Another thing for Dodge to be proud of is their new 2013 Dodge Dart receiving the high-acclaimed IIHS Safety Pick. The Dart was just one of four in its class to receive this reward, one of just a couple to receive the highest approval. On the flipside some of the competitors of the Dart that received the lowest ratings were the 2013 Nissan Sentra, 2013 Kia soul, and 2014 Kia Forte.
The 2013 Dodge Dart is a new compact sedan from the Dodge manufacturer that has gained a ton of worldwide publicity with its fresh designs, and sporty appeal. Also it helps to have great marketing and advertising spots that really engage audiences. For more on the 2013 Dodge Dart, read the review at Reedman Toll, along with a list of other Dodge, Chrysler, Jeep and Ram vehicles–just to name a few.
One of the major concerns when buying or owning a vehicle new or used is the impending fear that you may get into an accident, your fault or not. Accidents occur all the time and all over the place, they are called accidents for a reason because they are surely unexpected and/or unintended. In most cases you have no way of avoiding such an instance, and you want the best protection period. That is you need a great insurance provider. But not just that you will need a team that can whip your car back into shape again after a collision, that requires minimal or higher level body repairs, even repairs to the engine components.
At Reedman Toll Auto we do our best to make the process of repairing your car after such an accident simple, without stress and timely, so you can continue with you life and return to your daily routines. We accept all insurance companies. Front end damage, fender bender or side impact, if you need help repairing your vehicle, we can do this for you. Check out our collision center today.
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While vehicles have become much safer than they were even ten years ago, one fact remains the same. As far as safety is concerned, not all vehicles are created equal. Consumers almost automatically turn to crash test ratings to ;earn more about a vehicle they may be interested in. But, do we really understand how these word? There are two agencies that test new vehicles and publish scores rating the cars on various types of crash situations. The National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) both began looking at automobile safety in the 1960s when the public became more aware of the issue. The first crash tests were conducted by NHTSA, which is a division of the Department of Transportation, in 1978. The IIHS, which is supported by automobile insurance companies, didn’t begin its crash testing for consumers until 1995.
Understanding Side-Impact Tests
As with the frontal tests, the side-impact tests that the two groups conduct are also quite different. Both tests simulate the type of side collision that would typically occur in an intersection, by crashing a deformable barrier into the vehicle being tested. In the NHTSA test, two dummies that represent average-sized men are placed in the driver seat and in the rear, directly behind the driver. A 3,015-pound barrier is then slammed into the vehicle at 38.5 mph. The force of the impact to the dummies’ head, neck, chest and pelvis is measured, but star ratings indicate only the chance of serious injury to the chest. Head injuries, which are not included in the star rating, are reported separately as what NHTSA calls a “safety concern” if the likelihood of head injuries is considered excessive.
The IIHS test differs from the government test in the type of barrier that is used, the size of the dummies placed in the vehicle and what the test measures. Using a “Good” to “Poor” rating system, the group measures the potential of injury to the head, neck, chest, abdomen, pelvis and femur, and gives a rating based on the performance in all of these areas. The IIHS uses two dummies that represent small women or 12-year-old children (5 feet tall and 110 pounds) and places them in the driver seat and in the rear seat behind the driver.
In addition, the IIHS’s barrier has a different shape and weighs more. The group uses a 3,300-pound deformable barrier that is taller and is shaped like the front of a pickup or SUV that is propelled into the side of the test vehicle at 31 mph. The Institute’s test is so severe, in fact, that it is unlikely people who experienced such a crash in the real world would come away free of injuries. The group looks for side-impact protection that allows the occupants to survive these types of crashes without serious injury.
Posted by reedman on May 17 2010 in Vehicle Safety
Despite increased awareness and safety technology, a pedestrian being hit by a car is not really that unusual. In the U.S., 4,654 pedestrians were killed in motor vehicle collisions in 2007, while pedestrian accidents comprise about 11 percent of motor vehicle deaths annually, according to the Insurance Institute for Highway Safety (IIHS). While pedestrian deaths have declined steadily, they still occur.
In order to design vehicles to cause less injury to a pedestrian in a collision, engineers and researchers spend time reviewing real-world crash data, using computer simulations of crashes and performing actual crash testing with full dummies and test devices, called impactors, that represent portions of dummies’ bodies. Statistics show that most pedestrians are struck by the front of a vehicle, but what happens in the crash varies widely depending on several factors, including the type of vehicle, its speed and the height of the pedestrian. The result is a multitude of scenarios that makes studying these accidents challenging.
To respond to this wide range of scenarios, automakers began addressing pedestrian accidents decades ago by focusing on the obvious vehicle features that could cause harm. Protruding hood ornaments, for example, were embedded in the grille or designed to collapse on impact, while exterior mirrors are now mounted on springs. Even a styling feature such as recessed door handles has helped reduce pedestrian injury. In recent years, vehicle design has focused on making subtle changes to the front end of the vehicle that aren’t obvious to consumers. One example is changing the way that the fenders, hood and windshield wipers are attached, so their performance strength is maintained but they can easily collapse when impacted by a pedestrian.
Hood design and engine compartments have received many subtle design changes. Today the vast majority of vehicles sold in the U.S. have braces supporting the hood that crush when they are impacted from above, such as by a person’s head. In addition, a plastic engine cover serves to soften the impact, as does increased space between the hood and the cover. Automotive engineers and researchers, as well as experts from the safety and medical fields, continue to study vehicle-pedestrian collisions, developing other ways to reduce pedestrian injury while still maintaining a high level of safety for the vehicle’s occupants.
