acceleration, longitudinal frame rail acceleration, and transmission mount acceleration, yielded velocity and displacement histories for each location. The velocity traces compare well up to when the slip event was complete. The corresponding displacement from the c.g. accelerometer at that point in time was approximately 480 mm. However, the slip base activated at 0.022 s (from high-speed film), which is coincident with the time at which the peak acceleration was observed by the frame rail accelerometer. The dynamic intrusion or displacement at 0.022 s was 330 mm. The distance between doors before and after the test was measured. The static intrusion at the impact location was 250 mm. The pickup truck and light pole remained in contact until the pickup truck came to rest. The light pole fell over the truck’s roof, denting the roof 75 mm (maximum). The pole slid down the windshield and across the hood and fell to the ground. The truck came to rest 14.6 m downstream.

Damage to the pickup truck was marginal. The driver door was caved, pulling the B-pillar inward. The windshield shattered during the event. The frame members were straight and showed no sign of damage. The four door latches remained latched during the collision. No evidence of fuel leakage or fuel system component damage was observed. The peak c.g. acceleration was determined to be 14.3 g’s (280,000 N) and occurred 0.021 s after impact. Table 9 lists the positive and negative peak accelerations from each vehicle accelerometer.

Table 9. Vehicle sensor peak accelerations .
Sensor	Maximum positive (g’s)	Maximum negative (g’s)
C.g. accelerometer Ax, primary	10.5	-15.7
C.g. accelerometer Ay, primary	11.6	-14.3
C.g. accelerometer Az, primary	8.2	-8.2
C.g. accelerometer Ax, redundant	9.7	-13.5
C.g. accelerometer Ay, redundant	11.0	-13.7
C.g. accelerometer Az, redundant	9.3	-7.3
Engine block, Ax	2.6	-1.6
Engine block, Ay	2.6	-10.7
Driver seat, Ay	106.6	-69.6
Right lower sill, Ay	18.3	-25.4
Right roof rail, Ay	22.6	-33.6