W202 Crash Test Video - Mercedes-Benz Forum

 
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post #1 of 10 (permalink) Old 11-14-2009, 05:13 PM Thread Starter
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W202 Crash Test Video

As far as I know, this is the only video of a w202 c-class crash test, it was quite hard to find:

For comparison, here is the BMW 3 series from the same year:
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post #2 of 10 (permalink) Old 11-15-2009, 12:38 AM
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fatal c accident

En mann omkom etter utforkjøring i Øvre Eiker - nyheter - Dagbladet.no

looks like a 202 97-00 model station wagon, one young man tragically died and one badly injured

In Norway somewhere, must have been really high speed I guess
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post #3 of 10 (permalink) Old 11-16-2009, 09:48 AM
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It is tough to tell which car I would rather be in. The BMW seems to have a little less deformity on the passenger-side door frame (it looks like the passenger air bag on the MB pushed the door frame out significantly). However, the BMW's driver airbag didnt' seem to deploy. They both seem about equal on the side impact.
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post #4 of 10 (permalink) Old 11-16-2009, 01:04 PM
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I can vouch for the safety aspect of the E-class. Rear-ended from about 40mph. no brakes and none of the vehicle glass even broke!. trunk was completely smashed though. 1989 300E

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post #5 of 10 (permalink) Old 11-16-2009, 03:52 PM Thread Starter
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It is tough to tell which car I would rather be in. The BMW seems to have a little less deformity on the passenger-side door frame (it looks like the passenger air bag on the MB pushed the door frame out significantly). However, the BMW's driver airbag didnt' seem to deploy. They both seem about equal on the side impact.
Well this is a EuroNCAP test, so when the airbag didn't deploy you were looking at the passenger side of the vehicle - maybe the '97 2-series doesn't have a passenger airbag?

The W202 got marked down because the footwell crushed in but the steering wheel appeared to thrust foreward in the 3-series.
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post #6 of 10 (permalink) Old 11-23-2009, 03:09 PM
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i would suggest that that honking great unmissable white cushion thing that fires from the BMW's steering at 0.05 and 0.13 secs, might just be an airbag ;-)
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post #7 of 10 (permalink) Old 11-23-2009, 04:42 PM Thread Starter
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i would suggest that that honking great unmissable white cushion thing that fires from the BMW's steering at 0.05 and 0.13 secs, might just be an airbag ;-)
Right. But there is none on the passenger side. Which was previously mistaken as the driver's side. Which came out late anyway.
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post #8 of 10 (permalink) Old 11-24-2009, 02:47 PM
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Right. But there is none on the passenger side. Which was previously mistaken as the driver's side. Which came out late anyway.
i don't want to split hairs or anything, but the airbag quite clearly fired from a steering wheel. I don't know of any car - lhd or rhd - where the steering wheel is mounted in front of the passenger
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post #9 of 10 (permalink) Old 12-14-2009, 12:54 PM
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Looks to me as if the W202's frontal crunch zone was much more effective. The steering wheel on the 3 Series is pushed quite far into the cabin, very close to the occupant. Also the deformity noted earlier is actually a purposfully designed feature in that the energy be further dissipated through the pillars. If you have ever been rear ended in your Mercedes you're more than familliar with crunch zones . Both superb performers nontheless.


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post #10 of 10 (permalink) Old 12-17-2009, 02:09 PM
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Both superb performers nontheless.
not really. From NCAP:

The 3-series' cabin became structurally unstable during the frontal impact and the driver ran a risk of life-threatening chest injury. The distance by which the steering wheel was displaced backwards posed further risks of injury, while stiff aggressive structures in the lower facia area also added greatly to the chances of the driver sustaining serious knee, thigh and pelvis injuries. In the side-impact test, protection for the driver's abdomen failed to meet coming 1998 legislation for new models.

Front impact
In the frontal impact, the 3-series suffered excessive movement of the screen pillar. The cabin became unstable, the driver's door lost structural integrity and the beam supporting the facia became partly separated from the car's side. The driver's door could be opened by hand after the test, but moderate force was needed. The passenger's door could be opened normally. The steering wheel was pushed backwards by 223mm (8.8in) and upwards by 14mm (0.6in). The impact resulted in excessive footwell intrusion, with the brake pedal being pushed rearwards by 321mm (12.6in). The standard-fit airbag triggered late and failed to offer adequate protection; the steering wheel also intruded too far into the car's cabin. This intrusion might have increased the probability of serious injury for different sized drivers or those in different seating positions. Neck protection was good. High levels of force transmitted via the seat belt, and the driver's chest hitting the steering wheel with sufficient force to bend it badly posed a high risk of injury. Facia-level intrusion and the instability of the cabin may have added to the level of hazard for different-sized drivers or those in different seating positions, so chest protection was down-rated to 'poor'. Had the impact occurred slightly differently, it could have caused greater facia intrusion. The driver's left knee struck the lower facia to the left of the steering column. Protection for that knee, thigh and pelvis was down-rated from 'good' to 'marginal': if the knee had impacted in a slightly different position horizontally or vertically, it could have hit the steering column or its adjuster locking bracket. The steering column, its adjuster or its mounting bracket could also have caused localised knee injuries. The driver's right knee struck the facia to the right of the steering column. Protection for the knee, thigh and pelvis was down-rated from 'weak' to 'poor': if this knee had been in a slightly different position, it could have struck a steering column stabilisation tube or a facia support bracket. Such rigid structures could also have been hit if the knee had penetrated the facia further. Furthermore, the column adjuster or facia brackets could have produced localised injury, as could the brake pivot or column stabilising tube. Excessive intrusion into the footwell presented a serious risk of foot and ankle injury. After the test the dummy's left foot was found to have become trapped between the car's firewall and the floor. Protection for the passenger was generally good, although forces transmitted by the seat belt could have caused chest injuries. Results obtained from the passenger dummy were not modified on the basis of any structural damage to the car.
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