Credit: Insurance Institute for Highway Safety

Rating: Good

Summary
=======================================================
A 2001 Mercedes-Benz E 430 was crash tested on October 17, 2000 into a fixed deformable barrier at 39.7 mi/h (64.0 km/h) and a 40 percent overlap on the driver side. A Hybrid III 50th percentile male dummy was positioned in the driver seat with the lap/shoulder belt fastened.

Measures of intrusion taken after the crash indicated the lower instrument panel in front of the dummy moved rearward 1-2 cm. Resultant intrusion in the driver footwell measured 13 cm in the area where a footrest typically would be located and 9-14 cm at other places on the toepan. All doors remained closed during the crash and opened with ease after the crash.

The driver dummy was restrained by a three-point lap/shoulder belt and an airbag. During the crash, the belt crash tensioner activated and retracted 8 cm of shoulder belt webbing. A total of 23 cm of webbing spooled off the retractor, including about 17 cm from the force-limiting mechanism. After rebounding from the airbag, the dummy’s head contacted the head restraint and then the roof rail and grab handle. After the crash, the upper end of the steering column had
moved upward 5 cm and forward 4 cm.

None of the injury measures exceeded the published threshold values. The head acceleration from the roof rail and grab handle contact was not distinguishable.

Test Conditions
======================================================
This test was conducted according to the procedures specified in the IIHS Offset Barrier Crash Test Protocol (Version VIII). The Hybrid III dummy positioned in the driver seat was equipped with instrumented lower legs that included feet modified to include two accelerometers and to have a 45 degree dorsiflexion range with soft stops at all extremes of foot-ankle motion. All dummy seating parameters were set according to the procedures specified for Federal Motor Vehicle Safety Standard 208 compliance testing (49 CFR Part 571.208 § 11). The dummy’s left foot was placed in the area where a footrest typically would be located, with the toes resting onthe raised carpeted area on the outboard side of the toepan and the back of the heel resting on the floormat/carpeting on the floorpan.

Seat back, shoulder belt upper anchorage, and steering column adjustments were set according to the manufacturer’s specifications for government crash testing. Other adjustments were set according to the procedure specified for Federal Motor Vehicle Safety Standard 208 compliance testing (49 CFR Part 571.208 § 7 and 8). After final positioning of the dummy,
measurements from various parts of the dummy to a number of vehicle interior points were made. These measurements and the seat back, shoulder belt upper anchorage, and steering column adjustments are described in the Appendix, Dummy Clearance Measurements.

Vehicle acceleration measurements were made by a triaxial arrangement of accelerometers mounted on the vehicle’s longitudinal centerline and 48 cm behind its center of gravity (188 cm behind the front axle). The vehicle speed recorded just prior to impact was 39.7 mi/h (64.0 km/h), and the actual overlap was 40 percent.

Structural Performance
======================================================
All doors remained closed during the crash. The driver door aperture shortened 1 cm, as measured at the lower edge of the window. After the crash, all the doors opened with ease.

No fuel system leaks were observed after the crash. In addition, no fuel system leaks were observed when the vehicle was rotated onto its right side to allow post-test photography.

Dummy Kinematics
======================================================
Analysis of the high-speed film taken from camera position E indicated the dummy’s face began to load the airbag at 70 ms into the crash (16 ms after the airbag became fully inflated). Paint transferred from the dummy’s face indicated the nose loaded the airbag 2 cm directly to the left of its center. On rebound from the airbag, the head moved upward and slightly outward until the rear of the head contacted the outer half of the head restraint at about 240 ms. The head continued moving rearward along with the head restraint, and the top of the head then contacted the roof side rail and the rear part of the grab handle just ahead of the B-pillar at about 288 ms.

HIC: 403

www.iihs.org/iihs/ratings/vehicle/v/mercedes-benz/e-class-4-door-sedan/2001

Comments

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      Crash Tests Daily In reply to kevin's channel

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