The latest tests focused on rigid trucks in the Regional Distribution category, which makes up around 10% of the heavy truck market. These two-axle vehicles, weighing up to 18 metric tons, are typically fitted with curtain-sided or box bodies and are widely used in logistics, operating between urban centers and freeway-linked hubs with high annual mileages. Compared with larger trucks, they generally offer better driver visibility.

Five of the seven trucks tested in the Regional Distribution category achieved Euro NCAP’s maximum 5-star rating – the first time this level of performance has been reached. The results indicate progress among commercial vehicle manufacturers: in 2024, when Euro NCAP began truck testing, only two models attained five stars. That figure has more than doubled within two years.

Each model is tested in three key areas: safe driving (vision, driver monitoring, assistance systems), crash avoidance (active braking for other vehicles, pedestrians and cyclists, lane support) and post-crash safety (rescue information). The models are then awarded an overall star rating. In addition, a CitySafe award is given to every truck that meets a minimum threshold in the assessments most relevant to operation in dense urban environments.

Scania L-Series

Leading Euro NCAP’s independent testing is the Scania L-series, which achieved an overall score of 90%. Designed with a low-entry cab, it was praised for strong direct vision in urban environments and high crash avoidance performance, with its pedestrian and cyclist safety systems scoring 93%. While optimized for city use, its full safety specification delivers strong all-round protection.

5-star performance

Safety is seen as a key selling point, which can only be a good thing for truck operators and other road users.

The Mercedes-Benz Actros and Volvo FM followed the Scania L-series closely with overall scores of 88%, just ahead of the Scania P-series on 87%. Also achieving 5-star status, the MAN TGM scored 80% – a first for the manufacturer. The Actros and FM were highlighted for consistent performance across all categories, while the MAN TGM was praised for strong highway safety, particularly its lane support and autonomous emergency braking systems.

Both the Scania and MAN models have seen their scores climb from three stars to five stars in Euro NCAP tests, reflecting an intensified focus on safety engineering.

Industry response and standardization

The testing highlights differences in how manufacturers offer safety equipment, with some including systems as standard and others offering them as optional extras. The DAF XD was noted for having many safety features fitted as standard, while other manufacturers rely on optional equipment to achieve 5-star ratings. Although these systems typically represent a small share of total vehicle cost, they are considered important for protecting drivers and other road users.

Looking ahead

While the 2026 results for Regional Distribution trucks show continued safety improvements, Euro NCAP is already preparing the next phase of its program. Testing of City Distribution trucks (up to 12 metric tons), which include some of the most common models on European roads, is scheduled for release in November.

Matthew Avery, director of strategic development at Euro NCAP said, “It is positive to see commercial vehicle manufacturers responding to Euro NCAP testing and showing impressive commitment to improving the safety of their new trucks.

“Five 5-star trucks in one round of testing is a very welcome record. And it means fleet operators and their buyers have never had such strong choice of safe trucks in the Regional Distribution sector. But there is a caveat: when ordering a new addition for fleets, buyers need to tick the right boxes for the equipment listed on the datasheet to ensure the best-possible safety. While it might be a slightly more expensive truck initially, it’s a price worth paying to protect your colleagues, other road users and your brand’s reputation. And as we consult with truck manufacturers and partners on how Euro NCAP will revise our testing protocols from 2028, we fully anticipate that this trend toward safer trucks will only continue.”

In related news, Swiss Council for Accident Prevention joins Euro NCAP as affiliate member

Novelic’s ACAM system is a cutting-edge automotive radar technology designed to monitor the vehicle cabin and detect the presence and movement of occupants, including children. It enables reliable in-cabin sensing capabilities that help automotive manufacturers meet emerging safety standards such as Euro NCAP’s child presence detection (CPD) protocols, which aim to prevent tragic incidents involving children left unattended in vehicles.

The ACAM solution from Novelic has received industry recognition for its innovative approach to in-cabin sensing, including the In-Cabin Innovation Award.

