U.S. Department 

of Transportation 

National Highway

Traffic Safety

Administration

____________________________________________________________________________________________

DOT HS 810 739 November 2006 

NHTSA Technical Report

HIC Test Results before and after the 

1999-2003 Head Impact Upgrade of FMVSS 201 

____________________________________________________________________

This document is available to the public at the Docket Management System of the U.S. Department of Transportation. 
The United States Government does not endorse products or 

manufacturers. Trade or manufacturers’ names appear only 

because they are considered essential to the object of this report. 
 Technical Report Documentation Page 

1. Report No. 

 

DOT HS 810 739 

2. Government Accession No. 3. Recipient’s Catalog No. 

5. Report Date 

 

November 2006 

4. Title and Subtitle 

 

HIC TEST RESULTS BEFORE AND AFTER THE 

1999-2003 HEAD IMPACT UPGRADE OF FMVSS 201 

 

6. Performing Organization Code 

7. Author(s) 

 

Charles J. Kahane, Ph.D. and Marcia J. Tarbet 

8. Performing Organization Report No. 

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) 

Evaluation Division; National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

Washington, DC 20590 

11. Contract or Grant No. 

13. Type of Report and Period Covered 

NHTSA Technical Report 

12. Sponsoring Agency Name and Address 

Department of Transportation 

National Highway Traffic Safety Administration 

Washington, DC 20590 

14. Sponsoring Agency Code 

15. Supplementary Notes 

 

16. Abstract 

Federal Motor Vehicle Safety Standard (FMVSS) 201 – Occupant Protection in Interior Impact – was 

upgraded in 1995, with a 1998-2002 phase-in, to reduce occupants’ risk of head injury from contact 

during crashes with a vehicle’s upper interior, including its pillars, roof headers and side rails, and the 

upper roof. Initially, energy-absorbing materials alone were used to meet the standard; later, some 

vehicles were also equipped with head-protection air bags. NHTSA does not yet have enough crash data 

to evaluate the injury-reducing effectiveness of the energy-absorbing materials. However, the agency has 

conducted 154 matched pairs of impact tests with free-motion headforms in pre- and post-standard 

vehicles of 15 selected make-models. The Head Injury Criterion, HIC(d) averaged 909.9 in the 154 prestandard tests and 667.5 in the post-standard vehicles. This is a statistically significant average 

improvement of 242.4 units of HIC. 

 

17. Key Words 

NHTSA; FMVSS; HIC; head injury; padding; Apillar; statistical analysis; evaluation; effectiveness; 

crashworthiness; 

18. Distribution Statement 

 

Document is available to the public at the Docket 

Management System of the U.S. Department of 

Transportation, http://dms.dot.gov, Docket Number 

27371. 

 

19. Security Classif. (Of this report) 

 

Unclassified 

20. Security Classif. (Of this page) 

 

Unclassified 

21. No. of Pages 

 

 47 

22. Price 

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized 

EXECUTIVE SUMMARY 

The purpose of Federal Motor Vehicle Safety Standard (FMVSS) 201 – Occupant Protection in 

Interior Impact – is to reduce occupants’ risk of head injury in crashes. The performance test 

requirements of FMVSS 201 limit the force allowed when a dummy headform impacts locations 

in the vehicle’s interior that might actually be contacted by occupants’ heads during crashes. 

NHTSA’s major upgrade of FMVSS 201 in 1995 added the A-, B- and other pillars; roof 

headers; roof side rails; and the upper roof to the list of test locations. The new requirements 

phased in during 1998-2002. Initially, energy-absorbing materials alone were used to meet the 

standard; later, some vehicles were also equipped with head-protection air bags. 

The injury-reducing effectiveness of the energy-absorbing materials will ultimately be evaluated 

by statistical analyses of crash data. As of November 2006, NHTSA does not yet have nearly 

enough crash data. In the interim, this study documents the energy-absorbing materials actually 

installed in production vehicles and evaluates their effect on performance in laboratory tests. 

The materials – located beneath the potential impact locations – include composite plastic foam

padding, injection-molded ribs or ridges in parallel or egg-crate-like configurations, crushable 

tubes and more flexible designs for interior surfaces and components. 

NHTSA purposively selected 15 high-sales make-models of passenger cars, pickup trucks, SUVs 

and minivans that had been tested for compliance with FMVSS 201. A contractor purchased 15 

pre-standard vehicles of the same make-models, and performed identical headform impact tests, 

at the same locations, as in the compliance tests. (When an exact match was impossible because 

a make-model was discontinued or its interior redesigned, the closest corresponding model or 

location was selected.) In all, there were 154 matched pairs of impact tests in pre- and poststandard vehicles. 

The Head Injury Criterion, HIC(d) measured on the dummy headforms has been validated as a 

criterion for predicting head injury risk in crashes. For compliance with FMVSS 201, HIC(d) 

must be 1000 or less at each tested location. 

• HIC(d) averaged 909.9 in the 154 individual pre-standard impact tests and 667.5 in the 

post-standard tests. This is a statistically significant average improvement of 242.4 units 

of HIC(d). 

• HIC(d) exceeded 1000 in 47 of the 154 locations tested in pre-standard vehicles, but was 

less than 1000 in each of the 154 locations in the post-standard vehicles. 

• Only 2 of the 15 pre-standard vehicles, but all of the post-standard vehicles had 

HIC(d) ≤ 1000 at each location. 

The analyses demonstrate a substantial improvement of HIC(d) after the FMVSS 201 upgrade 

for 15 high-sales make-models. They provide the most positive evidence available, for the time 

being, that the energy-absorbing materials introduced in response to FMVSS 201 are likely 

reducing head injuries in crashes. 

3 
4 
HIC TEST RESULTS BEFORE AND AFTER THE 

1999-2003 HEAD IMPACT UPGRADE OF FMVSS 201 

The 1999-2003 head impact upgrade of FMVSS 201 

Federal Motor Vehicle Safety Standard (FMVSS) 201 – Occupant Protection in Interior Impact – 

“specifies requirements to afford impact protection for occupants.”1

 Over the years, FMVSS 201 

has primarily consisted of performance requirements limiting the amount of resistive force 

allowed when a headform is impacted into various sections of the vehicle interior that are 

typically contacted by occupants’ heads during crashes. 

FMVSS 201 was one of NHTSA’s initial safety standards, effective for passenger cars on 

January 1, 1968 and LTVs (“light trucks and vans,” including pickup trucks, vans and SUVs) up 

to 10,000 pounds Gross Vehicle Weight Rating (GVWR) on September 1, 1981. The standard 

originally incorporated the Society of Automotive Engineers’ (SAE) 15 mph headform impact 

test, applying it to components identified, from the limited data available at that time, as likely 

head-contact areas: the top of the instrument panel, seat backs, sun visors, armrests and other 

projections in head impact areas. The final rule allowed a peak deceleration of the headform of 

80 g’s over 3 milliseconds on the impact tests. Most cars were apparently meeting the various 

head-impact requirements of FMVSS 201 well before 1968.2

Improved crash data such as the National Automotive Sampling System (NASS) clarified that 

head impacts with the upper interior of vehicles continued to be the leading cause of fatal head 

injury for non-ejected occupants, despite the original FMVSS 201. Moreover, the injuries 

involved components not covered by FMVSS 201, such as pillars, roof side rails and headers, 

and the roof itself – and many of the injuries would not be mitigated by frontal air bags or 

increased use of safety belts. Based on 1988-1993 NASS data, NHTSA’s 1995 Final Economic 

Assessment estimated that these impacts resulted in 2,170 fatalities and 3,630 serious non-fatal 

injuries per year to occupants of passenger cars and LTVs.3

On August 14, 1995, NHTSA issued a Final Rule extending the head injury protection 

requirements of FMVSS 201 to new target areas. The existing requirements of FMVSS 201 

remain for the original target areas. However, the new target areas in the vehicle’s upper interior 

include the A-, B- and other pillars, the front and rear roof header, the roof side rails, and the 

upper roof, among others. The speed for the free-motion headform (FMH) impact test for the 

new areas is 24 km/h (15 mph, as in the original FMVSS 201) but for these targets, the Head 

Injury Criterion (HIC) may not exceed 1000 for any 36-millisecond period. Impacts may be 

directed from a range of vertical and horizontal angles. Manufacturers were offered a choice of 

several alternative phase-in schedules from September 1, 1998 to September 1, 2002. For 

 

1 Code of Federal Regulations, Title 49, Government Printing Office, Washington, 2006, Part 571.201. 2

 Kahane, C.J., An Evaluation of Occupant Protection in Interior Impact for Unrestrained Front Seat Occupants of

Cars and Light Trucks, NHTSA Technical Report No. DOT HS 807 203, Washington, 1988, pp. 2-3; Campbell,

B.J., A Study of Injuries Related to Padding on Instrument Panels, HSL Publication No. 00427812, Report No. VJ1823-R2, Cornell Aeronautical Laboratory, Buffalo, 1963; Federal Register 31 (December 3, 1966): 15212; 1967 

SAE Handbook, Society of Automotive Engineers, New York, 1967, pp. 881-884. 3 Final Economic Assessment, FMVSS No. 201, Upper Interior Head Protection, NHTSA Plans and Policy, 

Washington, 1995, p. I-1.

5 
example, they could certify the new requirements on at least 10 percent of cars and LTVs 

manufactured from September 1, 1998 through August 31, 1999; at least 25 percent of cars and 

LTVs manufactured from September 1, 1999 through August 31, 2000; at least 40 percent of 

cars and LTVs manufactured from September 1, 2000 through August 31, 2001; at least 70 

percent of cars and LTVs manufactured from September 1, 2001 through August 31, 2002; and 

all cars and LTVs manufactured on or after September 1, 2002.4

 

In summary, the principal differences between the 1995 and 1968 versions of FMVSS 201 are: 

• Additional target areas: pillars, roof side rails and headers, and the roof itself. 

• For these additional target areas, 

o HIC may not exceed 1000 for any 36-millisecond period (as opposed to a limit of 

80 g’s for 3 milliseconds on the original target areas). 

o Impacts may be directed from a range of vertical and, in some cases, horizontal 

angles. 

The 1995 upgrade of FMVSS 201 is a major regulation, and its evaluation is a high priority for 

NHTSA.

5

 Fundamentally, head impact protection could be improved by the addition of energyabsorbing materials, the installation of head-protection air bags, or a combination of both. Headprotection air bags include head curtains, inflatable tubular structures and torso/head

combination bags. NHTSA plans to issue statistical analyses of crash data from the Fatality 

Analysis Reporting System (FARS) and the General Estimates System (GES) that estimate the 

fatality-reducing effectiveness of head-protection air bags for front-seat occupants in side 

impacts.6

 

Head-protection air bags, however, were not yet available when FMVSS 201 was upgraded in 

1995. They were first offered on some cars in 1998. Even in model year 2003, the first full year 

after the phase-in of the FMVSS 201 upgrade, over 80 percent of new cars and LTVs were not 

equipped with head-protection air bags and relied exclusively on energy-absorbing materials to 

meet the standard; as of model year 2006, the majority of new vehicles still did not have headprotection air bags. The fatality- or injury-reducing effectiveness of these materials cannot be 

readily estimated from FARS and will require more detailed data that will need some years to 

accumulate. For the time being, we do not need crash data to address two evaluation questions 

about the vehicles that meet the FMVSS 201 upgrade without head-protection air bags: 

 

4 Federal Register 60 (August 18, 1995): 43031. On July 29, 1998, NHTSA amended FMVSS 201 to facilitate the 

introduction of head-protection air bags – Federal Register 63 (August 4, 1998): 41451. Recognizing that the 24

km/h (15 mph) headform test might be a problem in target areas where the undeployed air bag is stored (and, 

furthermore, an inappropriate test if the bag usually deploys at that speed), NHTSA offered an alternative 

compliance procedure. Manufacturers have the option to reduce the speed of the headform test to 19.2 km/h (12 

mph) on target areas where the bag is stored, provided they can meet a 28.8 km/h (18 mph) lateral (90 degree) crash

test for the full vehicle into a pole – with HIC < 1000. The pole test simulates a head impact with the deployed bag. 5 National Highway Traffic Safety Administration Evaluation Program Plan, Calendar Years 2004-2007, NHTSA

Report No. DOT HS 809 699, Washington, 2004, p. 8. 6

 Kahane, C.J., An Evaluation of Side Impact Protection – FMVSS 214 TTI(d) Improvements and Side Air Bags, 

NHTSA Technical Report, to appear in 2007. 

