Circle Testing of Two Recreational 

Off-Highway Vehicles on a Dirt Surface 

for: 

Consumer Product Safety Commission 

June 2013 

Vehicle Dynamics Division 

7349 Worthington-Galena Rd. 

Columbus, Ohio 43085 
Circle Testing of Two Recreational 

Off-Highway Vehicles on a Dirt Surface 

for: 

Consumer Product Safety Commission 

“These comments are those of S-E-A, Ltd. staff, and they have not been reviewed 

or approved by, and may not necessarily reflect the views of, the Commission.” 

Report prepared by Gary J. Heydinger, Ph.D., P.E. 

Vehicle Dynamics Division 

7349 Worthington-Galena Rd. 

Columbus, Ohio 43085 
TABLE OF CONTENTS 

1. OVERVIEW .................................................................................................................. 1

2. DYNAMIC TESTING................................................................................................... 2

3. DISCUSSION OF TEST RESULTS ............................................................................. 5

Appendix A: Circle Test Results – Vehicle F.................................................... Appendix A Page 1 

Appendix B: Circle Test Results – Vehicle G ................................................... Appendix B Page 1 
1

1. OVERVIEW 

This report contains results from measurements made by S-E-A, Ltd., for the U.S. Consumer 

Product Safety Commission (CPSC), under Contract CPSC-D-11-0003, Task Order 0002. The 

objective of this task is: 

• To conduct circle tests consistent with SAE J266 protocol on an off-highway test surface. 

Two previous reports, both published in 2011, titled Vehicle Characteristics Measurements of 

Recreational Off-Highway Vehicles1

 and Vehicle Characteristics Measurements of Recreational 

Off-Highway Vehicles – Additional Results for Vehicle J,

2

 contain numerous laboratory and 

dynamic (test track) measurement results for 10 Recreational Off-Highway Vehicles (ROVs). 

All of the dynamic test results contained in these two reports are for testing conducted on asphalt. 

As mentioned above, the goal of this effort was to conduct circle tests on an off-highway surface, 

and in this case, a dirt surface was used for the testing. 

Two of the 10 vehicles tested previously, Vehicle F and Vehicle G, were selected by CPSC for 

testing on the off-highway surface. 

The surface used for testing was located at the Transportation Research Center, Inc. (TRC). TRC 

prepared the surface by cutting and removing any grass and topsoil necessary to produce a 

circular dirt track. The circular track had an inside radius of nominally 95 ft and an outside 

radius of nominally 115 ft (200 ft diameter, 20 ft wide circular dirt test track). Overall, the 

prepared circular track was smooth and flat. 

The CPSC ROV outriggers used for previous testing on asphalt surfaces had the potential to dig 

into the soil surface and disrupt the testing. Therefore, both vehicles were tested without the use 

of safety outriggers to prevent tip ups or rollover. Also, both vehicles were tested in one loading 

condition, a representative Operator and Passenger loading configuration. 

This report contains three main sections and two appendices that contain test results. The three 

report sections are Overview, Dynamic Testing, and Discussion of Test Results. Appendix A 

contains test results for Vehicle F, and Appendix B contains test results for Vehicle G. 

 

1 Vehicle Characteristics Measurements of Recreational Off-Highway Vehicles, CPSC Contract CPSC-S-10-0014, 

S-E-A, Ltd. Report to CPSC, April 2011. http://www.cpsc.gov/library/foia/foia11/os/rov.pdf. 

2

 Vehicle Characteristics Measurements of Recreational Off-Highway Vehicles – Additional Results for Vehicle J, 

CPSC Contract CPSC-S-10-0014, S-E-A, Ltd. Report to CPSC, August 2011. 

http://www.cpsc.gov/PageFiles/93928/rovj.pdf. 
2

2. DYNAMIC TESTING 

The dynamic tests, conducted on June 27, 2012, included circle tests on the prepared dirt circle at 

TRC, as well as on the flat dry asphalt surface of TRC’s Vehicle Dynamics Area (VDA). 

All of the dynamic tests were performed in one loading configuration, namely a loading 

configuration that represented the weight of the Operator and Passenger loading configuration as 

used in previous CPSC testing and described in detail in the previous CPSC reports. The total 

weigh added to each vehicle above its curb weight was nominally 426 lb, the weight of two 213 

lb (95% percentile male) occupants. For this testing, the data acquisition equipment, auxiliary 12 

V battery, and on-vehicle sensors and electronics weighed nominally 110 lb, and the test driver 

weighed 182 lb. To bring the total vehicle weight to the Operator and Passenger weight, a water 

dummy was placed in the front passengers seat. The water dummy was filled with water and 

foam to achieve a weight of nominally 134 lb. 

