350Z crash test vids
08-08-2008, 07:14 PM
#21
Originally Posted by greekguy824
It looks to me like paint on the test dummies head. Also, it looked non-fatal to me. The dummies hit a side curtain airbag.
08-08-2008, 07:59 PM
#22
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Originally Posted by greekguy824
It looks to me like paint on the test dummies head. Also, it looked non-fatal to me. The dummies hit a side curtain airbag.
08-09-2008, 07:42 AM
#24
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One thing that I see for some reason is the suspension seems to give out really easy from pretty much any kind of collision due to it being all aluminum suspension..
Then again, if you get in a wreck like that I don't know how much you care.
Then again, if you get in a wreck like that I don't know how much you care.
08-11-2008, 09:35 AM
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http://www.chevroncars.com/learn/cars/crash-test-dummy
"Crash Test Dummies Really Use Their Heads"
They’ve saved your life more than once, but they don’t require thanks. They weigh the same as you and move the way you do, but they don’t breathe. They get in car crashes over and over again and they don’t seem to mind. What could we possibly be talking about? Crash test dummies!
Crash test dummies first arrived on the scene in 1949 for the U.S. Air Force. The Air Force needed a way to test ejection seats from airplanes, but the technology was getting so sophisticated that it became dangerous to continue using human volunteers. They needed something that would simulate human reactions without using live human beings. The name of their first test dummy was Sierra Sam.
Between the time of Sierra Sam’s invention in 1949 and 1966, there was no set standard in dummies that were being produced. They were all different which made it very difficult to collect reliable data. They were also only being used to test airplane ejection seats and airplane seatbelts. In 1966 a new dummy was produced that was specifically made to test automobiles. This revolutionized the car manufacturing industry because they could now begin to test the effects of crashes on the human body. General Motors became the leader in crash test dummy technology by producing Hybrid I, Hybrid II and in 1997 Hybrid III. With each new model, the data has gotten consistently better. All dummies take on the human form in weight, size and proportion. There are many different sizes as there are many different sized people. They have spines made out of metal discs and rubber padding, necks that move, a steel rib cage and knees that respond to impact like a human knee would. On top of these traits, the Hybrid III also has vinyl skin with electronic sensors which measure the forces that different body parts can experience during a crash.
Before a dummy is placed in a car, they are given outfits to wear. This is no fashion statement though. Wearing clothes allows them to slide on the car seat as a human might. When a dummy is placed in a car, researchers apply paint to various body parts. Different colors are used for different areas of the body. This way, when the researcher crashes the car, they can then look at the amount of paint that transfers from the dummy’s body to parts of the car. If, for instance, red paint is placed on the dummy’s knee and after the crash there is a lot of red paint on the steering wheel, the researcher knows that the placement of the steering wheel should be adjusted in order to prevent knee injuries.
Researchers also collect data from sensors that are placed inside the dummy. There are three different kinds of sensors; accelerometers, load sensors and motion sensors. Accelerometers measure how fast a body part moves upon impact. For instance, if you hit something hard, like a brick wall, your head will move very quickly, but if you hit something soft like a pillow, it will move more slowly because the impact is absorbed. Accelerometers are placed inside the dummy’s head, chest, pelvis, legs and feet. Load sensors measure how much force is being placed on the body of the dummy upon impact. This measure of force can be used to determine how much load a bone can take before it breaks. The movement sensors are placed in a dummy’s chest. This measures how much the chest can deflect. In other words, it can tell the researcher how much the chest can be pushed in without causing life-threatening injuries.
By analyzing the collected data after a crash, researchers can scientifically determine what parts of the car can be considered safe and what parts need improvement. Because of these highly sophisticated tests, the automobiles we drive are much safer than they used to be.
"Crash Test Dummies Really Use Their Heads"
They’ve saved your life more than once, but they don’t require thanks. They weigh the same as you and move the way you do, but they don’t breathe. They get in car crashes over and over again and they don’t seem to mind. What could we possibly be talking about? Crash test dummies!
Crash test dummies first arrived on the scene in 1949 for the U.S. Air Force. The Air Force needed a way to test ejection seats from airplanes, but the technology was getting so sophisticated that it became dangerous to continue using human volunteers. They needed something that would simulate human reactions without using live human beings. The name of their first test dummy was Sierra Sam.