6 
• In what ways were vehicle components modified?

• Did HIC performance on the 24 km/h impact test improve?

In what ways were vehicle components modified? 

In 2003, a NHTSA contractor performed a cost teardown study of the manufacturing and 

consumer costs of the changes made by the automotive industry to meet the FMVSS 201 

upgrade without head-protection air bags.7

 In addition to providing cost estimates, the study 

describes in detail what energy-absorbing materials were actually added or modified. The 

contractor studied pre-standard passenger vehicles of ten make-models and post-standard 

vehicles of the same or corresponding make-models. The vehicles comprise a variety of 

manufacturers and included six passenger cars, a pickup truck, an SUV and two minivans. In 

addition to the contractor’s own examinations of the components, the contractor received 

detailed information from the manufacturers, such as parts lists, identifying how vehicles were 

modified. 

 

VEHICLES INCLUDED IN THE COST ANALYSIS

Make Model Vehicle Type Pre-Standard Post-Standard

Dodge Caravan Minivan 2000 2001

Ford Crown Victoria Car 2000 2001

Ford F-150 Pickup 1999 2000

Ford Taurus Car 1998 2001

Honda Accord Car 1998 2001

Jeep Grand Cherokee SUV 1998 1999

Kia Spectra Car 2000 2002

Pontiac Montana Minivan 1998 2001

Toyota Camry Car 1998 2002

VW Jetta Car 1998 2002

Approaches used to meet the standard include composite plastic foam padding, injection-molded 

ribs in parallel or egg-crate-like configurations (see Figures 1 and 2), ridges molded from

composite plastic materials (Figure 3), crushable O-Flex tubes (Figure 4), stretchable fabric

materials, and configuration changes of the outer trim parts to allow for the flexing of the part 

under load to absorb part of the impact energy. 

The most popular approaches used by the manufacturers were foam padding and internal 

collapsible ribs. Other than configuration changes, the least expensive approach was foam

padding, which is cut from pre-formed rolls of material and glued in place. 

 

7 Ludtke, N.F., Osen, W., Gladstone, R., and Lieberman, W., Perform Cost and Weight Analysis, Non Air Bag Head

Protection Systems, FMVSS 201, NHTSA Technical Report No. DOT HS 809 810, Washington, 2003. 

7 
Figure 1: Egg-Crate and Parallel Ribs Built into the Headliner

8

Figure 2: Close-Up of Parallel and Egg-Crate Ribs8

 

8 Ibid., p. 2-6 

8 
Figure 3: Collapsible Ridges9

Figure 4: Crushable O-Flex Rolls9 

 

9 Ibid., p. 2-7. 

9 
Ridges were molded into some of the foam padding. A cross-section of these ridges presents a 

pyramid shape with a rounded top. The energy absorption curve generated by foam padding is a 

straight line starting at zero (first indication of impact load) to a level of the impact load at the 

point of total collapse. This approach is approximately 50 percent as efficient as the square wave

generated by the rib configuration. 

The injection-molded ribs in the egg-crate or parallel configuration are the most expensive; 

however, they are also the most efficient use of material. The foam part returns to its original 

configuration after the impact. The ribs are thin-walled panels with parallel sides molded with 

the wall configuration in line with the direction of the expected impact load. The energy 

absorption curve generated by the collapse of the rib under impact load approaches a square 

wave (which is the most efficient energy absorption method). The egg-crate rib configuration is 

the most efficient load absorption design because the ribs are connected at 90o angles, reinforcing 

the load resistance capability. Parallel ribs do not have the egg-crate reinforcement feature. 

Analysis of the cost teardown indicates that manufacturers redesigned their pillar trim

components and headliners to comply with the standard on seven of the ten make-models. The 

remaining three make-models used a combination of redesign, added padding, and ribs for their 

post-standard vehicles. There were no changes to the C-Pillar and D-Rings except in the Ford 

vehicles. All internal ribs are made of a collapsible plastic composite material in an egg-crate 

(honeycomb) and/or parallel configuration. The following paragraphs describe the different 

approaches used for the ten vehicles evaluated during this project. 

Dodge Caravan. The A-Pillar and trim components, B-Pillar and trim components, and headliner 

have been redesigned to comply with the standard. The cross-section of the A-Pillar has been 

made deeper and ribs, foam strips, and a ribbed insert have been added. The B-Pillar has a 

slightly different shape (including a larger flare where the pillar meets the roof), a loop to retain 

the seat belt, and two added foam pads inside the lower end of the pillar. The headliner – the 

interior lining of the roof – has six additional plastic panels (combination parallel and egg-crate 

configuration) across the front and down both sides. Three of these panels serve as both air 

ventilation ducts and energy absorption devices. The other three panels are devoted to energy 

absorption purposes. Two small Styrofoam pads were added to the headliner near the top of the 

B-Pillar. 

Ford Crown Victoria. The upper interior components have been redesigned to comply with the 

standard. The A-, B-, and C-Pillar trim has been changed and internal parallel ribs and fasteners 

have been added. The D-Ring cover material has been changed to include internal ribs. The 

grab handles and hooks have different energy absorbing materials and collapsible fasteners. The 

headliner material has been changed and foam padding added. O-Flex crushable tubes and eggcrate pieces have been added around the side edges. 

Ford F-150 pickup truck. The upper interior components have been redesigned to comply with 

the standard. The A- and B- Pillar trim has been changed and internal parallel ribs and fasteners 

have been added. In addition, an O-Flex crushable tube has been added to the B-Pillar trim. The 

D-Ring covers are made of a different material that includes internal collapsible ribs. The grab 

handle material has been changed to an energy absorbing type and is supported by a bracket 

attached to the inner A-Pillar structure. Blocks of foam padding and O-Flex crushable tubes 

10 
have been added to selected areas around the outer edge of the headliner, and a rib cartridge has 

been added to the foam at the side rail near the A-Pillar. The overhead console is made of a new 

material that has better performance at impact. 

Ford Taurus. The upper interior components have been redesigned to comply with the standard. 

The shape of the A-Pillar has been changed. Foam padding inside the trim and collapsible 

fasteners has been added to the A-Pillar trim. A metal strap and washer protect the foam padding 

from a sheet metal flange. The B-Pillar trim material and shape has been changed. Internal 

parallel ribs and fasteners have been added to the C-Pillar. The D-Ring covers are made of a 

different material that includes internal collapsible ribs. The headliner is made of a different 

material that is slightly thicker than that of the pre-standard model, and three blocks of foam

have been placed adjacent to the side rails. These blocks are about six inches in width and the 

combined length extends from the front to the rear of the headliner. 

Honda Accord. The headliner has been redesigned and padding has been added to the A-Pillar 

trim to comply with the standard. The padding is made from a composite plastic material. 

Collapsible vertical plastic ridges have been added to the outer edges on the rear of the headliner, 

while plastic O-Flex crushable tubes have been added to the outer edges on the front. There has 

been no change to the B-Pillar. 

Jeep Grand Cherokee. The A-Pillar, B-Pillar, and headliner have been redesigned to comply 

with the standard. The cross-section of the A-Pillar has been widened (31⁄2 inches vs. 2 inches). 

An extra 12 internal egg-crate ribs, with a strip of foam along the inside edge of the pillar, have 

been added. The B-Pillar also has a wider cross-section (about 1⁄2 inch) and an additional 34 

internal parallel ribs. The post-standard headliner has nine added ribbed panels, made of molded 

plastic collapsible foam with ridged features, which are glued to the roof side of the panel. 

Kia Spectra. Padding has been added to the A-Pillar trim, B-Pillar trim, and headliner to comply 

with the standard. A Styrofoam pad is glued inside the A- and B-Pillar trim. Five foam pads 

have been added to the left and right side of the headliner and glued to the inside. The pads are 

not a molded shape but simply rectangular blocks sheared from a one-inch thick sheet of foam. 

Pontiac Montana. The A-Pillar, B-Pillar, and headliner have been redesigned to comply with the 

standard. The A-Pillar trim panel cross-section shape is 1⁄2 inch wider with small thickness 

changes. There are 26 additional internal parallel ribs, and a triangular foam pad has been added 

near the base of the panel. The B-Pillar has an additional 17 internal parallel ribs, a larger crosssection or “footprint” where the B-Pillar meets the roof, and an enlarged upper attaching point 

that has an additional seven internal parallel ribs. The headliner has an additional six plastic 

risers, which look like heavy duty “bubble wrap” and hold the foam pads in place. The center 

seat head protection pads are Styrofoam that are glued directly to the headliner 

Toyota Camry. The upper interior components have been redesigned to comply with the 

standard. The A-Pillar trim has been changed to include internal egg-crate ribs, while the BPillar trim has been changed to include internal parallel ribs and reinforcement padding. 

Changes have been made in the shapes of the rear header, the roof side rails, and the roof upper 

header. Plus, reinforcements have been added to the roof side rails to improve their head 

protection capability. 

11 
Volkswagen Jetta. The upper interior components have been redesigned to comply with the 

standard. The post-standard A-Pillar extends from the dash to the roof, whereas the pre-standard 

pillar had extended from the floor to the roof. The cross-section of the A-Pillar trim panel has 

been enlarged and is covered with a stretchable fabric over a 1/32-inch thick felt. The shape of 

the cross-section of the B-Pillar has also been changed and two Styrofoam strips have been 

added. The trim panel is covered with the same stretchable fabric as the A-Pillar. The headliner 

has been redesigned to make it wide enough to reach around the roof outer perimeter structure to 

afford better head protection. The increase in material for the headliner is nearly 16%. 

The next six tables rearrange the preceding information. They examine one location in the 

vehicle at a time – e.g., the A-Pillar – and describe how the design and materials have changed 

across the ten make-models in the sample. Fundamentally, 

• The A-Pillar was substantially modified in every vehicle. Generally, though, it is not the 

steel structures of pillars that were modified, but rather their interior lining or “trim

panels” – the material between the pillars and the occupant compartment. 

• The B-Pillar and headliner (interior lining of the roof) were modified in almost every 

vehicle. 

• Other pillars, roof side rails, the front header and the rear header remained largely 

unchanged. 

MY Make Model Type A-Pillar Changes

2001 Dodge Caravan Van Redesign. Added ribs, ribbed insert, and foam strips. 

2001 Ford Crown

Victoria 

PC Redesign. Added internal collapsible ribs and fasteners. 

2000 Ford F-150 LT Redesign. Added internal collapsible ribs and fasteners. 

2001 Ford Taurus PC Redesign. Changed shape. Added foam padding. 

2001 Honda Accord PC Added padding.

1999 Jeep Grand

Cherokee

SUV Redesign. Changed cross section width. Added ribs and foam. 

2002 Kia Spectra PC Added Styrofoam padding. 

2001 Pontiac Montana Van Redesign. Widened cross-section shape. Added ribs and triangular foam

pad.

2002 Toyota Camry PC Redesign. Added internal collapsible ribs. 

2002 VW Jetta PC Redesign. Changed length of trim panel. Enlarged cross section and covered 

it with stretchable polyester-like fabric over an under layer of felt. 

12 
MY Make Model Type B-Pillar Changes

2001 Dodge Caravan Van Redesign. Changed shape. Added foam pads. 

2001 Ford Crown

Victoria 

PC Redesign. Added internal collapsible ribs and fasteners. 

2000 Ford F-150 LT Redesign. Added internal collapsible ribs, fasteners, and O-Flex tube. 

2001 Ford Taurus PC Redesign. Changed shape. Added internal collapsible ribs. 

2001 Honda Accord PC Unchanged.

1999 Jeep Grand

Cherokee

SUV Redesign. Widened cross section. Added internal collapsible ribs. 

