Re: NHTSA Crash Test Results for Audi 1985-1989 ?

["Graydon D. Stuckey" <graydon@apollo.gmi.edu>]

On Mon, 25 Sep 1995, Ken Bell wrote:

> So far as I can tell, the NHTSA tested one Audi 5000 in 1985 and
> measured a very high (2105) value for the "Head Injury Criterion" (HIC)

Although I don't know the specifics of that test, I would suspect the 
test.  A HIC of 2105 fails miserably, and yet the same car was touted as 
being one of the best in the world by European testers.

	BTW, a HIC of 1000 generally means sure death. :-(

> on the driver's side (values around 400-500 are apparently required for
> a "Very Good" on this criterion).  The similar value for the passenger
> side was 557, and excellent (low) values were obtained for "Chest
> Deceleration" (CD) and "Femur Loads" (FL).

That should be "Chest Deflection", which is allowed to be a max of 3" and 
the femur loads are usually caused by the knees hitting the instrument 
panel.  Femur loads are allowed to be as high as 2250 pounds each.

> The 1989 Audi 100 was tested, yielding a remarkably good value (185)
> for the driver's HIC, a slightly higher than previous value (710) for

185 is indeed VERY good.  Was this test done with an airbag?  If not, 
then this test car is very similar structurally to the '85 that was 
tested earlier.  Although there are a few structural differences, I doubt 
that they would take the car from 2000 down to 185.  That is why I 
suspect the earlier test.  Even with an airbag, I doubt it.

> What design changes were made to reduce the HIC for the driver in their
> 1989 100?  And, along the same lines, why did the "FL" injury criteria
> get worse with the 100?  Is the 100/200 a significantly redesigned car

If the second test was done with an airbag, this may have transferred the 
injury from the head to the femurs.

> Although I'm reluctant to choose or avoid any given model based on a
> single crash test result (and there's only one, for any car), what else
> is there to use for guidance?

Absolutely.  Do not rely on only one test, and especially one test by 
NHTSA.  The early 5000 series cars are so flimsy, I'll bet they are GREAT 
energy absorbers, and therefore, great crash safety cells.  Remember, you 
want the car to absorb the crash energy, NOT your body, and it takes 
deflection to absorb energy.

Later,											
Graydon D. Stuckey										
graydon@apollo.gmi.edu								
'86 Audi 5000 CS Turbo Quattro, GDS Racing Stage II				
'83 Mazda RX7 w/13B, GDS Racing Stage 58474