S2000 Crash Test Ratings
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Joined: May 2001
Posts: 541
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From: Goodyear, AZ
why cant' they just put an f20c dummy in there.. pull it at the wall with ropes, and give me the motor instead of wasting such a nice engine.
sigh
plus who cares about pedestrian rating. I don't want them sacrificing the look of the car so that george can bounce off my car nicely when he runs in front of me like a dumbass.
sigh
plus who cares about pedestrian rating. I don't want them sacrificing the look of the car so that george can bounce off my car nicely when he runs in front of me like a dumbass.
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Joined: Dec 2001
Posts: 91
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From: Vancouver
http://qstream-40.qbrick.com/00862/ovrigt/...5hondas2000.mov
here is the link to save it in ur computer
here is the link to save it in ur computer
Joined: Aug 2001
Posts: 4,983
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From: Leyland, Lancs.
Originally posted by Flyin Wedge
Maybe the foam pannels they mention are in the 2002's only(the model year being tested)
Maybe the foam pannels they mention are in the 2002's only(the model year being tested)
That is an image from Colin Sato's webpage (hope you don't mind Colin!) of a US Spec S2000 door. On my car the trapezoidal space on the door is filled by a corresponding hard foam block on the door panel.
Its a bit odd that the USA (a very safety conscious market) doesn't have this
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Joined: Mar 2002
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From: WA
Just a note for everyone ... I just got into an accident with the s2k recently ... it wasnt a heavy impact ... although it dished out a bit of damage to the differential ...
But I have the opinion that the test forgot to take into account the whiplash effect. when the car impacted, my head swung back and hit the head rest (which incidentally is pretty hard) .. that gave me a painful knock and a bruise ... and it was under 80kmh (hmmm 50mph)
But I have the opinion that the test forgot to take into account the whiplash effect. when the car impacted, my head swung back and hit the head rest (which incidentally is pretty hard) .. that gave me a painful knock and a bruise ... and it was under 80kmh (hmmm 50mph)
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Joined: Jun 2002
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From: Silver Spring
well, i think i have a few things to add to this safety discussion. i do impact biomechanics and auto safety research at the University of Virginia. i was glad to finally see crash test results for the S2000. my lab has done alot of contract work for Honda in the past, and we are currently working on some pedestrian stuff for them. this is kinda long...sorry!
load limiters: (as listed under safety equipment) are devices which limit the amount of tension that develops in the seat belt. this is to reduce the risk of rib fractures while allowing the body to travel farther forward into the airbag. this improves occupant ride-down in a frontal crash, which is the process by which the occupant comes to a stop. the combination of an airbag and pre-tensioned force limited belts is the optimal restraint system for frontal crashes. go Honda. the euro cars have different airbags i believe (at least i would expect them to since euro crash requirements are different than US standards), so the performance and risk potential could be different in the US. US airbag requirements are more stringent (must protect an unrestrained 50th percentile male) than the european. i won't go off on that rant.
leg response: keep in mind that the dummy used in that crash test was made of steel and rubber and isn't totally indicative of what a human would do in the same crash. the hybrid III chest is pretty good, but its legs suck. my primary area of research has been on lower extremity injury, and i think that most judgements about foot/ankle/leg injury using the current leg (hybrid III) are garbage. when brian o'neil of IIHS gets on dateline and talks about broken ankles or legs i just roll my eyes......that is like using a yardstick to measure valve lash. i would like to see the response values from the test instead of the colors....i am going to look into that a little more. anyway, the fact that they mention some structural failure in the footwell is a concern, but you will be hard pressed to find a car of its size that doesn't sustain moderate damage to the footwell in an offset crash. until recently, knee bolsters haven't really been major areas of concern for designers...but that will be changing. the new 7 series has knee bolster airbags, and the benefits are abundant. within a few years, expect to see more restraint systems targeting lower extremities. wearing a seatbelt will keep you from moving so far forward, which will reduce your chances of striking the shroud screw turrets and such.
occupant compartment: frontal offset tests are pretty severe tests. you only have one "frame rail" taking the crash energy, and honda has done a good job of absorbing that energy in the S2000. the fact that the door still opens normally is quite impressive. my lunch break is almost up....so i gotta get to the other points...no more about this.
side impact: this was my main concern about the S2000. side airbags can only do so much, so i didn't really think that it needed them, but i was concerned about the structure especially since the doors looked so thin. based on those results...it looks like honda has strengthened enough of the underlying structure to get good results without side airbags. again - go Honda.
pedestrian: we don't see it so much in the US, but pedestrian injuries are a big problem in other parts of the world (especially third world countries). as a driver you may not care, but the societal costs are staggering and the concept of pedestrian-friendly vehicles has sparked a new field of research. honda leads the way in pedestrian safety. at a recent international auto safety conference, the new civic received high accolades for its pedestrian friendliness. some suppliers are working on things such as deploying hoods and windshield (outside) airbags. honda didn't use any of these active devices...they just focused on passive design elements. again - go Honda. we have a pretty big multi-year contract with them now helping them develop ped impact stuff.