2002 Kia Spectra PC Added Styrofoam padding.

2001 Pontiac Montana Van Redesign. Enlarged cross-section. Added plastic risers and foam. 

2002 Toyota Camry PC Redesign. Added internal collapsible ribs and reinforcement padding.

2002 VW Jetta PC Redesign. Changed shape. Added Styrofoam strips. Covered panel with

stretchable polyester-like fabric over an under layer of felt. 

MY Make Model Type Other Pillar Changes

2001 Dodge Caravan Van Unchanged. 

2001 Ford Crown

Victoria 

PC Redesign. Added internal collapsible ribs and fasteners. 

2000 Ford F-150 LT Unchanged.

2001 Ford Taurus PC Redesign. Added internal collapsible ribs and fasteners.

2001 Honda Accord PC Unchanged.

1999 Jeep Grand

Cherokee

SUV Unchanged.

2002 Kia Spectra PC Unchanged.

2001 Pontiac Montana Van Unchanged.

2002 Toyota Camry PC Unchanged.

2002 VW Jetta PC Unchanged.

MY Make Model Type Upper Roof (Headliner) Changes 

2001 Dodge Caravan Van Redesign. Added plastic panels and Styrofoam pads. 

2001 Ford Crown

Victoria 

PC Redesign. Changed headliner material. Added O-Flex crushable tubes, eggcrate (honeycomb) pieces, and foam padding. 

2000 Ford F-150 LT Redesign. Changed headliner material. Added O-Flex crushable tubes and

foam padding.

2001 Ford Taurus PC Changed headliner material. Added foam padding. 

2001 Honda Accord PC Redesign. Added plastic ridges and O-Flex crushable tubes. 

1999 Jeep Grand

Cherokee

SUV Redesign. Added plastic ribbed panels. 

2002 Kia Spectra PC Added foam pads.

2001 Pontiac Montana Van Redesign. Added 6 plastic risers. 

2002 Toyota Camry PC Redesign. Changed shape of roof upper header. 

2002 VW Jetta PC Redesign. Widened headliner. Material usage increase was nearly 16%. 

13 
MY Make Model Type Roof Side Rail Changes 

2001 Dodge Caravan Van Unchanged.

2001 Ford Crown

Victoria 

PC Unchanged.

2000 Ford F-150 LT Unchanged.

2001 Ford Taurus PC Unchanged.

2001 Honda Accord PC Unchanged.

1999 Jeep Grand

Cherokee 

SUV Unchanged.

2002 Kia Spectra PC Unchanged.

2001 Pontiac Montana Van Unchanged.

2002 Toyota Camry PC Redesign. Changed shape. Added reinforcements. 

2002 VW Jetta PC Unchanged.

MY Make Model Type Front and Rear Header Changes 

2001 Dodge Caravan Van Unchanged.

2001 Ford Crown

Victoria 

PC Unchanged.

2000 Ford F-150 LT Unchanged.

2001 Ford Taurus PC Unchanged.

2001 Honda Accord PC Unchanged.

1999 Jeep Grand

Cherokee

SUV Unchanged.

2002 Kia Spectra PC Unchanged.

2001 Pontiac Montana Van Unchanged. 

2002 Toyota Camry PC Redesign. Changed shape of front and rear headers. 

2002 VW Jetta PC Unchanged.

Did HIC performance on the 24 km/h impact test improve? 

FMVSS 201 compliance tests The starting point for the analysis are the compliance test results

for cars and LTVs certified to meet the upgraded FMVSS 201. NHTSA tested 68 vehicles 

during Fiscal Years (FY) 1999-2003.10 The test procedure, TP201U-01 of April 3, 1998, defines 

up to 24 target locations for headform impacts on the left side of a vehicle and 24 corresponding 

locations on the right side.11 Moreover, many of the targets allow choices from a range of 

horizontal and/or vertical impact angles.12 The compliance tests, however, do not involve all the 

available locations, but a selection of approximately ten impacts per vehicle. Target selections 

vary from vehicle to vehicle, but over the course of compliance testing since 1999 have regularly 

covered the available locations. Targets for an individual vehicle typically include at least two of 

the available locations each on the A-Pillar and B-Pillar, and at least one location each on 

another pillar, the side rail and the roof. 

 

10 Test results accessible on the NHTSA web site at 

http://www.nhtsa.dot.gov/cars/testing/comply/S201U/index.html. 11 Laboratory Test Procedure for FMVSS 201U – Occupant Protection in Interior Impact – Upper Interior Head

Impact Protection, Procedure No. TP201U-01, NHTSA Office of Vehicle Safety Compliance, Washington, April 

3,1998, p. 37, accessible from http://nhtsa.gov/portal/site/nhtsa/menuitem.b166d5602714f9a73baf3210dba046a0/. 12 Ibid., p. 30.

14 
The key parameter is the Head Injury Criterion measured during the headform impact: HIC(d). 

Four parameters describe the impact: the selected target location (e.g., “AP1” is location no. 1 on 

the A-Pillar, near the top), the horizontal impact angle, the vertical impact angle, and the 

velocity. The nominal test velocity is 24 km/h (15 mph), but the actual velocities in compliance 

tests may vary slightly, usually on the low side.13 If HIC(d) at every tested location is 1000 or 

less, the vehicle has passed the compliance test. 

Make-models included in the analysis Fifteen make-models were purposively selected for the 

analysis from the 68 vehicles tested in FY 1999-2003. Although not a probability sample of 

make-models, they comprise a variety of manufacturers and they include passenger cars, pickup 

trucks, SUVs and minivans. They are high-sales models that encompassed 23 percent of the new 

cars and LTVs sold in the United States in model year 200214: 

1999 Jeep Grand Cherokee SUV 

2000 Dodge Neon 4-door passenger car 

2002 Dodge Grand Caravan minivan 

2002 Ford F-150 supercab pickup truck 

2002 Ford Explorer 4-door SUV 

1999 Ford Windstar minivan 

2001 Buick LeSabre 4-door passenger car 

1999 Chevrolet Silverado x-cab pickup truck 

2002 Chevrolet Trailblazer 4-door SUV 

2001 Nissan Sentra 4-door passenger car 

1999 & 2003 Honda Accord 4-door passenger car 

2003 Toyota Corolla 4-door passenger car 

1999 & 2002 Toyota Camry 4-door passenger car 

2003 Toyota Tacoma xtracab pickup truck

2002 Kia Spectra 4-door passenger car 

Only the 2003 Honda Accord was equipped with head-protection air bags. Some of the tests on 

this vehicle were conducted at 19.2 km/h (12 mph) because the air bags were beneath the target 

location; these tests were excluded from the analysis. On the Accord and Camry, if the same

location was tested on the earlier and later vehicle, the average of the two HIC scores was used 

in the analysis. 

Corresponding pre-standard vehicles In 2004, a NHTSA contractor located and purchased 15 

used pre-standard vehicles of the same or closely corresponding make-models at dealerships in 

the contractor’s metropolitan area. The upper interior of the specimen vehicles had to consist 

completely of its original, undamaged components. The vehicle had to be in good driving 

condition with body undamaged except for, possibly, minor damages in the front or rear. 

 

13 As discussed above, a 19.2 km/h test can be used if parts of a head-protection air bag are underneath the target

location. 14 All of the passenger cars are 4-door models. Two-door cars were not intentionally excluded, but were not

required to be included, either (unlike pickup trucks, SUVs and minivans). None was selected because the 

overwhelming majority of compliance-tested cars, and almost all the high-sales make-models were 4-door. 

15 
Appendix A lists NHTSA’s specifications for the used vehicles. The pre-standard vehicles were 

of model years 1996-1998 – i.e., 6 to 8 years old.15 

If the make-model had not been restyled (e.g., changed in wheelbase) for two or more years 

before FMVSS 201 certification, the pre-standard vehicle had to be of the same “generation.” If 

the make-model had been restyled upon FMVSS 201 certification or within a year of it, the prestandard vehicle had to be of the immediately preceding generation. Here are the 15 poststandard make-models in the analysis and their corresponding pre-standard vehicles: 

Post-Standard Vehicle Pre-Standard Vehicle 

1999 Jeep Grand Cherokee 1996 same make-model 

2000 Dodge Neon 4-door 1997 same make-model 

2002 Dodge Grand Caravan 1996 same make-model 

2002 Ford F-150 supercab 1998 same make-model 

2002 Ford Explorer 4-door 1998 same make-model 

1999 Ford Windstar 1998 same make-model 

2001 Buick LeSabre 4-door 1998 same make-model 

1999 Chevrolet Silverado x-cab 1998 Chevrolet C-1500 x-cab 

2002 Chevrolet Trailblazer 4-door 1996 Chevrolet Blazer 4-door 

2001 Nissan Sentra 4-door 1998 same make-model 

1999 & 2003 Honda Accord 4-door 1996 same make-model 

2003 Toyota Corolla 4-door 1998 same make-model 

1999 & 2002 Toyota Camry 4-door 1998 same make-model 

2003 Toyota Tacoma xtracab 1997 same make-model 

2002 Kia Spectra 4-door 1997 Kia Sephia 4-door 

Chevrolet Silverado, Chevrolet Trailblazer and Kia Spectra met FMVSS 201 from their first year 

of production. The Chevrolet C-1500, Chevrolet Blazer and Kia Sephia are the immediate 

“predecessors” of these vehicles. Otherwise, the pre-standard vehicles were the same makemodel as the 201-certified vehicle. 

The contractor performed head impact tests on the 15 pre-standard vehicles, following the same

test procedure TP201U-01 that had been applied in the compliance tests on the post-standard 

vehicles. Moreover, whenever possible, the contractor selected the same target locations, on the 

same side of the vehicle, and with the same horizontal and vertical impact angles as in the 

compliance tests. Sometimes, however, the design of the pre- and post-standard vehicles were 

not identical (e.g., due to restyling). If the layout of the pre-standard vehicle made it impossible 

to test at exactly the same location or angle as in the post-standard vehicle, the contractor chose a 

nearby location or angle. 

 

15 It is unknown to what extent, if any, the age of the vehicle – specifically, the aging of the foam material at the 

target locations – might have affected test performance. Ideally, the pre-standard comparison vehicles should have 

been tested when they were new. 

16 
Appendix B documents the parameters for all the (nominally) 24 km/h headform impacts in the 

pre- and post-standard vehicles, including the actual HIC(d), the target locations, the horizontal 

and vertical angles and the velocity. When a target location in the pre-standard vehicle was not 

identical to the one in the compliance test, it shows the closest corresponding location in the 

compliance test. 

Adjusting HIC(d) for impact velocity If the actual impact velocity is slightly lower than 24 

km/h, HIC(d) would tend to be lower than at exactly 24 km/h. With the assumptions that the 

head and what it is striking are both linear systems, HIC would increase by the 2.5 power of the 

increase in velocity. A 1% increase in velocity would give about a 2.5% increase in HIC.16 The 

adjusted HIC(d), the value that would likely have been observed if the test had been run at 

exactly 24 km/h, is: 

HIC(d) adjusted = HIC(d) actual * (24/SPEED) 2.5

The adjusted HIC(d) values are also listed in Appendix B and are the ones that will be used in 

the analyses.

Analysis database Appendix C compares the speed-adjusted HIC(d) in pre- and post-standard 

vehicles of the same make-model, at identical or closely corresponding target locations. It 

calculates by how many units HIC(d) was reduced at each location after FMVSS 201. The 

database contains a total of 154 pairs of HIC(d) readings at matching target locations for the 15 

make-models in the study. 

Appendix C identifies the actual target locations for the pre- and post-standard impacts and flags 

the pairs where locations are similar but not exactly the same. Horizontal and vertical impact 

angles are also compared. Among the 154 pairs, 92 are exceptionally close matches where: 

• The pre- and post-standard target locations are identical, and 

• The horizontal impact angles in the pre- and post-standard impact differ by no more than 

15 degrees, and 

• The vertical impact angles also differ by no more than 15 degrees. 

