EUROPEAN NEW CAR ASSESSMENT PROGRAMME(Euro NCAP)
L7e FULL WIDTH FRONTALTESTING PROTOCOL

Version 1.1
June 2014

Copyright 2014 ©Euro NCAP - This work is the intellectual property of Euro NCAP. Permission is granted forthis material to be shared for non-commercial, educational purposes, provided that this copyright statement
appears on the reproduced materials and notice is given that the copying is by permission of Euro NCAP. To
disseminate otherwise or to republish requires written permission from Euro NCAP.

Version 1.1
June 20144

Preface
During the test preparation, vehicle manufacturers are encouraged to liaise with thelaboratory and to check that they are satisfied with the way cars are set up for testing. Wherea manufacturer feels that a particular item should be altered, they should ask the laboratory
staff to make any necessary changes. Manufacturers are forbidden from making changes toany parameter that will influence the test, such as dummy positioning, vehicle setting,laboratory environment etc.
It is the responsibility of the test laboratory to ensure that any requested changes satisfy therequirements of Euro NCAP. Where a disagreement exists between the laboratory andmanufacturer, the Euro NCAP secretariat should be informed immediately to pass final
judgment. Where the laboratory staff suspect that a manufacturer has interfered with any of
the set up, the manufacturer's representative should be warned that they are not allowed to doso themselves. They should also be informed that if another incident occurs, they will be
asked to leave the test site.
Where there is a recurrence of the problem, the manufacturer’s representative will be told toleave the test site and the Secretary General should be immediately informed. Any such
incident may be reported by the Secretary General to the manufacturer and the person
concerned may not be allowed to attend further Euro NCAP tests.

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June 20145

Table of Contents
1
1.1
1.2
1.3
1.4
1.5
2
2.1
2.2
3
3.1
3.2
3.3
3.4
3.5
3.6
4
4.1
4.2
4.3
5
6
6.1
6.2
6.3
6.4
6.5
6.6
7
7.1
7.2
7.3
7.4
8
8.1
8.2
8.3
8.4
8.5
9
9.1
9.2
9.3
9.4
9.5

VEHICLE PREPARATION
Unladen Kerb Mass
Reference Loads
Vehicle Width
Vehicle Preparation
Vehicle Markings
INTRUSION MEASUREMENTS
Before Test
After Test
DUMMY PREPARATION AND CERTIFICATION
GeneralAdditions and Modifications to the Hybrid III Dummy
Dummy Certification
Dummy Clothing and Footwear
Dummy Test Condition
Post Test Dummy Inspection
INSTRUMENTATION
Dummy Instrumentation
Vehicle Instrumentation
Summary of Total Channels
CAMERA LOCATIONSPASSENGER COMPARTMENT ADJUSTMENTS
Driver Compartment Adjustments
Other Vehicle Adjustments
Driver Seating Position for Test
Front Passenger Seating Position for Test
Setting the Steering Wheel Horizontal Adjustment
Setting the Steering Wheel Vertical Adjustment
DUMMY POSITIONING AND MEASUREMENTS
Determine the H-point
Dummy Placement
Driver Dummy Positioning
Dummy Measurements
TEST PARAMETERS
Deformable Barrier
Speed
Door Opening Force
Dummy Removal
Intrusion Measurements
ASSESSMENT PARAMETERS
Head
Neck
Chest
Knee, Femur and Pelvis
Modifiers

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1

VEHICLE PREPARATION

1.1

Unladen Kerb Mass

1.1.1

1.1.9

The capacity of the fuel tank will be specified by the manufacturer. This volume will
be referred to throughout as the “fuel tank capacity”.
Syphon most of the fuel from the tank and then run the car until it has run out of fuel.
Calculate the mass of the fuel tank capacity using a density for petrol of 0.745g/ml or
0.840g/ml for diesel. Record this figure in the test details.
Put water, or other ballast, to this mass in the fuel tank.
Check the oil level and top up to its maximum level if necessary. Similarly, top up thelevels of all other fluids to their maximum levels if necessary.
Ensure that the vehicle has its spare wheel on board along with any tools supplied withthe vehicle. Nothing else should be in the car.
Ensure that all tyres are inflated according to the manufacturer’s instructions for half
load.
Measure the front and rear axle weights and determine the total weight of the vehicle.
The total weight is the ‘unladen kerb mass’ of the vehicle. Record this mass in the test
details.
Measure and record the ride heights of the vehicle at all four wheels.

1.2

Reference Loads

1.2.1
1.2.2

1.2.9

Calculate 10 percent of the fuel tank capacity mass as determined in 1.1.3.
Remove this mass of ballast from the fuel tank, leaving 90 percent of the mass in thetank.
Place both front seats in their mid-positions. If there is no notch at this position, set theseat in the nearest notch rearward (this will be done more completely in Section 6).
Place a mass of equivalent to a Hybrid-III 50M dummy (88kg with instrumentationand cables) on the front driver seat.
Place 20kg in the luggage compartment of the vehicle. The normal luggage
compartment should be used i.e. rear seats should not be folded to increase the luggage
capacity. Spread the weights as evenly as possible over the base of the luggage
compartment. If the weights cannot be evenly distributed, concentrate weights towards
the centre of the compartment.
Roll the vehicle back and forth to ‘settle’ the tyres and suspension with the extra
weight on board. Weigh the front and rear axle weights of the vehicle. These loads are
the “axle reference loads” and the total weight is the “reference mass” of the vehicle.
Record the axle reference loads and reference mass in the test details.
Record the ride-heights of the vehicle at the point on the wheel arch in the sametransverse plane as the wheel centres. Do this for all four wheels.
Remove the weights from the luggage compartment and the front and rear seat.

1.3

Vehicle Width

1.3.1

Determine the widest point of the vehicle ignoring the rear-view mirrors, side marker
lamps, tyre pressure indicators, direction indicator lamps, position lamps, flexible

1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.1.7
1.1.8

1.2.3
1.2.4
1.2.5

1.2.6

1.2.7
1.2.8

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1.3.2
1.3.3

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mud-guards and the deflected part of the tyre side-walls immediately above the pointof contact with the ground.
Record this width in test details.
Determine the centre-line of the vehicle and mark a line on the bonnet and bumper on
the centre line of the car.
Take the pre-impact vehicle intrusion measurements at this point. See Chapter
2 for a full description of how to do this.

8

1.4

Vehicle Preparation
Care should be taken during vehicle preparation that the ignition is not switched onwith the battery or airbag disconnected. This will result in an airbag warning lightcoming on and the airbag system will need to be reset. The manufacturer will need tobe contacted if this occurs.