Table 1 contains information on the actual Operator and Passenger loading conditions (as 

reported in the previous CPSC report) and the loading conditions used on July 27, 2012, for 

conducting the circle tests on the off-highway surface. Both vehicles were loaded to approximate 

the total vehicle weight of the Operator and Passenger loading configuration, and test equipment 

was positioned on the test vehicles to approximate the lateral center-of-gravity (CG) position and 

longitudinal CG position of the Operator and Passenger loading configuration. 

Table 1: Loading Conditions of Test Vehicles 

Vehicle F Vehicle G 

 

Operator & 

Passenger 

Loading 

Off-Highway 

Loading 

June 27, 2012

Operator & 

Passenger 

Loading 

Off-Highway 

Loading 

June 27, 2012

Total Vehicle Weight (lb) 1688.0 1691.7 2179.2 2186.6 

Left Front Weight (lb) 362.2 367.6 497.8 492.3 

Right Front Weight (lb) 367.8 360.5 494.5 490.0 

Left Rear Weight (lb) 477.3 474.3 580.8 586.8 

Right Rear Weight (lb) 480.7 489.3 606.1 617.5 

Front Track Width (in) 50.35 50.35 51.73 51.73 

Rear Track Width (in) 48.70 48.70 51.75 51.75 

Average Track Width (in) 49.53 49.53 51.74 51.74 

Wheelbase (in) 75.05 75.05 79.15 79.15 

CG Longitudinal (in) 42.59 42.75 43.11 43.59 

CG Lateral (in) 0.13 0.12 0.26 0.34 

Steering Ratio (deg/deg) 14.8 14.8 14.7 14.7 
3

Table 2 lists the instrumentation used during the dynamic testing. The RT3002 was mounted in 

the cargo area of both vehicles, and its longitudinal, lateral, and vertical offsets to the actual 

vehicle CG location were measured and entered into the RT3002 system software. This 

information was used to translate the measured quantities to those at the CG of the vehicle. The 

lateral accelerations measured and reported here are accelerations parallel to the road plane, as 

opposed to vehicle body fixed accelerations. 

No automated steering controller was required for this testing. A Sensor Developments, Inc., 

sensor was used to measure steering wheel angle for these tests. A photograph of this sensor 

mounted on one of the test vehicles is shown in Figure 2. A portion of the circular dirt test track 

can be seen in the background of Figure 2, and a more close-up view of the dirt surface is shown 

in Figure 3. 

Table 2: Instrumentation Used During Dynamic Testing 

Transducer Measurement Range Accuracy or 

Linearity

Longitudinal, Lateral, and Vertical 

Accelerations ± 10 g 0.1% 1σ

Roll, Pitch, and Yaw Rates ± 100 deg/s 0.1% 1σ

Speed No Limit 

Specified 0.2% 1σ

Roll and Pitch Angles No Limit 

Specified 0.03° 1σ

Oxford Technical 

Solutions 

RT3002 Inertial and

GPS Navigation 

System 

Vehicle Heading and Sideslip Angle No Limit 

Specified 0.1° 1σ

Sensor 

Developments, Inc. 

Model 01184 

Steering Wheel Angle + 1638 deg + 0.20 deg 

Consistent with SAE Standard J266,3

 constant radius circle tests involve driving a vehicle on a 

circular path of constant radius (100 ft in this case). The test vehicles were driven in the 

clockwise (CW) and counterclockwise (CCW) directions. For this testing, the vehicles were 

driven from a very low speed up to a speed close to the highest speed that the test driver felt 

comfortable would not tip-up or roll over the test vehicle. 

The slowly increasing speed method, as opposed to a discrete speed method, was used for these 

tests. It is more efficient to conduct slowly increasing speed circle tests than discrete speed circle 

tests, and the data reduction process is more straightforward. 

Detailed results from all of the circle tests are contained in the appendices. The circle tests were 

conducted in sets of two tests each, one in the CW direction, and one in the CCW direction. For 

Vehicle F, six sets of circle tests were conducted on the dirt surface, and two sets were conducted 

 

3

 SAE Surface Vehicle Recommended Practice - Steady-State Directional Control Test Procedures for Passenger 

Cars and Light Trucks, SAE J266, 1996. 
4

on the asphalt surface. For Vehicle G, three sets of circle tests were conducted on the dirt surface 

and two sets were conducted on the asphalt surface. 

