IIHS reinstates whiplash protection tests with new safety standards
IIHS updates whiplash protection tests for car seat safety
IIHS reinstates whiplash protection tests with new safety standards
The IIHS has reintroduced whiplash protection testing for car seats, using updated methods that reveal safety gaps in compact crossovers. Learn which models performed best.
2026-01-29T08:51:29+03:00
2026-01-29T08:51:29+03:00
2026-01-29T08:51:29+03:00
The American IIHS has reinstated whiplash protection testing for car seats, a program it previously canceled due to too many models receiving "perfect" scores. New insurance claim statistics revealed that even vehicles with previously high ratings did not always protect occupants in rear-end collisions. The updated test now incorporates additional body movement parameters for the first time, allowing for a more precise assessment of real-world safety levels.What the new tests revealedIn its inaugural series, the IIHS evaluated 18 compact crossovers. Only four models—the Audi Q3, Hyundai Ioniq 5, Subaru Forester, and Toyota RAV4—achieved proper alignment of the head and spine, effectively reducing the risk of whiplash injuries. The remaining models showed varying degrees of reduced effectiveness.The weakest performances came from the Ford Bronco Sport, Hyundai Tucson, and Mazda CX-50. In these vehicles, the test dummy exhibited excessive head tilt relative to the spine, and the seat provided poorer control of pelvic movement, allowing the body to shift forward and disrupt the neck's natural geometry. This issue is a key factor in a significant portion of real-world injuries reflected in the insurance data.How the methodology has changedPreviously, the IIHS used a single impact test simulating a collision at 32 km/h. The new approach is more comprehensive: testing now occurs at speeds of 32 km/h and 48 km/h, and it accounts for the dynamics of three key components—the head, neck, and pelvis. A crucial new element is the assessment of relative pelvic displacement. If an occupant does not settle deeper into the seat upon impact, the headrest cannot effectively absorb the force.The updated protocol also considers angular forces generated when the head contacts the headrest above or below its center of gravity. A properly functioning seat should promote the neck's natural curvature and distribute energy smoothly along the entire length of the spine. These parameters were previously overlooked, despite insurance data having long indicated their critical importance.
The IIHS has reintroduced whiplash protection testing for car seats, using updated methods that reveal safety gaps in compact crossovers. Learn which models performed best.
Michael Powers, Editor
The American IIHS has reinstated whiplash protection testing for car seats, a program it previously canceled due to too many models receiving "perfect" scores. New insurance claim statistics revealed that even vehicles with previously high ratings did not always protect occupants in rear-end collisions. The updated test now incorporates additional body movement parameters for the first time, allowing for a more precise assessment of real-world safety levels.
What the new tests revealed
In its inaugural series, the IIHS evaluated 18 compact crossovers. Only four models—the Audi Q3, Hyundai Ioniq 5, Subaru Forester, and Toyota RAV4—achieved proper alignment of the head and spine, effectively reducing the risk of whiplash injuries. The remaining models showed varying degrees of reduced effectiveness.
The weakest performances came from the Ford Bronco Sport, Hyundai Tucson, and Mazda CX-50. In these vehicles, the test dummy exhibited excessive head tilt relative to the spine, and the seat provided poorer control of pelvic movement, allowing the body to shift forward and disrupt the neck's natural geometry. This issue is a key factor in a significant portion of real-world injuries reflected in the insurance data.
How the methodology has changed
Previously, the IIHS used a single impact test simulating a collision at 32 km/h. The new approach is more comprehensive: testing now occurs at speeds of 32 km/h and 48 km/h, and it accounts for the dynamics of three key components—the head, neck, and pelvis. A crucial new element is the assessment of relative pelvic displacement. If an occupant does not settle deeper into the seat upon impact, the headrest cannot effectively absorb the force.
The updated protocol also considers angular forces generated when the head contacts the headrest above or below its center of gravity. A properly functioning seat should promote the neck's natural curvature and distribute energy smoothly along the entire length of the spine. These parameters were previously overlooked, despite insurance data having long indicated their critical importance.
