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Ratings: 2019 Perodua Aruz 1.5 AV - High score in practicality, 160.5 pts overall

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Poor JNCAP scores for Daihatsu Rocky/Toyota Raize’s AEB’s pedestrian detection

its identical twin brother the Toyota Raize have been given a maximum 5-star rating for crash safety protection

New 2021 Hyundai Kona vs pre-facelift, what are the differences?

than before, it has been reduced to sit lower on the front, giving the car the look of a clamshell bonnet

All-new 2020 Honda City gets 5-star ASEAN NCAP – maximum points for side impact protection

available in Thailand.The all-new Honda City scored 32.38 out of the maximum 36 points for adult occupant protection

Ratings: 2020 Mercedes-Benz C-Class C200 AMG Line - How good is it without the badge?

Toyota Vios 1.5L G - Panel Gaps (mm) Location Driver Side Passenger Side Difference Bonnet

Get better protection with Honda's enhanced insurance package

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Ecstasy is not surrounded by panel lines but rather stands within her own ‘lake’ of the bonnet

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MG ZS gets 5-star ASEAN NCAP rating – poorer score than X50

Talk about a big improvement.Based on the data, the MG ZS offers good protection overall to the front

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Proton X50 comes with just 4 airbags.Still, the X50 manage to do better than the Aruz in side-impact protection

2020 Ford Ranger Raptor updated with AEB, Forward Collision Warning, and LDW

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ExxonMobil has launched the Mobil Super 3000 All-in-One Protection series in Malaysia.

Safer than a Volvo: 2020 Mazda CX-30 smashes Euro NCAP’s record for adult occupant protection

The 2020 Mazda CX-30 has just recorded an almost perfect 99 percent score for Adult Occupant Protection

Which do you think will protect you better? The Mazda CX-30 or Volvo XC40?

rsquo;s record.The two five-star rated Mazda models scored 99 percent and 98 percent in adult occupant protection

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New insurance plans for your Mercedes-Benz vehicle

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First look under the bonnet of the Nissan Z Proto, 400 PS V6 engine confirmed?

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Subaru warranty nearly expired? Here's an auto protection for you!

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pedestrian protection bonnet Post Review

The new #‎LexusIS features another Lexus-first - the pop-up bonnet design allows for pedestrian impact protection. http://t.co/NOspz6i1tz

BMW’s two-seater roadster, the new Z4, scored well all-round. Its protection of vulnerable road users was especially impressive, thanks to an active bonnet that lifts when a pedestrian has been hit. https://t.co/ER0LYqKeyP

BMW 1 SERIES E82/E88 Bonnet Hinges Pedestrian Protection Pair 7289994 https://t.co/n4gEdu4Ko8 eBay https://t.co/pLPZJU0Mkp

@EuroNCAP on the Porsche Macan (2014 test): - 60% pedestrian protection score - "the front edge of the bonnet scored no points, with poor protection being provided" https://t.co/CZWbh3hf6V

Something new for us. Device under the bonnet for the pedestrian protection system. http://t.co/eJA7RBDrKO

#MazdaMX5 scores highest ever pedestrian protection score from ANCAP thanks to pop-up bonnet https://t.co/9GdDhrLtUA https://t.co/WZggRtvenO

Weird Bonnet on the 2014 MINI Cooper Has an Explanation: Pedestrian Protection - BMW Power ^GN http://t.co/pM4YOblRdW

CAR giant Ford has patented a “pedestrian protection system” with inflatable bumpers and bonnet airbags to... https://t.co/PhtdJ0ag2X

Ford Focus III - High bonnet (Alastairw) : Motoring Discussion: Its to do with pedestrian impact protection. T... http://t.co/k2GYC5OT

@OPUWarks @WMerciaSC_OPU looks like it's activated the pedestrian protection with bonnet up at the back!

pedestrian protection bonnet Q&A Review

What is so cool about Mazda’s Rotary engine?

Facts about Mazda RX-8 •RX-8 : ,R,=Rotary engine, ,X,=Sports car ,Rotary engine sports car 8 •RX-8 engine have ,2 rotars •The RX-8 drinks ,1 liter ,of oil every ,1000 miles •Some RX-8's have head, light washers •RX-8 uses ,corbon fibre shaft, to reduce weight •RX-8 have ,suicide door •Their is a ,secret compartment, in Mazda RX-8 •The ,shock cone aluminium bonnet, has an impact-absorption structure aimed at enhancing pedestrian protection Image source:,Google Thanks to all of you who have given your time to ,read, this answer, hope you like it.

