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The constant media tussle over C-NCAP (China New Car Assessment Program) doesn’t bother Mr. Zhao Hang at all. As the chief director of the China Automotive Technology Research Center (CATARC), Zhao has made great efforts to develop this program, a vehicle crash test known as the “Chinese new car safety evaluation standard”. “Safety, environmental friendliness and energy saving, we need all of them,” he said.
Big Brother of the Automotive Industry
CATARC was originally a research institute directly related to government departments, but now it has become a state-owned enterprise to make its own decisions. In addition to helping set automotive industry policies, CATARC also conducts research into some key automotive technologies, such as partnering with Tianjin FAW Xiali Motor, Hafei Automobile Group and Yunnan Hongta Group to develop alternative energy cars.
“For every aspect of China’s automotive industry, we all have a corresponding service institute. This includes pre-production tasks such as project setting up, factory site selection and factory construction planning, and production related processes such as auto products, standards, information, testing, certification, quality system establishment and staff training. We are also involved in market establishment, second hand car market, automotive finance, car rental and vehicle scrap recycling,” Zhao said.
C-NCAP
Although CATARC has such a wide range of functions, currently most people are interested in its C-NCAP crash tests. This controversial test was launched two years ago, and has had many supporters as well as critics. Controversy is indeed Zhao’s expectation, and he is not averse to posting negative media comments on CATARC’s official website. The fact that many automotive companies are interested in C-NCAP and asking for test trials shows that the results of C-NCAP have some market value.
NCAP, or New Car Assessment Program, originated in the US in 1
970s, and it gained more recognition in developed countries such as Japan, Europe and Australia in the 90s. A common feature of NCAP is that all test cars are to be bought from the market, ie to be evaluated by ordinary consumers. This is an independent test for the benefit of consumers without interference from automotive producers.
“The automotive industry in China is big, but only a few people really understand cars. The general parameters like engine displacement, interior space and number of doors don’t really matter, what’s important is when you’re sitting in the car How safe.” Zhao suggested that C-NCAP be created to award star ratings on safety, so that there can be a standard for consumers to choose a car. The main objective of conducting C-NCAP test is to motivate the vehicle manufacturers to upgrade their technologies and improve car safety.
“C-NCAP is a new car assessment program, not just a new car safety assessment program. We initially go through crash tests, but then we look at other results to establish a systematic assessment standard for new cars, including safety Adds displacement and oil consumption tests.” Zhao said that since China is a large energy user with insufficient energy supply, as well as environmental considerations, it is necessary to test displacement and oil consumption in the program.
industry recognition
Zhao said C-NCAP could become a guideline for Chinese automakers. “Many manufacturers are now designating products for the next 5 or 10 years citing C-NCAP. For example, once fuel consumption limits for passenger cars are given, product designers have to adhere to these limits In addition, the analytical results of C-NCAP, which are based on existing road and traffic accident data, will also serve for setting future standards, so it can also be a guide for manufacturers.”
A cooperative agreement with PICC (People’s Insurance Company of China), China’s largest property insurance company, was another successful initiative of CATARC. Last year, a vehicle safety crash test laboratory sponsored by PICC was opened, and PICC also provided US$2 million to C-NCAP as crash test funds. For an independent appraisal body like CATARC, its associate partners must be free of vested interests, so the country’s No. 1 insurer could be an ideal partner.
Despite being an incorporated entity, CATARC is not actually run like a company, as many of its projects are of a non-profit nature. Plus it still has to pay for its operating expenses. The government has set a limit on CATARC’s profits, the excess components of which must be retained for future projects or public causes. So CATARC got some funding relief with the collaboration of PICC.
What Kind Of Vehicle Certification System Does China Need?
Zhao said that there are significant differences between China’s certification system and certification systems internationally in terms of methodology and organizational management. “China does not yet have a truly formal certification system. The current regulations can only be called an ‘access system’, which only determines whether a particular car model is allowed to enter the market. While developing In countries, government certification is built around this. Three key criteria, namely safety, environmental friendliness and energy saving.”
Take the example of security. China has a traffic death toll of over 100,000 and nearly 1 million injured. There are only 200 Chinese cities each with a population of over one million, so the death toll is equivalent to wiping out a medium Chinese city every year. Therefore, it is an urgent task for regulators to solve vehicle safety problems and improve auto product properties.
CATARC plans and drafts national vehicle standards in China. Zhao suggested that China has good and sufficient standards, but not enough in terms of execution. And there are rules to be followed, but not strictly followed. “Market competition cannot occur in the absence of monitoring. Low price competition has now become a major problem in China’s automotive industry, as many manufacturers try to reduce costs by jerry-building. Such vicious competition is harmful to the industry. Many vehicle models can pass quality certification when they are in the factory, but do not when they go to the outside market. If the certified product is not sold to consumers, So what’s the use of certification?” Zhao said.
“Therefore, it is not enough for the automotive industry to have only one access system, and too many certification programs will not be helpful. We need to strictly monitor basic aspects such as vehicle safety, environmental friendliness and energy saving, but Leave the other tasks to the market and consumers. This can be a really effective and realistic way for the industry,” Zhao concluded.
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