Table 7. Summary of test conditions and results (continued).
Total rigid pole load observed (load cells)	247,300 N
Traffic accident data (TAD)	9-LP-7
Vehicle damage index (VDI)	09LPAN5
Lateral occupant impact velocity	7.3 m/s
Lateral ridedown acceleration	8.5 g’s
Head injury criteria
Limit	1000 g's
Observed	952 g’s
Start time	0.0429 s
Stop time	0.0608 s
Interval time	0.0179 s
Thoracic trauma data
Limit (2-door)	90 g's
Peak rib acceleration (FIR100)	59.1 g’s
T12 spine (FIR100)	77.7 g’s
Thoracic trauma index (TTI)	68.4 g’s
Pelvic injury	112.5 g’s

Vehicle response. A sharpened rod attached to the rigid pole punctured the vehicle on the vertical target tape, denoting the intended impact location. The door cross section collapsed 0.008 s after contact with the rigid pole. The door was pushed inward and struck the SIDH3's lower torso and pelvic region. After 0.030 s, the B-pillar was drawn forward toward the rigid pole, making contact with the rear portion of the SIDH3's head. The rigid pole made contact and bent the truck’s longitudinal frame rail at approximately 0.033 s (from the acceleration trace). The pole continued to penetrate the occupant compartment, causing the dashboard and bench seat to buckle. The bench seat was forced into the passenger door, causing the door to bulge outward. The door remained latched throughout the test. The truck bed and front end continued to wrap around the pole until approximately 0.200 s. Double integration of the c.g. accelerometer yielded a maximum deflection of 800 mm. This may be exaggerated due to the extreme buckling of the floor pan. The maximum static deflection was 562 mm. The intrusion was limited by the 170-mm-wide transmission mount cross member. The C-shape frame deflected back until the breadth of the deflection included the transmission mount cross member. The center of the