If you were able to go back to 1930s and gave engineers and mechanics from that time a modern car, what could they possibly learn from it?

I had a friend who restored old cars, and we once went through the features and asked ourselves what had been invented which was new. (This was in about 1990 before computer control had taken over.) Our conclusion was that mechanically very little. All sorts of complex things had already been invented (if not in all cars). We concluded the biggest was the replacement of rubber with PVC for the wiring, which is much more durable. So my answer is probably that the mechanics could learn very little, but they would be interested in the new materials and manufacturing techniques (better precision, making surfaces more wear-resistant). However, there is no way they could actually apply them. Likewise, they would not have the facilities to do engine or braking management. I would hope to draw their attention to safety features they could understand and implement, such as a seat belt, crumple zones, collapsible steering column (invented in the 1930s) and pedestrian protection (no projecting ornaments, a front which tends to throw a person onto the bonnet instead of under the wheels).

What is your review of Mercedes A Class?

A-Class a five-star (out of five) safety rating, with higher scores in the areas of adult occupancy and pedestrian protection than the BMW 1 Series managed. Indeed, it's one of the safest family cars you can buy. Even the most basic versions come with a host of safety features, such as , traffic sign recognition, seven airbags and a driver alertness monitoring system, as well as a pop-up bonnet to help cushion a pedestrian in the event of an impact. Meanwhile, rear cross-traffic alert (this stops you if you're about to reverse out of your drive into the path of another car) and blindspot monitoring are all part of the optional Driver Assistance Pack.

What injuries would somebody get if hit by a car going 25-30 mph?

What injuries would somebody get if hit by a car going 25-30 mph? For a pedestrian being hit head-on by a car at 25 mph, it makes almost no difference if the vehicle was big old Detroit iron, a full semi, or a lightweight import; the weight difference between a human body and a motor vehicle is so great that they are all about the same order of magnitude in comparison, so the instant high-G acceleration the victim’s body will experience is nearly the same in all those cases. The sudden acceleration of the impact is what injures or kills, as it occurs differentially, which means that the parts of the body that were actually hit will be pushed forward immediately, while adjacent parts of the body tend to remain stationary, due to the body’s inertia. This results in ,shearing forces,, which cause tearing of organs and tissues, rupture of blood vessels, etc. (For a vehicle occupant, after a crash into a solid object, the process is exactly the same, but reversed; the injury is caused by the G-forces of sudden ,de,-celeration, which immediately stops the forward motion of the parts of the body that impact the solid and relatively un-moving object, while the rest of the body keeps moving forward at the original speed of the vehicle in which the occupant was riding, due to the body’s inertia. This results in identical shearing forces between the parts of the body that are moving, and the parts that are relatively stationary.) As far as survivability, the chances are not good at all, in the event of a direct collision between car and pedestrrian — other answers have indicated it would be 99% fatal, and that sounds about right as a wild finger-in-the-wind guess, but hey, let’s do some actual research! The relevant research on the human body’s survivability of high-G impacts (of any kind: falls from a height, getting hit by a car, crashing a vehicle or aircraft into a solid object, etc.) was done by NASA back in the 1950s and is sobering about the relatively low speeds at which a direct impact with an unprotected human body will cause serious injury or death. This StackExchange thread discusses the issue in the context of rock climbers falling from a height, and links to the original NASA paper: How far would you need to fall for it to be fatal? The upshot is that in a direct hit with a hard, solid surface, an impact velocity of up to about 12 meters/second is more likely than not to be survivable (that is, >50%), but serious, even life-changing injuries can often be expected; while above 17 m/s, impacts are almost always fatal. If resulting from a fall, where the impact speed is based on the acceleration due to gravity (which causes the impact speed to increase, the bigger the distance of the fall, at least until “terminal velocity” is reached due to air resistance and drag), that 17 m/s speed corresponds to a height of about 12 meters, roughly equivalent to jumping out of a 4th-story window. For our purposes, let’s use the handy Google metric-unit-to-English-unit conversion calculator: = 0.44704 m / s - Google Search 12 meters/second (43.2 km/h) computes to about 27 miles/hour, and 17 m/s (61.2 km/h) is about 38 mph. So: at about 25 mph impacts are about 50% survivable; once the speed gets up around 40 mph, nearly everybody would be killed by an impact at that speed. YMMV depending on a lot of factors that would soften the G-force of the impact and thus make it equivalent to a direct impact at a much lower speed: whether it was a glancing blow rather than head-on, of course, but also whether there was any crushable energy-absorbing characteristic, either of the thing the body impacted with; or surrounding the body itself. Thus, whether the 25 to 40 mph impact is survivable for a car passenger may depend on whether they are wearing active or passive restraints (seat belts, air bags) and, for a motorcyclist, whether wearing a helmet and padded, armored protective clothing to stretch out the acceleration/deceleration time and thus lower the G-forces of the impact to a survivable level. Padded dashboards in cars, “crushable” structure surrounding the passenger compartment, side-door protective beams, low-impact, flush knobs and handles, and (most recently) the design requirement for pedestrian-protecting crushable space under a smooth, sloping hood (engine bonnet, for you Brits) all contribute to lowering the G-forces of impact, from the point of view of either a passenger in the vehicle or a pedestrian outside of it, and thus make an impact at any given speed more survivable.