Between the time of Sierra Sam’s invention in 1949 and 1966, there was no set standard in dummies that were being produced. They were all different which made it very difficult to collect reliable data. They were also only being used to test airplane ejection seats and airplane seatbelts. In 1966 a new dummy was produced that was specifically made to test automobiles. This revolutionized the car manufacturing industry because they could now begin to test the effects of crashes on the human body. General Motors became the leader in crash test dummy technology by producing Hybrid I, Hybrid II and in 1997 Hybrid III. With each new model, the data has gotten consistently better. All dummies take on the human form in weight, size and proportion. There are many different sizes as there are many different sized people. They have spines made out of metal discs and rubber padding, necks that move, a steel rib cage and knees that respond to impact like a human knee would. On top of these traits, the Hybrid III also has vinyl skin with electronic sensors which measure the forces that different body parts can experience during a crash.
Before a dummy is placed in a car, they are given outfits to wear. This is no fashion statement though. Wearing clothes allows them to slide on the car seat as a human might. When a dummy is placed in a car, researchers apply paint to various body parts. Different colors are used for different areas of the body. This way, when the researcher crashes the car, they can then look at the amount of paint that transfers from the dummy’s body to parts of the car. If, for instance, red paint is placed on the dummy’s knee and after the crash there is a lot of red paint on the steering wheel, the researcher knows that the placement of the steering wheel should be adjusted in order to prevent knee injuries.
Researchers also collect data from sensors that are placed inside the dummy. There are three different kinds of sensors; accelerometers, load sensors and motion sensors. Accelerometers measure how fast a body part moves upon impact. For instance, if you hit something hard, like a brick wall, your head will move very quickly, but if you hit something soft like a pillow, it will move more slowly because the impact is absorbed. Accelerometers are placed inside the dummy’s head, chest, pelvis, legs and feet. Load sensors measure how much force is being placed on the body of the dummy upon impact. This measure of force can be used to determine how much load a bone can take before it breaks. The movement sensors are placed in a dummy’s chest. This measures how much the chest can deflect. In other words, it can tell the researcher how much the chest can be pushed in without causing life-threatening injuries.
By analyzing the collected data after a crash, researchers can scientifically determine what parts of the car can be considered safe and what parts need improvement. Because of these highly sophisticated tests, the automobiles we drive are much safer than they used to be.
08-11-2008, 10:09 AM
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agreed. Personally, I think they should make the dummies a pinata of guts n gore. ...for esthetic purposes obviously.
Last edited by WhiteNoiz; 08-11-2008 at 10:18 AM.
08-11-2008, 10:36 AM
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holy jesus. another reason neons are crap!
holy jesus. another reason neons are crap!
08-11-2008, 10:39 AM
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I wish I owned any of these. I'd let people I hate drive them and watch as an "accident" happens.
I wish I owned any of these. I'd let people I hate drive them and watch as an "accident" happens.
08-11-2008, 11:21 AM
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Z does good in crash test, no substitute for safe driving
http://www.leftlanenews.com/iihs-stu...-vehicles.html
Study performed by IIHS
A new study released by the Insurance Institute for Highway Safety lists the vehicles with the highest and lowest death rates. But as the data suggests, driver habits may have as much to do with fatalities as structural safety.
While the statistics may seem to suggest the vehicles with the highest death rates are the least safe, a closer look reveals driver behavior is almost certainly the deciding factor.
Take the Infiniti G35, for example. Its death rate is just 11 per million vehicles. Compare that to the nearly identical Nissan 350Z, whose death rate is a whopping 193 per million.
The vehicle with the lowest death rate is the Chevrolet Astro — an archaic minivan that performs horrifically in IIHS frontal crash tests (pictured). Despite this, its death rate is just 7 per million, compared to the infinitely safer Chevrolet Blazer, which has the worst death rate of 232 per million.
The lesson? It’s not just what — it’s how you drive.