Results: overall HIC(d) reduction Compliance testing ultimately measures performance at the 

vehicle level, on a pass-fail basis only: if HIC(d) exceeds 1000 at a single target, a vehicle fails 

even if it was far below 1000 at the other targets; if HIC(d) does not exceed 1000 at any target, 

the vehicle passes, even if all results were barely below 1000. Our main analysis goal, on the 

other hand, is to quantify the average improvement in HIC(d) after FMVSS 201, target by target 

(only the last section of the report discusses performance at the vehicle level). 

Table 1 shows that HIC(d) averaged 909.9 in 154 head impact tests on pre-standard vehicles, 

ranging from as low as 426 to as high as 1767. In compliance tests of post-standard vehicles, the 

154 impacts to matching locations in the same make-models resulted in a range of HIC(d) from

373 to 986 and an average of 667.5. That is an average improvement of 242.4 units of HIC per 

test. 

 

16 Eppinger, R. (NHTSA retired) and Willke, D. (NHTSA), e-mails to C.J. Kahane, May 31, 2006. 

17 
TABLE 1 

AVERAGE HIC(d) BEFORE AND AFTER FMVSS 201 

(154 impact locations in 15 make-models) 

 Standard 

 Average Lowest Highest Error t-test 

Pre-standard HIC(d) 909.9 426 1767 

Post-standard HIC(d) 667.5 373 986 

HIC(d) improvement 242.4 – 420 1194 24.1 10.06 

On the 154 matched pairs of impacts, the improvement in HIC(d) ranged from –420 (i.e., it 

became worse) to +1194, the average improvement being 242.4. The standard error of the 

improvement is 24.1. Because t = 242.4/24.1 = 10.06 is much more than the 95th or even the 99th

percentile of a t distribution with 153 degrees of freedom, we may reject the null hypothesis that 

the HIC(d) improvement was zero – i.e., HIC(d) significantly improved, overall, after FMVSS 

201. 

The preceding error analysis treated the 154 matched pairs as independent observations, a simple 

random sample. More conservatively, they can be treated as a cluster sample of 15 make-models

(primary sampling units), with a second stage of selecting targets within each make-model. The 

average improvement in HIC(d) is calculated across the various targets in a make-model; then 

the average improvement in each make-model is averaged across the 15 make-models, weighted 

by the number of targets in each model. The point estimate of overall average improvement 

remains 242.4 as in Table 1. In each of the 15 individual make-models, the average of HIC(d) 

across the various targets for that model improved after FMVSS 201. The average improvement 

ranged from as low as 90 in one make-model to as high as 534. The standard error for these 15 

weighted observations is 30.54.17 Although t = 242.4/30.54 = 7.94 is somewhat lower than the 

10.06 in the preceding analysis, it is still much more than the 99th percentile of a t distribution 

with 14 degrees of freedom. Here, too, HIC(d) significantly improved after FMVSS 201. 

As stated above, the 154 matched pairs included 92 exceptionally close matches. If the other 62 

pairs were substantially poorer matches, we would expect the standard deviation of the HIC(d) 

improvement for these 62 pairs to be substantially higher than for the 92 closest matches 

(because the pre- and post-standard tests would be less directly comparable). For all 154 pairs, 

the average HIC improvement is 242.4 and its standard deviation 299. For the 92 closest 

matches, the average improvement is 260 and its standard deviation 314. For the 62 other pairs, 

the average improvement is 216 and its standard deviation 277. In other words, the standard 

deviation for these 62 pairs is quite similar and, in fact, slightly lower than for the 92 

exceptionally close matches. The average reduction for the two groups is also reasonably similar 

(260 vs. 216). The results do not suggest that the 62 pairs are substantially worse matched than 

the 92. In the remaining analysis, as in Table 1, we may treat all 154 pairs as a single database of 

well-matched pairs. 

 

17 Calculated by the MEANS procedure of SAS®.

18 
Two non-parametric analyses corroborate that HIC(d) scores significantly improved after 

FMVSS 201. One of them compares the number of HIC(d) scores above 1000 among the preand post-standard vehicles. A passing score on the FMVSS 201 compliance test is 1000 or less. 

Indeed, all 154 head impacts in the compliance tests resulted in HIC(d) less than 1000.18 Prestandard vehicles, of course, had no obligation to meet FMVSS 201, and in our tests, 47 of the 

154 HIC(d) scores exceeded 1000. The 2x2 table: 

 HIC(d) ≤ 1000 HIC(d) > 1000 

Pre-FMVSS 201 107 47 

Post-FMVSS 201 154 0 

has a Chi-square (χ

2

) of 55.46. Because χ

2 

must exceed 3.84 for statistical significance at the .05 

level and 6.64 for significance at the .01 level, the proportion of HIC(d) scores over 1000 is 

significantly lower after FMVSS 201.

19 

The second analysis examines the 154 matched pairs of impact tests. In 121 of the pairs, HIC(d) 

was lower on the compliance test than in the corresponding test on the pre-standard vehicle 

(improvement); in 33 of the pairs it was higher (became worse). That is a statistically significant

departure from a 50-50 split: 

p = 121/154 = .7857; s = √(.25/154) = .0403; z = (p - .5)/s = 7.09 

HIC(d) reduction by component Table 2 analyzes test results separately for six general regions 

within vehicles: the A-Pillar, the B-Pillar, other pillars, the upper roof (headliner), roof side rails 

(including, on minivans, the track above the sliding door, whose location is similar to the roof 

side rail on other vehicles) and the headers (front and rear). Each general region contains several 

potential target locations; typically, one or more targets were tested in each of the 15 makemodels. 

 

18 Infrequently, NHTSA compliance tests result in failing scores. They trigger a process whereby the manufacturer 

demonstrates the existing vehicle meets the requirement or modifies the vehicle so it will meet the requirement. 

However, none of the impacts among our 15 post-standard vehicles resulted in actual HIC(d) over 1000. 

Additionally, it could happen that actual HIC(d) is 1000 or less, a passing score, but because the impact velocity was 

slightly less than 24 km/h, our speed adjustment would have pushed HIC(d) over 1000 in our analysis database. 

This, too, did not occur among our 15 vehicles. 19 Although one of the actual cell counts in the 2x2 table is 0, a chi-square test is feasible because the expected count 

in that cell is 23.5. Likewise, Fisher’s exact test, the likelihood ratio chi-square, the continuity adjusted chi-square 

and the Mantel-Haenzel chi-square are all significant at the .01 level. 

19 
TABLE 2 

AVERAGE HIC(d) BEFORE AND AFTER FMVSS 201, BY COMPONENT 

 Standard 

 Average Lowest Highest Error t-test 

A-Pillar (41 impact locations in 15 make-models) 

Pre-standard HIC(d) 1154.0 455 1767 

Post-standard HIC(d) 678.5 373 986 

HIC(d) improvement 475.5 – 254 1194 52.4 9.07 

B-Pillar (31 impact locations in 12 make-models) 

Pre-standard HIC(d) 736.7 537 1014 

Post-standard HIC(d) 675.5 489 957 

HIC(d) improvement 61.2 – 420 525 33.9 1.80 

Any Other Pillar (25 impact locations in 15 make-models) 

Pre-standard HIC(d) 747.1 581 1076 

Post-standard HIC(d) 642.0 464 870 

HIC(d) improvement 105.1 – 179 431 35.4 2.97 

Upper Roof (Headliner) (22 impact locations in 15 make-models) 

Pre-standard HIC(d) 940.8 543 1363 

Post-standard HIC(d) 662.2 443 872 

HIC(d) improvement 278.7 – 150 739 46.5 5.99 

Roof Side Rail (30 impact locations in 15 make-models) 

Pre-standard HIC(d) 929.5 617 1481 

Post-standard HIC(d) 684.2 390 898 

HIC(d) improvement 245.3 – 198 806 49.4 4.97 

Front or Rear Header (5 impact locations in 4 make-models) 

Pre-standard HIC(d) 542.3 426 655 

Post-standard HIC(d) 577.5 414 682 

HIC(d) improvement – 35.2 – 214 215 72.1 – .49 

20 
Performance improvement was largest by far on the A-Pillar. Table 2 shows that HIC(d) 

averaged 1154.0 in 41 impacts to A-Pillar targets on pre-standard vehicles, ranging as high as 

1767. HIC(d) averaged 678.5 in the 41 matching impacts during compliance tests of poststandard vehicles. That is an average improvement of 475.5 units of HIC per test. The standard 

error of the improvement is 52.4. Because t = 475.5/52.4 = 9.07, HIC(d) significantly improved 

for the A-pillar after FMVSS 201. The preceding error analysis treated the 41 matched pairs as a 

simple random sample. Even if they are treated as a cluster sample of 15 make-models (primary 

sampling units), t = 7.03 is still much more than the 95th percentile of a t distribution with 14 

degrees of freedom. 

HIC(d) improvement was substantially less at the other pillars. At the B-Pillar, HIC(d) was 

reduced by an average of 61.2 units in 31 matching pairs of tests on 12 make-models (B-Pillars 

were not tested on the three pickup trucks in the study). Nevertheless, the value of t is still large 

enough (in both the simple-random and the cluster-sample approach) that the reduction is 

statistically significant at the one-sided .05 level. For all other pillars, the average reduction of 

HIC(d) was 105.1. That, too, is statistically significant. 

The interior area of the upper roof (headliner) and the roof side rail were each tested in at least 

one spot on all 15 make-models. HIC(d) on the upper roof averaged 940.8 before FMVSS 201 

and 662.2 afterwards, a statistically significant reduction of 278.7 units. On the roof side rail, 

HIC(d) improved from 929.5 to 684.2, a statistically significant average reduction of 245.3. 

The front or rear headers were tested in only four make-models, at a total of five locations. The 

front and rear headers had lower HIC(d) scores, on average, before as well as after FMVSS 201, 

than any other tested component. Average HIC(d) did not improve after FMVSS 201, but these 

are too few tests for statistically meaningful results. 

Table 2 also shows that post-standard performance is quite uniform across the six regions. 

HIC(d) averages 679 for the A-Pillar, 676 for the B-Pillar, 642 for other pillars, 684 for the roof 

side rail, 662 for upper roof and 578 for the front and rear header. Moreover, the individual 

scores are within a tight band and, of course, never exceed 1000. Essentially, FMVSS 201 has 

set a standard for the entire upper interior of the vehicle. Relative to pre-standard, improvement 

had to be greatest at the A-pillar because performance was worst there before FMVSS 201 

(averaging 1154). By contrast, at the B-Pillar, other pillars and the front/rear header, not so 

much improvement (if any) was necessary, because performance was usually satisfactory before 

FMVSS 201, averaging 737, 747 and 542, respectively. 

The two non-parametric analyses shed additional light on the comparative effects of FMVSS 

201. For each region of the vehicle, a separate 2x2 table compares the number of HIC(d) scores 

above 1000 among the pre- and post-standard vehicles. The A-Pillar is the only region where the 

majority of impacts in pre-Standard vehicles (26 of 41) generated HIC(d) over 1000. The 2x2 

table for the A-Pillar has a statistically significant χ

2

 of 38.07.20 By contrast, the B-Pillar, other 

pillars and the front/rear header barely had any scores over 1000 in the pre-standard vehicles. 

The upper roof and side rail were intermediate, with about one-third of the scores over 1000 

before FMVSS 201. 

 

20 Also significant at the .01 level by Fisher’s exact test. 

21 
 HIC(d) ≤ 1000 HIC(d) > 1000 

A-Pillar Pre-FMVSS 201 15 26 

 Post-FMVSS 201 41 0 

B-Pillar Pre-FMVSS 201 30 1 

 Post-FMVSS 201 31 0 

Other pillars Pre-FMVSS 201 23 2 

 Post-FMVSS 201 25 0 

Upper roof Pre-FMVSS 201 15 7 

 Post-FMVSS 201 22 0 

Roof side rail Pre-FMVSS 201 19 11 

 Post-FMVSS 201 30 0 

Front header Pre-FMVSS 201 5 0 

 Post-FMVSS 201 5 0 

The second analysis subdivides the 154 matched pairs of impact tests and identifies how often 

HIC(d) improved or became worse, post-standard, in each region of the vehicle: 

HIC(d) Improved HIC(d) Became Worse 

After FMVSS 201 After FMVSS 201 

A-Pillar 38 3 

B-Pillar 19 12 

Any other pillar 18 7 

Upper roof (headliner) 20 2 

Roof side rail 24 6 

Front header 2 3 

On the A-Pillar, the upper roof and the roof side rail, the overwhelming majority of targets had 

better scores in the post-standard vehicle. For each of these three regions, plus “any other 

pillar,” the odds of improvement were significantly better than 50-50. In summary, the 

nonparametric tests show that scores consistently improved after FMVSS 201 in almost all 

regions of the car, although on some of those regions they were almost all passing even before 

FMVSS 201. 