Figure 1: Steering Wheel Angle Sensor Mounted in Test Vehicle 

Figure 2: Prepared Dirt Surface after Several Tests were Completed 
5

3. DISCUSSION OF TEST RESULTS 

Constant radius (100 ft) circle test results for the representative Operator and Passenger loading 

configuration for Vehicle F are contained in Appendix A and for Vehicle G in Appendix B. 

The first eight pages of Appendix A and the first five pages of Appendix B each contain test 

results from one set of circle tests, which each consists of one CW test and CCW test. The top 

half of these pages contain time domain plots of Steer Angle, Lateral Acceleration, Speed, Roll 

Angle, and Yaw Rate. All of the test data are sampled at 100 Hz. For the circle test results, the 

data shown were digitally low-pass filtered to 1.0 Hz, using a phaseless, eighth-order, 

Butterworth filter. The time domain data shown for each vehicle contain all of the data from the 

time the test driver started the data acquisition (prior to starting to move on the circle) to the time 

the test driver ended the data acquisition at the end of the test. The thin black lines for the CW 

and CCW tests show this full range of data. The thicker lines (red for CW and blue for CCW) 

indicate the range of data from the time the vehicle attained a speed of 4.0 mph, which is a lateral 

acceleration of 0.01 g on a 100 ft radius circle, until the maximum speed for each test was 

achieved (generally resulting in a maximum lateral acceleration of between 0.4 and 0.5 g.). 

The bottom half of the pages show graphs of Handwheel Steer Angle versus Ay (lateral 

acceleration). The CW test results are in the upper right quadrants of the graphs, and the CCW 

test results are in the lower left quadrants of the graphs. The thin red lines show data in the range 

of vehicle speeds from 4.0 mph to maximum speed achieved during each test. For both the CW 

and CCW data, there are thicker lines indicating second-order polynomial curve fits to the data. 

The red circles on these graphs are the geometric Ackermann steer angles, a function of the 

steering ratio (K) times the wheelbase (L) divided by the circle radius (R), given by: 

R

LK)/180(

SW Geometric( )mannkerAc

π × ×

δ =

For Vehicle F, Pages 1 through 6 of Appendix A contain results for the six sets of circle tests on 

dirt, and Pages 7 and 8 contains results for the two sets on asphalt. The data from the tests 

conducted on dirt are not as smooth or as repeatable as the data from the tests on the asphalt 

surface. The graphs indicate that the driver’s steering inputs were more active (i.e., requiring 

larger magnitude steering corrections) at all test speeds for the tests conduced on dirt than on 

asphalt. Lateral acceleration, roll angle, and yaw rate responses were also less smooth for the 

tests conducted on the dirt surface. As the circle tests on the dirt surface progressed, slight ruts 

and ridges formed along the wheel paths of travel. These ruts and ridges likely contributed to the 

less smooth vehicle responses and driver steering inputs. 

Page 9 of Appendix A shows summary curve fit results for all six sets of tests on dirt (black 

lines) and both sets of tests on asphalt (red lines) for Vehicle F. The results for the two tests on 

asphalt are very repeatable, and they are quite similar to the results obtained for Vehicle F from 

the previous 2011 testing with outriggers. This current testing indicates (as did the 2011 testing) 

that on asphalt, this vehicle exhibits a transition from understeer to oversteer at lateral 

acceleration levels below 0.2 g. 
6

However, the six sets of tests conducted on dirt indicate varying results. Some of the curve fit 

trends indicate understeer characteristics and some of them indicate transition to oversteer, like 

the tests on asphalt did. The variations in the relatively large steering corrections for the tests 

conducted on dirt were the primary cause of the lack of repeatability in the trends of the 

understeer characteristic curves. Also, the steering magnitude required at low lateral acceleration 

levels is less on the dirt surface than it is on asphalt. This suggests that front tire tread interaction 

with the soil provides greater cornering (lateral) forces on the front axle in soil than on asphalt. 

Page 10 of Appendix A shows results from Set #1 tests on dirt and Set #1 tests on asphalt for 

Vehicle F. The red lines are the underlying data, the black lines are the second-order polynomial 

curve fits to the data, and the black circles are discrete points from averaging 0.5 second intervals 

(500 samples) of handwheel angle and lateral acceleration. Basically, this was done to see if 

using values averaged over some time range (instead of a curve fit) would provide a better 

(smoother) fit to the underlying data. The discrete points are generally scattered around the curve 

fit lines; but the scatter is greater for the tests on the dirt surface than for the tests on asphalt. 

