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NCAP stands for New Car Assessment Program. If you’ve heard of "government 5-star ratings," then you know NCAP. NCAP is part of the National Highway Traffic Safety Administration, which is part of the U.S. Department of Transportation.
NCAP provides consumers with vehicle safety information, primarily front and side crash rating results, and more recently rollover ratings, to aid consumers in their vehicle purchase decisions. The rating results are relayed to consumers via an easily recognizable star rating system – from 1 to 5 stars, with 5 being the highest.

NCAP has actually been around for a while. NCAP was initiated in 1978 with the primary purpose of providing consumers with a measure of the relative safety potential of vehicles in frontal crashes. Side crash rating results were added to the program beginning with model year 1997 vehicles and more recently rollover ratings were added beginning with model year 2001 vehicles.
The ultimate goal of NCAP is to improve occupant safety by providing market incentives for vehicle manufacturers to voluntarily design their vehicles to better protect occupants in a crash and be less susceptible to rollover, rather than by regulatory directives.

Every year the agency chooses those new vehicles which are predicted to have high sales volume, those which have been redesigned with structural changes, or those with improved safety equipment. This allows us to provide star rating results that best represent what is actually being purchased in the marketplace. These vehicles are purchased from dealerships from across the country, just as you the consumer would. The vehicles are not supplied directly to NHTSA by the manufacturer – a common misperception.
Since NHTSA selects vehicles for rating based primarily upon sales volume, not all vehicles can be rated. Those with smaller sales volume may not have been selected. Even though a vehicle may not have been rated under the New Car Assessment Program, all vehicles sold in the U.S. are certified by the manufacturer as complying with all applicable Federal motor vehicle safety standards.

NHTSA rates vehicles at several contracted locations throughout the country. Having multiple rating locations allows NHTSA to rate more vehicles more quickly. We currently utilize five rating facilities:

• Karco Engineering, LLC: Adelanto, CA
• MGA Research Corporation: Burlington, WI
• Medical College of Wisconsin (MCW): Milwaukee, WI
• General Dynamics – Advanced Information Systems: Buffalo, NY
• Transportation Research Center (TRC) Inc.: East Liberty, OH

NHTSA categorizes vehicles by vehicle class and "curb" weight. Curb weight represents the weight of a vehicle with standard equipment including the maximum capacity of fuel, oil, coolant, and air conditioning, if so equipped. Passenger cars are further subdivided.

• Passenger cars – mini (PC/Mi) (1,500-1,999 lbs. curb weight)
• Passenger cars – light (PC/L) (2,000-2,499 lbs. curb weight)
• Passenger cars – compact (PC/C) (2,500-2,999 lbs. curb weight)
• Passenger cars – medium (PC/Me) (3,000-3,499 lbs. curb weight)
• Passenger cars – heavy (PC/H) (3,500 lbs. and over curb weight.)
• Sport utility vehicles (SUV)
• Pickup trucks (PU)
• Vans (VAN)

Side crash rating results can be compared across all classes because all vehicles are hit with the same force by the same moving barrier.
Rollover ratings can also be compared across all classes.

Frontal crash rating results can only be compared to other vehicles in the same class and whose weight is plus or minus 250 lbs of the vehicle being rated. This is so because a frontal crash rating into a fixed barrier represents a crash between two vehicles of the same weight. Examples:

• It would not be permissible to compare the frontal crash results of a 4,500 lb SUV with those of a 3,000 sedan (different classes and exceeds the weight requirement).
• It would not be permissible to compare the frontal crash results of a 3,600 lb pickup with those of a 3,400 lb van (meets the weight requirement, but different classes).
• It would be correct to compare the frontal crash results of a 3,400 lb passenger car with a 3650 lb passenger car (same class and meets the weight requirement).

Vehicle manufacturers’ self-certification data indicates there is no difference in crash performance star rating between the 4x2 and 4x4 versions of a given model. For rollover star ratings, however, we do note that the drive train can make a difference in the performance of a given model and we provide rollover star ratings for both the 4x2 and 4x4 models of SUVs and Pickups.

