Trucks & SUVs Kill - The following chart is from an IIHS News Release dated 2-10-98.  The left-most column gives the weight class of the vehicles in the first column of each pair (that is, " cars," "pick-ups," & "SUVs").  Columns 1, 3, and 5 show the death rates (per million vehicles per year) for cars, pick-ups, and SUVs of different weights; columns 2, 4 and 6 show the death rates for the occupants of the other vehicle in the two-car collision.  

Passive Safety Features - Passive safety features help drivers and passengers stay alive and uninjured in a crash.  Size is a passive safety feature: bigger is safer.  In relation to their numbers on the road, small cars account for more than twice as many deaths as large cars. 

Restraint systems are also crucial.  Safety belts are the best safety device ever developed for the automobile.  First installed in the 1950s, they have been mandatory equipment since 1967.  Initial use was low (20% in 1970), but education and legislation increased their usage to over 70% by 1987.  Modern restraints have automatic seat-belt pre-tensioners to pick up the slack and stretch that occurs in an accident, providing better occupant protection and additional space for the airbag deployment.  It's important to remember that even though airbags help reduce serious injuries, safety belts are still needed for full protection.  Unfortunately, a recent DOT survey found that 50% of drivers under the age of 25 did not wear their safety belts on a regular basis, so more young driver education is clearly indicated. NHTSA reports that seat belts reduce occupant fatalites by 45 to 60% (depending on the type of vehicle).

Air bags inflate very quickly in the event of a severe frontal crash. They are designed to work together with the seat belt and do not eliminate the need for a seat belt (the SRS in "SRS Air Bag" stands for Supplementary Restraint System). The inflated air bag cushions the head and prevents the occupant from hitting the dash, steering wheel or windscreen.  Starting in model year 1998, all new passenger cars sold in the US must have dual air bags (driver and passenger side). Starting in model year 1999, all new light trucks sold in the US must have dual air bags.  NHTSA reports that airbags reduce occupant fatalities by 30 to 35% (depending on the type of vehicle).

Seat belts and airbags work together in a collision.  The combination of seat belts and air bags is 75 percent effective in preventing serious head injuries and 66 percent effective in preventing serious chest injuries.  Driver- and passenger-side airbags are now standard equipment on every new motor vehicle sold in the US.  Most used cars made after 1996 have them as well.  Side-impact airbags greatly increase protection.  Most European automakers offer them as standard equipment, and most Asian and domestic manufacturers offer them on their more expensive models.  Despite some bad press, airbags save thousands of lives every year.  Manufacturers have reintroduced the two-stage airbag (designed at GM in 1970) to avoid potential injuries to children and small adults from cheaper one-stage designs.  It's still vital, however, that children ride in the back seat of any motor vehicle.  For more airbag information read the latest NHTSA Airbag fact sheet.

A special full-width frontal crash test conducted by the Australian NCAP compared the protection from serious head injury provided by driver's air bags.  A Holden Commodore, Mitsubishi Magna and Toyota Camry were tested with and without a driver's air bag.  For the Commodore and Camry without an air bag, the risk of serious head injury was about double that of the same model with a driver's air bag. The Magna was the best performer of vehicles without an air bag, but the risk of serious head injury was four times that of the vehicle with an air bag. 

(A word about disconnecting airbags.  NHTSA recommends that babies, children under 12 years old, and people under 4' 7" should NEVER ride in the front seat of a vehicle, because rapidly inflating airbags can severly injure or kill small front-seat occupants.  If there's a child in your life and you have a two-seater, ask your dealer to install a disconnect switch for the passenger-side airbag.  You don't want it permanently disconnected; airbags DO save adult lives.)  

Headrests are supposed to provide protection against whiplash in rear-end collisions. In reality most headrests provide little to no protection.  European automobiles rate far better than domestic or Asian models in this area.  The federal government required their installation in 1967, but haven't provided standards for their successful implementation.   An effective headrest is directly behind the centerline of the head and positioned no more than a couple of inches away.  Be aware that some seating options change the size and style of head restraint.  

Structural integrity is another important component of passive safety.  The US Department of Transportation requires that the doors and passenger compartments of automobiles made after 1996 meet minimal side impact standards (FMVSS 214).  The legislation doesn't apply to light trucks (minivans, pickups, SUVs), but most manufacturers of even these vehicles have complied with the law.

Active safety features - In the past few years significant accident-avoidance and safety systems have been introduced on many automobiles.  ABS brakes, traction control, electronic stability control, night vision,  and automatic cruise control are some of the electronic miracles that assist modern drivers today.  However, a small number of accidents are unavoidable no matter how skilled a driver may be.  Recent deadly 100-car pileups in the United States, Sweden, Great Britain, Italy, and Germany demonstrate that crash survivability must not be taken for granted.

Tires are the most important safety item on a car.  Think about it: they're all that connects your vehicle to the road.  A good set of tires can make a huge difference to the way a car responds to emergency maneuvers.  Tire quality also noticeably affects the way a car handles.  Sport touring tires have much more grip than regular tires, although their softer compounds don't last as long.

Anti-lock brakes (ABS) are an often-misunderstood active safety feature.  ABS  helps you stop shorter and maintain steering control while braking, especially on slippery surfaces.  Take time to understand how it works because in an abrupt stop, ABS feels noticeably different.  With regular brakes, sudden stops tend to lock up the brakes, causing a skid.  Anti-lock brakes sense when a wheel is locked and electronically pump the brakes ten times faster than you could do it, making a ratcheting noise and a vibration in the brake pedal.  Old braking techniques must be unlearned in order to use ABS effectively.  In a panic stop, depress the brake pedal once, and hold it down firmly.  Do not pump the pedal as you normally would, because that defeats the system.  To reiterate: antilock brakes eliminate the need for pedal pumping during sudden stops or while braking during wet or icy conditions. 

Traction Control is a worthwhile option that improves traction and directional stability on slippery roads, using a combination of electronics, drive train control, and ABS.  Some systems adjust engine power output while gently applying the brakes to particular wheels during acceleration and cornering.  BMW, Cadillac, and Mercedes-Benz offer new electronic stability-control systems on their higher-priced models.  These systems help stabilize a vehicle's handling when it's pushed to the limit.  Look for these systems to appear on less expensive models in the near future.