It is also interesting to compare the test results with the narrative descriptions, by region of the 

vehicle, of what parts were added or modified (as shown in the tables earlier in this report). A 

22 
caveat is that the vehicles in the cost teardown analysis only partially overlapped the test 

vehicles. Six make-models were cost-analyzed and also tested (Grand Cherokee, Caravan, 

F-150, Accord, Camry and Sephia); four were cost-analyzed but not tested (Crown Victoria, 

Taurus, Montana and Jetta); and nine were tested but not cost-analyzed (Neon, Explorer, 

Windstar, LeSabre, Silverado, Trailblazer, Sentra, Corolla and Tacoma). 

The cost analysis showed extensive changes to A-Pillars and the upper roof, consistent with the 

great improvements in HIC(d). Front and rear headers were little changed, consistent with no 

improvement in HIC(d). On the other hand, the cost analysis suggested that B-Pillars received 

many of the same modifications as A-Pillars, except on one vehicle; nevertheless the 

improvement in HIC(d) was not nearly as great for the B-Pillar as the A-Pillar. Conversely, the 

cost analysis said other pillars and the roof side rail were unchanged on most vehicles, but the 

tests showed significant improvements in HIC(d). These inconsistencies are not easily 

explained. A closer look at the cost analysis perhaps suggests that the B-Pillar modifications, 

although qualitatively similar to those on the A-Pillar, are often less extensive. Perhaps the test 

improvements on the roof side rail are attributable to the modifications to the upper roof and the 

pillars in the vicinity of the side rail. 

HIC(d) reduction by vehicle type Table 3 shows that each of the four types of vehicles in our 

study sample – passenger cars, pickup trucks, SUVs and minivans – experienced a statistically 

significant reduction of average HIC(d) after FMVSS 201. Before the standard, average HIC(d) 

was slightly worse in LTVs (955.6) than in passenger cars (855.1); however, the improvement 

was slightly greater in the LTVs. After FMVSS 201, all four vehicle types have HIC(d) scores 

on compliance tests averaging in the mid-600s. 

TABLE 3 

AVERAGE HIC(d) BEFORE AND AFTER FMVSS 201, BY VEHICLE TYPE 

 Average HIC(d) t-test

 for

 Pre-Standard Post-Standard ∆ ∆ = 0 

Passenger cars 855.1 682.8 172.3 6.00 

All LTVs 955.6 654.7 300.9 8.34 

Pickup trucks 912.8 627.6 285.2 4.83 

SUVs 965.4 669.9 295.5 6.25 

Minivans 988.3 664.6 323.7 3.88 

Performance at the vehicle level All 17 of the post-standard vehicles in our study met the 

compliance test for FMVSS 201 because they had actual HIC(d) scores of 1000 or less at every 

23 
target tested by NHTSA.21 By contrast, the results in Appendix B show that only 2 of the 15 prestandard vehicles had actual HIC(d) ≤ 1000 on each target – and on one of these vehicles, HIC(d) 

might have exceeded 1000 at one target if the test had been conducted at 24.0 km/h rather than 

the actual 23.7 km/h. In other words, after FMVSS 201, performance greatly improved at the 

overall vehicle level as well as on a target-by-target basis. 

Conclusions The 15 make-models tested in this analysis were purposively selected from the 68 

vehicles compliance-tested in FY 1999-2003. They are not a probability sample of all the makemodels of passenger vehicles. Thus, the analysis findings pertain to these 15 models that 

comprise nearly a quarter of all new-vehicle sales and include a variety of manufacturers and 

vehicle types (passenger cars, pickup trucks, SUVs and minivans) – but they do not necessarily 

generalize to all make-models subject to the FMVSS 201 upgrade. 

The preceding analyses demonstrate a substantial reduction of HIC(d) after the FMVSS 201 

upgrade for those 15 high-sales make-models. HIC has been validated as a criterion for 

predicting head injury risk. However, this study does not analyze crash data to quantify the 

actual fatality- or injury-reducing effectiveness of the equipment introduced in 1999-2003 to 

upgrade head impact protection. That evaluation will be a high priority for NHTSA during the 

next four years.22 

 

21 The study comprised 15 make-models, but compliance tests have been performed on two post-standard Honda 

Accords and two Toyota Camrys – see Appendix B. 22 National Highway Traffic Safety Administration Evaluation Program Plan, Calendar Years 2004-2007, p. 8. 

24 
REFERENCES 

Campbell, B.J. A Study of Injuries Related to Padding on Instrument Panels. HSL Publication 

No. 00427812, Report No. VJ-1823-R2, Cornell Aeronautical Laboratory, Buffalo, 1963. 

Code of Federal Regulations, Title 49. Government Printing Office, Washington, 2006. 

Federal Register Notices: 

31 (December 3, 1966): 15212, Notice of Proposed Rulemaking for the initial Federal 

Motor Vehicle Safety Standards, including FMVSS 201. 

60 (August 18, 1995): 43031, Final Rule upgrading FMVSS 201. 

63 (August 4, 1998): 41451, Final Rule reducing the FMVSS 201 test speed from 15 mph 

to 12 mph on target areas where a head-protection air bag is stored. 

Final Economic Assessment, FMVSS No. 201, Upper Interior Head Protection. NHTSA Plans 

and Policy, Washington, 1995. 

Kahane, C.J. An Evaluation of Occupant Protection in Frontal Interior Impact for Unrestrained 

Front Seat Occupants of Cars and Light Trucks. NHTSA Technical Report No. DOT HS 807 

203, Washington, 1988. 

_________. An Evaluation of Side Impact Protection – FMVSS 214 TTI(d) Improvements and 

Side Air Bags. NHTSA Technical Report, to appear in 2007. 

Laboratory Test Procedure for FMVSS 201U – Occupant Protection in Interior Impact – Upper 

Interior Head Impact Protection. Procedure No. TP201U-01, NHTSA Office of Vehicle Safety 

Compliance, Washington, April 3,1998, accessible from

http://nhtsa.gov/portal/site/nhtsa/menuitem.b166d5602714f9a73baf3210dba046a0/. 

Ludtke, N.F., Osen, W., Gladstone, R., and Lieberman, W. Perform Cost and Weight Analysis, 

Non Air Bag Head Protection Systems, FMVSS 201. NHTSA Technical Report No. DOT HS 

809 810, Washington, 2003. 

National Highway Traffic Safety Administration Evaluation Program Plan, Calendar Years

2004-2007. NHTSA Report No. DOT HS 809 699, Washington, 2004. 

SAE Handbook. Society of Automotive Engineers, Warrendale, PA, annual publication. 

25 
26 

APPENDIX A 

NHTSA’s SPECIFICATIONS FOR USED VEHICLES 

FOR HEAD-IMPACT TESTING 

The vehicle must be totally complete. Mileage and cosmetics are not important. These cars [sic] 

will be used to test head impact protection in pre-standard vehicles. Head impacts with the upper 

interior components including pillars, side rails, headers, and the roof will be conducted. 

Structural soundness of the body is most important. The vehicle must be able to run and drive. 

Specifically: 

• Body. All areas of the vehicle that are potential targets in the FMVSS 201 test, and any 

surrounding areas, must be intact on the interior and exterior of the vehicle. The upper 

interior components must be completely undamaged and composed of the original trim. 

The vehicle shall not have been in a crash except for minor front-end or rear-end damage 

(broken grille, headlamps, turn signal lenses, etc.). Damaged bumpers are acceptable. 

The condition of the paint is unimportant. The doors must open and close properly and 

be correctly aligned so that there are no gaps when closed. 

• Drive train. The engine, transmission, and drive axles must be present and in their 

proper place. The engine, transmission, and parking brake must operate properly. All 

under-the-hood components must be in place (battery, alternator, radiator, etc.). The 

battery must hold a charge so that electrical accessories in the vehicle may be operated 

without starting the engine. The radiator and its supporting cross members must be 

undamaged. The cooling system must be able to retain its coolant (small leaks are 

acceptable), and the proper fluid levels must be maintained. The fuel tank must not leak 

and must be completely undamaged with no dents that would reduce its internal capacity. 

• Interior. The interior of the vehicle must be complete with properly functioning seats 

and seatbelts. The interior trim pieces must be in their proper place. The front seat must 

slide freely forward and backward to allow adjustment. The seat backs must be able to 

be adjusted freely. Head restraints must be in place and must adjust freely (if adjustable, 

some are not). All the windows in the vehicle must operate properly. The door latches 

and locks (power or manual) must operate properly. 

• Suspension. The vehicle must not sag or have a raised/lowered suspension. Original 

condition is very important. Some slight sagging due to age is expected, but no one side 

or corner of the vehicle should be sagging. None of the control arms or other suspension 

components shall be damaged or distorted. Tires must have some usable tread remaining 

and hold pressure. 

.
APPENDIX B 

RESULTS OF COMPLIANCE TESTS FOR 15 MAKE-MODELS AND 

HEAD IMPACT TESTS ON CORRESPONDING PRE-STANDARD VEHICLE

Column 1 Name of the make-model preceded by the 5-digit make-model code used in NHTSA evaluatio

Column 2 Model year Column 3 Test vehicle number (6-character code for the specimen test vehicle, may be used to find a det

NHTSA test database. 

Columns 4-6 Identifies the target locations tested. Column 4 is the actual target location. Column 5 is the t

will be treated in the analysis as equivalent or corresponding to the actual location. Column 6 the actual and equivalent locations are not the same. (AP = A-Pillar, BP = B-Pillar, OP = othepillar, UR = upper roof, SR = roof side rail, SD = upper sliding door track on minivan, FH = frear header) 

Columns 7-8 Horizontal and vertical impact angles. Horizontal impact angle measures degrees away from 

Vertical angle measures degrees away from level (positive = upwards, negative = downwards)

Column 9 Test speed in km/h. The standard specifies 15 mph tests; that is approximately 24 km/h. Whe

air bag is situated beneath the target location, the standard specifies 12 mph tests; these are exanalysis and not shown in Appendices B and C. 

Columns 10-11 HIC recorded on the dummy. Column 10 is actual HIC. Column 11 is HIC adjusted up or do

impact speed = (24/SPD) x actual HIC. 

27 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST:  2312 JEEP GRAND CHEROKEE 1999 CX0307 AP1 AP1 110 29 23.8 733 748 

 AP2 AP2 202 46 23.8 867 885  AP3 AP3 160 40 23.5 687 724  BP3 BP3 80 -8 23.7 579 597  BP4 BP4 270 -9 24.0 679 679  OP1 OP1 270 8 24.1 514 509  OP2 OP2 90 -6 24.0 505 505  SR1 SR1 270 32 24.0 674 674  SR2A SR2A 270 33 24.0 804 804  UR4 UR4 90 41 24.0 872 872 

EQUIVALENT PRE-STANDARD VEHICLE:  2312 JEEP GRAND CHEROKEE 1996 PT0400 AP1 AP1 105 31 23.5 1319 1390 

 AP2 AP2 201 41 23.6 1309 1365  AP3 AP3 160 39 23.3 1348 1452  BP3 BP3 90 -3 23.5 648 683  BP4 BP4 215 -6 23.5 734 774  OP1 OP1 270 6 24.0 798 798  OP2 OP2 90 1 23.7 816 842  SR1 SR1 270 35 23.8 1412 1442  SR2A SR2A 270 33 23.7 1061 1095  UR4 UR4 90 50 23.8 1131 1155 

NOTE: THE POST-STANDARD AND PRE-STANDARD VEHICLE WERE TESTED AT THE SAME TARGET LOCATIONS. 

