Auto manufacturers have a long history of safety innovations

by Sam Barer

It seems every automotive advertisement these days makes some reference to safety. With 42,000 annual traffic related deaths, it is certainly an important subject.

The first fatal accident back in 1899 involved a car with no safety features…heck, it didn’t even have a steering wheel! Since then auto manufacturers worldwide have competed to be considered the safest on the market.

American manufacturers actually made most of the important early automotive safety innovations. Starting in 1924, Buick was one of the first mass-produced manufacturers to offering four-wheel brakes. Buick would also later be the first to make turn signals standard, doing so on its 1939 models. Even after 65 years, it seems many drivers still disregard the importance of using signals to prevent collisions.

1924 also saw Cadillac begin addressing the safety of its customers in the event of an accident by experimenting with the first shatter-resistant safety glass. Sales surged in 1929 when all Cadillac and LaSalle models received safety glass on all windows.

Chrysler was the first to specifically design a new model to be safe, instead of just adding features to existing models. Aircraft engineering principles maximized structural integrity on its new 1934 Airflow line. As a publicity stunt, an Airflow was launched off a 110-foot cliff. After rolling back on its wheels, it was driven away. Tragically, the public considered this engineering marvel an ugly duckling.

Preston Tucker made safety a primary selling point. Tucker’s 48 featured a panning central headlight, a revolutionary padded dashboard and recessed knobs, levers and horn button. In testing, a prototype was accidentally rolled at over 100MPH. The front windshield popped out as designed, and the driver walked away completely uninjured.

My father once rolled his 1950 Dodge Meadowbrook on Highway 730 heading home to Walla Walla. He still feels extremely lucky to have walked away unharmed (except for his pride – a candid picture of him standing next to the overturned car made the local paper.) Oftentimes doors would fly open when cars rolled, ejecting passengers and leading to serious injuries. While safety conscious doctors started bolting-in seat belts in their own cars in the 1930s, it wasn’t until 1950 when Nash started offering seat belts as an option in its Ramblers. Six years later, Volvo began offering optional shoulder harnesses. Volvo’s move was in response to the loss of company president Gunnar Engellau’s good friend in an accident. The three-point belt became required in all cars in the USA starting in 1968. Volvo’s spirit of safety innovation soon resulted in the rear-facing child seat in 1972.

Germany would soon be the world leaders in safety. Mercedes invented crumple-zone technology in 1951 -- something largely ignored by America’s “stronger is better” philosophy until the 1980s. Mercedes and Bosch also worked together to market two other notable safety firsts: antilock braking systems in 1973 and driver airbags in 1980.

On the heels of Ralph Nader’s campaign to expose the lack of dedication to safety among Big Three auto manufacturers during the 1950s and 1960s, the US government leveled the playing field by mandating impact-absorbent bumpers, minimum ride height and other standards for 1975. The regulations were blamed for emasculating sports cars by making them taller and heavier. Malcolm Bricklin tried to market safety and performance together with his Canadian-built 1974 Bricklin SV-1 (standing for Safety Vehicle-1.) Offered in the choice of bright “safety” colors, the Bricklin was shod with fat bumpers, an internal roll cage and gullwing doors. The heavy, awkward and expensive coupes failed to excite enthusiasts.

Hundreds of active and passive safety features are now built into all types of passenger vehicles. This might make the lack of such equipment on our classics seem like a glaring liability. Classics don’t have traction control (Bosch system appeared in 1985,) yaw control (first appearing on 1998 Corvettes,) or side-curtain airbags (on 1994 Volvos.)

Insurance industry statistics prove collector cars with seat belts are still pretty safe. When I drive a collector vehicle without belts I feel like I’m delivering an oral report in front of the class while only wearing my underwear. To have vintage-look seat belts installed costs about $75 – much less than an ambulance ride.

Throughout history, though, no matter what make, model or year the vehicle, the most crucial safety feature has been the quality of the nut behind the wheel.

Sam Barer writes for Apex, an Olympia, WA based freelance writing company. To submit a car for a future “Sound Classics” story, email soundclassics@apexstrategy.com

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