Recent evaluations by the Insurance Institute for Highway Safety (IIHS) have highlighted a critical gap in passenger protection for several popular 2023 pickup truck models. While these vehicles demonstrate strong performance in certain crash scenarios, their ability to safeguard rear-seat occupants falls short under more challenging test conditions.
Traditional crash testing, as outlined by the National Highway Traffic Safety Administration (NHTSA), typically involves propelling a vehicle into a flat barrier at 35 miles per hour, with focus on the effects experienced by front-row passengers. Joe Nolan, IIHS Senior Vice President of Vehicle Research, explained, “That’s a good regulation. But what it doesn’t do is require that the automakers think about these situations where all of the forces are concentrated on just one half of the car, which makes up the majority of frontal impacts.”
To address this limitation, IIHS employed a modified moderate overlap test at a higher speed, using an offset barrier that better simulates a collision with another vehicle’s front end. In the rear seat, engineers placed a crash test dummy representing the size and weight of a small woman or teenager. The test focused on four crew cab models: RAM 1500, Ford F-150, Toyota Tundra, and Chevrolet Silverado.
Results were concerning. The Toyota Tundra received a “marginal” rating, while the RAM 1500, Ford F-150, and Chevrolet Silverado were rated “poor.” Across all models, researchers observed a phenomenon known as “submarining,” in which the lap belt slides above the pelvis into the abdomen, allowing the occupant to move under the belt. Nolan emphasized, “Abdominal injuries are what we see in field data for rear seat occupants, and they can be quite traumatic.”
Measurements from the crash test dummies indicated likely chest, head, and neck injuries in the Ford F-150 and RAM 1500. The Silverado showed somewhat lower injury metrics, but still at levels described as “excessive.” The Tundra’s belt positioning issues heightened the risk of chest injuries.
From an engineering perspective, submarining reflects a complex interaction between occupant kinematics, belt geometry, and seat design. The lap belt’s ideal positioning is low over the pelvis, where bone structure can absorb crash forces. When belt geometry or seat cushion compression allows upward movement, soft tissue in the abdomen becomes the primary load path, increasing injury risk. This underscores the importance of integrating rear-seat restraint systems with energy-absorbing structures and pretensioners, technologies more commonly optimized for front-row occupants.
Nolan offered practical advice for current owners: “If they’re seated in the rear, have a good posture, don’t slouch. Don’t slide under the seatbelt. And when they put the seatbelt on, also try to make sure that it’s positioned squarely over the pelvis and across the center of the chest. Don’t put the belt behind your back or, or leave a lot of slack in the belt. And that will help a lot.”
Despite the findings, researchers reaffirmed that the rear seat remains the safest location for children, provided they are secured in properly installed child safety seats. The IIHS ratings in this round of testing do not apply to those scenarios.
Manufacturers responded to the results with varying degrees of detail. Ford stated, “Safety is a top priority, and the 2023 Ford F-150 meets or exceeds all current safety regulations and requirements. IIHS recently changed their moderate front overlap test procedure for the second row. We are always working to continuously improve and we consider IIHS and other third-party feedback in vehicle development. F-150 continues to achieve a ‘Good’ overall rating in the original moderate overlap test for the front row and for the updated side impact test. F-150 also earned an IIHS 2022CY Top Safety Pick and the 2023 MY F-150 has a 5-star overall NHTSA rating, which is among the top on the market today.”
Stellantis, parent company of Chrysler, noted, “We routinely consider third-party ratings and factor them into our product-development process, as appropriate. We engineer our vehicles for real-world performance. The protection of our customers is an integral part of the upfront design of a vehicle’s structure. Every Stellantis model meets or exceeds all applicable federal vehicle safety standards.”
General Motors commented, “While we are very confident in the overall safety and crashworthiness of our light-duty Chevy Silverado crew cab, we appreciate what the IIHS has done with its new rear seat test protocols. IIHS findings are among the third-party inputs we value as we develop our products and continuously improve passenger safety.”
A Toyota spokesperson stated, “We have no comment to add on the testing.”