28 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST:  7020 DODGE NEON 2000 CY0305 AP1 AP1 144 41 23.8 593 606 

 AP2 AP2 199 50 23.4 668 712  AP3 AP3 161 48 23.7 874 902  BP1 BP1 90 22 23.9 651 658  BP3 BP3 286 -2 24.2 590 578  BP4 BP4 150 -6 23.2 879 957  RP2 RP2 70 20 23.8 605 618  SR1 SR1 270 43 24.3 725 703  SR2A SR2A 90 43 23.9 801 809  UR2 UR2 270 28 23.7 698 720 

EQUIVALENT PRE-STANDARD VEHICLE:  7020 DODGE NEON 1997 PV0300 AP1 AP1 130 42 23.6 793 827 

 AP2 AP2 205 44 23.4 926 987  AP3 AP3 154 41 23.9 1136 1148  BP1 BP1 90 11 23.9 885 894  BP3 BP3 280 2 23.6 591 616  BP4 BP4 157 -6 23.6 515 537  RP2 RP2 40 21 23.6 853 890  SR1 SR1 270 33 23.5 1085 1144  SR2A SR2A 90 27 23.1 897 987  UR2 UR2 270 25 23.3 980 1055 

NOTE: THE POST-STANDARD AND PRE-STANDARD VEHICLE WERE TESTED AT THE SAME TARGET LOCATIONS. 

29 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST:  7406 DODGE GRAND CARAVAN 2002 C20309 AP1 AP1 140 28 23.9 567 573 

 AP2 AP2 201 47 23.9 707 714  AP3 AP3 160 44 23.9 510 515  BP2 BP2 90 6 23.5 595 627  BP3 BP3 270 0 24.0 679 679  OP2 OP2 90 -4 23.5 658 694  SD SD 90 47 23.7 580 599  SR1 SR1 270 32 23.7 654 675  UR2 UR2 270 45 23.5 446 470  UR4 UR4 90 32 23.8 611 624 

EQUIVALENT PRE-STANDARD VEHICLE:  7406 DODGE GRAND CARAVAN 1996 PT0301 AP1 AP1 115 50 23.9 1749 1767 

 AP2 AP2 205 46 23.9 1417 1432  AP3 AP3 157 42 23.9 1597 1614  BP2 BP2 90 13 23.7 811 837  BP3 BP3 270 5 23.5 707 745  OP2 OP2 270 3 24.0 716 716  SD SD 90 50 23.0 694 772  SR1 SR1 270 28 23.9 1466 1481  UR2 UR2 270 50 24.1 791 783  UR4 UR4 90 49 23.8 1335 1363 

NOTE: THE POST-STANDARD AND PRE-STANDARD VEHICLE WERE TESTED AT THE SAME TARGET LOCATIONS. 

30 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 12212 FORD F150 SUPERCAB PK 2002 C20210 AP1 AP1 141 8 23.9 830 839 

 AP2 AP2 202 30 23.8 577 589  AP3 AP3 150 41 23.9 701 708  RH RH 0 50 23.5 623 657  RP2 RP2 85 8 23.9 611 617  SR2A SR2A 270 32 23.9 507 512  SR3 SR3 90 35 23.5 839 884  UR1 UR1 270 50 23.8 719 734  UR2 UR2 270 38 23.9 636 643  UR6 UR6 45 50 23.8 640 654 

EQUIVALENT PRE-STANDARD VEHICLE: 12212 FORD F150 SUPERCAB PK 1998 PW0201 AP1 AP1 110 31 23.7 1182 1220 

 AP2 AP2 201 38 23.5 1331 1403  AP3 AP3 158 38 23.6 436 455  RH RH 0 40 23.5 420 443  RP2 RP2 270 0 23.5 670 706  SR2A SR2A 270 35 23.5 1039 1095  SR31 SR3 * 270 24 23.9 679 686  UR1 UR1 270 50 23.6 1211 1263  UR2 UR2 270 50 23.4 686 731  UR3 UR6 * 270 50 23.7 962 993 

NOTE: IN THE ANALYSIS, RESULTS FOR LOCATIONS SR31 AND UR3 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO SR3 AND ON THE COMPLIANCE TEST. 

31 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 12302 FORD EXPLORER 4DR 2002 C20200 AP1 AP1 130 38 24.3 870 843 

 AP2 AP2 219 40 23.5 764 805  AP3 AP3 134 24 23.8 380 388  BP1 BP1 90 6 23.7 715 738  BP2 BP2 270 9 23.8 849 867  BP4 BP4 143 -10 23.8 534 545  FH2 FH2 90 50 23.9 477 482  OP1 OP1 90 5 23.4 462 492  SR1 SR1 270 39 23.9 805 813  UR1 UR1 270 50 23.9 438 443  UR2 UR2 360 50 23.4 447 476 

EQUIVALENT PRE-STANDARD VEHICLE: 12302 FORD EXPLORER 4DR 1998 PW0202 AP1 AP1 110 33 23.8 884 903 

 AP2 AP2 205 40 23.7 865 893  AP3 AP3 155 35 23.8 895 914  BP1 BP1 90 11 23.7 966 997  BP2 BP2 270 4 23.8 655 669  BP4 BP4 140 -5 23.7 520 537  FH2 FH2 180 50 24.0 426 426  OP1 OP1 90 1 23.5 553 583  SR1 SR1 270 31 23.6 1174 1224  UR1 UR1 270 50 23.5 1083 1142  UR2 UR2 270 50 23.7 928 958 

NOTE: THE POST-STANDARD AND PRE-STANDARD VEHICLE WERE TESTED AT THE SAME TARGET LOCATIONS. 

32 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 12402 FORD WINDSTAR WAGON 1999 CX0208 AP1 AP1 147 25 23.6 682 711 

 AP2 AP2 213 42 23.4 457 487  AP3 AP3 144 35 23.9 645 652  BP1 BP1 270 22 23.6 469 489  BP2 BP2 90 5 23.7 742 766  BP4 BP4 270 70 23.6 684 713  FH1 FH1 180 50 24.7 701 652  OP1 OP1 90 -3 23.3 592 637  OP2 OP2 270 5 23.3 635 684  RP1 RP1 317 50 23.6 686 715  RP2 RP2 90 45 23.7 843 870  SD SD 270 30 23.4 655 698  SR1 SR1 270 40 23.5 852 898  SR2A SR2A 90 45 23.7 843 870  SR3 SR3 90 50 23.9 756 764  UR UR 90 38 23.9 498 503 

EQUIVALENT PRE-STANDARD VEHICLE: 12402 FORD WINDSTAR WAGON 1998 PW0200 AP1 AP1 155 43 23.8 994 1015 

 AP2 AP2 205 46 23.8 1420 1450  AP3 AP3 155 40 24.0 1702 1702  BP1 BP1 90 21 24.0 1014 1014  BP2 BP2 90 0 23.9 738 746  BP4 BP4 207 -8 23.9 594 600  FH1 FH1 180 50 24.0 655 655  OP1 OP1 270 0 23.9 690 697  OP2 OP2 90 -1 23.6 578 603  RP1 RP1 40 44 23.9 772 780 

NOTE: IN THE ANALYSIS, RESULTS RP2 RP2 345 13 24.5 727 690 FOR LOCATIONS SR31 AND UR2 ON THE SD SD 90 28 24.0 825 825 PRE-STANDARD VEHICLE WILL BE COMPARED SR1 SR1 270 38 23.8 866 884 TO SR3 AND UR, RESPECTIVELY, SR2A SR2A 270 35 23.7 767 792 ON THE COMPLIANCE TEST. SR31 SR3 * 270 39 23.5 696 734 

 UR2 UR * 270 41 23.8 978 999 

33 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 18002 BUICK LeSABRE 2001 C10110 AP1 AP1 250 30 23.9 667 674 

 AP3 AP3 139 39 23.9 703 710  BP1 BP1 90 20 23.8 679 693  BP3 BP3 281 -6 23.9 811 820  BP4 BP4 125 -5 23.6 627 654  RP1 RP1 285 29 23.7 823 849  RP2 RP2 46 26 23.5 672 708  SR2B SR2B 90 50 24.2 785 769  SR3 SR3 270 50 23.5 695 733  UR UR 270 50 23.9 656 663 

EQUIVALENT PRE-STANDARD VEHICLE: 18002 BUICK LeSABRE 1998 PW0100 AP1 AP1 250 38 23.9 1064 1075 

 AP3 AP3 149 43 23.6 1296 1352  BP1 BP1 90 5 23.9 598 604  BP3 BP3 275 3 24.0 575 575  BP4 BP4 161 -4 24.0 547 547  RP1 RP1 290 30 23.6 692 722  RP2 RP2 67 23 23.9 575 581  SR2B SR2B 90 45 23.8 1051 1073  SR31 SR3 * 270 31 23.8 734 750  UR2 UR * 270 37 23.7 869 897 

NOTE: IN THE ANALYSIS, RESULTS FOR LOCATIONS SR31 AND UR2 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO SR3 AND THE COMPLIANCE TEST. 

34 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 20212 CHEVY SILVERADO X-CAB PK 1999 CX0115 AP1 AP1 249 25 23.6 639 666 

 AP2 AP2 119 35 23.8 452 462  AP3 AP3 216 32 23.8 540 551  RP1 RP1 274 22 23.8 727 742  RP2 RP2 90 10 23.3 621 669  SR2A SR2A 270 48 23.3 649 699  UR UR 270 50 23.5 658 694 

EQUIVALENT PRE-STANDARD VEHICLE: 20212 CHEVY C-1500 X-CAB PK 1998 PW0102 AP1 AP1 248 35 24.5 1377 1308 

 AP2 AP2 161 29 24.2 1241 1216  AP3 AP3 201 32 23.8 1035 1057  RP1 RP1 270 7 23.8 865 883  RP2 RP2 90 5 23.2 534 581  SR2A SR2A 270 23 23.8 1039 1061  UR2 UR * 270 50 23.8 532 543 

NOTE: IN THE ANALYSIS, THE RESULT FOR LOCATION UR2 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO UR ON THE COMP

35 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 20302 CHEVY TRAILBLAZER 4DR 2002 C20106 AP1 AP1 246 38 23.5 571 602 

 AP2 AP2 143 40 23.3 729 785  AP3 AP3 214 36 23.7 955 986  BP1 BP1 90 21 23.3 676 728  BP3 BP3 281 -6 23.6 850 886  BP4 BP4 122 -10 23.3 501 539  OP1 OP1 90 -10 23.9 493 498  SR2A SR2A 270 50 23.6 684 713  SR3 SR3 90 50 23.3 506 545  UR UR 270 50 23.6 569 593 

EQUIVALENT PRE-STANDARD VEHICLE: 20302 CHEVY BLAZER 4DR 1996 PT0101 AP1 AP1 113 25 23.7 1169 1206 

 AP2 AP2 206 38 23.9 1293 1307  AP3 AP3 155 36 24.2 1497 1466  BP1 BP1 90 27 23.8 669 683  BP3 BP3 270 -2 23.5 753 794  BP4 BP4 110 -10 23.4 785 836  OP1 OP1 90 5 23.9 745 753  SR2A SR2A 270 43 23.6 1199 1250  SR33 SR3 * 90 30 24.0 665 665  UR2 UR * 270 50 23.6 697 727 

NOTE: IN THE ANALYSIS, RESULTS FOR LOCATIONS SR33 AND UR2 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO SR3 AND THE COMPLIANCE TEST. 

