S pecial edition "Citizen Car"
Connections between consumption, maximum power, type of fuel, weight and top speed
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- Connections between the insurance companies groups (SRA) and variables characteristic of the vehicle
Connections between consumption, maximum power, type of fuel, weight and top speed These relations are particularly interesting since they show the absurdity of producing pointlessly powerful and heavy cars even under normal usage conditions which will not allow them to make full use of their capabilities. We know that the standard urban cycle used for measuring consumption is far from representing the results of sporty driving. By contrast, it is a cycle corresponding to very "calm" vehicle usage. Despite these standard characteristics, urban consumption is directly determined by the vehicle's maximum power, the type of fuel used and its weight. We have shown the force of the relation between a vehicle's top speed and its maximum power (correlation coefficient of 0.87). It is also important to show the relations between several variables, the combination of which determines consumption. Explaining consumption in an urban cycle by the maximum power, the top speed, the total weight allowed when loaded, and the type of fuel used can be done by calculating a multiple regression with these variables. This simple method shows that 89% of the variance in consumption can be explained by these four variables. Connections between the insurance companies' groups (SRA) and variables characteristic of the vehicle When a new vehicle is launched on the market, SRA calculates its classification group to establish the cost to be paid for insurance (premium). The mathematical formula used was established from data on a large number of accidents, and produces a value correlated to insurance companies' average expenditure for a given model. There are two major steps to this formula: the first is determined by the simple characteristics of weight, power, and top speed; the second is a rating of the technical design, varying with the systems for protection and repair costs. The initial constant equal to 20 is merely to increase the group's end result so that all models have the same value, which avoids confusion with the old method of setting the group which resulted in values ranging from 4 to 20. The group is equal to: 20+ (27.88 x (DIN horsepower/unloaded mass in kilograms + 200)) + (1/13 x (top speed in km/h - 130)) + (0.00283 x GVWR) the value obtained by this first step of the formula is then multiplied by (1 + design rating) It is necessary to determine the importance of the weighting by the design rating of the vehicle. It is easy to establish by calculating the group of our 841 versions with the first step in the formula and comparing it to the value obtained by SRA with the whole formula. The correlation coefficient is very high indicating a very low intervention of the second step of the formula, at the very least for current vehicles which are those tested by Euro NCAP and which we have used in this present analysis. The coefficient may be far less lenient for "atypical" vehicles. It is useful to analyse relations between the group of insurance companies and the variables set up from simple physical data able to translate the notion of vehicles' "aggressiveness" vis-à-vis occupants of other private cars. It must be noted that taking into account speed in the insurance companies' formula is interesting due to its reference to 130 km/h, 
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