ACAM provides industry-leading CPD performance in a compact, power-efficient module, while also offering additional functionality, such as seat occupancy detection, and intrusion and proximity alerts. During the development of ACAM, Novelic used the HighTec Development Platform, including HighTec’s automotive-grade C/C++ compiler optimized for the Infineon Aurix TC3x microcontroller architecture, to develop and optimize the embedded software powering its radar-based monitoring capabilities.

The collaboration between Novelic and HighTec also enabled faster development cycles and reduced time-to-market. HighTec’s experienced technical support team worked closely with Novelic engineers throughout the development process, helping to resolve technical challenges and ensuring that development milestones could be achieved on schedule.

HighTec’s multi-architecture compiler support gives developers the flexibility to support multiple processor platforms and future hardware generations, allowing companies like Novelic to maintain long-term platform flexibility as automotive electronic architectures continue to evolve. Because HighTec compilers are based on widely adopted open-source technologies, development teams benefit from a shorter learning curve and reduced vendor lock-in, enabling engineers familiar with open-source toolchains to become productive quickly and integrate the tools easily into existing development environments.

HighTec provides native support for modern C++ standards, enabling engineering teams to use current language features to build scalable and maintainable software for future vehicle platforms. Its compilers are designed for demanding applications such as in-cabin radar monitoring, where systems must process complex signals and detect subtle movements, like breathing, in real time under strict power and performance constraints. The compilers are optimized for high-performance embedded software and are certified to the ISO 26262 functional safety standard up to ASIL-D, the highest automotive safety integrity level, providing a reliable foundation for safety-critical development.

Dr Raffaele Soloperto, VP for radar solutions at Novelic, said, “The development of ACAM required a robust and reliable software development environment capable of supporting advanced radar signal processing while meeting automotive reliability standards. HighTec’s Development Platform enabled our engineering team to efficiently build and optimize the software powering our ACAM solution.”

“Novelic’s ACAM solution demonstrates how advanced sensing technologies are transforming vehicle safety systems,” added Mario Cupelli, CTO at HighTec. “We are proud that the HighTec Development Platform supported the software development behind this award-winning radar-based in-cabin monitoring solution and contributed to enabling safer vehicles for the future.”

In related news, study finds Mazda ADAS bundles deliver compounding crash claim benefits

The analysis covered Mazda vehicles from model years 2015 to 2023, examining six ADAS bundles and four standalone systems. Technologies assessed included automatic emergency braking, lane departure prevention, high beam assist and driver monitoring systems.

According to HLDI, larger bundles of safety features, typically incorporating newer-generation systems, were associated with greater reductions in claim frequency.

The most basic bundle, which includes front AEB with forward collision warning, reduced property damage liability (PDL) claims by 13% and bodily injury liability (BIL) claims by 9%. The most comprehensive bundle, adding features such as pedestrian detection, adaptive cruise control, rear AEB and driver attention alert, reduced PDL claims by 39% and BIL claims by 21%, although the latter was not statistically significant.

Two systems, front AEB with pedestrian detection and rear AEB, delivered the most notable additional reductions: updated AEB systems improved prevention of vehicle-to-vehicle crashes, while rear AEB was particularly effective in reducing low-speed parking collisions.

Standalone systems also showed a measurable impact. Blind spot monitoring combined with rear cross-traffic alert reduced PDL claim frequency by nearly 10% and BIL claims by 13%. Other features, including curve-adaptive headlights and head-up displays, were linked to smaller reductions. Traffic sign recognition did not show clear benefits in this dataset, which HLDI attributed to system limitations or lower adoption rates.

While some ADAS features were associated with increased claim severity due to the cost of replacing sensors, overall losses, combining claim frequency and severity, were generally lower for vehicles equipped with Mazda’s safety systems.

“Another important factor is that crash avoidance systems primarily eliminate crashes that occur at slower speeds,” said Matt Moore, chief insurance operations officer at HLDI and the Insurance Institute for Highway Safety. “That takes low-dollar claims out of the equation and skews the average cost upward.”