36 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 35043 NISSAN SENTRA 2001 C15202 AP1 AP1 125 32 23.5 829 874 

 AP2 AP2 201 48 23.7 596 615  AP3 AP3 159 44 23.1 507 558  BP1 BP1 90 22 23.8 747 763  BP2 BP2 90 11 23.9 678 685  BP3 BP3 279 -3 23.8 579 591  RP1 RP1 90 15 23.6 552 576  SR1 SR1 270 46 23.4 711 757  SR2A SR2A 270 37 23.9 821 830  UR UR 270 36 24.0 832 832 

EQUIVALENT PRE-STANDARD VEHICLE: 35043 NISSAN SENTRA 1998 PW5200 AP1 AP1 113 21 23.8 907 926 

 AP2 AP2 203 47 23.8 1284 1311  AP3 AP3 157 44 24.0 1584 1584  BP1 BP1 90 12 23.8 742 758  BP2 BP2 90 12 24.4 670 643  BP3 BP3 284 -4 23.9 770 778  RP1 RP1 90 14 23.6 632 659  SR1 SR1 270 20 23.9 875 884  SR2A SR2A 270 18 24.0 689 689  UR2 UR * 270 38 24.0 955 955 

NOTE: IN THE ANALYSIS, THE RESULT FOR LOCATION UR2 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO UR ON THE COMP

37 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TESTS: 37032 HONDA ACCORD 1999 CX5303 AP2 AP2 246 40 23.2 533 580 

 BP2 BP2 90 10 23.6 546 569  RP2 RP2 70 20 24.1 704 697  SR2 SR2 90 50 24.1 538 532 

37032 HONDA ACCORD 2003 C35301 BP2 BP2 90 22 23.8 719 734 

 RP2 RP2 70 23 23.9 620 627  UR2 UR2 90 36 23.4 718 765  UR3 UR3 90 50 23.8 495 505  UR4 UR4 90 43 23.5 590 622  UR5 UR5 180 48 24.0 630 630 

EQUIVALENT PRE-STANDARD VEHICLE: 37032 HONDA ACCORD 1996 PT5300 AP2 AP2 206 50 23.9 1036 1047 

 BP2 BP2 90 20 23.7 804 830  RP2 RP2 80 8 24.0 600 600  SR2A SR2 * 270 29 24.0 1248 1248  UR2 UR2 270 38 23.8 741 757  UR3 UR3 270 50 23.8 886 905  UR4 UR4 90 46 23.9 832 841  UR5 UR5 90 39 23.9 816 825 

NOTE: IN THE ANALYSIS, THE RESULTS FOR LOCATION BP2 ON THE 1999 AND 2003 COMPLIANCE TESTS WILL BE AVERAGED; SIMILRESULT FOR LOCATION SR2A ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO SR2 ON THE 1999 COMPLIANCE TEST. 

38 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 49032 TOYOTA COROLLA 2003 C35101 AP1 AP1 124 17 23.6 674 703 

 AP3 AP3 155 50 23.6 554 578  BP1 BP1 90 12 23.6 611 637  BP2 BP2 270 4 23.5 555 585  BP3 BP3 88 -8 23.7 496 512  RP1 RP1 60 16 23.5 525 553  RP2 RP2 296 17 23.5 548 578  SR1 SR1 270 22 23.5 552 582  SR2A SR2A 90 10 23.6 374 390  UR UR 270 46 23.7 736 760 

EQUIVALENT PRE-STANDARD VEHICLE: 49032 TOYOTA COROLLA 1998 PW5100 AP1 AP1 109 21 23.7 604 623 

 AP3 AP3 157 42 23.7 627 647  BP1 BP1 90 10 24.1 702 695  BP2 BP2 270 8 23.4 553 589  BP3 BP3 83 -1 23.7 591 610  RP1 RP1 82 18 23.9 656 663  RP2 RP2 280 13 23.9 764 772  SR1 SR1 270 27 24.5 880 836  SR2A SR2A 90 17 23.7 612 632  UR2 UR * 270 37 23.6 782 816 

NOTE: IN THE ANALYSIS, THE RESULT FOR LOCATION UR2 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO UR ON THE COMP

39 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TESTS: 49040 TOYOTA CAMRY 1999 CX5107 AP1 AP1 115 30 23.9 930 940 

 AP2 AP2 221 45 23.5 733 773  AP3 AP3 121 40 23.5 752 793  BP1 BP1 270 20 23.9 720 728  BP4 BP4 118 0 23.3 691 744  RP1 RP1 286 35 24.0 641 641  RP2 RP2 71 37 23.7 941 971  SR2A SR2A 270 30 23.8 863 881  SR3 SR32 * 90 32 24.6 682 641 

49040 TOYOTA CAMRY 2002 C25101 AP1 AP1 111 20 23.5 540 569 

 AP2 AP2 221 48 23.9 634 641  AP3 AP3 145 46 23.8 491 501 

NOTE 1: IN THE ANALYSIS, THE BP1 BP1 270 8 23.9 533 539 RESULTS FOR LOCATION AP1 ON THE BP2 BP2 270 11 23.5 704 742 1999 AND 2002 COMPLIANCE TESTS BP4 BP4 110 -8 23.5 652 687 WILL BE AVERAGED; SIMILARLY RP1 RP1 295 11 23.3 541 583 FOR AP2, AP3, BP1, BP4 AND RP2. RP2 RP2 74 27 23.4 666 710 

 SR3 SR31 * 270 35 23.5 483 509  UR UR 90 45 23.5 819 863 

EQUIVALENT PRE-STANDARD VEHICLE: 49040 TOYOTA CAMRY 1998 PW5101 AP1 AP1 108 32 23.5 714 753 

 AP2 AP2 204 47 23.7 907 936  AP3 AP3 157 43 23.7 959 990 

NOTE2: THE RESULT FOR UR6 ON THE PRE- BP1 BP1 270 24 23.8 931 951 STANDARD VEHICLE WILL BE COMPARED TO BP2 BP2 270 11 24.0 922 922 UR ON THE 2002 COMPLIANCE TEST; BP4 BP4 160 -8 23.8 713 728 LIKEWISE SR31 (270 HORIZONTAL) TO RP1 RP1 270 22 23.7 620 640 SR3 (270 HORIZONTAL) IN 2002; RP2 RP2 70 21 24.0 730 730 SR32 (90 HORIZONTAL) TO SR2A SR2A 270 28 23.9 871 880 SR3 (90 HORIZONTAL) IN 1999. SR31 SR31 270 34 23.9 619 625 

 SR32 SR32 90 38 23.8 650 664  UR5 UR * 90 39 23.7 981 1012 

40 
T A R G E T IMPACT HIC(d)

 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 49202 TOYOTA TACOMA XTRACAB 2003 C35102 AP1 AP1 150 20 23.7 577 595 

 AP2 AP2 230 30 23.6 523 545  AP3 AP3 130 30 23.5 354 373  FH1 FH1 180 50 23.6 654 682  RH RH 0 34 23.4 389 414  RP1 RP1 52 17 23.4 589 627  RP2 RP2 78 1 23.7 693 715  SR1 SR1 270 25 23.4 401 427  SR2 SR2 90 31 23.4 481 512  UR UR 276 44 23.8 716 731 

EQUIVALENT PRE-STANDARD VEHICLE: 49202 TOYOTA TACOMA XTRACAB 1997 PV5102 AP1 AP1 137 35 23.7 1086 1121 

 AP2 AP2 217 30 23.8 912 931  AP3 AP3 144 30 23.7 685 707  FH1 FH1 180 50 23.6 536 559  RH RH 0 31 23.8 616 629  RP1 RP1 45 29 23.8 1037 1059  RP2 RP2 270 5 23.3 999 1076  SR1 SR1 270 33 24.0 1086 1086  SR2A SR2 * 270 31 23.9 797 805  UR5 UR * 90 50 23.5 976 1029 

NOTE: IN THE ANALYSIS, RESULTS FOR LOCATIONS SR2A AND UR5 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO SR2 AND THE COMPLIANCE TEST. 

41 
 MAKE-MODEL TEST A N G L E TEST 

 & MODEL VEH EQUIV DIFFER SPD

 CODE YEAR NO. ACTUAL TO ENT? H V km/h ACTUAL ADJ 

COMPLIANCE TEST: 63033 KIA SPECTRA 2002 C20507 AP1 AP1 130 27 23.6 684 713 

 AP2 AP2 203 50 23.9 847 856  AP3 AP3 159 45 23.9 871 880  BP1 BP1 270 17 23.7 575 593  BP4 BP4 140 -2 23.5 585 617  RP1 RP1 55 33 23.8 601 614  RP2 RP2 270 1 23.7 450 464  SR1 SR1 270 20 23.9 767 775  SR3B SR3B 270 25 24.0 526 526  UR4 UR4 90 40 23.9 763 771 

EQUIVALENT PRE-STANDARD VEHICLE: 63031 KIA SEPHIA 1997 PV0500 AP1 AP1 105 40 24.1 1526 1510 

 AP2 AP2 207 46 23.7 960 991  AP3 AP3 153 44 24.2 1344 1316  BP1 BP1 270 17 24.1 770 762  BP4 BP4 140 -6 23.4 829 883  RP1 RP1 45 39 24.1 988 978  RP2 RP2 270 0 24.1 682 675  SR1 SR1 270 42 24.1 970 960  SR32 SR3B * 270 50 23.8 604 617  UR5 UR4 * 90 50 23.8 933 953 

NOTE: IN THE ANALYSIS, RESULTS FOR LOCATIONS SR32 AND UR6 ON THE PRE-STANDARD VEHICLE WILL BE COMPARED TO SR3B ANON THE COMPLIANCE TEST. 

42 
APPENDIX C 

COMPARISON OF HIC SCORES FOR PRE-STANDARD AND POST-STANDARD VE

ON HEAD IMPACT TESTS AT MATCHING TARGET LOCATIONS 

Column 1 Name of the make-model preceded by the 5-digit make-model code used in NHTSA evaluatio

Column 2 “Generalized” target location. This is the actual target on the pre- and post-standard vehicles, 

Otherwise, it is the actual location on the post-standard vehicle (and the pre-standard vehicle wcorresponding location); in two tests on the Toyota Camry, it is the actual location on the pre-

a compliance test was conducted at a nearby, corresponding location). 

Column 3 HIC(d) on the pre-standard vehicle, speed-adjusted to 24 km/h. Column 4 HIC(d) on the post-standard vehicle, speed-adjusted to 24 km/h. Column 5 HIC(d) improvement from pre-standard to post-standard (positive = improvement, negative = Columns 6-7 Model years of the pre-standard and post-standard (compliance-tested) vehicles, respectively, Columns 8-10 Identifies the actual target locations tested. Column 8 is the actual target on the pre-standard v

the actual target on the compliance test. Column 10 flags with a * when the actual targets are 

Columns 11-12 Horizontal impact angles on the pre- and post-standard vehicles, respectively. Horizontal imp

degrees away from straight-ahead. 

Columns 13-14 Vertical impact angles on the pre- and post-standard vehicles, respectively. Vertical angle me

from level (positive = upwards, negative = downwards). 

Column 15 Quality of the match between the pre- and post-standard impacts. If the target locations are id

horizontal impact angles differ by 15 degrees or less and the vertical impact angles differ by 1an “excellent match”; if not, “other match.” 