1.4.1

1.4.2

1.4.3

1.4.4
1.4.5
1.4.6

1.4.7

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Ensure that the vehicle’s battery is connected to the vehicle’s electrical circuit in its
standard position. Check that the dashboard light for the airbag circuit functions asnormal.
Alternatively, the vehicle battery acid may be drained or an additional live battery may
be placed in the luggage compartment of the vehicle. If the supply from the drained
battery is not supported by an additional battery, the test must be conducted within
fifteen minutes after draining the battery.
The Euro NCAP Secretariat should be contacted if an additional battery is thought
necessary. In the case it is agreed on to use an additional battery, it must be connected
directly to the original battery so that the vehicle’s original electrical system, cablerouting and connections remain unaltered. The power cables connecting both batteries
must be positioned on the non-struck side of the car in such a way to minimise the riskof the cable being cut during the impact. The cable used to connect both batteries musthave a minimum cross section of 5mm2 to ensure a minimum voltage drop. The current
supplied to the vehicle must be monitored throughout the impact across the original
battery. Where an additional battery is to be used the vehicle manufacturer will be
required to indicate the minimum voltage/current needed during the test for all systems
to operate as intended. The manufacturer will be asked to confirm that the laboratory
modifications are suitable for use in the vehicle being tested and will not influence anyof the vehicle systems.
Remove the luggage area carpeting, spare wheel and any tools or jack from the car.
The spare wheel should only be removed if it will not affect the crash performance ofthe vehicle.
An emergency abort braking system may be fitted to the vehicle. This is optional; thetest facility may elect to test without an abort system. Where such a system is fitted its
inclusion shall not influence the operation or function of any of the foot controls, inparticular the brake pedal. The position and the resistance to movement of the pedals
shall be the same as prior to fitment of the system. Remove as little as possible of theinterior trim; any mass compensation will be made when all equipment has been fitted.
Place weights equivalent to a Hybrid-III 50M dummy (88kg) on the front driver seat(with the seat in the test position).
Weigh the front and rear axle weights of the vehicle. Compare these weights withthose determined in Section 1.2.6.
If the axle weights differ from those measured in Section 1.2.6 by more than 5% (ofthe axle reference loads) or by more than 20kg, remove or add items which do not
influence the structural crash performance of the vehicle. Similarly, if the total vehicle
mass differs by more than 25kg from the reference mass, non-structural items may beremoved or added. Any additional mass that is added to the vehicle should be securely
and rigidly attached.
Repeat Sections 1.4.5 and 1.4.6 until the front and rear axle weights and the total
vehicle weight are within the limits set in 1.4.6. Record the final axle weights in thetest details.

91.4.8The vehicle manufacturer will be required to inform Euro NCAP and the test
laboratory of the presence of any pre-crash systems that must be disabled prior to
impact. Disabling information shall be provided to the laboratory prior to impact. It is
the responsibility of the vehicle manufacturer to ensure that the disconnection of thesystem does not influence the performance of any systems that are intended to function
during the impact.

1.5

Vehicle Markings

1.5.1

Euro NCAP markings will be attached to the exterior of the vehicle in the following
locations; upper half of driver’s door, upper half of front passenger’s door and on thefront half of the roof of the vehicle. Refer to figure 1.1 below.
Test house logos may be added to the vehicle provided that they do not detract
attention from the Euro NCAP markings. Suitable locations for such markings would
be the lower half of the rear doors and on the bonnet at the base of the windscreen.

1.5.2

Figure 1.1

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2

INTRUSION MEASUREMENTS
For vehicle deformation and intrusion measurements a 3D measuring system which iscapable of recording 3 dimensional co-ordinates
co ordinates of a point in space can be used. A
tolerance of +/- 1mm is applicable to such a system. The system requires an axis
system to be set up relative to the object to be measured, typically the transverse,
longitudinal and vertical
ertical directions of a vehicle. An origin is first needed, followed bya point on the positive x axis and then a point in the positive x-y
x y plane. Since the frontof the vehicle is highly deformed after the impact, it is simplest to use some structure
at the rear of the vehicle as a reference for measurement; this obviates the need to level
the car after testing, the accuracy of which is limited. Most of the procedure which
follows relates to the setting up of these axes.

2.1

Before Test

2.1.1
2.1.2

Determine and mark the centre of the clutch, brake and accelerator pedals.
Set the steering wheel to its mid-position,
mid position, if it is adjustable for either rake or reach (forfull description of how to do this, see Chapter 6).
Remove the centre of the steering wheel or, if fitted, the airbag assembly to expose theend of the steering column. When doing this, carefully note the connections to theairbag which will need to be remade on re-assembly.
assembly. Follow the manufacturer's
instructions when removing the airbag and/or steering wheel assemblies.
Determine and mark the centre of the top of the steering-column.
steering
Remove the carpet, trim and spare wheel from the luggage compartment. The plastic
trim or rubber seals that might influence the latching mechanism should be re-fitted
reonce the intrusion measurements have been recorded. This is to ensure that any
opening of the rear door during the impact is not caused by the omission of somesom partof the trim around the latching mechanism.
Locate the vehicle axis reference frame (see Figure 1)) centrally to the rear of thevehicle.

2.1.3

2.1.4
2.1.5

2.1.6

Figure 1. Setting up axis reference frame.
2.1.7
2.1.8
2.1.9
2.1.10
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Level the reference frame.
Measure and record the stud heights of the reference frame. These will be used after
the test to help reset the reference frame, if required.
If it is necessary to lean on the vehicle to reach the following points, the vehicle should
be supported to maintain the ride heights during measuring.
Set up the vehicle co-ordinate
co ordinate axes in the 3D arm or similar device.
11

2.1.112.1.122.1.132.1.142.1.152.1.162.1.17

Mark and record the position of at least 5 datum points on the rear of the vehicle.
These points should be on structures which are not expected to be deformed in the test
and should be positioned such that they have wide spaced locations in three
dimensions and can all be reached with the 3D measuring system in one position.
Working on the passenger side of the vehicle determine and mark the positions on the
B-post which are:a) at a distance of 100 mm above the sill.
b) at a distance of 100 mm beneath the lowest level of the side window aperture.
All points should be as close as possible to the rubber sealing strip around the door
aperture.
Measure and record the pre-impact positions of the two door aperture points.
Working on the driver’s side of the vehicle determine and mark the positions on the A
and B posts which are:a) at a distance of 100 mm above the sill.
b) at a distance of 100 mm beneath the lowest level of the side window aperture.
All points should be as close as possible to the rubber sealing strip around the door
aperture.
Use the arm to measure the pre-impact positions of the centre of the top of thesteering-column and the four door aperture points.
Record the position of the centre of the un-depressed clutch, brake and accelerator
pedals and where applicable foot operated parking brake. If the pedal is adjustable, set
it to the mid position or a reasonable variation from this in accordance with the
manufacturer’s recommendations for the 5th percentile position.
Replace the steering wheel and airbag assembly. Check that all bolts are securely
fastened. Ensure that all connections to the airbag are replaced and check the
dashboard light to confirm the circuit is functional.