Mazda said the findings support its approach to integrating multiple safety technologies across its vehicle line-up.

“As this independent analysis demonstrates, continual improvement of driver assistance technologies has real world impact,” said Jennifer Morrison, director of vehicle safety strategy at Mazda North American Operations. “We remain committed to advancing both the performance and availability of these systems in our pursuit of zero fatal crashes.”

The study highlights the role of bundled and continuously updated ADAS features in improving real-world safety outcomes.

Related news, Mercedes-AMG leverages Track Sport Concept for next-gen GT3 and Black Series

Available as an optional upgrade in the latest version of the company’s Track Applications Suite, the update is the largest expansion of Euro NCAP scenarios in the library to date, and adds greater flexibility to support manufacturers’ growing testing requirements.

“The upcoming Euro NCAP 2026 protocols pose a significant challenge to test teams,” said Liam D’Souza, senior verification and validation engineer at AB Dynamics. “There are now more than 1,200 different test scenarios to contend with, not to mention the other regional NCAP and type approval protocols that test teams must also navigate. Designing, calculating and running these tests manually is incredibly labor-intensive. We have done all the hard work for our customers and are saving teams months in time.”

A key development in the Euro NCAP 2026 protocols is robustness testing. Unlike traditional fixed tests, robustness testing defines a base scenario but allows variations such as speed or offset to replicate the unpredictability of real-world driving. The special groups are fully configurable, enabling customers to extend testing beyond Euro NCAP requirements and perform their own robustness assessments.

The updated Special Groups now include challenging head-on collision scenarios, such as Car-to-Car Front Head-On Straight (CCFhos) and Car-to-Car Front Head-On Lane Change (CCFhol). The highest-speed tests reach a closing speed of 200km/h, making precise execution critical to ensure the validity of the test data.

“The head-on scenarios represent some of the riskiest tests manufacturers face,” added D’Souza. “Euro NCAP considers a 20km/h reduction in collision speed a pass. As a result, even successful tests can involve an aggressive collision and potentially cause damage to the test vehicle and equipment. Automating these tests helps to de-risk this scenario.”

In related news, AI Design Copilot introduces physics-aware, CAD-ready automation for engineers

With more than 250 solution providers, The Future of Automotive Testing Conference and the Innovation Showcase, it’s the ideal place to discover new solutions, share ideas and build valuable connections.

There will truly be something for everyone, whether you’re an NVH specialist seeking new acoustics testing tools, an EV engineer in need of high-voltage test equipment, an ADAS expert looking for the latest lab systems, or a simulation specialist in need of a tool or a test driver searching for a new vehicle rental partner.

The Innovation Showcase will take place on day one and day three, enabling visitors to learn more about some of the latest technologies on display. Its interactive format is always a big hit. On day two, ATTI will host The Future of Automotive Testing Conference, beginning at 9:55am with an onstage interview featuring ATTI columnist Jon M Quigley, and with a program that features a wealth of influential industry figures.

Serving as the testing sector’s foremost communications platform, ATTI will also report live news throughout the show and gather intelligence for upcoming magazine issues. Don’t hesitate to share your ideas or news with ATTI.

For a comprehensive preview, see the September edition of Automotive Testing Technology International magazine.

Automotive Testing Expo North America will take place at the Suburban Collection Showplace in Novi, Michigan, on October 22-23. Visit the expo website to register for your free expo pass.

The Future of Automotive Testing Conference

This day of high-level content will explore various topics and provide an engaging opportunity to learn from and connect with industry peers. Situated among the exhibits, it will have a relaxing atmosphere, and visitors will be able to dip in and out at their leisure. A highlight will be ATTI’s on-stage interview with Jon Quigley, who worked for Volvo for many years and now runs his own company, Value Transformation. With his broad experience and portfolio of contacts, he’s a very good person to know. He loves sharing his thoughts, too, hence his new gig as ATTI’s regular columnist.

Read Quigley’s latest column on p36 of the September issue.

