The 2012 Mercedes-Benz E Class, specifically models manufactured after April 2010, underwent rigorous side impact crash testing to evaluate its safety performance. This report delves into the findings of these tests, providing a comprehensive overview of how the E Class 2012 protects its occupants in the event of a side collision.
The tested vehicle was a 2010 Mercedes-Benz E 350 4-door model, equipped with standard front and rear head curtain airbags and front seat-mounted torso airbags. It’s important to note that design enhancements were implemented in models built after April 2010, focusing on the front and rear door trim to bolster occupant safety during side impact crashes. You can verify the manufacturing date of your specific vehicle on the certification label located on the driver’s side door or the adjacent B-pillar.
The Insurance Institute for Highway Safety (IIHS) conducted the side impact test and awarded the Mercedes-Benz E Class an overall evaluation of Good (G), the highest rating possible. This rating signifies excellent performance in protecting occupants during a side impact collision.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | G |
| Structure and safety cage | G |
| Driver injury measures | |
| Head/neck | G |
| Torso | G |
| Pelvis/leg | G |
| Driver head protection | G |
| Rear passenger injury measures | |
| Head/neck | G |
| Torso | G |
| Pelvis/leg | G |
| Rear passenger head protection | G |
This table details the “Good” rating across all critical evaluation criteria, including the structural integrity of the safety cage and injury measures for both driver and rear passengers. The ratings confirm that the Mercedes-Benz E Class 2012 is designed to effectively minimize injury risk in side impact scenarios.
The image above illustrates the moment of impact during the crash test, showing the controlled deformation of the vehicle’s side structure as it absorbs the crash energy.
Post-crash images reveal the extent of the damage to the vehicle and the effectiveness of the side airbags. The deployed airbags are crucial in cushioning occupants and preventing direct contact with the vehicle’s interior structures.
Greasepaint was strategically applied to the dummy heads to demonstrate the effectiveness of the side airbags in preventing head injuries.
The greasepaint smear on the driver dummy’s head, as shown in the image above, clearly indicates that the side airbag effectively protected the head from hitting hard structures during the impact.
Similarly, the greasepaint on the rear passenger dummy’s head confirms the airbag’s role in safeguarding rear occupants in a side impact collision.
Detailed technical measurements from the crash test provide further insights into the vehicle’s performance and occupant safety.
Technical Measurements – Occupant Compartment Intrusion (Driver Side)
| Test ID | CES1002 |
|---|---|
| B-pillar to longitudinal centerline of driver’s seat (cm) | -24.0 |
The negative value indicates that the structural crush stopped significantly short of the driver’s seat centerline, demonstrating robust occupant compartment integrity.
Driver Injury Measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CES1002 |
| Head HIC-15 | 177 |
| Neck Tension (kN) | 1.0 |
| Neck Compression (kN) | 0.4 |
| Shoulder Lateral deflection (mm) | 37 |
| Shoulder Lateral force (kN) | 1.6 |
| Torso Maximum deflection (mm) | 38 |
| Torso Average deflection (mm) | 32 |
| Torso Maximum deflection rate (m/s) | 2.85 |
| Torso Maximum viscous criterion (m/s) | 0.51 |
| Pelvis Iliac force (kN) | 1.9 |
| Pelvis Acetabulum force (kN) | 2.0 |
| Pelvis Combined force (kN) | 3.7 |
| Left femur L-M force (kN) | 0.1 |
| Left femur L-M moment (Nm) | 80 |
| Left femur A-P moment (Nm) | 36 |
These driver injury measures are within acceptable limits, indicating a low risk of significant injuries to the driver in a similar side impact scenario. Lower HIC (Head Injury Criterion) scores are better, and the measured forces on the neck, shoulder, torso, pelvis, and femur are all relatively low.
Passenger Injury Measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CES1002 |
| Head HIC-15 | 82 |
| Neck Tension (kN) | 0.4 |
| Neck Compression (kN) | 0.3 |
| Shoulder Lateral deflection (mm) | 17 |
| Shoulder Lateral force (kN) | 1.3 |
| Torso Maximum deflection (mm) | 28 |
| Torso Average deflection (mm) | 20 |
| Torso Maximum deflection rate (m/s) | 2.79 |
| Torso Maximum viscous criterion (m/s) | 0.31 |
| Pelvis Iliac force (kN) | 0.6 |
| Pelvis Acetabulum force (kN) | 1.8 |
| Pelvis Combined force (kN) | 2.3 |
| Left femur L-M force (kN) | 0.3 |
| Left femur L-M moment (Nm) | 40 |
| Left femur A-P moment (Nm) | -38 |
The passenger injury measures are also favorable, often lower than those of the driver, suggesting good protection for rear occupants as well. The low HIC score and force measurements indicate a minimal risk of serious injuries for rear passengers in side impact crashes.
In conclusion, the Mercedes-Benz E Class 2012, specifically models built after April 2010, demonstrates Good overall safety performance in side impact crash tests. The vehicle’s structure, airbag system, and design enhancements work in concert to provide robust occupant protection. These results should provide confidence to those considering or currently driving a Mercedes-Benz E Class 2012 in its ability to protect occupants in side impact collisions.