Lowest Vehicle Deaths Per Million Vehicles
Chevrolet Astro: minivan very large - 7
Infiniti G35: luxury car midsize - 11
BMW 7 Series: luxury car very large - 11
Toyota 4Runner: 4WD SUV midsize - 13
Audi A4/S4 Quattro: 4dr car midsize - 14
Mercedes E-Class: luxury car large - 14
Toyota Highlander: 4WD SUV midsize - 14
Mercedes M-Class: 4WD SUV midsize - 14
Toyota Sienna: minivan very large - 17
Honda Odyssey: minivan very large - 17
Lexus ES 330: luxury car midsize - 18
Lexus RX 330: 2WD SUV midsize - 18
Toyota Sequoia: 2WD SUV large - 18
Honda Pilot: 4WD SUV midsize - 19
BMW X5: 4WD SUV midsize - 19
Highest Vehicle Deaths Per Million Vehicles
Chevrolet Blazer: 2dr 2WD SUV midsize - 232
Acura RSX: 2dr car small - 202
Nissan 350Z: sports car midsize - 193
Kia Spectra: hatchback 4dr car small - 191
Pontiac Sunfire: 2dr car small - 179
Kia Rio: 4dr car mini - 175
Chevrolet Cavalier: 2dr car small - 171
Mitsubishi Eclipse: 2dr car small - 169
Dodge Neon: 4dr car small - 161
Pontiac Grand Am: 2dr car midsize - 160
Chevrolet Cavalier: 4dr car small - 150
Ford Mustang: sports car midsize - 150
Ford Ranger: 4WD pickup small - 150
Mazda B Series: 2WD pickup small - 147
Mitsubishi Eclipse: convertible sports car small - 146
Mitsubishi Montero: Sport 2WD SUV midsize - 146
Study performed by IIHS
A new study released by the Insurance Institute for Highway Safety lists the vehicles with the highest and lowest death rates. But as the data suggests, driver habits may have as much to do with fatalities as structural safety.
While the statistics may seem to suggest the vehicles with the highest death rates are the least safe, a closer look reveals driver behavior is almost certainly the deciding factor.
Take the Infiniti G35, for example. Its death rate is just 11 per million vehicles. Compare that to the nearly identical Nissan 350Z, whose death rate is a whopping 193 per million.
The vehicle with the lowest death rate is the Chevrolet Astro — an archaic minivan that performs horrifically in IIHS frontal crash tests (pictured). Despite this, its death rate is just 7 per million, compared to the infinitely safer Chevrolet Blazer, which has the worst death rate of 232 per million.
The lesson? It’s not just what — it’s how you drive.
Lowest Vehicle Deaths Per Million Vehicles
Chevrolet Astro: minivan very large - 7
Infiniti G35: luxury car midsize - 11
BMW 7 Series: luxury car very large - 11
Toyota 4Runner: 4WD SUV midsize - 13
Audi A4/S4 Quattro: 4dr car midsize - 14
Mercedes E-Class: luxury car large - 14
Toyota Highlander: 4WD SUV midsize - 14
Mercedes M-Class: 4WD SUV midsize - 14
Toyota Sienna: minivan very large - 17
Honda Odyssey: minivan very large - 17
Lexus ES 330: luxury car midsize - 18
Lexus RX 330: 2WD SUV midsize - 18
Toyota Sequoia: 2WD SUV large - 18
Honda Pilot: 4WD SUV midsize - 19
BMW X5: 4WD SUV midsize - 19
Highest Vehicle Deaths Per Million Vehicles
Chevrolet Blazer: 2dr 2WD SUV midsize - 232
Acura RSX: 2dr car small - 202
Nissan 350Z: sports car midsize - 193
Kia Spectra: hatchback 4dr car small - 191
Pontiac Sunfire: 2dr car small - 179
Kia Rio: 4dr car mini - 175
Chevrolet Cavalier: 2dr car small - 171
Mitsubishi Eclipse: 2dr car small - 169
Dodge Neon: 4dr car small - 161
Pontiac Grand Am: 2dr car midsize - 160
Chevrolet Cavalier: 4dr car small - 150
Ford Mustang: sports car midsize - 150
Ford Ranger: 4WD pickup small - 150
Mazda B Series: 2WD pickup small - 147
Mitsubishi Eclipse: convertible sports car small - 146
Mitsubishi Montero: Sport 2WD SUV midsize - 146
08-11-2008, 12:04 PM
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#1
Chevy Blazer
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looks like the door karate chopped the dummies brain stem. This one looks like the design may be a factor.
Chevy Blazer
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looks like the door karate chopped the dummies brain stem. This one looks like the design may be a factor.
08-11-2008, 08:50 PM
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Dwelling on crash test video of our car sends a powerful message to our unconscious - to crash our cars. Thinking about accidents makes them happen. Praying for protection - ie, lack of accidents - seems to prevent accidents.At least for me. My car has never been touched.
08-11-2008, 09:17 PM
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Originally Posted by chazz0812
Dwelling on crash test video of our car sends a powerful message to our unconscious - to crash our cars. Thinking about accidents makes them happen. Praying for protection - ie, lack of accidents - seems to prevent accidents.At least for me. My car has never been touched.