Also during the conference, Venkat Adusumalli, software engineering manager at Stellantis, will reveal how Stellantis is using AI to accelerate E/E system testing and validation workflows. Click here for a pre-show interview with him.

Innovation Showcase

The free-to-attend Innovation Showcase also provides an interactive platform for learning about new technologies. Speakers will welcome questions and discussion after their presentations, making it a great way to explore ideas together. Like the conference, it will take place within the main hall, so it will be very easy to listen in while wandering through the exhibits, or to come and go throughout the day.

Technology debuts

The industry is moving quickly and it can be a challenge to keep up. Every year there is an abundance of new technologies on display. Some are incremental improvements to existing products, others are entirely new. It’s always surprising how companies find ways around bottlenecks. Often, these developments emerge from ongoing conversations between supplier and customer, ultimately benefiting multiple companies.

Read ATTI‘s comprehensive expo preview in the September issue.

Face-to-face discussions  

It sounds obvious, but the most fruitful conversations are usually the ones that happen in person – it’s how journalists find the best stories. Year after year, exhibitors and visitors report having forged unexpected collaborations at the show, in the form of technology tie-ups or service partnerships.

Detroit’s revival 

A lot of money has been plowed into Detroit in recent years, as evidenced by the stunning renovation of Michigan Central Station, which is well worth a visit. Much of the investment has been in the tech sector. Eleven years ago – when the station was still derelict – ATTI took a tour of some of the labs at GM and what was then the FCA headquarters (see The right wave length, November 2014, Seasonal highlights, September 2015, and Powerbase, March 2015). The facilities were impressive then and are even more so now, thanks to several years of investment in innovation leading to Detroit’s resurgence as an automotive powerhouse.

Visit the Automotive Testing Expo North America website to secure your FREE pass, which will give you access to the expo, the Future of Automotive Testing Conference and the Innovation Showcase

Drive35, delivered by the Department for Business and Trade in partnership with the Advanced Propulsion Centre and Innovate UK, supports large-scale industrial transformation projects. It focuses on collaboration in software-defined vehicle development, hydrogen systems development and manufacturing scale-up – connecting late-stage R&D with industrial production.

Odosolutions contributes with its data infrastructure that captures high-frequency vehicle data and translates it into secure, real-time cloud analytics, enabling predictive maintenance, maximizing uptime and reducing risk across the electric vehicle lifecycle – from development and validation to full fleet deployment.

To reinforce local supply chains and create skilled technical jobs, Odosolutions is currently assessing UK-based assembly and test facilities for its logger family. In partnership with OEMs and Tier 1s, the company provides production-grade diagnostics and remote analytics to accelerate zero-emission and software-defined vehicle development.

Early feasibility studies and pilot manufacturing are underway to scale these solutions to industrial levels. In live trials, Odosolutions’ telemetry systems are already boosting uptime and accelerating development cycles. Features like real-time monitoring, over-the-air configurability and resilient edge logging are helping to reduce program risk and shorten validation timelines.

“Drive35 is a chance to scale zero-emission capability at pace. Our job is to make data effortless – from rugged loggers at the edge to secure cloud insight for engineers and operators – so programs move faster with less risk,” said Umesh Patel, business director at Odos.

In parallel with Drive35, the UK government has launched the Connected and Automated Mobility (CAM) Pathfinder project – a £150m (US$183m) investment designed to support the deployment of connected and autonomous vehicle systems through feasibility studies, real-world trials and system enhancements.

The CAM Pathfinder program, which supports a range of funded initiatives to speed up connected and autonomous mobility in the UK, is well matched with Odos’s CAN-to-cloud infrastructure. Projects include assessing technical, commercial and regulatory pathways for autonomous HGVs, expanding autonomous mobility trials in live environments like airports, and evaluating CAM applications across freight, public transportation and depot operations.

These projects depend on reliable, high-integrity data systems to safely operate and scale CAM technologies. Odosolutions telemetry solutions provide the low-latency CAN-to-cloud technology, cybersecure cloud integration and real-time operational intelligence required to bridge prototype testing and live fleet deployment – an increasingly important factor as CAM demonstration projects move toward commercial readiness.