Why are Maruti Suzuki cars often ridiculed as tin cans? Is it a false belief that they make the weakest cars? How safe are cars like Dzire and Baleno?

It is, to a good extent, false belief. We have several misconceptions when it comes to vehicle safety. Body parts crumpling on vehicles is NOT a sign of weakness. They are designed to do that. If a body part doesn’t crumple, it will transfer all that energy to the occupants inside the cabin. So while it seems counter-intuitive, that crumpling reduces the impact by a lot. Don’t believe me? Look at F1 cars. They break into literal pieces on the smallest of impacts. Yes, cheap cars will be unsafe. But that’s not Just a Maruti Suzuki thing. Everyone does that! Renault Kwid also has a zero rating. There was a time when even the VW Polo did not have airbags as standard! This is a generic problem. Safety = higher price. And People here will simply NOT buy expensive cars. A safe version of Renault Kwid might cost about 1L more. Now that’s heavy when the car itself costs about 3L! That’s a straight 33% increase in price. The ,Swift has a 2 star NCAP rating,. While not great, it’s not bad either. Baleno has a 4 star NCAP rating,. While the rating is from the European test, the kerb weight of the tested car is same as that of the Baleno sold in India, i.e. 890kg. So it’s certainly not BUILT differently. Now I’m gonna show you something interesting. This is the “Safety” section from the international website for the Baleno: Please note how it is the exact same as the India spec. There is no additional tech involved. Apart from that, can you notice one major difference? They have explicitly talked about pedestrian protection, where they have diagramatically shown that the front bumper and overall front section is designed to absorb impact. ,“To mitigate pedestrian injuries in the event of a collision, the Baleno's bonnet, cowl top, wipers and front bumpers are designed to absorb impacts.” Kerb weight (min./with full option) kg 865-915, 885-935 Now from India page for Baleno: Kerb Weight (kg) 865-890 (MT), 910-935 (CVT) The cars weight the exact same. The Euro spec would’ve been heavier if it had better quality steel, or thicker body panels etc. But it doesn’t. And it gets a 4 star rating. Now you may choose to believe what “people” say, or you can trust the results of an autonomous, international entity whose literal job is to crash cars and measure their safety. If they say that the Baleno is a 4 star worthy car, it IS. Go by facts. Not hear-say. To further drive the point home: These are images from the European Baleno being tested under Euro NCAP. As you can see, the front is completely crumpled up. Now THIS is the car that got a 4 star rating. So can we please get this wrong idea out of our heads that a car that crumples is unsafe? A crumple is EXACTLY what makes the car more safe. That crumpling is what absorbs the energy from the impact, which otherwise would have been transferred directly onto the occupants, causing them a lot of harm. UPDATE: Ertiga got a 3 star NCAP rating, EXACTLY the same as a Renault Duster.

Why do so many people think cars built in 60's & 70's are so much better than cars built today?