2.2

After Test

2.2.1

Before dummy removal measure the distance between all foot pedals and a fixed pointin the footwell, e.g. seat runner, seat mounting bolt. If access cannot be gained remove
the dummy, according to Section 8.4, taking care not to disturb any pedals and thenrecord the measurement. This measurement should be re-checked before the pedals aremeasured with the 3D measuring system. If the pedal has moved re-position the pedal
using the measurement taken previously.
Remove the dummy according to Section 8.4 and remove the data acquisition andemergency abort equipment (if fitted) from the luggage compartment.
Remove the centre of the steering wheel or airbag assembly.
Use any 3 of the 5 datum points at the rear of the vehicle, and their pre-impact
measurements, to redefine the measurement axes.
If the axes cannot be redefined from any 3 of the datum points relocate the axis
reference frame in the same position as in Section 2.1.6. Set the studs of the frame tothe same heights as in Section 2.1.8 (Figure 2). The frame should now be in the same
position relative to the car as it was before impact. Set up the measurement axes fromthe frame.
Record the post-impact positions of the B-post points on the passenger’s side of thevehicle.

2.2.2
2.2.3
2.2.4
2.2.5

2.2.6
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2.2.7
2.2.8

2.2.9

2.2.102.2.112.2.122.2.13Compare the vertical co-ordinate
coof the B-post
post sill point before and after the test.
Find the angle θ that best satisfies the following equation: z = - x′sinxθ + z′cos θ for the
B-postpost sill point (where z = pre impact vertical measurement and x′,z′x= post-impact
longitudinal and vertical).
Working on the passenger's side of the vehicle, record the post-impact
post impact co-ordinates
coof
the centre of the steering column, the centre of the clutch, brake and accelerator pedals,
and where applicable a foot operated
operated parking brake, with no load applied to them andin the blocked position (loaded with 200N to produce the maximum moment about thepedal pivot), the door aperture points. Prior to the ‘blocked’ pedal measurement, i.e.
with the 200N applied, the brake fluid
fluid shall be removed to avoid the build-up
buildof
hydraulic pressure. If the steering column has become detached during impact due tothe operation of the shear capsules, the column should be repositioned before
measurement in the upward and lateral directions so that it is in contact with whateverstructure(s) last constrained it from further movement. If any of the foot pedals become
detached do not take a measurement of that pedal.
Transform the post impact longitudinal and vertical measurements (x′,z′)(xusing thefollowing equations.
 X ′  cos θ sin θ   x ′  = 
 Z ′ - sin θ cosθ   z ′
Where θ is the angle determined in Section 2.2.8.. X and Z should now be in the same
frame of reference as the pre-impact
pre impact measurements, assuming that the point on thepassenger’s side B-post
post sill is not displaced vertically or laterally during
duri the impact.
From the pre-impact
impact and adjusted post-impact
post impact data collected, determinea) the longitudinal, lateral and vertical movement of the centre of the top of thesteering column.
b) the longitudinal and vertical movement of all of the foot operated pedals.
c) the rearward movement of the A-postAat waist level.
d) the reduction in width of the door aperture at waist and sill levels.
Record these intrusion measurements in the test details.

Figureure 2. Re-setting
setting axis reference frame after test.
test

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3

DUMMY PREPARATION AND CERTIFICATION

3.1

GeneralOne Hybrid III 50M test dummy should be used for the front driver seat. It should
conform to U.S. Department of transportation, Code of Federal Regulations Part 572
Subpart E and ECE Regulation No. 94, except for modifications and additions statedlater.

3.2

3.2.1
3.2.2

3.3

3.3.1
3.3.2

3.3.3

3.3.4
3.3.5
3.3.6

Additions and Modifications to the Hybrid III Dummy
The additions and modifications which will change the dynamic behaviour of the test
dummy from Part 572E specification dummy are:Roller ball-bearing knees shall be fitted.
Foam neck shields (Part 93051-1-DN or equivalent) must be fitted to the driver andpassenger if a frontal protection airbag is present.
Dummy Certification
Full details of the certification procedure for the Hybrid-III dummy are available
elsewhere (see Part 572 Subpart E of US Department of Transportation Code ofFederal Regulations), SAE J2856 and Annex 10 of ECE Regulation No. 94). No
manufacturer shall have access to any pre-test information regarding any of the test
equipment to be used by Euro NCAP, or be permitted to influence its selection in anyway.
The Hybrid-III 50M dummy shall be re-certified after every THREE impact tests.
The chest shall be certified according to the frequency above and should meet both thelow speed thorax test as prescribed by SAE J2779, as well as the full certification test
detailed in CFR572. Additionally, chest potentiometer calibration and polynomial postprocessing shall also be performed as detailed in SAE J2517. See Technical Bulletin
005 for more details.
The knee slider shall be certified to SAE J2876 after every THREE impact tests and as
specified in SAE J2856 after every NINE impact tests. See Technical Bulletin 006 formore details.
If an injury criterion reaches or exceeds its normally accepted limit (eg. HIC of 700)
then that part of the dummy shall be re-certified.
If any part of a dummy is broken in a test then the part shall be replaced with a fully
certified component.
Copies of the dummy certification certificates will be provided as part of the full reportfor a test.