We consider the crash scores and the rollover scores for a regular-cab pickup and an extended-cab pickup to be identical since all restraints (i.e., belts, locations of belts and airbags) are identical and only a negligible geometric difference exists between these two versions of a given pickup.

For frontal crash ratings, crash-rating dummies representing an average-sized adult are placed in driver and front passenger seats and secured with the vehicle's seat belts. Vehicles are crashed into a fixed barrier at 35 miles per hour (mph), which is equivalent to a head-on collision between two similar vehicles each moving at 35 mph. Since the rating reflects a crash between two similar vehicles, make sure you compare vehicles from the same weight class, plus or minus 250 lbs., when looking at frontal crash star ratings.
Instruments measure the force of impact to each dummy's head, neck, chest, pelvis, legs and feet. Frontal star ratings indicate the chance of a serious head and chest injury to the driver and right front seat passenger. A serious injury is one requiring immediate hospitalization and may be life threatening.

= 10% or less chance of serious injury= 11% to 20% chance of serious injury= 21% to 35% chance of serious injury= 36% to 45% chance of serious injury= 46% or greater chance of serious injury

The NHTSA frontal crash rating crashes the full width of the front of a vehicle into a rigid barrier. This maximizes the energy absorbed by the front of the vehicle so that the occupant compartment is more likely to remain intact. The full frontal ratings produce high level occupant compartment decelerations, making them very demanding of the restraint systems, thus providing better information on the safety features and their performance.
In offset crash ratings, like those performed by the Insurance Institute of Highway Safety (IIHS) http://www.iihs.org/, only one side of a vehicle's front end is hit, thus a smaller area of the structure absorbs the energy from the crash. Offset crashes are more demanding on the structure of a vehicle, and intrusion into the occupant compartment is more likely in these crashes. NHTSA does not currently perform the offset crash rating.
The results from NHTSA’s full-width frontal crash and IIHS’ offset frontal crash rating complement each other. They can be used together to assess overall frontal crash safety in terms of the effectiveness of restraint systems and the integrity of the occupant compartment.

For side crash ratings, crash-rating dummies representing an average-sized adult are placed in the driver and rear passenger seats (driver’s side) and secured with the vehicle's seat belts. The side crash rating represents an intersection-type collision with a 3,015 pound barrier moving at 38.5 mph into a standing vehicle. The moving barrier is covered with material that has "give" to replicate the front of a vehicle. Since all rated vehicles are impacted by the same size barrier, it is possible to compare all vehicles with each other when looking at side crash protection ratings.
Instruments measure the force of impact to each dummy's head, neck, chest, and pelvis. Side-collision star ratings indicate the chance of a serious chest injury for the driver, front seat passenger, and the rear seat passenger (first and second row occupants). Head injury, although measured, is not currently included in the star rating. An excessive head injury score (HIC greater than 1,000) is reported separately as a safety concern. As with the frontal crash ratings, a serious injury is one requiring immediate hospitalization and may be life threatening.

= 5% or less chance of serious injury= 6% to 10% chance of serious injury= 11% to 20% chance of serious injury= 21% to 25% chance of serious injury = 26% or greater chance of serious injury

NHTSA’s New Car Assessment Program has a limited budget and must concentrate its ratings on front and side-impact crashes which every year are responsible for the highest percentage of deaths and serious injuries.

Yes, there are other organizations throughout the world who also crash rate vehicles. NHTSA, in addition to its frontal and side-impact crash ratings, is the only organization in the world that currently rates vehicles on rollover resistance. Vehicle crash ratings can also be found at the following addresses:
Insurance Institute for Highway Safety (IIHS):
http://www.hwysafety.org/ratings/default.aspx
European New Car Assessment Program (Euro NCAP):
http://www.euroncap.com
Australian New Car Assessment Program (ANCAP):
http://www.aaa.asn.au/ancap.htm
New Car Assessment Japan:
http://www.nasva.go.jp/english
Note: Each organization’s rating results are generally for vehicles sold in its respective country or region. Vehicle specifications, and therefore crash results, may vary between countries. As such, comparing the rating results for a similarly named vehicle model from different countries should be done with care, as there can be differences in the rating protocols and rating systems as well as the vehicle model itself.

