The fact that even serious accidents do not necessarily result in serious injuries is primarily thanks to the car manufacturers. The safety body, known in less professional circles as the crumple zone, patented 75 years ago by Béla Barényi, an engineer working for Mercedes-Benz, was just the beginning of a development that led to fewer and fewer drivers being killed despite increased traffic volumes. Without the pressure from consumer organizations such as Euro NCAP, the acronym stands for “New Car Assessment Program”, it would probably have taken longer to require all providers to meet a high level. The association, which counts ADAC and Dekra among its members, carries out crash tests on almost all cars coming onto the market in Europe and rates their safety with stars and percentages. When we received a list of the safest cars tested last year published by Euro NCAP, we rubbed our eyes. It wasn’t the Mercedes CLA, the very best, anything else would be Swabian failure. But we didn’t really believe that the Smart #5, a Chinese car, would perform better among large SUVs than a Porsche Cayenne. Just like the claim that a Tesla Y would be a safer choice among small SUVs than the VW T-Roc or the Audi Q4 e-tron. The puzzle can be solved by looking at the partial ratings in various categories. Because Smart and Tesla win the decisive points with assistance systems. In other words, all the electronics that automatically brake in an emergency and continuously chime and reach into the steering wheel even without an emergency. When the going gets tough, the risk of injury, especially to the upper body, is at least as low in a German car, and sometimes even lower. Who protects against such consumer protection? More on the topic
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