

Global NCAP recently released the safety ratings of Volkswagen Taigun and Skoda Kushaq SUV, has been tested under new crash test protocols. These new protocols take effect in July 2022, but the 5-star scale remains the same. So what’s new with the new system, and how is the new system different from the previous structure? Although the technical changes and modifications are large, let’s take a look at the key differences.

The old protocol’s star ratings only indicate a vehicle’s performance in face-to-face tests. However, the new protocol reflects a more comprehensive safety rating, taking into account active safety as required by the ESP and awarding points for seat belt reminders along with additional crash tests to protect against safety. side impact protection.

GNCAP previous protocol

Previously, Global NCAP assessed vehicles based solely on a frontal crash test. Called the (Front) Offset Deformable Barrier (ODB) test, it involved crashing the vehicle into a deformable barrier with 40% overlap at 64 km/h.

The results were then obtained from test dummies placed inside the vehicle, which were then used to calculate the vehicle’s star rating – one for adult protection and one for child protection. The results also publish individual scores out of 16 for adult protection and 49 for child protection. An additional crash test – the lateral impact test – is performed on vehicles aiming for a five-star rating or those voluntarily submitted by the manufacturer.

Thus, in previous protocols, only passive safety features of the vehicle were evaluated, and little consideration was given to active safety features.

New protocol GNCAP

While speed and offset percentages remained the same in frontal crash testing, Global NCAP has become more rigorous in calculating thorax load indices on crash test dummies.

Coming to the side impact tests, under the new protocol, the test is now mandatory regardless of whether the car hits the five-star target or not. However, if a vehicle scores 0 in a frontal crash test, Global NCAP will not be obligated to perform a side crash test on that vehicle. In addition, in previous protocols, the regulation did not require infant pacifiers for lateral impact tests. However, they are now mandatory.

In terms of scores, the maximum adult protection score is 34 points (16 points for the frontal crash test, 16 points for the side crash test, and two points for the seat belt reminder). Importantly, each seat belt reminder receives 0.5 points from Global NCAP, with the maximum number of points awarded capped at two. However, for any vehicle that qualifies for these points, it should have seat belt reminders in all seats.

Under the new protocols, a 5-star rating is only awarded to a car if it secures the required score and meets the following conditions:

Side pole impact: The new protocol also considers the end-to-end effect calculated by the polarity test, which the previous protocol did not take into account. For a vehicle to be tested for extreme impact, Global NCAP requires it to be equipped with some type of head protection system.

By the end of 2022, Global NCAP requires 30% of all sales to be equipped with some form of end-to-end protection, which is expected to account for 50% by 2023 and 90% by 2025. , the interesting thing is the government upcoming 6 airbag mission could provide a boost to the vehicles in this test.

ESC requirements: To guarantee 5 stars, Global NCAP has also requested Electronic Stability Control (ESC). The protocols state that installing an ESC on a car should be a two-fold step – either as standard on the best-selling variant of the vehicle or in comparable quantities in other variants. For example, if the best-selling variant sells 100 units per month, the ESC should be the standard accessory in said variant, or in 100 units of all other variants bundled together.

GNCAP also requires manufacturers to roll out the ESC standard on all variants within two years of publication of the test, and for those two years it must be offered as a “stand-alone” option, and cannot be combined with any other features.

Pedestrian protection: For a 5-star rating, the new protocols also require pedestrian protection systems to be standard fixtures, according to UN127 or GTR9. And, to prove functionality, automakers must be validated against the UN127 or GTR9 tests and give pass/fail results.

Seat belt reminder: In order for a car to qualify for a five-star rating, the car must score at least one point for a seat belt reminder.

Is the new Global NCAP test close to Euro NCAP with new protocols?

While the new GNCAP protocols are a big step forward, much work remains to be done, especially with regard to active safety. In an interview with Autocar India, Alejandro Furas, general secretary of Global NCAP said that with the new protocols, we are “about 10 years behind Global NCAP”. However, he believes that since most of the safety technology is already available and only needs to be installed in cars, Global NCAP won’t have to wait another 9 to 10 years to catch up with Euro NCAP.

The new regulations will be in effect for another four years, before they are updated again. By 2026, Global NCAP is considering placing a single star rating system – like Latin and Euro NCAP – and will likely also have more advanced active safety features like autonomous emergency braking ( AEB), Lane Departure Warning (LDW) and Blind Spot Detection (BSD).

Also see:

Bharat NCAP launch confirmed on April 1, 2023

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