my advice: it is great that the S2000 did well in the euroncap (especially since people expect me to drive a "safe" car), but crash test results are for one particular kind of crash, and they don't always apply to real world crashes. the bottom line here is to ALWAYS WEAR YOUR SEATBELT...especially one that is pre-tensioned and force limited (they're great!). a belt is by far the best all-around protection you can have. when i see someone not wearing their seat belt (which is all too often), i instantly dismiss them as having zero intelligence. a harsh judgement....yes, but i am passionate about this. i have seen enough crashes to know that not wearing one is just a death wish.
load limiters: (as listed under safety equipment) are devices which limit the amount of tension that develops in the seat belt. this is to reduce the risk of rib fractures while allowing the body to travel farther forward into the airbag. this improves occupant ride-down in a frontal crash, which is the process by which the occupant comes to a stop. the combination of an airbag and pre-tensioned force limited belts is the optimal restraint system for frontal crashes. go Honda. the euro cars have different airbags i believe (at least i would expect them to since euro crash requirements are different than US standards), so the performance and risk potential could be different in the US. US airbag requirements are more stringent (must protect an unrestrained 50th percentile male) than the european. i won't go off on that rant.
leg response: keep in mind that the dummy used in that crash test was made of steel and rubber and isn't totally indicative of what a human would do in the same crash. the hybrid III chest is pretty good, but its legs suck. my primary area of research has been on lower extremity injury, and i think that most judgements about foot/ankle/leg injury using the current leg (hybrid III) are garbage. when brian o'neil of IIHS gets on dateline and talks about broken ankles or legs i just roll my eyes......that is like using a yardstick to measure valve lash. i would like to see the response values from the test instead of the colors....i am going to look into that a little more. anyway, the fact that they mention some structural failure in the footwell is a concern, but you will be hard pressed to find a car of its size that doesn't sustain moderate damage to the footwell in an offset crash. until recently, knee bolsters haven't really been major areas of concern for designers...but that will be changing. the new 7 series has knee bolster airbags, and the benefits are abundant. within a few years, expect to see more restraint systems targeting lower extremities. wearing a seatbelt will keep you from moving so far forward, which will reduce your chances of striking the shroud screw turrets and such.
occupant compartment: frontal offset tests are pretty severe tests. you only have one "frame rail" taking the crash energy, and honda has done a good job of absorbing that energy in the S2000. the fact that the door still opens normally is quite impressive. my lunch break is almost up....so i gotta get to the other points...no more about this.
side impact: this was my main concern about the S2000. side airbags can only do so much, so i didn't really think that it needed them, but i was concerned about the structure especially since the doors looked so thin. based on those results...it looks like honda has strengthened enough of the underlying structure to get good results without side airbags. again - go Honda.
pedestrian: we don't see it so much in the US, but pedestrian injuries are a big problem in other parts of the world (especially third world countries). as a driver you may not care, but the societal costs are staggering and the concept of pedestrian-friendly vehicles has sparked a new field of research. honda leads the way in pedestrian safety. at a recent international auto safety conference, the new civic received high accolades for its pedestrian friendliness. some suppliers are working on things such as deploying hoods and windshield (outside) airbags. honda didn't use any of these active devices...they just focused on passive design elements. again - go Honda. we have a pretty big multi-year contract with them now helping them develop ped impact stuff.
my advice: it is great that the S2000 did well in the euroncap (especially since people expect me to drive a "safe" car), but crash test results are for one particular kind of crash, and they don't always apply to real world crashes. the bottom line here is to ALWAYS WEAR YOUR SEATBELT...especially one that is pre-tensioned and force limited (they're great!). a belt is by far the best all-around protection you can have. when i see someone not wearing their seat belt (which is all too often), i instantly dismiss them as having zero intelligence. a harsh judgement....yes, but i am passionate about this. i have seen enough crashes to know that not wearing one is just a death wish.
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Joined: Oct 2000
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From: Toronto, Canada
Yes, Go Honda! The "s" has proven to be a tough little car. As for pedestrians, I would expect to amputate their legs below the knees and have a carcass lay somewhere in my windshield, Go Honda! 
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Joined: Mar 2002
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Originally posted by cthree
Yes, Go Honda! The "s" has proven to be a tough little car. As for pedestrians, I would expect to amputate their legs below the knees and have a carcass lay somewhere in my windshield, Go Honda!
Yes, Go Honda! The "s" has proven to be a tough little car. As for pedestrians, I would expect to amputate their legs below the knees and have a carcass lay somewhere in my windshield, Go Honda!
