loaded with instrumentation, guidance system components, a high-speed camera, and ballast (if needed) to attain the proper test weight. The target test weight (not including the SIDH3) for the pickup truck was 2000 kg (SIDH3 weighed 80 kg). The test vehicle was reweighed, and the new sill attitudes, lateral and longitudinal c.g.’s, and pertinent physical parameters were measured and recorded. The fuel tank was empty during the test. No components were removed from the engine compartment during vehicle preparation. The truck was not equipped with a driver-side air bag.

Included in the final test configuration were the two side-impact carriages. The main monorail carriage was bolted to the test vehicle 200 mm forward of the vehicle’s longitudinal c.g. The rear outrigger carriage was bolted 2770 mm rearward of the monorail carriage centerline (a point within the truck bed rearward of the rear axle). The side-impact carriages were constructed from aluminum and remained fastened to the vehicle throughout the test, although the main monorail carriage was fastened to the truck using long, small-diameter bolts that allowed the carriage to swing away from impact in the event the carriage made contact with a substantial structure.

The FOIL broadside test setup procedures require that the test vehicle’s tires be off the ground while the test vehicle rests on the side-impact monorail. Because of the truck’s ground clearance and the truck suspension system, the tires remained in contact with the ground after typical guidance system installation procedures. Therefore, the suspension system at each wheel was tied to the vehicle frame using 5-mm wire rope and cable clamps. The amount necessary to raise the tires was minimal and the suspension system retained the majority of its range of motion. Applying an oscillating load to the front and rear of the truck (while on the ground) demonstrated that the truck suspension’s range of motion was not hindered. Once the truck was placed on the side-impact rails, the sill attitudes were adjusted to within 0.5° of the final sill attitudes measured while the truck was on the ground.

Target tape and circular targets were placed on the test vehicle in accordance with FMVSS 214. The 25-mm yellow-and-black target tape was placed along the struck side of the vehicle at five elevations. The elevations included the lower door sill, mid-door height, occupant H-point height, top-door sill, and roof sill. The target tape was used to measure pretest and post- test side profile measurements to determine vehicle damage or crush. The FOIL used a 2.5-m-long by 1.4-m-high peg board placed along the driver (left) side of the vehicle to measure the vehicle profile. The board’s position was referenced from two points directly across from the impact location on the right side of the vehicle. This was done to ensure that the reference location would not be severely damaged. The two points were chosen directly across from impact because the least amount of bowing occurs directly across from impact. It was necessary to position the board in the same position relative to the vehicle after the