The 7th annual GMAC Insurance National Drivers Test results projected that 18 percent of Americans—or 36.9 million people—would fail the test with a score of less than 70 percent.

Though the average score across the country was 77.9 percent, up from last year’s 76.2 percent average, 85 percent of test takers could not identify the correct action to take when approaching a steady yellow traffic light, and about 75 percent were unaware of safe following distances.

The results revealed some interesting statistics:

Kansas held the top spot for the second year in a row with an 82.9 percent average score, while Washington D.C. fell to last place with a 71.8 percent average score. This marked the first time in four years that New York did not fall to the bottom spot.
More than 27 percent of women failed the test, while only 13.6 percent of men failed.
The Midwest was dubbed the best driving region, while the Northeast was considered the worst.
Thirty-four percent of drivers in New York and Washington D.C. failed the test.
Older drivers achieved higher scores than younger drivers. However, there were strong indications that the youngest test takers, aged 16-24, are becoming better drivers.
The survey took into account 5,130 licensed drivers aged 16-65 and included participants from all 50 states and the District of Columbia. The online exam consisted of 20 questions taken from state Department of Motor Vehicle (DMV) exams, with regional differentiators, such as what to do when driving in a snow, eliminated to create a universal set of questions.

The refund distribution is a result of the 2009 auto rate settlement with the insurers’ rating bureau, the North Carolina Rate Bureau (NCRB), that Commissioner Wayne Goodwin signed last July.

“These refund checks represent instances where North Carolina drivers were paying too much for their auto insurance, and I’m glad that these extra premium dollars plus interest will go back into their wallets,” said Goodwin.

The refund distribution will occur in two different waves, the first starting this week and the second starting on Nov. 1.

Refund checks will be mailed to eligible policyholders. According to the settlement language, companies writing only six-month policies and companies writing both six-month and 12-month policies that expire prior to May 1, 2010, should send out refunds May 1 – July 31, 2010. All other refunds should be sent Nov. 1, 2010 to Jan. 31, 2011.

The checks are the result of a dispute between the Department of Insurance and the rate bureau over rates ordered in 2008. During the appeals process, the NCRB implemented an interim 9.4 percent rate increase that went into effect on Jan.1, 2009. In cases where insurance companies charged policyholders more than the rates determined by the 2009 settlement, insurance companies are required by statute to refund the difference between the rates charged and the settled rates, with interest.

The 2009 auto settlement did away with the NCRB’s implemented 9.4 percent 2008 rate increase and denied their 2009 request for an additional 1.4 percent rate increase and included an additional 0.5 percent decrease. Under the settlement, the NCRB may not file changes to auto rates until 2011, which means that the maximum allowable auto rates are locked in until Oct. 1, 2011 at the earliest.

The rankings, which the insurance information and shopping site publishes annually, are based on the premium that a 40-year-old man with a good driving record, a good credit record and a 12-mile commute would pay annually.

The insurance data firm Quadrant Information Services calculated the average premiums for Insure.com by averaging car insurance rates from six large carriers across 10 ZIP codes in each state. According to the results, the national average annual premium for the Porsche 911 Carrera GT2 is $2,943.78, and other high-end sports cars like the Dodge Viper tended to dominate the list of the most expensive premiums (see the chart below for more). Amy Danise, senior managing editor at Insure.com, said the results didn’t surprise her since insurance policies are based on claims history. The Porsche Carrera GT2 “would have a really high claims history, meaning the drivers of that model have submitted a lot of very expensive claims. They crash a lot, and the cars could be very expensive to repair,” she said.

(In 2007, I wrote an article for The Wall Street Journal called “Honey, I Wrecked the Porsche,” about the spate of owners crashing expensive sports cars, including Porsche Carrera models. One reason for the crashes: inexperienced or reckless drivers getting behind the wheel of increasingly powerful and light cars.)

Meanwhile, at the other end of the spectrum, minivans dominated the list of those least expensive to insure (see the chart below for more). Ms. Danise said minivans and smaller sport utility vehicles tended to be the least expensive to insure.

One surprise on the least expensive list? The Jeep Wrangler, which Ms. Danise said must not have a lot of claims attached to it. “It’s hard to speculate” why it’s on the least expensive list, she said. “But it could be cheaper to repair or have fewer injury claims.”