As the Drive35 and CAM Pathfinder initiatives move forward, the emphasis will be on developing the infrastructure, skills and partnerships required to deliver zero-emission transportation and advanced mobility systems at scale. Odos aims to support industry, government and research organizations by providing secure, high-integrity data capabilities that accelerate innovation while minimizing risk.

Odos’s solutions are already being put to the test in high-demand environments. TAE Power recently integrated the company’s telemetry and dashboards into its pulse-charging rigs, giving engineers round-the-clock system monitoring, anomaly alerts, remote configurability and secure zero-loss datalogging. This has helped the team maintain oversight, protect critical data and expedite the testing process.

“Odos provides production-grade telemetry from day one, shortening test cycles and building confidence to scale,” said a TAE Power Solutions spokesperson.

In related news, Aurrigo has been awarded £1m to advance autonomous transportation trials across the UK

For a long time, Tier 1s and OEMs have used X-in-the-loop methodology to validate the functions of components and vehicles. This means starting with simulation only and moving closer to reality by changing simulated elements to real hardware step-by-step until they test the entire vehicle.

This strategy has been highly effective for traditional vehicle domains such as the powertrain or chassis. For ADAS, the key difference is that the vehicle now senses and communicates with its environment using various sensors.

This presents two new challenges: for simulation-based methods, testing teams need high-fidelity models of sensor behavior and corresponding plant models. In addition, ADAS works in a much more distributed manner than conventional systems, so higher integration of test systems is needed.

Solutions to either problem have not been available until today, so ADAS system validation depends on costly test drives with expensive vehicles. However, road testing offers limited reproducibility and is dependent on unpredictable influences.

The goal

These challenges have formed the vision of a leading OEM to enable better lab-based testing. Combining the advantages of hardware-in-the-loop – repeatability, 24/7 automated operation independent of outside conditions – with the high confidence of testing with the fully integrated vehicle has led to the new approach of vehicle-in-the-loop testing. This will enable continuous use of the test catalog, reuse of test methodology and results, and automated and reproducible testing. Increasing the validation efficiency will also reduce the use of test vehicles.

Test bench setup and sensor emulation

Figure 4 illustrates the steps necessary to achieve the transition from a full simulation-based SIL test system to VIL testing on a complete test bench. In an entirely software-based setup, everything is simulated: vehicle dynamics of the ego/host vehicle, its environment and all relevant sensors. Typically, sensor simulation will be based on objects from the environment simulation. Moving toward HIL, the vehicle, surroundings and driver continue to be fully simulated.

For sensors, these steps are more complex, involving two methods:

1. Object injection: bypassing the sensor’s RF part and injecting objects directly into the signal path. This can be done either by pure software simulation via unique bus signals or a measurement/calibration/diagnostics (MCD) interface, or by connection via hardware. For cameras, this is typically straightforward due to more standardized transmission paths. For radar sensors, specially modified radar units with a test mode to inject echo or object information directly, bypassing the RF front end of the sensor, are available from the Tier 1s. Due to this special mode, the sensor software and hardware must be manipulated, reducing the test’s realism.
2. A better approach is called echo emulation, which generates actual echoes of the radar signals over the air and manipulates them to create realistic representations of the world within the radar’s field of view. Hundreds of radar pixels, or rixels, generate a highly realistic ‘view’ of the environment to the radar sensor. This means that final radar hardware and ECUs can be integrated into the test system, which immensely increases the integration test’s fidelity level. This method, also known as scene emulation, enables modeling of a complete scene for the radar sensor versus only a few objects in previous approaches.

When switching to VIL, object injection for radar sensors with critical functions for ADAS will no longer work. A production or pre-production sensor that operates in normal mode is required. If workflows already use scene or echo emulation during HIL testing, the existing test configuration can be employed for VIL testing. If not, the transition from object injection to echo emulation for this phase is required.

