The Insurance Institute for Highway Safety (IIHS) has introduced a new seat and head restraint evaluation to address neck injuries resulting from rear-end collisions. Of the first 18 small SUVs tested, only four achieved a good rating.
“Neck sprains and strains are the most frequently reported injuries in U.S. auto insurance claims,” said IIHS President David Harkey. “This new test challenges automakers to further improve their seats and head restraints to provide better protection in the rear impacts that typically cause these injuries.”
The vehicles that received good ratings in the new whiplash prevention test were the Audi Q3, Hyundai Ioniq 5, Subaru Forester, and Toyota RAV4. Nine other models earned acceptable ratings: Buick Encore GX, Chevrolet Equinox, Honda CR-V, Jeep Compass, Kia Sportage, Mercedes-Benz GLB-Class, Mitsubishi Outlander, Volkswagen Taos, and Volvo XC40. The BMW X1 and Nissan Rogue were rated marginal. The Ford Bronco Sport, Hyundai Tucson, and Mazda CX-50 received poor ratings.
Except for the Honda CR-V (a 2024 model), all tested vehicles were 2025 models. Many of these ratings will also apply to the 2026 model year.
The new evaluation replaces an earlier IIHS head restraint test discontinued in 2022 after most vehicles consistently received good ratings due to improved designs by automakers. Despite this progress, whiplash injuries continued to occur even among vehicles with high scores under the previous system.
To develop a more rigorous assessment, IIHS tested seats from 36 late-model vehicles at three different impact speeds. Data was collected on stresses experienced by a midsize male dummy during simulated rear impacts using a sled apparatus. Researchers identified key metrics correlating with higher injury claim rates using insurance data provided by the affiliated Highway Loss Data Institute.
Based on this research, the new test uses two acceleration pulses—simulating crashes at both 20 mph and 30 mph—to measure several factors including head contact time with the restraint; acceleration of the T1 vertebra; pelvis displacement; and bending forces on the head relative to the neck.
“We don’t yet fully understand the mechanisms that cause whiplash injuries,” said Marcy Edwards, senior research engineer at IIHS who developed the new evaluation. “But our research makes us confident that reducing these types of movements and stresses should cut down on whiplash injuries in the real world.”
Results showed that vehicles rated poor performed inadequately across all measured areas at both impact speeds—particularly failing to keep proper alignment between head and spine or allowing excessive movement of body parts during simulated crashes. In contrast, good-rated vehicles maintained alignment between head and spine while minimizing harmful motion.
Videos from testing revealed clear differences: In poorly rated models like Tucson or CX-50, dummies’ heads moved excessively relative to their spines; in contrast, top-performing vehicles maintained natural curvature of cervical vertebrae throughout impact simulations.
Whiplash prevention ratings for small SUVs are as follows:
– Good: Audi Q3 (2025), Hyundai Ioniq 5 (2025–26), Subaru Forester (2025–26), Toyota RAV4 (2025)
– Acceptable: Buick Encore GX (2025–26), Chevrolet Equinox (2025–26), Honda CR-V (2024–25), Jeep Compass (2025–26), Kia Sportage (2025–26), Mercedes-Benz GLB-Class (2025), Mitsubishi Outlander (2025–26), Volkswagen Taos (2025–26), Volvo XC40 (2025–26)
– Marginal: BMW X1 (2025), Nissan Rogue (2025–26)
– Poor: Ford Bronco Sport (2025–26), Hyundai Tucson (2025–26), Mazda CX-50 (2025–26)
These findings highlight ongoing differences in occupant protection among current SUV designs despite previous advancements.
