49 CFR Part 571 — Federal Motor Vehicle Safety Standards

PART 571—FEDERAL MOTOR VEHICLE SAFETY STANDARDS Authority: 49 U.S.C. 322, 30111, 30115, 30117, and 30166; delegation of authority at 49 CFR 1.95. Editorial Note: Nomenclature changes to part 571 appear at 69 FR 18803, Apr. 9, 2004. Subpart A—General § 571.1 Scope. This part contains the Federal Motor Vehicle Safety Standards for motor vehicles and motor vehicle equipment established under section 103 of the National Traffic and Motor Vehicle Safety Act of 1966 (80 Stat. 718). [33 FR 19703, Dec. 25, 1968. Redesignated at 35 FR 5118, Mar. 26, 1970] § 571.3 Definitions. (a) Statutory definitions. (b) Other definitions. Act Approved, Boat trailer Bus Curb weight Designated seating capacity Designated seating position (1) For vehicles manufactured prior to September 1, 2011, any plan view location capable of accommodating a person at least as large as a 5th percentile adult female, if the overall seat configuration and design and vehicle design is such that the position is likely to be used as a seating position while the vehicle is in motion, except for auxiliary seating accommodations such as temporary or folding jump seats. Any bench or split-bench seat in a passenger car, truck or multipurpose passenger vehicle with a GVWR less than 4,536 kilograms (10,000 pounds), having greater than 127 centimeters (50 inches) of hip room (measured in accordance with Society of Automotive Engineers (SAE) Recommended Practice J1100a, revised September 1975, “Motor Vehicle Dimensions” (incorporated by reference, see § 571.5), shall have not less than three designated seating positions, unless the seat design or vehicle design is such that the center position cannot be used for seating. For the sole purpose of determining the classification of any vehicle sold or introduced into interstate commerce for purposes that include carrying students to and from school or related events, any location in such vehicle intended for securement of an occupied wheelchair during vehicle operation shall be regarded as four designated seating positions. (2) For vehicles manufactured on and after September 1, 2011, designated seating position Driver Driver air bag Driver dummy Driver's designated seating position Emergency brake 5th percentile adult female Firefighting vehicle Fixed collision barrier (1) The surface is sufficiently large that when struck by a tested vehicle, no portion of the vehicle projects or passes beyond the surface. (2) The approach is a horizontal surface that is large enough for the vehicle to attain a stable attitude during its approach to the barrier, and that does not restrict vehicle motion during impact. (3) When struck by a vehicle, the surface and its supporting structure absorb no significant portion of the vehicle's kinetic energy, so that a performance requirement described in terms of impact with a fixed collision barrier must be met no matter how small an amount of energy is absorbed by the barrier. Forward control Full trailer Gross axle weight rating GAWR Gross combination weight rating GCWR Gross vehicle weight rating GVWR H-Point Head impact area (a) At each designated seating position, place the pivot point of the measuring device— (1) For seats that are adjustable fore and aft, at— (i) The seating reference point; and (ii) A point 5 inches horizontally forward of the seating reference point and vertically above the seating reference point an amount equal to the rise which results from a 5-inch forward adjustment of the seat or 0.75 inch; and (2) For seats that are not adjustable fore and aft, at the seating reference point. (b) With the pivot point to “top-of-head” dimension at each value allowed by the device and the interior dimensions of the vehicle, determine all contact points above the lower windshield glass line and forward of the seating reference point. (c) With the head form at each contact point, and with the device in a vertical position if no contact points exists for a particular adjusted length, pivot the measuring device forward and downward through all arcs in vertical planes to 90° each side of the vertical longitudinal plane through the seating reference point, until the head form contacts an interior surface or until it is tangent to a horizontal plane 1 inch above the seating reference point, whichever occurs first. Interior compartment door Longitudinal longitudinally Low-speed vehicle (LSV) (1) That is 4-wheeled, (2) Whose speed attainable in 1.6 km (1 mile) is more than 32 kilometers per hour (20 miles per hour) and not more than 40 kilometers per hour (25 miles per hour) on a paved level surface, and (3) Whose GVWR is less than 1,361 kilograms (3,000 pounds). Manually operated driving controls (i) That are used by an occupant for real-time, sustained, manual manipulation of the motor vehicle's heading (steering) and/or speed (accelerator and brake); and (ii) That is positioned such that they can be used by an occupant, regardless of whether the occupant is actively using the system to manipulate the vehicle's motion. Motorcycle Motor-driven cycle Motor home Multifunction school activity bus Multipurpose passenger vehicle Open-body type vehicle Outboard designated seating position Overall vehicle width Parking brake Passenger car Passenger seating position Pelvic impact area Pole trailer Recreation vehicle trailer Row School bus Seat outline Seating reference point (1) Establishes the rearmost normal design driving or riding position of each designated seating position, which includes