The changeover from HIL to VIL is also more complex for the other two areas: the vehicle and road model must be separated, as the vehicle is now used entirely. The road is still simulated, as is the contact between the tires and the road. The interface between the vehicle and the simulation is the test bench, which realistically provides each wheel’s drive and braking torques individually. For more complex testing, it must also support steering. The wider environment is still simulated, and information on radar echoes and camera images is passed on to the sensor emulation.

At this point, the entire vehicle is tested, with almost all its systems operating in the same way as on the open road, with two exceptions:

1. The team will operate the radar sensor outside the vehicle in a sealed chamber called a radar scene emulator (RSE). The Radar Scene Emulator from Keysight contains hundreds of rixels that generate echoes and effectively isolate the sensor from unwanted disturbances from the test bench or other interference in the lab. Also, it ensures that the emulated scenario perceived by the radar is synchronized with the simulated environment: a brake actuation, for example, will cause a vehicle to pitch forward, resulting in a more downward field of view of the radar sensor.
2. The global navigation satellite system and inertial measurement unit sensors need to be spoofed, as both would measure a stationary vehicle, which is different from the virtual movement of the vehicle in the simulated world.

Put it to the test

Bringing this vision to life has required the close cooperation of several participants, each bringing in their equipment and respective expertise, including:

• An actual vehicle under test and the know-how needed for integration with the other parts, mainly the test catalog with key performance indicators (KPIs).
• For the test bench, an existing complete four-wheel control and steering system and corresponding safety equipment were configured to fit the vehicle.
• Closing the loop between the vehicle and the test bench: a real-time HIL system. An inner loop links the vehicle’s powertrain, steering and brake system with the test bench and the vehicle dynamics model. The most critical and time-consuming step was configuring the timings, torques and wheel speeds to align with the model’s parameters. This ensures the vehicle’s stable and repeatable operation on the test bench.

The outer loop must be configured and stabilized once essential driving works. This ensures the vehicle operates in the virtual world on simulated roads. The HIL environment provides ultrasonic, corner radar and IMU data injection. The camera and the front radar are needed for the full operation of the ADAS system. The radar sensor is placed inside the RSE, and proper alignment relative to the vehicle must be configured and fine-tuned in the vehicle model running on the HIL (Figure 3). The same is true for the camera, which looks at a massive screen in front of the vehicle in this setup. Another critical step is synchronizing the sensors, which also involves adapting the timing of information flowing from the simulation environment to the emulators.

Results

The first tests using the fully integrated VIL test bench focused on basic NCAP scenarios, such as emergency braking and adaptive cruise control.

While performing these tests, the full value of the VIL approach was evident. Scenarios can be loaded with a mouse click, and the behavior of other road users can be modified easily. This enabled successful performing of a catalog of test cases within a few hours, which would have taken many days of testing on a test track.

In conclusion, the introduction of echo emulation via the RSE test framework for radar sensors represents a new way to support the United Nations’ vision for road safety (The UN Road Safety Strategy was launched in 2019, with the objective of reducing the number of fatalities due to road traffic crashes by 50% by 2030). This innovation and its integration into a VIL system can enable efficient, repeatable and extensive tests in a lab environment, accelerating the validation process and ensuring more reliable and comprehensive safety assessments. This advancement paves the way for safer roads and more advanced vehicle technologies to mitigate human error and enhance road safety.

Related news: Read a feature from Laird Performance Materials exploring how to test to ensure ADAS radar accuracy

Adopting FADs now enables design teams to validate early, reduce risk, ease transitions and ensure compliance well ahead of the 2027 deadline.

MGA’s early involvement in the development of the FMVSS 210 Notice of Proposed Rule-Making (NPRM) enabled the successful development of FAD prototypes ahead of the forthcoming and any further industry updates. This team has completed a production run of 70 FADs, and the first units from this batch have already been delivered to customers with additional orders underway.

Before releasing the FADs to the market, MGA conducted a thorough testing series, validating the prototype integrity at the FMVSS 210 standard loading requirement, as well as at the commonly requested 150% overloading condition.