43 
HIC(d) MODEL ACTUAL HORIZ 

 MAKE-MODEL GEN (ADJUSTED) YEAR TARGET ANGLE 

 & TARGET 

 CODE LOC PRE POST IMPROV PRE POST PRE POST DIFFER? PRE POST 

 2312 JEEP GRAND CHEROKEE AP1 1390 748 642 1996 1999 AP1 AP1 105 110 

 AP2 1365 885 480 1996 1999 AP2 AP2 201 202  AP3 1452 724 727 1996 1999 AP3 AP3 160 160  BP3 683 597 86 1996 1999 BP3 BP3 90 80  BP4 774 679 95 1996 1999 BP4 BP4 215 270  OP1 798 509 289 1996 1999 OP1 OP1 270 270  OP2 842 505 337 1996 1999 OP2 OP2 90 90  SR1 1442 674 768 1996 1999 SR1 SR1 270 270  SR2A 1095 804 291 1996 1999 SR2A SR2A 270 270  UR4 1155 872 283 1996 1999 UR4 UR4 90 90 

 7020 DODGE NEON AP1 827 606 221 1997 2000 AP1 AP1 130 144 

 AP2 987 712 275 1997 2000 AP2 AP2 205 199  AP3 1148 902 246 1997 2000 AP3 AP3 154 161  BP1 894 658 236 1997 2000 BP1 BP1 90 90  BP3 616 578 38 1997 2000 BP3 BP3 280 286  BP4 537 957 -420 1997 2000 BP4 BP4 157 150  RP2 890 618 272 1997 2000 RP2 RP2 40 70  SR1 1144 703 441 1997 2000 SR1 SR1 270 270  SR2A 987 809 178 1997 2000 SR2A SR2A 90 90  UR2 1055 720 335 1997 2000 UR2 UR2 270 270 

 7406 DODGE GRAND CARAVAN AP1 1767 573 1194 1996 2002 AP1 AP1 115 140 

 AP2 1432 714 717 1996 2002 AP2 AP2 205 201  AP3 1614 515 1098 1996 2002 AP3 AP3 157 160  BP2 837 627 210 1996 2002 BP2 BP2 90 90  BP3 745 679 66 1996 2002 BP3 BP3 270 270  OP2 716 694 22 1996 2002 OP2 OP2 270 90  SD 772 599 173 1996 2002 SD SD 90 90  SR1 1481 675 806 1996 2002 SR1 SR1 270 270  UR2 783 470 313 1996 2002 UR2 UR2 270 270  UR4 1363 624 739 1996 2002 UR4 UR4 90 90 

44 
HIC(d) MODEL ACTUAL HORIZ 

 MAKE-MODEL GEN (ADJUSTED) YEAR TARGET ANGLE 

 & TARGET 

 CODE LOC PRE POST IMPROV PRE POST PRE POST DIFFER? PRE POST 

12212 FORD F150 SUPERCAB PK AP1 1220 839 381 1998 2002 AP1 AP1 110 141 

 AP2 1403 589 814 1998 2002 AP2 AP2 201 202  AP3 455 708 -254 1998 2002 AP3 AP3 158 150  RH 443 657 -214 1998 2002 RH RH 0 0  RP2 706 617 89 1998 2002 RP2 RP2 270 85  SR2A 1095 512 583 1998 2002 SR2A SR2A 270 270  SR3 686 884 -198 1998 2002 SR31 SR3 * 270 90  UR1 1263 734 529 1998 2002 UR1 UR1 270 270  UR2 731 643 88 1998 2002 UR2 UR2 270 270  UR6 993 654 339 1998 2002 UR3 UR6 * 270 45 

12302 FORD EXPLORER 4DR AP1 903 843 59 1998 2002 AP1 AP1 110 130 

 AP2 893 805 87 1998 2002 AP2 AP2 205 219  AP3 914 388 526 1998 2002 AP3 AP3 155 134  BP1 997 738 259 1998 2002 BP1 BP1 90 90  BP2 669 867 -198 1998 2002 BP2 BP2 270 270  BP4 537 545 -9 1998 2002 BP4 BP4 140 143  FH2 426 482 -56 1998 2002 FH2 FH2 180 90  OP1 583 492 91 1998 2002 OP1 OP1 90 90  SR1 1224 813 411 1998 2002 SR1 SR1 270 270  UR1 1142 443 699 1998 2002 UR1 UR1 270 270  UR2 958 476 481 1998 2002 UR2 UR2 270 360 

45 
HIC(d) MODEL ACTUAL HORIZ 

 MAKE-MODEL GEN (ADJUSTED) YEAR TARGET ANGLE 

 & TARGET 

 CODE LOC PRE POST IMPROV PRE POST PRE POST DIFFER? PRE POST 

12402 FORD WINDSTAR WAGON AP1 1015 711 304 1998 1999 AP1 AP1 155 147 

 AP2 1450 487 963 1998 1999 AP2 AP2 205 213  AP3 1702 652 1050 1998 1999 AP3 AP3 155 144  BP1 1014 489 525 1998 1999 BP1 BP1 90 270  BP2 746 766 -20 1998 1999 BP2 BP2 90 90  BP4 600 713 -113 1998 1999 BP4 BP4 207 270  FH1 655 652 3 1998 1999 FH1 FH1 180 180  OP1 697 637 60 1998 1999 OP1 OP1 270 90  OP2 603 684 -81 1998 1999 OP2 OP2 90 270  RP1 780 715 65 1998 1999 RP1 RP1 40 317  RP2 690 870 -179 1998 1999 RP2 RP2 345 90  SD 825 698 127 1998 1999 SD SD 90 270  SR1 884 898 -14 1998 1999 SR1 SR1 270 270  SR2A 792 870 -78 1998 1999 SR2A SR2A 270 90  SR3 734 764 -30 1998 1999 SR31 SR3 * 270 90  UR 999 503 495 1998 1999 UR2 UR * 270 90 

18002 BUICK LeSABRE AP1 1075 674 401 1998 2001 AP1 AP1 250 250 

 AP3 1352 710 641 1998 2001 AP3 AP3 149 139  BP1 604 693 -89 1998 2001 BP1 BP1 90 90  BP3 575 820 -245 1998 2001 BP3 BP3 275 281  BP4 547 654 -107 1998 2001 BP4 BP4 161 125  RP1 722 849 -128 1998 2001 RP1 RP1 290 285  RP2 581 708 -127 1998 2001 RP2 RP2 67 46  SR2B 1073 769 304 1998 2001 SR2B SR2B 90 90  SR3 750 733 17 1998 2001 SR31 SR3 * 270 270  UR 897 663 234 1998 2001 UR2 UR * 270 270 

20212 CHEVY C-1500/ AP1 1308 666 641 1998 1999 AP1 AP1 248 249 

 SILVERADO X-CAB PK AP2 1216 462 754 1998 1999 AP2 AP2 161 119 

 AP3 1057 551 505 1998 1999 AP3 AP3 201 216  RP1 883 742 141 1998 1999 RP1 RP1 270 274  RP2 581 669 -87 1998 1999 RP2 RP2 90 90  SR2A 1061 699 362 1998 1999 SR2A SR2A 270 270  UR 543 694 -150 1998 1999 UR2 UR * 270 270 

46 
HIC(d) MODEL ACTUAL HORIZ 

 MAKE-MODEL GEN (ADJUSTED) YEAR TARGET ANGLE 

 & TARGET 

 CODE LOC PRE POST IMPROV PRE POST PRE POST DIFFER? PRE POST 

20302 CHEVY BLAZER/ AP1 1206 602 604 1996 2002 AP1 AP1 113 246 

 TRAILBLAZER 4DR AP2 1307 785 522 1996 2002 AP2 AP2 206 143 

 AP3 1466 986 481 1996 2002 AP3 AP3 155 214  BP1 683 728 -45 1996 2002 BP1 BP1 90 90  BP3 794 886 -93 1996 2002 BP3 BP3 270 281  BP4 836 539 297 1996 2002 BP4 BP4 110 122  OP1 753 498 255 1996 2002 OP1 OP1 90 90  SR2A 1250 713 537 1996 2002 SR2A SR2A 270 270  SR3 665 545 120 1996 2002 SR33 SR3 * 90 90  UR 727 593 133 1996 2002 UR2 UR * 270 270 

35043 NISSAN SENTRA AP1 926 874 52 1998 2001 AP1 AP1 113 125 

 AP2 1311 615 696 1998 2001 AP2 AP2 203 201  AP3 1584 558 1026 1998 2001 AP3 AP3 157 159  BP1 758 763 -5 1998 2001 BP1 BP1 90 90  BP2 643 685 -42 1998 2001 BP2 BP2 90 90  BP3 778 591 187 1998 2001 BP3 BP3 284 279  RP1 659 576 83 1998 2001 RP1 RP1 90 90  SR1 884 757 127 1998 2001 SR1 SR1 270 270  SR2A 689 830 -141 1998 2001 SR2A SR2A 270 270  UR 955 832 123 1998 2001 UR2 UR * 270 270 

37032 HONDA ACCORD AP2 1047 580 467 1996 1999 AP2 AP2 206 246 

 BP2 830 652 178 1996 AVG 99 & 03 BP2 BP2 90 90  RP2 600 662 -62 1996 AVG 99 & 03 RP2 RP2 80 70  SR2 1248 532 716 1996 1999 SR2A SR2 * 270 90  UR2 757 765 -8 1996 2003 UR2 UR2 270 90  UR3 905 505 399 1996 2003 UR3 UR3 270 90  UR4 841 622 219 1996 2003 UR4 UR4 90 90  UR5 825 630 195 1996 2003 UR5 UR5 90 180 

47 
HIC(d) MODEL ACTUAL HORIZ 

 MAKE-MODEL GEN (ADJUSTED) YEAR TARGET ANGLE 

 & TARGET 

 CODE LOC PRE POST IMPROV PRE POST PRE POST DIFFER? PRE POST 

49032 TOYOTA COROLLA AP1 623 703 -80 1998 2003 AP1 AP1 109 124 

 AP3 647 578 69 1998 2003 AP3 AP3 157 155  BP1 695 637 58 1998 2003 BP1 BP1 90 90  BP2 589 585 4 1998 2003 BP2 BP2 270 270  BP3 610 512 98 1998 2003 BP3 BP3 83 88  RP1 663 553 110 1998 2003 RP1 RP1 82 60  RP2 772 578 194 1998 2003 RP2 RP2 280 296  SR1 836 582 254 1998 2003 SR1 SR1 270 270  SR2A 632 390 242 1998 2003 SR2A SR2A 90 90  UR 816 760 56 1998 2003 UR2 UR * 270 270 

49040 TOYOTA CAMRY AP1 753 754 -2 1998 AVG 99 & 02 AP1 AP1 108 113 

 AP2 936 707 229 1998 AVG 99 & 02 AP2 AP2 204 221  AP3 990 647 343 1998 AVG 99 & 02 AP3 AP3 157 133  BP1 951 633 318 1998 AVG 99 & 02 BP1 BP1 270 270  BP2 922 742 180 1998 2002 BP2 BP2 270 270  BP4 728 716 12 1998 AVG 99 & 02 BP4 BP4 160 114  RP1 640 612 28 1998 AVG 99 & 02 RP1 RP1 270 291  RP2 730 840 -110 1998 AVG 99 & 02 RP2 RP2 70 73  SR2A 880 881 -1 1998 1999 SR2A SR2A 270 270  SR31 625 509 116 1998 2002 SR31 SR3 * 270 270  SR32 664 641 23 1998 1999 SR32 SR3 * 90 90  UR 1012 863 149 1998 2002 UR5 UR * 90 90 

49202 TOYOTA TACOMA XTRACAB AP1 1121 595 525 1997 2003 AP1 AP1 137 150 

 AP2 931 545 386 1997 2003 AP2 AP2 217 230  AP3 707 373 334 1997 2003 AP3 AP3 144 130  FH1 559 682 -123 1997 2003 FH1 FH1 180 180  RH 629 414 215 1997 2003 RH RH 0 0  RP1 1059 627 431 1997 2003 RP1 RP1 45 52  RP2 1076 715 361 1997 2003 RP2 RP2 270 78  SR1 1086 427 659 1997 2003 SR1 SR1 270 270  SR2 805 512 293 1997 2003 SR2A SR2 * 270 90  UR 1029 731 298 1997 2003 UR5 UR * 90 276 

48 
HIC(d) MODEL ACTUAL HORIZ 

 MAKE-MODEL GEN (ADJUSTED) YEAR TARGET ANGLE 

 & TARGET 

 CODE LOC PRE POST IMPROV PRE POST PRE POST DIFFER? PRE POST 

63031 KIA SEPHIA/ AP1 1510 713 797 1997 2002 AP1 AP1 105 130 63033 KIA SPECTRA AP2 991 856 135 1997 2002 AP2 AP2 207 203 

 AP3 1316 880 436 1997 2002 AP3 AP3 153 159  BP1 762 593 169 1997 2002 BP1 BP1 270 270  BP4 883 617 267 1997 2002 BP4 BP4 140 140  RP1 978 614 364 1997 2002 RP1 RP1 45 55  RP2 675 464 211 1997 2002 RP2 RP2 270 270  SR1 960 775 185 1997 2002 SR1 SR1 270 270  SR3B 617 526 91 1997 2002 SR32 SR3B * 270 270  UR4 953 771 182 1997 2002 UR5 UR4 * 90 90 

49