## 4 Results and Discussion
### Measurement Results with SUV
The impact of load and its position on the center of gravity's height of SUV is given in Table 10. Table 10 shows the impact of the load and its distribution on the theoretical speed of crossing the bend with a radius of 40 m at the limit of overturning, too. The SUV has in general a higher position of the center of gravity (0.67 m) than the hatchback (0.56 m) since it is a higher vehicle. Placing the load of 72.5 kg on the vehicle's floor caused a reduction in the height of the center of gravity by 1.5 cm. This also occurred because the center of gravity of the load was probably under the center of gravity of the empty vehicle and also due to the overall drop of the car body in the suspension. When the center of gravity would have been at the peak, the load in the luggage compartment and in the roof box, in the case of air or hydraulic suspension which keeps the same clear height from the vehicle's load, the center of gravity was even higher [96]. However, the body fell by 9 cm in the suspension owing to load stowage, and thus, it led to moderation of the center of gravity's increase as well. Since the body dropped by 9 cm with a load of 472.5 kg, this means that with every 52.5 kg of load, the body drops by 1 cm. The suspension constant of both hatchback and SUV vehicles can be further used in the calculation of the change in the height of the center of gravity due to the loading of additional cargo. Without the use of data on how many cm the vehicle body drops under different loads, the calculation results would be significantly inaccurate. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline \multirow{2}{*}{**Variant**} & \multirow{2}{*}{**hc (m)**} & \multirow{2}{*}{\begin{tabular}{c} **Change (\%)/** \\ **(m)** \\ \end{tabular} } & \multirow{2}{*}{\begin{tabular}{c} **Theoretical** \\ **Speed Limit** \\ **(km-h-1)** \\ \end{tabular} } & \multirow{2}{*}{\
\begin{tabular}{c} **Change (\%)/** \\ **(km-h-1)** \\ \end{tabular} } & \multirow{2}{*}{
\begin{tabular}{c} **Theoretical** \\ **follower Angle** \\ **(\(\cdot\))** \\ \end{tabular} } \\ \hline Empty vehicle & 0.67 & 0.00/0.00 & 81.12 & 0.00/0.00 & 50.23 \\ Load in the roof box only, 72 kg & 0.71 & 5.97/0.04 & 78.77 & \(-\)2.90/\(-\)2.35 & 48.66 \\ Load in the luggage & & & & & \\ compartment, on the lovered & & & & & \\ rear seats, 400 kg, on the floor & & & & & \\ in front of the lowered rear & 0.69 & 2.99/0.02 & 79.91 & \(-\)1.49/\(-\)1.21 & 49.47 \\ seats, and on the floor in front & & & & & \\ of the front seat, 72.5 kg & & & & & \\ Load in the load compartment, & & & & & \\ on the lowered rear seats, & & & & & \\
400 kg, and in the roof box, & & & & & \\
72.5 kg & & & & & \\ Load on the floor, 72.5 kg & 0.66 & \(-\)1.49/\(-\)0.01 & 81.74 & \(+\)0.76/\(+\)0.62 & 50.73 \\ \hline \hline \end{tabular}
\end{table} 
Table 10: The height of the SUV’s center of gravity and the theoretical speed of driving at the limit of overturning and theoretical rollover angle. The theoretical speed at the overturning limit of the empty vehicle is 81.12 km\(\cdot\)h\({}^{-1}\). Placing the load on the floor slightly increased the theoretical speed. However, in all the other cases the load decreased the speed, as follows from Table 10.  
Based on the data from Tables 9 and 10, Figure 8 shows the positions of the center of gravity depending on the load distribution. Each variant of load distribution has a certain color. The highest center of gravity and the furthest from the front axle is when the load is in the vehicle and in the roof box (Figure 8, red color). The lowest position of the center of gravity (yellow color) was when the load of 72.5 kg was placed on the vehicle's floor. However, this caused the center of gravity to be shifted towards the front axle. The authors of publication [97] determined the center of gravity's height of a comparable vehicle, i.e., Skoda Yeti, without a load and without a driver. This was accomplished by a device designed for measuring the moment of inertia.