To ensure durability, MGA developed a cumulative loading series for both FAD1 and FAD2 prototypes. Each device underwent 63 total loadings with periodic 3D scans comparing pre- and post-test overlays. Testing confirmed no permanent deformation and consistent performance, maintaining dimensional integrity under demanding conditions.‍

In related news, JLR recently revealed the rigorous seat testing regime it carries out, with four dedicated robots – KUKA Occubots – each simulating a decade of sitting, moving and twisting in a matter of days, to ensure comfort for the company’s clients. Read the full story here

The latest Tiggo 7 and Tiggo 8 models from the Chinese carmaker Chery are well-equipped mid-size SUVs that are being launched in markets across Europe.

During Euro NCAP tests of the Tiggo 7, the results of which are shared with the three-row Tiggo 8, a flaw was uncovered with the curtain airbag, which runs along the side of the window area and is designed to protect occupants from striking their head and abdomen with the side of the vehicle in the event of a side impact.

It was found that the curtain airbag of the Tiggo 7 did not deploy correctly, reducing its ability to protect the head of a child in the back seat. The cause of the fault was identified, and Chery was given an opportunity to address the installation. However, after Chery had reassessed the component, Euro NCAP performed a retest and the curtain airbag failed to perform any better, this time becoming unclipped from the cant rail. These two consecutive incorrect airbag deployments have raised robustness concerns, and Euro NCAP has asked Chery to reevaluate the system’s design.

This finding led to the Tiggo 7 and Tiggo 8 losing points from the overall score and dropping to four stars.

Ongoing challenges

Euro NCAP also found an issue with Hyundai’s latest electric Inster driver’s door. In the side-impact barrier test, the driver’s door was found to be unlatched after the test, meaning it could potentially open and compromise the safety of those in the cabin. Euro NCAP rated the Inster four stars.

The Ford Tourneo Courier returned for assessment following its original test in 2024, during which the protection of the rear passenger’s head was rated as poor in the full-width rigid barrier test, based on dummy readings showing deceleration.

The Tourneo Courier failed to score points for this test, leaving it with a three-star rating. Ford has since improved the restraint system for rear passengers, and the Tourneo Courier has now been upgraded to a four-star rating.

These test results show how it remains an ongoing challenge for car makers to achieve a five-star result.

Five-star ratings

Despite the challenges, however, five models did achieve a five-star rating.

The five models included the Polestar 4, an electric coupe-SUV; the Lynk & Co 02, a crossover SUV; the Omoda 9, a mid-range SUV; the Zeekr 7X, a small SUV; and the MG P9 EV, an electric pick-up truck. Each of these models performed well in testing.

In terms of protecting passengers in the event of an impact, the Polestar 4 impressed Euro NCAP and secured an adult occupant protection score of 92%. The MG P9 and Zeekr 7X scored 91% and the Lynk & Co 02 and Omoda 9 achieved 90%.

The model that ranked highest in the evaluation testing the vehicle’s ability to help drivers avoid an accident, with a capable electronic driver assistance system, was Lynk & Co’s 02, scoring 89%. The MG P9 and Zeekr 7X scored 83%.

“Since Euro NCAP began its work in 1997, car manufacturers have dramatically improved the safety of their products. But after the Covid-19 pandemic, and then the switch to electric cars, the economic conditions faced by the automotive industry have been challenging and remain tough,” said Aled Williams, program manager, Euro NCAP.

“Yet, the reduction of accidents and injuries on Europe’s roads remains a pressing issue for the industry, and safety still has a significant influence on consumers when choosing their next car. We know that it is a challenge to achieve a five-star Euro NCAP rating for a new car, but it remains a challenge worth meeting as the benefits go so much further than protecting those inside the vehicle. Safer cars also help protect other road users and can reduce the burden on nations’ emergency responders and health services,” Williams said.

Related news: Read about a state-of-the-art crash test facility for Indian vehicle manufacturer Mahindra that has recently been completed and commissioned by Messring in the southern state of Tamil Nadu