Reject the routine, understand the car safety test

In recent years, domestic automobile manufacturers' propaganda on vehicle safety can be roughly divided into three stages. The first stage is to promote 'thick iron sheetThe second stage is a little bit better, which is to dismantle the car to see if there are anti-collision beams, how much high-strength steel is used, and enough materials are used to represent safety, which is a bit reasonable, but in essence, it is a partial generalization. Half real and half flicker; as consumers become more aware of cars, the first two low-end methods have begun to no longer work, so we have entered the third stage, the public crash test. The crash test rules are complex and seem to be well-founded on the surface. Many people actually don’t understand the doorway, and they actually hit the car with the car, and the people who eat it will take a look. The cost of the test is so high and the requirements are so high. So strict, so sincere, so confident, this car will definitely not be bad, and the impression score can rise. In addition, if the manufacturer takes the initiative to carry out the collision test, the result will not be bad, so this kind of publicity method is very effective. Today we are going to talk about the collision test, what should we think of, so as not to fall into the manufacturer's propaganda routine. 1. Looking at the crash test organizer First of all, most of the crash tests widely reported by the media in China are actually arranged by manufacturers. In order to promote the safety of their cars, the manufacturers conduct crash tests and invite a large number of media to promote them. In such an event, it is difficult for you to see negative publicity, as I mentioned earlier, the result is not bad. It’s not that all of our media have been recharged, but this kind of test is usually well prepared. Manufacturers spend such a large price on collision tests, and they must only succeed but not fail. Usually before the public crash test, the manufacturer will do a preview in advance, and all the situations that may lead to the test failure are strangled in the cradle. When the media goes to the event to participate in the event, they can only see the superficial things. Some key data are all provided by the event party. Even if I want to dig up some negative news for you, there is no basis for it. For this type of collision test, you should not entangle whether the activity itself is objective and neutral. Since there is no third-party organization to guarantee the consistency of the test standards, the test results are not horizontally comparable, even if the test process seen on the surface is exactly the same. of. Now in many crash tests, you can see the organizer writes 'China Automotive Technology Research Center' (abbreviated as: China Automotive Research Institute), and many manufacturers use this name to increase the authority of their activities. In fact, China Automobile Research Institute is the organizer of C-NCAP, but it will not use the name of C-NCAP in public activities with manufacturers. In terms of technical strength and qualifications, China Automotive Research Institute is definitely the most qualified unit for crash testing in China. However, in terms of neutrality and objectivity, China Automotive Research Institute is a self-financing unit that really cannot be reassuring. Cooperating with auto manufacturers to do crash tests is a very important profit model for it. So basically, as long as you see the activity that says China Automotive Technology Research Center undertakes, the nature is actually not much different from the activity that is completely arranged by the manufacturer. In addition to this, the rest is the crash test sponsored by the automobile safety testing organization, which also includes C-NCAP. Even though we have complained about C-NCAP countless times, it is still more objective and neutral to put on the name of C-NCAP compared to the aforementioned activities that are completely dominated by manufacturers. And as a testing organization, its test results can be compared horizontally for different models. However, although some events are hosted by C-NCAP, the manufacturers invite the media to visit the site, and there is also a suspicion of in-depth cooperation with the manufacturers. Since it is still a self-financing unit, it is inevitable that there are still interests entanglements with auto manufacturers, so it can only do so. Compared with C-NCAP, the well-known E-NCAP in Europe, IIHS and NHTSA in North America, because they basically have no financial relationship with auto manufacturers, and even stand on the opposite side of the interests of auto manufacturers, the test results can basically be regarded as objective and fair. 2. Looking at the collision projects and standards. We often see a lot of publicity reports on collision tests that mention similar words such as 'the first in ChinaThere are three types, one is from major automotive safety testing organizations, such as the frontal 25% offset collision and top static pressure test of IIHS; the other is from the US Federal Motor Vehicle Safety Standard (FMVSS), such as a while ago Rolling test conducted by Haval H6; there is another item or standard that is set separately for a certain event, such as the 15° angle 25% overlapping two-car collision made by Accord in 2014, and the serial rear-end collision made by Tiggo 7 in 2016, etc. Wait. How to judge which kind of security test belongs to? According to the rules I have summed up, to put it simply, as long as you see that the scope of boasting is limited to the country, it basically belongs to the first two. If you dare to say that it is the 'world's first' or something, it is the third.

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