3.4

Dummy Clothing and Footwear

3.4.1

The dummy will be clothed with formfitting cotton stretch garments with short sleevesand pants which should not cover the dummy’s knees.
The dummy shall be fitted with shoes equivalent to those specified in MIL-S13192 rev
P. (size 11EEE)

3.4.2

3.5
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Dummy Test Condition
14

3.5.1
3.5.2
3.5.3
3.5.4

3.5.5
3.5.6
3.5.7
3.5.8
3.5.9

3.5.103.5.11
3.5.12
3.5.13

Dummy Temperature
The dummy shall have a stabilised temperature in the range of 19ºC to 22ºC.
A stabilised temperature shall be obtained by soaking the dummy in temperatures thatare within the range specified above for at least 5 hours prior to the test.
Measure the temperature of the dummy using a recording electronic thermometer
placed inside the dummy’s flesh. The temperature should be recorded at intervals notexceeding 10 minutes.
A printout of the temperature readings is to be supplied as part of the standard outputof the test.
Dummy Joints
All constant friction joints should have their ‘stiffness’ set by the following method:
Stabilise the dummy temperature by soaking in the required temperature range for atleast 5 hours.
The tensioning screw or bolt which acts on the constant friction surfaces should be
adjusted until the joint can just hold the adjoining limb in the horizontal. When a small
downward force is applied and then removed, the limb should continue to fall.
The dummy joints stiffness should be set as close as possible to the time of the test
and, in any case, not more than 24 hours before the test.
Maintain the dummy temperature within the range 19°C to 22°C between the time ofsetting the limbs and up to a maximum of 10 minutes before the time of the test.
Dummy face painting
With the exception of the Hybrid-III face, the dummy should have masking tapeplaced on the areas to be painted using the size table below. The tape should becompletely covered with the following coloured paints. The paint should be appliedclose to the time of the test to ensure that the paint will still be wet on impact.
Eyebrows (left and right)
Top of head (rear passenger only)
Nose
Chin
Left Knee
Right Knee

Red
Blue
Green
Yellow
Red
Green

Paint Area Sizes:
Eyebrow (L/R)
Nose
Chin
Knee (L/R)
Tibia (L/R)

Version 1.1
June 2014(25/2) x 50mm.
25 x 40mm strip, down nose centre line.
25 x 25mm square, centre line of chin.
50 x 50mm square, knee centre line with bottom edge levelwith top of tibia flesh.
25mm x 50mm, 4 adjacent areas down leg centre line with topedge level with top of tibia flesh.

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3.6

Post Test Dummy Inspection
The dummy should be visually inspected immediately after the test. Any lacerations of
the skin or breakages of a dummy should be noted in the test specification. A dummy
may have to be re-certified in this case.

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4

INSTRUMENTATION
All instrumentation shall be calibrated before the test programme. The Channel
Amplitude Class (CAC) for each transducer shall be chosen to cover the Minimum
Amplitude listed in the table. In order to retain sensitivity, CACs which are orders ofmagnitude greater than the Minimum Amplitude should not be used. A transducer shallbe re-calibrated if it reaches its CAC during any test. All instrumentation shall be recalibrated after one year, regardless of the number of tests for which it has been used.
A list of instrumentation along with calibration dates should be supplied as part of thestandard results of the test. Transducer mounting and sign convention is in accordancewith SAE J211 (1995).

4.1

Dummy Instrumentation
The HIII-50M dummy shall be instrumented to record the channels listed below.
Minimum
Amplitude

DriverNo of channels

Accelerations, Ax Ay Az

250g

3

Forces

Fx Fy

9kN

2

Fz

14kN

1

Moments, Mx My Mz

290Nm

3

Accelerations, Ax Ay Az

150g

3

Deflection, Dchest

100mm

1

Pelvis

Accelerations, Ax Ay Az

150g

3

Femurs (L & R)

Forces, Fz

20kN

2

Knees (L & R)

Displacements, Dknee

19mm

2

Location

Parameter

Head
Neck

Chest

Total Channels per Dummy

20

Total Channels
4.2

Vehicle Instrumentation

4.2.1

The vehicle is to be fitted with an accelerometer on each B-post. The accelerometers
are to be fitted in the fore/aft direction (Ax).
Remove carpet and the necessary interior trim to gain access to the sill directly below
the B-post.
Securely attach a mounting plate for the accelerometer horizontally on to the sill,
without adversely affecting seat belt retractors and/or pretensioners.
Fix the accelerometer to the mounting plate. Ensure the accelerometer is horizontal toa tolerance of ±1 degree and parallel to the X-axis of the vehicle.
Attach lightweight (<100g) seatbelt loadcells to the shoulder section of the driver
seatbelts.

4.2.2
4.2.3
4.2.4
4.2.5

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Location

Parameter

Minimum Amplitude

No of channels

B-Post LHS

Accelerations, Ax

150g

1

B-Post RHS

Accelerations, Ax

150g

1

Driver Seatbelt
Shoulder Section

Force, Fdiagonal

16kN

1

Total Channels per Vehicle

4.3

3

Summary of Total Channels
1× Driver Hybrid-III

20

1× Vehicle

3
Total Channels per Test

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18

5

CAMERA LOCATIONS
Set up high speed film cameras according to the following diagrams

5
6

1

3

2

7
8
4

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CameraNo.

Camera Type

Shot Content

1>/= 500 fps high speed

Driver (tight)

2>/= 500 fps high speed

Driver (wide)3>/= 500 fps high speed

Passenger side (wide)4>/= 500 fps high speedPlan view (wide)5>/= 500 fps high speed

Angled front view (wide)6>/= 10 fps normal camera

Angled front view (wide)7>/= 500 fps high speed

Angled rear view (wide)8>/= 10 fps normal camera

Angled rear view (wide)

5.1
5.2

5.3

The Euro NCAP High Speed Digital Film Specifications are contained in a separate
document.
Lens sizes should be chosen appropriately in order to achieve the required shotcontent/intention. In order to prevent view distortion, a minimum lens size of 9mm is
applicable.
Cameras 2, 7 and 9 are considered an essential requirement for all tests for media coverage.

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6

PASSENGER COMPARTMENT ADJUSTMENTS

6.1

Driver Compartment Adjustments
1

Adjustment
Seat Fore/Aft

Required Setting
Mid position defined as mid
between most forward and 95th
male position

Notes
May be set to first notch
rearwards of mid position if
not lockable at mid position

Seat Base Tilt

Manufacturer's design position

Permissible up to Mid
Position

Seat Height

Lowest position

Seat Back Angle (as defined bytorso angle)

Manufacturer's design position

Otherwise 25° to vertical
As defined by Torso angle

Seat Lumbar Support

Manufacturer's design position

Otherwise fully retracted

Front Head Restraint
Height & Tilt

Mid locking position

As whiplash test position

Steering wheel - vertical

Mid position

Steering wheel - horizontal

Mid position

Arm-rests(Front seats)

Lowered position

Seat belt anchorage (where
adjustable)

Initially, manufacturer’s 50th
percentile design position

6.2

Methods

May be left up if dummy
positioning does not allow
lowering
If no design position then set
to mid-position, or nearest
notch upwards

Other Vehicle Adjustments

Adjustment
Glazing
Gear change lever
PedalsDoors
Roof
Sun Visors
Rear view mirror

Required Setting
Front – Lowered
Rear - Lowered or removed
In the neutral position
50th male position
Closed, not locked
LoweredStowed position
Normal position of use

Notes
This applies to opening
windows only

Methods

Where applicable

6.3

Driver Seating Position for Test

6.3.1

Position the test seat’s adjustable lumbar supports so that the lumbar supports are in
the lowest, retracted or deflated adjustment positions.
Position any adjustable parts of the seat that provide additional support so that they arein the lowest or most open adjustment position.