All vehicles sold in the United States must comply with Federal motor vehicle safety standards ( CFR Title 49: Chapter V, Part 571). These standards cover a broad range of safety concerns, from windshield wipers and brakes to crashworthiness and fuel integrity. To rate compliance with these standards, NHTSA conducts a 30 mph frontal impact rating and a 33.5 mph side impact rating.
Note: NHTSA’s NCAP crash ratings, 35 mph for frontal crash ratings and 38.5 mph for side-impact crash ratings, are performed at 5 mph more than the corresponding FMVSS compliance rating speeds. Higher speeds create more crash "energy" or power and inflict potentially more damage on the vehicle and its occupants.

NHTSA began frontal crash ratings in 1979, so there is crash information available on vehicles starting in that year. Information prior to 1990 is archived, and is not listed on the web. This data is available to consumers. Send an e-mail to [email protected] with the year, make, and model of the vehicle to obtain the crash information.

There are generally three ways to get more detailed rating data:

1. Via the U.S. DOT’s docket management system. Vehicle crash rating reports from 1999 to present, and details of rollover ratings from 2001 to present, can be downloaded from the DOT docket at http://dms.dot.gov. Conduct a Simple Search and use the following docket numbers:
   • For detailed rollover rating reports (2001 to present), enter docket #8298.
   • For detailed frontal NCAP crash rating reports (1999 to present), enter docket #4962
   • For detailed side NCAP crash rating reports (1999 to present), enter docket #3835.
2. Via NHTSA’s Research and Development web page. Accessible at http://www-nrd.nhtsa.dot.gov/database/nrd-11/veh_db.html. This NHTSA Vehicle Crash Rating Database contains engineering data measured for several NHTSA program offices involved in crash rating vehicles, including Research, the New Car Assessment Program (NCAP), as well as Compliance. To view NCAP crash rating data, ensure your search is limited to New Car Assessment Tests.
   
3. Via the National Crash Analysis Center (NCAC). For a fee, all of NHTSA’s NCAP vehicle rating reports and high speed films are available from George Washington University’s National Crash Analysis Center Library, Suite 203, 20101 Academic Way, Ashburn, VA 22011. Phone (703) 726-8236. Fax (703)726-8358. http://www.ncac.gwu.edu/filmlibrary/index.html.

TWG stands for "Technical Working Group" and is a group of experts representing the automotive and insurance industries that has developed voluntary side-impact air bag (SAB) rating procedures to minimize the potential risk of SAB-related injuries for out-of-position occupants. SABs are not currently regulated by the Federal government.
If a manufacturer’s vehicle has met the SAB out-of-position rating procedures, then it means the manufacturer has reported to the government that all SABs in the vehicle have successfully completed the full battery of ratings specified under the voluntary guidelines. Vehicles that meet the voluntary guidelines will have an "M" in the column labeled "SAB Out of Position Testing" in the Safety Features charts of the safercar.gov site.

To be rated </B>- To Be Rated (for rollover resistance).
ND - No Data. The instruments used to record the rating data malfunctioned.
STS - Seat Too Small. The rating laboratory could not reasonably seat the crash rating dummy in the rear seat.
UR - Under Review. The data from this rating is being examined for quality assurance. This does not mean the vehicle has an unsatisfactory score.
w/SAB - The vehicle rated was equipped with a side air bag.
High Likelihood of Thigh Injury – Force to the thigh (femur) during the frontal crash was excessive (greater than 2,250 lbs) and likely to cause serious thigh injury.
High Likelihood of Pelvic Injury - Acceleration to the pelvis during the side crash was excessive (greater than 130 g’s) and likely to cause serious pelvic injury.
High Likelihood of Head Injury – Force to the head during the side crash was excessive (greater than 1,000 HIC) and likely to cause serious head injury.

The injury risk curves obtained from the rating dummy in the crash demonstrate the probability of a serious injury to a particular area of a real person’s body in that crash. The risk curves are shown below. The lower the injury number, the less chance that a person would be injured in that crash.

Frontal Crash (chest injury),
Frontal Crash (leg injury),
Frontal Crash (head injury),
Side Crash (chest injury).