The particular car insurance policy that the survey examined contained uninsured motorist coverage, coverage of $300,000 for all injuries, coverage of $50,000 for property damage in an accident and a $500 deductible on collision and comprehensive coverage.

The study covered about 2,400 2010 models. Those left out were ones for which there wasn’t enough data, including exotic cars like Bentleys and Lamborghinis, which Insure.com said probably carried hefty insurance bills.

While actual premiums will vary based on individuals’ characteristics, including age, driving record and the chosen policy, Ms. Danise said vehicles’ placement in the rankings should stay relatively consistent from driver to driver.

Among categories of vehicles, according to Insure.com, the Dodge Caliber is the least expensive passenger car to insure, the GMC Canyon WT (2WD 2 Door 2.9L) is the least expensive pickup to insure and the Honda Odyssey LX (5 Door 2WD SOHC) is the least expensive minivan to insure. Click here for the full list and a new tool from Insure.com that lets you search the rankings by vehicle and location.

When have you been surprised (positively or negatively) by the price an insurance company quoted for coverage for your vehicle?

The Five Least Expensive 2010 Vehicles to Insure

Rank Make and Model Style & Type Cylinders Average National Premium
1 Mazda Tribute I 2WD, 4-door utility 4 $1,070.25
2 Honda Odyssey LX 5-door 2WD SOHC van 6 $1,095.26
3 Mazda Tribute I 4WD 4-door utility 4 $1,103.29
4 Chrysler Town & Country LX 2WD 4-door 3.3L wagon 6 $1,119.83
5 Jeep Wrangler X 4WD 2-door 3.8L Utility 6 $1,124.38

The Five Most Expensive 2010 Vehicles to Insure

Rank Make and Model Style & Type Cylinders Average National Premium
1 Porsche 911 Carrera GT2 2-door coupe 6 $2,943.78
2 Mercedes S65 AMG 4-door sedan 12 $2,863.03
3 Dodge Viper SRT-10 2-door coupe 10 $2,851.89
4 Porsche Panamera Turbo AWD 4-door sedan 8 $2,837.39
5 Dodge Viper SRT-10 2-door convertible 10 $2,815.90

Source: Insure.com, from a study commissioned by Insure.com from Quadrant Information Services

By JENNIFER SARANOW SCHULTZ

“If Toyota drivers experience any issues with their accelerator pedal, they should contact their Toyota dealer without delay,” said Robert Passmore, senior director of claims for the Property Casualty Insurers Association of America (PCI).

In the event that a driver experiences an accelerator pedal that sticks or returns slowly to idle position, Toyota says the vehicle can be controlled with firm and steady application of the brakes. The brakes should not be pumped repeatedly because it could deplete vacuum assist, requiring stronger brake pedal pressure. The vehicle should be driven to the nearest safe location, the engine shut off and a Toyota dealer contacted for assistance.

“Consumer safety is a top concern for the insurance industry and we are encouraged that Toyota dealers nationwide are beginning to make repairs on the vehicles involved in the recall,” said Passmore.

Insurers want consumers to know that if Toyota’s recalled part causes an accident, the driver’s automobile liability or physical damage insurance will provide coverage.

“This type of unforeseen event is what insurance is for,” said PCI’s Passmore. “If the pedal is a factor, the insurer will pay the claim for the driver and then likely seek to be reimbursed by Toyota. This is one less thing for the consumer to worry about.”

There is also good news for consumers because a vehicle recall by itself will generally not cause insurance rates to increase, Passmore said. “Looking forward, it is unlikely that rates would be affected by the recall.”

Over the years Toyotas have had a good safety record as evidenced by their popularity, so it is unlikely that there will be enough accidents caused by the faulty pedals that rates will increase, according to Passmore.

“Insurers look at the cost of claims over a period of time for vehicle,” he added. “They are interested in how much it costs to repair a vehicle and how often the vehicle is involved in an accident.”

While Toyota is pursuing repairs to recalled vehicles, the nation’s largest auto insurer says Toyota vehicle safety has been a concern for some time.

Using a driving simulator, drivers in the study tended to decrease their minimum following distance when texting and also showed delayed reaction times. In fact, their median reaction times increased by 30 percent when they were texting and 9 percent when they talked on the phone. Drivers who texted also showed impairment in forward and lateral control.