6.3.2

1. Adjustments not listed will be set to mid-positions or nearest positions rearward, lower or outboard.
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6.3.3
6.3.4
6.3.5
6.3.6

6.3.20

Position an adjustable seat cushion length to the retracted position.
Position an adjustable leg support system in its rearmost position.
Place adjustable pedals in the position in the 50th male position.
Identify one seat cushion reference point at the rear side of the seat cushion(SCRPREAR).
Locate and mark the longitudinal centreline of the seat cushion.
Use the seat control that primarily moves the seat vertically to adjust the SCRPREAR tothe upper most vertical location.
Use the seat control that primarily moves the seat fore-aft to adjust the SCRPREAR tothe rear most location.
Use the seat control that primarily moves the seat vertically to adjust the SCRPREAR tothe lowest vertical location.
Use the seat control that primarily moves the seat fore-aft to adjust the SCRPREAR tothe rear most location. Record the position XRD.
Use the seat control that primarily moves the seat fore-aft to adjust the SCRPREAR tothe forward most location. Record the position XFD.
Measure and mark the position at the manufacturer design position X50. If no design
position given, X50 is the mid position between most forward and the 95th position.
Use the seat control that primarily moves the seat fore-aft to adjust the SCRPREAR to
the X50 position marked in 6.3.13.
Determine and record the range of angles of the seat cushion pitch and using only thecontrol(s) that primarily adjust(s) the cushion pitch, set cushion pitch to the
manufactures design position. If no design position given, set cushion pitch to midangle. Note, for some vehicles this step may change the X50 position as established in
6.3.13, this is acceptable.
Use the seat control that primarily moves the seat vertically to adjust the SCRPREAR tothe lowest vertical location. Record the position Z50D.
Use the seat control that primarily moves the seat vertically to adjust the SCRPREAR tothe highest vertical location. Record the position Z50U.
Measure and mark a position at the manufacturer design position Z50. If no design
position given, Z50 is the lowest position of the vertical range.
Use the seat control that primarily moves the seat vertically to adjust the SCRPREAR tothe Z50 position marked in 6.3.18. Note, for some vehicles this final step may change
the X50 position established in 6.3.13 and/or the cushion pitch as established in 6.3.15,
this is acceptable.
Record test seat base position co-ordinates of the SCRPREAR.

6.4

Front Passenger Seating Position for Test

6.4.1

The driver and passenger seatback angle and seat base position shall be set to the same
position.
Where one seat is height adjustable and the other is fixed, the relative angle between
the seat back and the ground should be the same for both seats.
Repeat the steps in 6.3 to set the front passenger seat to the 50M seating position,
identical to the driver.

6.3.7
6.3.8
6.3.9
6.3.106.3.11
6.3.12
6.3.136.3.146.3.156.3.166.3.176.3.186.3.19

6.4.2
6.4.3

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6.5

Setting the Steering Wheel Horizontal Adjustment

6.5.1

Choose a part of the facia that is adjacent to the steering column and can be used as areference.
Move the steering wheel to the most forward position of its travel.
Mark the steering column in line with an unmoving part of the facia. This corresponds
to the most forward travel of the steering wheel.
Move the steering wheel to the most rearwards position of its travel.
Mark the steering column in line with an unmoving part of the facia. This corresponds
to the most rearwards travel of the steering wheel.
Measure the distance between the forwards and rearwards marks on the steeringcolumn. Place a third mark on the steering column at the manufacturers design
position. If no position is given, place a mark mid-way between the forwards andrearwards marks, which corresponds to the centre of travel of the steering wheel.
Move the steering wheel so that the mark on the steering column as established 6.5.6
aligns with the facia.
Lock the steering column at this position. The vehicle will be tested with the steering
wheel in this position.

6.5.2
6.5.3
6.5.4
6.5.5
6.5.6

6.5.7
6.5.8

6.6

Setting the Steering Wheel Vertical Adjustment
The same method as in Section 6.5 should be used to find and set the steering wheel
vertical adjustment to the mid position. It is unlikely that the same part of the facia
used during the setting procedures for the horizontal adjustments could be used for thevertical adjustment. Care should be taken to avoid unintentional adjustment of thehorizontal setting during the vertical adjustment procedure.

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7

DUMMY POSITIONING AND MEASUREMENTS
The following chapter deals with all aspects of seating the dummy in the vehicle to betested.

7.1

7.1.1
7.1.1.1

7.1.1.2
7.1.1.3
7.1.1.3.1
7.1.1.3.2
7.1.1.3.3
7.1.1.4
7.1.1.5
7.1.1.6
7.1.1.7
7.1.1.8
7.1.1.9

7.1.1.10
7.1.1.11
7.1.1.12
7.1.1.13
7.1.1.14
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Determine the H-point
The device to be used is the H-point machine as described in SAE J826.
If the seat is new and has never been sat upon, a person of mass 75 ± 10kg should siton the seat for 1 minute twice to flex the cushions. The seat shall have been at room
temperature and not been loaded for at least 1 hour previous to any installation of themachine.
Driver seatSet the seat back so that the torso of the dummy is as close as possible to the
manufacturer’s reasonable recommendations for normal use or to the standard setting
as detailed in 6.1
Place a piece of muslin cloth on the seat. Tuck the edge of the cloth into the seatpan/back join, but allow plenty of slack.
Place the seat and back assembly of the H-point machine on the seat at the centre lineof the seat.
For seats with defined bolsters, or individual auxiliary seats, C/LO is the centreline of
the seat.
For bench seats (or other) seats, C/LO is the middle of the head restraint. If a headrestraint is not fitted, find C/LO between the belt anchors.
If the C/LO cannot be found with the procedures 7.1.1.3.1 through 7.1.1.3.3 the C/LO
is located 381mm outboard from the vehicle centreline.
Set the thigh and lower leg segment lengths to 401 and 414mm respectively.
Attach lower legs to machine, ensuring that the transverse member of the T-bar isparallel to the ground.
Place right foot on undepressed accelerator pedal, with the heel as far forwards asallowable. The distance from the centre line of the machine should be noted.
Place left foot at equal distance from centre line of machine as the right leg is from
centre line. Place foot flat on footwell.
Apply lower leg and thigh weights.
Tilt the back pan forwards to the end stop and draw the machine away from the seatback. If required, it is allowed to temporarily adjust the steering wheel postion to allow
installation of the H-point machine. If the steering wheel is interfering with the H-point
machine, the seat may be positioned more rearward or the steering wheel may beremoved to allow installation of the H-point machine.
Allow the machine to slide back until it is stopped by contacting the seat back.
Apply a 10kg load twice to the back and pan assembly positioned at the intersection of
the hip angle intersection to a point just above the thigh bar housing.
Return the machine back to the seat back.
Install the right and left buttock weights.
Apply the torso weights alternately left and right.