For Vehicle G, pages 1 through 3 of Appendix B contain results for the three sets of circle tests 

on dirt and pages 4 and 5 contain results for the two sets on asphalt. As was the case for Vehicle 

F, the data from the tests conducted on dirt are not as smooth or as repeatable as the data from the 

tests on the asphalt surface. Again, the graphs indicate that the driver’s steering inputs were 

more active (i.e., requiring larger magnitude steering corrections) at all test speeds for the tests 

conducted on dirt than on asphalt. Lateral acceleration, roll angle, and yaw rate responses were 

also less smooth for the tests conducted on the dirt surface. As the circle tests on the dirt surface 

progressed, slight ruts and ridges formed along the wheel paths of travel. These ruts and ridges 

likely contributed to the less smooth vehicle responses and driver steering inputs. 

Page 6 of Appendix B shows summary curve fit results for all three sets of tests on dirt (black 

lines) and both sets of tests on asphalt (red lines) for Vehicle G. The results for the two tests on 

asphalt are very repeatable, and they are quite similar to the results obtained for Vehicle G from 

the previous 2011 testing with outriggers. This current testing indicates (as did the 2011 testing) 

that on asphalt, this vehicle exhibits understeer at all lateral acceleration levels. 

However, the three sets of tests conducted on dirt indicate varying results. Some of the curve fit 

trends indicate transition to oversteer and some of them indicate understeer at all lateral levels, 

like the tests on asphalt did. For the tests conducted on dirt, the variations in the relatively large 

steering corrections were the primary cause for the lack of repeatability in the trends of the 

understeer characteristic curves. 

Page 7 of Appendix B shows results from Set #1 tests on dirt and Set #1 tests on asphalt for 

Vehicle G. The red lines are the underlying data, the black lines are the second-order polynomial 

curve fits to the data, and the black circles are discrete points from averaging 0.5 second intervals 

(500 samples) of handwheel angle and lateral acceleration. The discrete points are generally 

scattered around the curve fit lines; but again, the scatter is greater for the tests on the dirt surface 

than for the tests on asphalt. 
Appendix A: Circle Test Results – Vehicle F Page #1

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #1

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #1
Appendix A: Circle Test Results – Vehicle F Page #2

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #2

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #2
Appendix A: Circle Test Results – Vehicle F Page #3

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #3

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #3
Appendix A: Circle Test Results – Vehicle F Page #4

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #4

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #4
Appendix A: Circle Test Results – Vehicle F Page #5

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #5

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #5
Appendix A: Circle Test Results – Vehicle F Page #6

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #6

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #6
Appendix A: Circle Test Results – Vehicle F Page #7

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Asphalt - Set #1

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Asphalt - Set #1
Appendix A: Circle Test Results – Vehicle F Page #8

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-150

-100

-50

0

50

100

150

Steer Angle (deg)

Vehicle F - Tests on Asphalt - Set #2

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Asphalt - Set #2
Appendix A: Circle Test Results – Vehicle F Page #9

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-100

-50

0

50

100

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Summary of All Tests

Tests on Dirt

Tests on Asphalt
Appendix A: Circle Test Results – Vehicle F Page #10

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Dirt - Set #1

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle F - Tests on Asphalt - Set #1
Appendix B: Circle Test Results – Vehicle G Page #1

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-100

0

100

Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #1

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #1
Appendix B: Circle Test Results – Vehicle G Page #2

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-100

0

100

Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #2

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #2
Appendix B: Circle Test Results – Vehicle G Page #3

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-100

0

100

Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #3

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #3
Appendix B: Circle Test Results – Vehicle G Page #4

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-100

0

100

Steer Angle (deg)

Vehicle G - Tests on Asphalt - Set #1

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Asphalt - Set #1
Appendix B: Circle Test Results – Vehicle G Page #5

0 100 200 300

0

10

20

30

Speed (mph)

0 100 200 300

-100

0

100

Steer Angle (deg)

Vehicle G - Tests on Asphalt - Set #2

0 100 200 300

-0.4

-0.2

0

0.2

0.4

0.6

Lateral Acceleration (g)

Time (sec)

0 100 200 300

-5

0

5

Roll Angle (deg)

0 100 200 300

-40

-20

0

20

40

Yaw Rate (deg/sec)

Time (sec)

CW

CCW

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Asphalt - Set #2
Appendix B: Circle Test Results – Vehicle G Page #6

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Summary of All Tests

Tests on Dirt

Tests on Asphalt
Appendix B: Circle Test Results – Vehicle G Page #7

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Dirt - Set #1

-0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5

-150

-100

-50

0

50

100

150

Ay (g)

Handwheel Steer Angle (deg)

Vehicle G - Tests on Asphalt - Set #1