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Sept 12, 2007 12:26:03 GMT
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Good point agree with a lot of that anthonyg, Still say Modus guy woul be shook about a bit, but am not crash test expert. Using the volvo was a good way of making sure we know how tough the Reno is.  Ids bloody clever, cant argue with that.  |
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 it doesn't matter if it's a Morris Marina or a Toyota Celica - it's what you do with it that counts  |
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Sept 12, 2007 12:55:57 GMT
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What Car (or their German equivalent) printed the first of these offset crash tests in 1991, at 35mph (closing speed of 70) and the Volvo 740 in that test did well, with much less damage. However other cars didn't fare very well - (I remember the Renault 25, Honda Legend and Carlton did poorly). Interesting (especially in light of below) - do you have any more info? It's much better to do these tests with cars that are straight out of the factory, as we don't know about any hidden corrosion on the 900. If it there was any around the bulkhead area or chassis legs - which can happen in old Volvos - it would have made a big difference. Indeed - sadly just about the only area where the 7 & 9 series rots too  |
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Sept 12, 2007 13:04:04 GMT
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What Car (or their German equivalent) printed the first of these offset crash tests in 1991, at 35mph (closing speed of 70) and the Volvo 740 in that test did well, with much less damage. However other cars didn't fare very well - (I remember the Renault 25, Honda Legend and Carlton did poorly). Interesting (especially in light of below) - do you have any more info? What Car from 1991 - I think April or May issue. I gave it to Mr R Welfare off autoshite. However I did give him about 300 old mags, so he may not have it to hand ;D |
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Sept 12, 2007 13:22:04 GMT
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It's interesting the refusal to face a obvious fact by some commenting on this thread (not thinking of you LankyTim!). The Modus was far safer in terms of secondary safety in this crash. As pointed out in my comment modern cars are far safer, or at least better set up for safety. I do still think that the test was biased... maybe they should have crashed the modus into a Smart forTwo, or any other car with modern saftey, so we could see the difference between NCAP 4 and 5... Or indeed crash it into a car that they clearly hadn't picked up cheap in order to do the stunt. Remember folks viewers like car crashes, Top Gear said so. |
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Sept 12, 2007 18:00:39 GMT
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Saw a modus today, they have very short bonnets like many small cars nowadays. I'm guessing the front is allowed to crumple and the passenger compartment is made as stiff as possible so it wont bend at all, so what happens if two modus hit each other head on? Theres only going to be about 4ft of bonnet area combined to crumple before it gets up to the passenger area- will they just bounce off each other like conkers? I totally agree how the passenger compartment should not be allowed to deform under any circumstances but if theres only 2ft of bonnet to slow absorb the impact what condition are the occupants going to be in if they impact a similar car at 40mph? Best idea would be to have the passenger area of the modus and the long bonnet of the Volvo- might even look better, lol.
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1987 Maestro 1.6 HL perkins diesel conversion 1986 Audi 100 Avant 1800cc on LPG 1979 Allegro Series 2 special 4 door 1500cc with vynil roof. IN BITS. HERITAGE ISSUES.  |
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bxer
Part of things
Posts: 457
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Sept 12, 2007 18:49:15 GMT
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anyone know if they're doing repeats like last series, and when? I keep forgetting it's on...  |
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Sept 12, 2007 18:50:59 GMT
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at the weekend i think
on late tho
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2001 HONDA CT110 (NOT RCV)
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Sept 12, 2007 18:51:59 GMT
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Having spent 2 years working on the body structure of a 5 star NCAP car, I can tell you that modern cars are certainly a whole lot safer. Don't be fooled by short bonnets, or old cars feeling tough. It's all down to the design of the impact load paths, and the strength of materials used. 10 years ago, 360MPa steel was considered to be 'ultra high tensile' for car bodies. Key components in the latest generation of cars are now 1250MPa - that's so stiff it has to be pressed red hot, otherwise it would spring back to a flat sheet...
These high strength materials allow the bits that need to stay straight to stay straight as the impact forces are passed through them, making the less strong bits at either end crumple. The energy is sill absorbed, but exactly where you want it, not where you are sitting...
So I'd much rather crash a Modus than an old Volvo.
Plus there's one less Modus on the road.
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bxer
Part of things
Posts: 457
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Sept 12, 2007 19:08:53 GMT
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at the weekend I think on late tho Thanks! Now I knew it was worth looking, I've found it... not late, unless it was a big Friday night  , it's Sat at 10am |
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Sept 13, 2007 4:39:16 GMT
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So I'd much rather crash a Modus than an old Volvo. Plus there's one less Modus on the road. ;D..nice one! I´d rather drive the Volvo and borrow a Modus for the crash! |
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Sept 13, 2007 7:07:37 GMT
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10 years ago, 360MPa steel was considered to be 'ultra high tensile' for car bodies. Key components in the latest generation of cars are now 1250MPa - that's so stiff it has to be pressed red hot, otherwise it would spring back to a flat sheet... Interesting! I'd heard the presenter talking about high-tensile steel being used but they don't go into detail, and as an Engineer and a Petrolhead I'd love them to dig a bit deeper. Do you know what grade of steel is used now? And is it a lower grade used in the deformable parts? Any problems with welding etc? |
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MWF
Posted a lot
Posts: 2,945
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Sept 13, 2007 10:35:25 GMT
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On the Astons they have three pairs of 'crash cans' which run from the front of the car, under the engine and to the bulkhead. These have little cheese cuts in them so they fold up upon impact. They crush in sequence too I believe.
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Sept 13, 2007 17:08:56 GMT
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The deformable parts of a modern car are usually a lower strength or thinner steel, which has embosses pressed in strategic places to make it crush progressively. Some parts have both high and low strength steel, and sections of different thickness on the same pressing by using laser welded blanks. All clever stuff that wasn't available to body engineers a few years ago - The main front members of a modern car tend to be lasered blanks, with a stronger, thicker section around the bulkhead where it forms part of the safety cell, and a thinner section with 'concertinas' in it at the front end where the energy is absorbed - all pressed into a single part...
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Sept 14, 2007 6:56:57 GMT
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What's a lazer welded blank?
Just settling into my anorak here, yours is a good fit too I see ;D
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Ids bloody clever, cant argue with that. 
, it's Sat at 10am