24

7.1.1.15

7.1.1.16
7.1.1.17
7.1.1.18
7.1.1.19

7.1.1.20
7.1.1.21

Tilt the machine back forwards to a vertical position and while holding the T-bar rockthe pan by 5 degrees either side of the vertical. After rocking the T-bar should beparallel to the ground.
Reposition the feet by lifting the leg and then lowering the leg so that the heel contacts
the floor and the sole lies on the undepressed accelerator pedal.
Holding the T-bar to prevent the H-Point machine from sliding forward on the seatcushion, return the machine back to the seat back.
Check the lateral spirit level and if necessary apply a lateral force to the top of themachine back, sufficient to level the seat pan of the machine.
Adjust the seat back angle to the angle determined in 7.1.1.1, measured using the spirit
level and torso angle gauge of the H-point machine. Ensure that the torso remains incontact with the seat back at all times. Ensure that the machine pan remains level at all
times.
Measure and record in the test details the position of the H-point relative to someeasily identifiable part of the vehicle structure
Measure and record in the test details the angle of the seat assembly of the H-point
machine and the position of the seat cushion front end

7.2

Dummy Placement

7.2.1

Ensure that the seat is in the correct position as defined by Section 7.1.

7.2.2

Place the dummy in the seat with the torso against the seat back, the upper arms
against the seat back and the lower arms and hands against the outside of the upper leg.

7.3

Driver Dummy Positioning
Dummy positioning should be carried out immediately before the test and the vehicle
should not be moved or shaken thereafter until the test has begun. If a test run isaborted and the vehicle brought to a standstill using an emergency braking method, thedummy placement procedure should be repeated. If the dummy, after three attempts
cannot be positioned within the tolerances below then it is to be placed as close to thetolerance limits as possible. Record this in the test details.

7.3.1

H-point
The dummy’s H-point shall be within 13mm in the vertical dimension and 13mm in
the horizontal dimension of a point 6mm below the H-point as determined in Section
7.1. Record the position of the dummy H-point in the test details.

7.3.2

Pelvic Angle
The pelvic angle measurement gauge should read 22.5° ± 2.5° from the horizontal.
Record the measured angle in the test details.

7.3.3

Head
The transverse instrumentation platform of the head shall be horizontal to within 2.5°
Levelling of the head shall be carried out in this order:− Adjust the H-point within the limit− Adjust the pelvic angle within the limits− Adjust the neck bracket the minimum to ensure that the transverse

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instrumentation platform is level within limits.
Record the measured angle in the test details.
7.3.4

Arms
The driver’s upper arms shall be adjacent to the torso as far as is possible

7.3.5

Hands
The driver dummy's hands shall have their palms placed against the steering wheel at a
position of a quarter to three. The thumbs should be lightly taped to the wheel.

7.3.6

Torso
The dummy's backs should be in contact with the seat back and the centre line of thedummy should be lined up with the centre line of their respective seats.

7.3.7

Legs
The upper legs of both dummies shall be in contact with the seat cushion as far as
possible. The distance apart of the outside metal surfaces of the knees of each dummy
shall be 270mm ± 10mm (except if the left foot is placed on a footrest in par. 6.5.8
below). The legs of the dummies should be in vertical longitudinal planes as far as ispossible.

7.3.8

Feet
The driver dummy’s right foot shall rest on the undepressed accelerator pedal with theheel on the floor. If the foot cannot be placed on the pedal then it should be placed as
far forwards as possible with the foot perpendicular to the lower tibia, in line with thecentre line of the pedal. The left foot should be placed as flat as possible on the toeboard parallel to the centre line of the vehicle. If any part of the left foot is in contact
with a foot-rest or wheel arch when in this position then place the foot fully on this rest
providing a normal seating position can still be achieved. Keep the legs in the samevertical longitudinal plane. The knee gap requirement of 270mm ± 10mm may beignored in this case. Note the knee gap in the test details.

7.3.9
7.3.9.1

Seat belt
Where possible, initially position the upper seat belt anchorage in the manufacturers
50th percentile design position. If no design position is provided, set the adjustable
upper seat belt anchorage to the mid-position or nearest notch upward.
Carefully place the seat belt across the dummy and lock as normal. It will be necessary
to re-position the hands as described in Section 7.3.5.
Remove the slack from the lap section of the webbing until it is resting gently aroundthe pelvis of the dummy. Only minimal force should be applied to the webbing whenremoving the slack. The route of the lap belt should be as natural as possible.
Place one finger behind the diagonal section of the webbing at the height of thedummy sternum. Pull the webbing away from the chest horizontally forward and allow
it to retract in the direction of the D-loop using only the force provided by the retractor
mechanism. Repeat this step three times, only.
After following the above steps, the seatbelt should lie in a natural position across thedummy sternum assembly and shoulder clavicle. Where this is not the case, forexample the belt is close to or in contact with the neck shield or the belt is above theshoulder rotation adjustment screw, and the upper belt anchorage is adjustable theanchorage should be lowered and steps 7.3.9.3 and 7.3.9.4 repeated.
The upper anchorage should be lowered by a sufficient amount to ensure a natural belt

7.3.9.2
7.3.9.3

7.3.9.4

7.3.9.5

7.3.9.6
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7.3.9.7

7.3.9.8

7.4

position following the repetition
repetiof steps 7.3.9.3 and 7.3.9.4 repeated.
repeaThis may require
multiple attempts.
Once the belt is positioned the location of the belt should be marked across the dummy
chest to ensure that no further adjustments are made. Mark also the belt at the level ofthe D-loop
loop to be sure that the initial tension is maintained during test preparation.
Where the fitment of the shoulder belt loadcell significantly influences the natural
position of the belt, the loadcell may be supported from above with the use of a weaknon metallic wire or thread.
Dummy Measurements
The following measurements are to be recorded prior to the test after the dummy
settling and positioning procedures have been carried out.

