For those considering a 2000 Mercedes Suv, particularly the M-Class, understanding its safety performance is crucial. The Mercedes-Benz M-Class, introduced in 1998, underwent key structural improvements starting from models manufactured after March 1999 to enhance occupant protection in frontal crashes. This enhancement is directly relevant to the safety assessment of the 2000 Mercedes SUV models. The Insurance Institute for Highway Safety (IIHS) conducted a rigorous 40 mph frontal offset crash test on a 1999 Mercedes-Benz ML 320, equipped with these structural changes, providing valuable insights into the safety of these vehicles.
IIHS Crash Test Evaluation of the 1999-2005 Mercedes M-Class
The IIHS evaluation provides a comprehensive safety rating for the Mercedes M-Class models built between 1999 and 2005 (after March 1999). The tested vehicle, a 1999 Mercedes-Benz ML 320 4-door 4wd, serves as a benchmark for understanding the safety characteristics of the 2000 Mercedes SUV and similar models within this generation. The overall evaluation for the M-Class in this frontal offset crash test was impressive, achieving a “Good” rating. This “Good” rating extends to critical aspects of vehicle safety, including the structure and safety cage of the SUV.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | G |
| Structure and safety cage | G |
| Driver injury measures | |
| Head/neck | A |
| Chest | G |
| Leg/foot, left | G |
| Leg/foot, right | G |
| Driver restraints and dummy kinematics | G |
This table summarizes the detailed ratings from the IIHS crash test. A “Good” (G) rating indicates the highest level of safety performance, while “Acceptable” (A), “Marginal” (M), and “Poor” (P) represent decreasing levels of protection. As seen, the 2000 Mercedes SUV, represented by the tested ML 320, earned “Good” ratings in key areas like overall evaluation, structure, chest protection, leg/foot protection, and driver restraints.
Driver Injury Measures and Restraint Performance
Delving deeper into the driver injury measures, the 2000 Mercedes SUV demonstrated strong performance. While the head/neck protection received an “Acceptable” rating, the chest, leg/foot areas for both left and right sides achieved “Good” ratings. Furthermore, the driver restraints and dummy kinematics were also rated as “Good,” indicating effective occupant control during the crash.
The image captures the intensity of the frontal offset crash test, showcasing how the 2000 Mercedes SUV structure reacted upon impact. The integrity of the occupant compartment is visually evident, which aligns with the “Good” rating for structure and safety cage.
Occupant Survival Space and Airbag Deployment
Post-crash analysis of the dummy’s position relative to the steering wheel and instrument panel is crucial in assessing driver survival space. This image clearly shows that the survival space within the 2000 Mercedes SUV was maintained effectively. This is a vital factor in reducing potential injuries in a real-world frontal collision.
It’s noteworthy that in the test, the passenger airbag did not deploy. This was due to a sensor system in the 2000 Mercedes SUV designed to detect if the front passenger seat is unoccupied, or if a specific child seat is in use. This feature is a testament to the advanced safety technology incorporated even in early models of the Mercedes M-Class.
This image highlights the intelligent airbag deployment system of the 2000 Mercedes SUV, showcasing the passenger airbag remaining undeployed because the sensor detected an empty front seat.
Footwell Intrusion and Structural Integrity
Minimal intrusion into the driver footwell area is another positive safety aspect highlighted in the IIHS test. As shown in the image, the footwell of the 2000 Mercedes SUV remained largely intact. Reduced footwell intrusion minimizes the risk of lower leg injuries, contributing to the overall safety performance.
Technical Data and Measurements
The technical measurements from the crash test provide further detailed data points for experts and those seeking in-depth analysis. These measurements include occupant compartment intrusion, steering column movement, and precise driver injury measures. While the ratings provide an overall assessment, the technical data offers granular insights into the structural and biomechanical performance of the 2000 Mercedes SUV during the crash test.
Measures of occupant compartment intrusion on driver side
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CF99012 |
| Footwell intrusion | |
| Footrest (cm) | 12 |
| Left (cm) | 11 |
| Center (cm) | 6 |
| Right (cm) | 6 |
| Brake pedal (cm) | 8 |
| Instrument panel rearward movement | |
| Left (cm) | 2 |
| Right (cm) | 1 |
| Steering column movement | |
| Upward (cm) | 3 |
| Rearward (cm) | 1 |
| A-pillar rearward movement (cm) | 2 |
Driver injury measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CF99012 |
| Head | |
| HIC-15 | 308 |
| Peak gs at hard contact | 66 |
| Neck | |
| Tension (kN) | 2.4 |
| Extension bending moment (Nm) | 34 |
| Maximum Nij | 0.42 |
| Chest maximum compression (mm) | 42 |
| Legs | |
| Femur force – left (kN) | 3.5 |
| Femur force – right (kN) | 1.8 |
| Knee displacement – left (mm) | 7 |
| Knee displacement – right (mm) | 8 |
| Maximum tibia index – left | 0.48 |
| Maximum tibia index – right | 0.40 |
| Tibia axial force – left (kN) | 2.7 |
| Tibia axial force – right (kN) | 1.5 |
| Foot acceleration (g) | |
| Left | 69 |
| Right | 62 |
Conclusion: Safety Performance of the 2000 Mercedes SUV
In conclusion, the IIHS crash test results for the 1999 Mercedes-Benz ML 320, applicable to the 2000 Mercedes SUV and similar models manufactured after March 1999, indicate a strong level of safety performance. The “Good” overall rating, particularly in structural integrity and key driver injury measures, positions the 2000 Mercedes SUV as a safe choice within its class and era. While technology and safety standards have advanced, these results provide valuable insights for anyone considering a 2000 Mercedes SUV, highlighting the vehicle’s robust safety engineering.
