resultant load was determined to be 485 mm. The resultant load height started at an elevation of 600 mm, then shifted down to 400 mm, which is approximately the height of the frame rail. Table 10 summarizes the load cell data. Data plots from the rigid pole load cells are presented in appendix D.
| Load cell / height (mm) | Peak force (1000 N) | Time (ms) |
| Top face | -13.3 |
95.4 |
| Upper load cell/ 2,057 | -4.6 |
38.6 |
| Lower load cell/ 1,816 | -10.7 |
89.0 |
| Middle-upper face | -50.1 |
32.2 |
| Upper load cell / 1,650 | -20.0 |
52.0 |
| Lower load cell / 1,168 | -34.9 |
36.8 |
| Middle-lower face | -110.4 |
27.2 |
| Upper load cell / 978 | -29.3 |
27.2 |
| Lower load cell / 648 | -81.1 |
27.4 |
| Bottom face | -193.6 |
34.6 |
| Upper load cell / 470 | -94.6 |
69.4 |
| Lower load cell / 90 | -102.8 |
34.6 |
| Total, rigid pole | -301.3 |
34.6 |
Visual inspection of the Chevrolet C2500 and rigid pole after the test produced immediate conclusions. The forces on the right door latch from the displaced bench seat caused the latch to fail, allowing the door to swing open. The vehicle wrapped around the rigid pole, conforming to the shape of the pole. The cab was dislodged from the frame and displaced 320 mm. The left frame rail bent and the transmission cross member buckled, touching the ground. Chalk residue on the B-pillar, pole, and door interior verified dummy contact. Both of the dummy’s legs broke above the knee, at the connection between the knee joint and thigh. A similar test, test number 97S016, produced similar but much less catastrophic results. This test was conducted at 50 km/h, which is twice the energy as in test 97S016, conducted at 35 km/h. The deformation in test 97S016 was limited by the transmission mount cross member. With twice the energy present