Driver's SideA
Chin to top of rim
B
Nose to top edge of glassC
Stomach to rim
DH-point to top of sill
E
Knee bolt to top edge of sill
F
Knee bolt to top edge of bolster
G
Head to roof surface
H
Nose to webbing (vertically)
J
Belt webbing to door (horizontally)θ
Neck Angle
H-Point Co-ordinates (to vehicle)
αSeat back angle (as defined by torso angle)
X
Chest to centre of steering wheel

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8

TEST PARAMETERS
An on-board data acquisition unit will be used. This equipment will be triggered by acontact plate at the point of first contact (t=0) and will record digital information at asample rate of 20kHz (alternatively a sample rate of 10kHz may be used). The
equipment conforms to SAE J211.
BEFORE THE TEST, ENSURE THAT THE LIVE BATTERY IS CONNECTED, A
SINGLE KEY IS IN THE IGNITION, THE IGNITION IS ON AND THAT THE
AIRBAG LIGHT ON THE DASHBOARD ILLUMINATES AS NORMAL (WHERE
FITTED)If the vehicle is fitted with a brake pedal retraction mechanism which requires avacuum present in the brake system, the engine may be run for a predetermined time,
specified by the manufacturer.

8.1

Deformable Barrier
Fix a Full Width Deformable Barrier (FWDB) to the concrete block. The height ofthis barrier should be 80mm ±5mm from the ground.

8.2

Speed

8.2.1

Measure the speed of the vehicle as near as possible to the point of impact.

8.2.2This speed should be 50km/h ± 1km/h. Record the actual test speed in the test details.
TARGET SPEED = 50km/h ± 1km/h

8.3

Door Opening Force

8.3.1

Check that none of the doors have locked during the test

8.3.2

Try to open each of the doors (front doors followed by rear doors) using a spring-pull
attached to the external handle. The opening force should be applied perpendicular tothe door, in a horizontal plane, unless this is not possible. The manufacturer may
specify a reasonable variation in the angle of the applied force. Gradually increase theforce on the spring-pull, up to a maximum of 500N, until the door unlatches. If thedoor does not open record this then try to unlatch the door using the internal handle.
Again attempt to open the door using the spring-pull attached to the external handle.
Record the forces required to unlatch the door and to open it to 45o in the test details.

8.3.3

If a door does not open with a force of 500N then try the adjacent door on the sameside of the vehicle. If this door then opens normally, retry the first door.

8.3.4

If the door still does not open, record in the test details whether the door could be
opened using extreme hand force or if tools were needed.
In the event that sliding doors are fitted, the force required to open the door
sufficiently enough for an adult to escape should be recorded in place of the
45o opening force.

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8.4

Dummy Removal

8.4.1

Do not move the seats. Try to remove the dummy.

8.4.2

If the dummy cannot be removed with the seats in their original positions, recline theseat back and try again. Note any entrapment of the dummy.

8.4.3

If the dummy can still not be removed, try to slide the seats back on their runners.

8.4.4

If the dummy can still not be moved, the seats can be cut out of the car.

8.4.5

Record the method used to remove the dummy.

8.5

Intrusion Measurements
Take the vehicle intrusion measurements. See Section 2.2 for a full description of how
to do this.

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9

ASSESSMENT PARAMETERS

9.1

Head

Drivers with Steering Wheel Airbags
If a steering wheel airbag is fitted the following criteria are used to assess the protection of thehead for the driver. These criteria are always used for the passenger.
Note: HIC15 levels above 1000 have been recorded with airbags, where there is no hard contact
and no established risk of internal head injury. A hard contact is assumed if the peak resultant
head acceleration exceeds 80g or if there is other evidence of hard contact.
If there is no hard contact a score of 4 points is awarded. If there is hard contact, the following
limits are used:
Higher performance limit
HIC36
Resultant Acc. 3 msec exceedence

650
72g

Lower performance and capping limit
HIC36
Resultant Acc. 3 msec exceedence

1000
88g

Drivers with No Steering Wheel Airbag
If no steering wheel airbag is fitted, and the following requirements are met in the frontal impact
test:
HIC36
Resultant Acc. 3 msec exceedence

<1000
<88g,

then 6.8 kg spherical headform test specified in ECE Regulation 12 [3] are carried out on thesteering wheel. The tester attempts to choose the most aggressive sites to test and it is expectedthat two tests will be required, one aimed at the hub and spoke junction and one at the rim andspoke junction. The assessment is then based on the following criteria:
Higher performance limit
Resultant peak Acc.
Resultant Acc. 3 msec exceedence

80g
65g

Lower performance and capping limit
HIC36
Resultant peak Acc.
Resultant Acc. 3 msec exceedence

1000
120g
80g

From the face form tests, a maximum of 2 points are awarded for performance better than thelower limits. For values worse than the lower performance limit, no points are awarded.
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The results from the worst performing test are used for the assessment. This means that for cars,
not equipped with a steering wheel airbag, the maximum score obtainable for the driver’s head is 2
points.

9.2

Neck

Higher performance limit
Shear
1.9kN @ 0 msec,
Tension
2.7kN @ 0 msec,
Extension
42Nm

1.2kN @ 25 - 35msec,
2.3kN @ 35msec,

1.1kN @ 45msec
1.1kN @ 60msec

Lower performance and capping limit
Shear
3.1kN @ 0msec,
1.5kN @ 25 - 35msec,
Tension
3.3kN @ 0msec,
2.9kN @ 35msec,
Extension
57Nm*(Significant risk of injury [4])1.1kN @ 45msec*
1.1kN @ 60msec*(*EEVC Limits)

9.3

Chest

Higher performance limit
Compression
Viscous Criterion

22mm
0.5m/sec(5% risk of injury ≥ AIS3 [5])(5% risk of injury ≥ AIS4)

Lower performance and capping limit
Compression
Viscous Criterion

50mm
1.0m/sec(25% risk of injury ≥ AIS4)

9.4

Knee, Femur and Pelvis

Higher performance limit
Femur compression
Knee slider compressive displacement
Lower performance limit
Femur Compression
Knee slider compressive displacement

3.8kN
6mm

(5% risk of pelvis injury [6])9.07kN @ 0msec,
7.56kN @ ≥ 10msec*(Femur fracture limit [4])15mm*
(Cruciate ligament failure limit [4,7])(*EEVC Limit)

For dummy results above or below the lower and higher performance limits, 0 to 4 points isavailable. For dummy results falling between these two limits a score of 2 points is
automatically awarded. (Sliding scales not used for L7e vehicles).