Two words: Federal Motor Vehicle Safety Standard (FMVSS) 215, "Exterior Protection." 1972 was the last model year a car designer could truly implement his vision on an American road. On April 9, 1971, the NHTSA issued its 1st passenger car bumper standard, dictating cars “beginning with model year 1973, to withstand 5 mph front and 2 mph rear impacts against a perpendicular barrier without damage to certain safety-related components such as headlamps and fuel systems.” The rest is history. Until then, form could simply follow function (as all good design should). As technology evolved throughout the 20th century (unit bodies, engine efficiency, advanced materials, electronics, tire construction, etc.), auto engineers devised clever ways to further reduce the packaging requirements. Unit bodies pulled cars out of the horse carriage design mentality. Studebaker and the brilliant Raymond Loewry lowered the dashboard from towering post-war behemoths. Performance tires became wider with lower profiles. High output engines became smaller. By the 1960s car designers were finally freed up to create lovely rolling works of art with nary a constraint. Incredibly sleek cars like the Ferrari 250 GTO, Porsche 911, ’63 Corvette, Lamborghini Miura, Ferrari Dino 206, and Ford GT40 were made possible. Enzo Ferrari famously declared the 1961 Jaguar E-type “the most beautiful car ever made.” Small wonder that it is on display at the New York Museum of Modern Art. All one has to do is Google “Lamborghini Countach 5 mph bumper” to see the utter devastation regulations has wrought on car design. Form no longer follows function, but is dictated by government safety officials. Today the EU pedestrian safety standards drive car design. Hoods (or bonnets) have risen to post-war levels, except no longer can the designer create truly interesting shapes like a ’54 Cadillac, but rather must strictly adhere to a tall, smooth, rounded shape. This is why the front end of practically every passenger car today looks like lightly used bar of soap. These tall hoods/bonnets also compel designers to add color contrasting features to eliminate the hefty appearance of a big swath of painted surface, hence every car now has enormous fake grills, “air ducts,” and accoutrements in a futile attempt to make the nose appear less bulbous. Likewise the heights of doors ledges and trunks (aka boots) have risen to balance the profile. Meanwhile the bottom surfaces were lowered in the 90s for better aerodynamics, so again we end up with a bloated expanse of sheet metal where there was no need in the 60s or 70s. Today car stylists must resort to tricks of the eye and adornments to remove visual weight. Furthermore crash protection standards have resulted in massive A, B, & C pillars, which which not only steers the design, but ironically results in terrible visibility typical in today’s cars. Case in point is a classic BMW 1600 or 2002. Talk about a greenhouse! The driver had a magnificent view of the road (and pedestrians) around him/her. In contrast look closely at today’s 2018 3-series… notice the thin A-pillar is just an illusion with a skinny painted rail over a massive pillar obscured by black trim and interior plastic. Same goes for the B-pillar and any modern car on the road today. The low roof (aerodynamics & aesthetics), high door (tied to EU pedestrian safety standards), and thick pillars all lead to dramatically constricted greenhouses and poor visibility in today’s cars. Both poor form and poor function. Of course you can argue the the 2018 BMW or 2018 Tesla looks beautiful to you. And I actually think the Tesla is a rather lovely styled bar of soap. But ask yourself how gorgeous these cars could be without myriad government regulations tying the hands of car designers behind their backs. And I cannot help but wonder what stylists would dream up for the vastly different packaging of an electric drivetrain if it weren’t for the rigidly regulated automobile template. No, I’m not saying safety be damned for pretty cars, but I do hope at some point we will see the template relaxed for alternate technological solutions, such as automated braking, active panels, “smart” materials, external air bags, etc. But this is why I and so many other people long for those unadulterated, stunningly gorgeous, sleek and stylish cars of the 60s and very early 70s.

Is it illegal to drive without a bonnet?

I am not quite sure about that, but I heard that in Germany it is not legal as the bonnet also has the function to protect pedestrians in case of an accident.

Is there an invention that can protect people from dying in a car accident?

Actually, cars are full of inventions to stop people dying both inside and outside. From the front; Soft bumpers, low bonnets and laminated glass to lower impact force on pedestrians. Crumple zones, soft interiors, angled steering columns, seat belts and airbags to protect passengers and drivers and all the electronic devices like anti-lock brakes, stability programmes…The list goes on. But at the end of the day, what protects you and pedestrians best of all is your fear of crashing, so stay alert and never think you or anyone else is not at risk of death or injury driving a couple of tons of metal near other people of unyielding objects!

Why don't new cars look as good as they did in the past?

Safety laws. There have been 2 major safety laws passed in most countries. Pedestrian impact and side impact. Pedestrian impact required a fairly flat high front so pedestrian lands on the bonnet/hood and not head first through the windshield. There has to be clearance between bonnet and engine with impact adsorption material so the pedestrian makes soft landing and doesn't get bent out of shape round the engine. This increases the height of the bonnet overall. Side impact, the car is tested by being slammed into a big solid block of concrete. To protect against this the car's waist line has moved higher, resulting in slit like windows. The floor pan has stiffer structure so it isn't squashed. It's easier and cheaper to make the whole car taller, thus MPV and SUV are cheaper than saloons. So far the engineers and car stylists have been unable to overcome the ugly style that these safety laws have dictated. The first safety law that dictated car styling was USA federal impact bumper. This was a horrible big black lump of rubber. The stylists covered them with body colour skins. Didn't look too bad.