According to the researchers, texting “requires drivers to switch their attention from one task to the other. When such attention-switching occurs as drivers compose, read, or receive a text, their overall reaction times are substantially slower than when they’re engaged in a phone conversation.”

After the tests, only 25 percent of the booster seats got a “good” or “best” rating from the Insurance Institute. Eleven booster seats are not recommended because the belts don’t provide a good fit.

Officials said children 4-8 years old in booster seats are 45 percent less likely to suffer serious injuries in accidents.

However, even kids in booster seats who aren’t properly belted in are at risk. Seat belts that cross the stomach can cause abdominal injuries. Plus, belts that cross the neck or are too low on the chest can cause spine and head injuries.

Twenty five states have laws requiring a booster until the age of eight. Three states — Florida, Arizona and South Dakota — don’t require booster seats at all.

Crash tests show seat belts alone do not protect a child, which is why safety experts say even booster seats that don’t get the top safety recommendation can still protect kids.

Officials said age is not the most important factor. It’s actually based more on the child’s height and how well they fit into adult seat belts.

The Arizona teenager knows it’s illegal in Phoenix and dangerous. She once almost drifted into oncoming traffic while looking at her phone.

But would a nationwide ban stop Cordova and her friends from texting in their cars? No way, she said.

“Nobody is going to listen,” Cordova said.

With momentum building in Washington for all 50 U.S. states to outlaw text messaging behind the wheel, there is evidence that the key demographic targeted by such legislation, teen drivers, will not pay much attention.

At least one major study has found that, with mobile devices now central to their lives, young people often ignore laws against using cell phones or texting in the car.

The number of text messages is up tenfold in the past three years and Americans sent an estimated 1 trillion in 2009.

Some police agencies, while strongly in favor of such mandates, say its tough for officers to enforce them.

The California Highway Patrol has handed out nearly 163,000 tickets to drivers talking on hand-held phones since mid-2008. But it has issued only 1,400 texting citations since January in a state of 23 million drivers—not for lack of trying.

“The handheld cell phone is relatively easy for us to spot, we can see when somebody has their phone up to their ear,” CHP spokeswoman Fran Clader said.

“But with the texting it’s a little bit more of a challenge to catch them in the act, because we have to see it and if they are holding it down in their lap it’s going to be harder for us to see.”

Already 19 states and the District of Columbia ban texting by all drivers, while 9 others prohibit it by young drivers.

TEXTING CAUSES ACCIDENTS

In July, Democratic Senator Chuck Schumer, citing a study that found texting drivers were 23 times more likely to be in an accident, introduced a bill requiring states to prohibit the practice or risk losing federal highway funds.

Since then, Senator Jay Rockefeller has offered his own bill that would achieve the ban through grants to states.

In October, during a three-day conference in Washington on distracted driving, President Barack Obama signed an executive order barring federal employees from texting behind the wheel.

Transportation Secretary Ray LaHood said he would seek to expand that rule to bus drivers and truckers who cross state lines and called the conference “probably the most important meeting in the history of the Department of Transportation.”

But a much-cited study by the Insurance Institute for Highway Safety found that usage of cell phones for calls and texting in North Carolina actually ticked up slightly after the state banned them for drivers under the age of 18.

A study by the Automobile Club of Southern California found that texting by drivers dropped after the state’s law took effect, but it did not break down the data by age.

“What I would say is that texting and cell phone devices have become such a component of life for teens and for young people that it’s hard for them to differentiate between doing something normal and doing something wrong,” said Steven Bloch, senior research associate for the Automobile Club.

The problem is not unique to the United States. In Britain, a public service announcement on texting while driving drew worldwide attention for its extremely graphic imagery.

The spot shows three texting teen girls in a horrific head-on collision with another car, and lingers on shots of their bloodied faces shattering the windshield as a child whose parents have been killed cries for her dead mother to wake up.

In 2007, Phoenix became one of the first U.S. cities to ban texting while driving, although Arizona still has no statewide law.

Out of a group of four high school students interviewed by Reuters in Phoenix, three admitted texting while driving and a fourth said he had stopped only after his cousin caused a serious traffic accident while sending a message.

Cordova’s classmate, 17-year-old Anna Hauer, says she often texts her boyfriend when she drives and doubts she or her friends would stop because of new legislation.

“By the time they pull you over, the chances are you are going to be done with your text anyway so they can’t exactly prove that you were texting,” she said.