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9.5
9.5.1

Modifiers
Driver

The score generated from driver dummy data may be modified where the protection for different
sized occupants or occupants in different seating positions, or accidents of slightly different
severity, can be expected to be worse than that indicated by the dummy readings or deformation
data alone. There is no limit to the number of modifiers that can be applied.
9.5.1.1 Head
Unstable Contact on the Airbag
If during the forward movement of the head its centre of gravity moves further than the outsideedge of the airbag, head contact is deemed to be unstable. The score is reduced by one point. If for
any other reason head protection by the airbag is compromised, such as by detachment of thesteering wheel from the column, or bottoming-out of the airbag by the dummy head, the modifieris also applied.
Note: Head bottoming-out is defined as follows: There is a definite rapid increase in the slope of
one or more of the head acceleration traces, at a time when the dummy head is deep within theairbag. The acceleration spike associated with the bottoming out should last for more than
3ms.The acceleration spike associated with the bottoming out should generate a peak value morethan 5 g above the likely level to have been reached if the spike had not occurred. This level willbe established by smooth extrapolation of the curve between the start and end of the bottoming out
spike.
Hazardous Airbag Deployment
If, within the head zone, the airbag unfolds in a manner in which a flap develops, which sweeps
across the face of an occupant vertically or horizontally the -1 point modifier for unstable airbag
contact will be applied to the head score. If the airbag material deploys rearward, within the “headzone” at more than 90 m/s, the -1 point modifier will be applied to the head score. Further details
are contained in Euro NCAP Technical Bulletin TB 001.
Incorrect Airbag Deployment
Any airbag(s) which does not deploy fully in the designed manner will attract a -1 point modifier
applicable to each of the most relevant body part(s) for the affected occupant. For example, wherea steering wheel mounted airbag is deemed to have deployed incorrectly, the penalty will beapplied to the frontal impact driver’s head (-1). Where, a passenger knee airbag fails to deploy
correctly, the penalty will be applied to the frontal impact passenger left and right knee, femur andpelvis (-1).
Where the incorrect deployment affects multiple body parts, the modifier will be applied to eachindividual body part. For example, where a seat or door mounted side airbag, that is intended toprovide protection to the head as well as the thorax, abdomen or pelvis deploys incorrectly, thepenalty will be applied to two body regions, -1 to the head and -1 to the chest.
The modifier(s) will be applied to the scores of the impacts for which the airbag was intended tooffer protection, regardless of the impact in which it deployed incorrectly. For example, thepenalty will be applied to the side and pole impact scores if a side protection airbag deploys
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incorrectly during the frontal crash. Where any frontal protection airbag deploys incorrectly, EuroNCAP will not accept knee mapping data for that occupant.
Unstable Contact on a Steering Wheel without an Air Bag
If, during the forward movement of the head, its centre of gravity moves radially outwards further
than the outside edge of the steering wheel rim, head contact is deemed to be unstable. The scoreis reduced by one point. If for any other reason head contact on the steering wheel is unstable,
such as detachment of the steering wheel from the column, the modifier is also applied.
Displacement of the Steering Column
The score is reduced for excessive rearward, lateral or upward static displacement of the top end of
the steering column. Up to 90 percent of the EEVC limits, there is no penalty. Beyond 110 percentof the EEVC limits, there is a penalty of one point. Between these limits, the penalty is generated
by linear interpolation. The EEVC recommended limits are: 100mm rearwards, 80mm upwards
and 100mm lateral movement. The modifier used in the assessment is based on the worst of the
rearward, lateral and upward penalties.

9.5.1.2 Chest
Displacement of the A Pillar
The score is reduced for excessive rearward displacement of the driver’s front door pillar, at aheight of 100mm below the lowest level of the side window aperture. Up to 100mm displacement
there is no penalty. Above 200mm there is a penalty of two points. Between these limits, thepenalty is generated by linear interpolation.

Integrity of the Passenger Compartment
Where the structural integrity of the passenger compartment is deemed to have been compromised,a penalty of one point is applied. The loss of structural integrity may be indicated bycharacteristics such as:• Door latch or hinge failure, unless the door is adequately retained by the door frame.
• Buckling or other failure of the door resulting in severe loss of fore/aft compressive
strength.
• Separation or near separation of the cross facia rail to A pillar joint.
• Severe loss of strength of the door aperture.
Steering Wheel Contact
Where there is obvious direct loading of the chest from the steering wheel, a one point penalty isapplied.

9.5.1.3 Knee, femur and pelvis
Variable Contact
The position of the dummy’s knees is specified by the test protocol. Consequently, their point ofcontact on the facia is pre-determined. This is not the case with human drivers, who may have theirknees in a variety of positions prior to impact. Different sized occupants and those seated indifferent positions may also have different knee contact locations on the facia and their knees may
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penetrate into the facia to a greater extent. In order to take some account of this, a larger area of
potential knee contact is considered. If contact at other points, within this greater area, would be
more aggressive penalties are applied.
The area considered extends vertically 50mm above and below the maximum height of the actual
knee impact location. Vertically upwards, consideration is given to the region up to 50mm above
the maximum height of knee contact in the test. If the steering column has risen during the test it
may be repositioned to its lowest setting if possible. Horizontally, for the outboard leg, it extends
from the centre of the steering column to the end of the facia. For the inboard leg, it extends fromthe centre of the steering column the same distance inboard, unless knee contact would be
prevented by some structure such as a centre console. Over the whole area, an additional
penetration depth of 20mm is considered, beyond that identified as the maximum knee penetrationin the test. The region considered for each knee is generated independently. Where, over theseareas and this depth, femur loads greater that 3.8kN and/or knee slider displacements greater than
6mm would be expected, a one point penalty is applied to the relevant leg.
Concentrated Loading
The biomechanical tests which provided the injury tolerance data were carried out using a padded
impactor which spread the load over the knee. Where there are structures in the knee impact area
which could concentrate forces on part of the knee a one point penalty is applied to the relevantleg.

Failure of a fundamental restraint component
If a fundamental restraint item fails during the test, such as a belt webbing tear, belt anchorage
failure, belt buckle release, etc each body region is automatically downgraded by 1 point to reflect
the serious vehicle restraint failure:
Head Assessment
Neck Assessment
Chest Assessment
Knee, femur & Pelvis

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