Automakers Must Build Cars for Differing Safety Standards

Have you ever wondered why automakers sell different models overseas? Or why it’s so difficult to bring a car that sells well in Europe to the U.S.? For instance, if Ford sells a small car like the Fiesta in Europe that would fit the driving needs of increasingly gas-conscious Americans, why wouldn’t it just start shipping models to dealer lots over here?

The culprit, in part, is differing safety standards. What passes muster in Europe doesn’t always fly with the National Highway Traffic Safety Administration, the U.S. governing body for car safety, nor the Insurance Institute for Highway Safety, an increasingly important measure of safety among consumers. U.S. law requires crash protection for passengers who fail to wear seat belts, while in Europe this is not a priority. Even a detail as small as the color of the rear turn signals is an obstacle when taking a vehicle from one market to another.

Ford conducted a study of 43 regulations in the U.S. and Europe and found only 11 that matched exactly. It then becomes prohibitively expensive to introduce an all-new version of a car to meet a different set of standards.

A prime example of how these inconsistent standards muck up the introduction of a car is the Smart ForTwo, which sold for nine years overseas before coming to the U.S. In order to meet NHTSA crash-test standards, Daimler had to lengthen the body of the ForTwo, essentially making it a different car.

The only solution is to standardize safety regulations in all markets, but don’t hold your breath. Global cooperation isn’t exactly in vogue right now, and there are a daunting number of interests — including the safety organizations themselves, which all tend to think their rules are best.

Automakers Face Conflicting Safety Rules Worldwide (USA Today)