A recent evaluation by the Insurance Institute for Highway Safety (IIHS) has revealed significant safety shortcomings in commercial vehicles commonly used for deliveries and work-related transport across the United States. The institute’s first comprehensive series of crash prevention tests on cargo vans, box trucks, and Class 3 pickup trucks found that these vehicles often fall behind passenger cars in critical safety measures, particularly vehicle-to-vehicle crash prevention.
The assessment, which began in June 2026 and took place at the IIHS Vehicle Research Center in Ruckersville, Virginia, tested eleven commercial vehicle models including delivery vans and heavy-duty pickups with gross vehicle weight ratings ranging from 10,001 to 14,000 pounds. Vehicles tested included well-known models such as the Rivian RCV-Delivery 500—used by Amazon—and the discontinued Chevrolet BrightDrop 400 electric van.
Results showed that many commercial vehicles scored poorly in preventing frontal collisions with other vehicles. Among those rated “Poor” for vehicle-to-vehicle crash prevention were the 2025-2027 Chevrolet Express 2500, Ford Transit T250, GMC Savana 2500, Ram ProMaster 2500, Chevrolet Silverado 3500 heavy-duty, Ford F-350, and GMC Sierra 3500. In contrast, some cargo vans, including the Mercedes-Benz Sprinter 2500 and certain Rivian and BrightDrop models, received “Good” ratings for pedestrian crash avoidance.
A key concern highlighted by IIHS officials is the absence or limited implementation of automatic emergency braking (AEB) systems in many commercial vehicles. Unlike passenger cars, which increasingly come equipped with AEB that can detect vehicles and pedestrians, several tested commercial vans only offer optional forward collision warning systems without automatic braking. This gap in standard safety features leaves these vehicles less capable of preventing or mitigating crashes.
David Kidd, IIHS vice president of vehicle research, noted that federal safety standards for commercial vehicles remain less stringent than those for passenger cars, particularly regarding airbags, seat belt technology, and crash prevention systems. IIHS hopes that publicizing these results will encourage manufacturers to enhance safety technology and make it standard on work and delivery vehicles.
The safety risks posed by commercial vehicles are underscored by data from the National Highway Traffic Safety Administration (NHTSA), which recorded 6,215 fatalities involving heavy, medium-duty, and light vans in 2024—accounting for 16% of all U.S. roadway deaths that year. Advocates for highway safety emphasize the urgency of implementing mandatory AEB on these vehicles. Cathy Chase, president of Advocates for Highway and Auto Safety, stated that equipping trucks operating in neighborhoods and urban environments with AEB could save lives by preventing pedestrian and vehicle collisions.
Additional challenges arise from the size and design of larger commercial vehicles, which can create blind spots. IIHS tests revealed that certain heavy-duty pickups struggled to detect child-sized dummies in pedestrian crash tests due to their taller front profiles. This limitation makes advanced braking technology even more critical for enhancing safety around vulnerable road users, especially children.
Overall, the IIHS testing highlights the ongoing safety gaps in the expanding commercial vehicle market. With more delivery and work vehicles on the road, the institute’s findings have sparked calls for regulatory updates to address these deficiencies and improve crash prevention capabilities across all vehicle categories.