One vehicle design we may see on future U.S. models is a pop-up hood system, which would lift the hood a few inches in the area closest to the windshield, effectively giving a larger cushion of space underneath it in the event of a pedestrian impact. It’s likely that the future design changes we see on vehicles in the U.S. will be driven by safety standards overseas. Both Japan and Europe recently instituted more pedestrian safety standards and the European Union has even more stringent standards set to go into effect in 2010.
Posted by reedman on Apr 19 2010 in Vehicle Safety
The National Highway Traffic Safety Administration (NHTSA) has released preliminary information showing that the number of fatalities on American roads is once again declining. The data collected and analyzed by the NHTSA indicated a decline in highway deaths of 8.9% from 2008 to 2009, the lowest fatality rate–1.16 deaths for every 100 million vehicle miles traveled–on record, the lowest overall number of deaths–33,963 — since 1954, and 15 straight quarters of decline in the number of overall roadway deaths.
News of the decrease in traffic fatalities is an encouraging sign that the safety measures employed by the Department of Transportation, the automakers, and American drivers themselves are having a positive effect. Each new car sold in America is designed with safer materials, arranged in a safer way, to produce safer outcomes in case of accidents.
The overall number of deaths (33,963) is an 8.9% decrease from 2008 and is the lowest on record since 1954. The data is in line with a continuation of declining traffic fatalities since they hit a near-term high in 2005, in which there were 43,510 deaths. The data also indicates that the national vehicle miles traveled (VMT) increased by about 6.6 billion miles, a 0.2% increase from the 2008 VMT. Though American drivers traveled more, the fatality rate per 100 million VMT decreased to 1.16 in 2009, the lowest on record.
Still, it is important to remover that the current death rate on American roads, which is in the 30 thousands, is too many. Lawmakers, automakers, and those in the safety technology industry are working hard to make the numbers even lower. But it can’t be done without consumers help. Buckle up, drive safe, keep distraction away, and do your best to get home safely every night.
Posted by reedman on Mar 12 2010 in Vehicle Safety
Winter is quickly approaching, and it is important to not wait to late to get your vehicle ready for the adverse driving conditions that winter brings. It is very important to install winter tires. A common misconception is that All Weather tires will do the job, but this is not true if you live in an area with snow and ice. Winter tires will give you that extra traction, braking and handling you’ll need to confidently drive during the cold months. Unlike all weathers, they have specialized rubber compounds and tread designs to handle the cold temperatures. The tread remains flexible to prevent snow buildup and help with traction on ice. Tests that have been conducted on ice show that even at 15mph, vehicles equipped with winter tires stopped from 1/2 to a full car length shorter than identical vehicles on all season tires.
All Season tires are not designed to be optimal in one specific weather condition. They are meant to be adequate in all weather. To be able to handle different types of weather, compromises have to be made. The tread design of an all season tire is not as aggressive as that of a winter tire and is also not as flexible in the cold. An all season tire’s tread will quickly get packed with snow and you lose traction. Another common misconception among SUVs and other 4WD vehicles’ drivers is that a 4 wheel drive vehicle provides them with the safety measures they need when driving on the ice. This deadly misconception has no grip on reality whatsoever. A 4WD vehicle will help you get started from a full stop and will slightly help you around corners, but will certainly not help you to stop or slow down the car any faster.
If you do not own winter tires, don’t wait too long with your purchase decision as this might severely affect your mobility. Early winter storms can sometimes result in hot demand that leads to a shortage or even a complete sold out of winter tires in specific locations. You may be wondering what is the best time to install your winter tires, and for what duration should you have them installed. This primary depends and your local weather. One thing is for sure, don’t wait for the very last minute and have them installed beforehand. A good guideline for installing your winter tires is once the temperature is regularly 10 degrees Celsius or less, and they should be removed once the temperatures are consistently higher than 10 degrees Celsius. This will ensure that they do not wear prematurely in warmer weather, but you shouldn’t get caught by surprise.
Posted by reedman on Nov 13 2009 in Vehicle Safety
The growing trend in car safety is one of the biggest segments in the auto industry today. While vehicle safety has made amazing strides within the last few years, there is a constant push for better technology and safer cars overall. Technologies such as airbags , anti-lock brakes, and stability management systems, have become more and more common and are now standard or available on almost every car sold in North America. As with most other technologies, these safety systems were first introduced in higher end models, eventually tricking down to more mainstream automobiles. So while the higher end models now have even more advanced safety, these are likely to become mainstream too.
There are two types of safety systems in every car. First are the active safety systems. These devices are designed to get us out of trouble and avoid an accident in the first place. Anti-lock brakes, traction control, and stability systems, are active safety systems as they can help us before an accident even occurs. The second type is known as passive safety systems. A passive safety system protects us once a vehicle has been engaged in an accident. These include airbags, seatbelts, and crumple zones. Airbags, seatbelts and other passive safety systems must work together. Airbags for example, do little to help you unless you’re wearing a seatbelt. Seatbelts are considered the foundation of passive safety.
Another part of car safety that has come far is the structure and design. This is the true root of a safe car. High-strength steel can reduce the chance of an impact intruding on the passenger compartment, reducing the chances of serious injury. A smart design will distribute the energy from an impact around the passenger cell, rather than directly into it. The goal is to reduce the deformation of the passenger compartment. High strength steel is very effective at keeping the passenger compartment of an SUV intact during a rollover.
The bottom line with vehicle safety is to remember that, while vehicles themselves have many more tools to keep the driver safe, no system, no matter how advanced, can compensate for an alert driver behind the wheel.
Posted by reedman on Oct 22 2009 in Vehicle Safety