| Load cell / height (mm) | Peak force (1000 N) |
Time (ms) |
| Top face | -10.4 |
54.8 |
| Upper load cell/ 2,057 | -2.6 |
70.0 |
| Lower load cell/ 1,816 | -9.5 |
54.6 |
| Middle-upper face | -23.9 |
53.6 |
| Upper load cell / 1,650 | -19.7 |
58.6 |
| Lower load cell / 1,168 | -8.6 |
53.8 |
| Middle-lower face | -67.3 |
41.8 |
| Upper load cell / 978 | -30.7 |
41.6 |
| Lower load cell / 648 | -36.7 |
42.0 |
| Bottom face | -184.6 |
51.8 |
| Upper load cell / 470 | -68.0 |
54.2 |
| Lower load cell / 90 | -120.3 |
51.8 |
| Total, rigid pole | -247.3 |
51.8 |
Visual inspection of the Chevrolet C2500 and pole after the collision produced immediate conclusions. The door latches remained latched throughout the test. The vehicle deformation was greater than 305 mm—the distance to the truck’s frame—which was deep enough to cause significant bending of the truck frame rail and to fracture the transmission housing. Chalk marks on various vehicle components and the rigid pole confirmed both expected and unexpected dummy contact. The chalk signified contact between the dummy’s head and the side of the rigid pole, which was not anticipated. Previous crash tests using similar impact conditions between a Chevrolet C2500 pickup truck and a Valmont Industries slip away lighting standard produced lower head injury values. The breakaway performance of the light pole prevented any contact between the light pole and the SIDH3's head. The results from the broadside crash tests with a slip away lighting standard can be found in the reports 35 km/h Broadside Crash Test of a 1994 Chevrolet C2500 and a Valmont Industries Slip away Lighting Standard: FOIL Test Number 97S012(3) and 50 km/h Broadside Crash Test of a 1994 Chevrolet C2500 and a Valmont Industries Slip Away Lighting Standard: FOIL Test Number 97S015(4). The head acceleration data from test 97S016 revealed a