consideration of all modes of adjustment, horizontal, vertical, and tilt, in a vehicle; (2) Has X, Y, and Z coordinates, as defined in Society of Automotive Engineers (SAE) Recommended Practice J1100, revised June 1984, “Motor Vehicle Dimensions” (incorporated by reference, see § 571.5), established relative to the designed vehicle structure; (3) Simulates the position of the pivot center of the human torso and thigh; and (4) Is the reference point employed to position the two-dimensional drafting template with the 95th percentile leg described in Society of Automotive Engineers (SAE) Standard J826, revised May 1987, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation” (incorporated by reference, see § 571.5), or, if the drafting template with the 95th percentile leg cannot be positioned in the seating position, is located with the seat in its most rearward adjustment position. Semitrailer Service brake Speed attainable in 1 mile Speed attainable in 2 miles Steering control system Torso line Trailer Trailer converter dolly Truck Truck tractor Unloaded vehicle weight 95th percentile adult male Vehicle fuel tank capacity [33 FR 19703, Dec. 25, 1968. Redesignated at 35 FR 5118, Mar. 26, 1970] Editorial Note: For Federal Register www.govinfo.gov. § 571.4 Explanation of usage. The word any, Examples: “The vehicle shall meet the requirements of S4.1 when tested at any point between 18 and 22 inches above the ground.” This means that the vehicle must be capable of meeting the specified requirements at every point between 18 and 22 inches above the ground. The test in question for a given vehicle may call for a single test (a single impact, for example), but the vehicle must meet the requirement at whatever point the Administration selects, within the specified range. “Each tire shall be capable of meeting the requirements of this standard when mounted on any rim specified by the manufacturer as suitable for use with that tire.” This means that, where the manufacturer specifies more than one rim as suitable for use with a tire, the tire must meet the requirements with whatever rim the Administration selects from the specified group. “Any one of the items listed below may, at the option of the manufacturer, be substituted for the hardware specified in S4.1.” Here the wording clearly indicates that the selection of items is at the manufacturer's option. [36 FR 2511, Feb. 5, 1971] § 571.5 Matter incorporated by reference. Link to an amendment published at 91 FR 57273, Sept. 9, 2026. (a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the National Highway Traffic Safety Administration (NHTSA) must publish a document in the Federal Register https://www.nhtsa.gov/about-nhtsa/electronic-reading-room fr.inspection@nara.gov, www.archives.gov/federal-register/cfr/ibr-locations.html (b) American Association of Textile Chemists and Colorists (AATCC), 1 Davis Dr., P.O. Box 12215, Research Triangle Park, NC 27709. Web site: https://www.aatcc.org. (1) AATCC Test Method 30-1981, “Fungicides, Evaluation on Textiles: Mildew and Rot Resistance of Textiles,” into § 571.209. (2) AATCC Gray Scale for Evaluating Change in Color into §§ 571.209; 571.213. (3) AATCC Evaluation Procedure (EP) 1-2007, Gray Scale for Color Change, reaffirmed 2007; into § 571.213b. (c) American National Standards Institute (ANSI), 1899 L St., NW., 11th floor, Washington, DC 20036. Telephone: (202) 293-8020; Fax: (202) 293-9287; Web site: https://www.ansi.org. https://www.resna.org. (1) ANSI S1.11-2004, “Specification for Octave-Band and Fractional-Octave-Band Analog and Digital Filters,” approved February 19, 2004, into § 571.141. (2) ANSI/SAE Z26.1-1996, “American National Standard for Safety Glazing Materials for Glazing Motor Vehicles and Motor Vehicle Equipment Operating on Land Highways-Safety Standard,” approved August 11, 1997, into § 571.205. (3) ANSI/RESNA Standard WC/Vol. 1-1998, Section 13, “Wheelchairs: Determination of Coefficient of Friction of Test Surfaces,” into § 571.403. (d) ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. Telephone: (610) 832-9500; Fax (610) 832-9555; Web site: https://www.astm.org. (1) 1985 Annual Book of ASTM Standards, Vol. 05.04, “Test Methods for Rating Motor, Diesel, Aviation Fuels, A2. Reference Materials and Blending Accessories, (“ASTM Motor Fuels section”),” A2.3.2, A2.3.3, and A2.7, into § 571.108. (2) ASTM B117-64, “Standard Method of Salt Spray (Fog) Testing,” revised 1964, into § 571.125. (3) ASTM B117-73 (Reapproved 1979), “Standard Method of Salt Spray (Fog) Testing,” approved March 29, 1973, into §§ 571.108; 571.209. (4) ASTM B117-97, “Standard Practice for Operating Salt Spray (Fog) Apparatus,” approved April 10, 1997, into § 571.403. (5) ASTM B117-03, “Standard Practice for Operating Salt Spray (Fog) Apparatus,” approved October 1, 2003, into §§ 571.106; 571.111. (6) ASTM B456-79, “Standard Specification for Electrodeposited Coatings of Copper Plus Nickel Plus Chromium and Nickel Plus Chromium,” approved January 26, 1979, into § 571.209. (7) ASTM B456-95, “Standard Specification for Electrodeposited Coatings of Copper Plus Nickel Plus Chromium and Nickel Plus Chromium,” approved October 10, 1995, into § 571.403. (8) ASTM C150-56, “Standard Specification for Portland Cement,” approved 1956, into § 571.108. (9) ASTM C150-77, “Standard Specification for Portland Cement,” approved February 26, 1977, into § 571.108. (10) ASTM D362-84, “Standard Specification for Industrial Grade Toluene,” approved March 30, 1984, into § 571.108. (11) ASTM D445-65, “Standard Method of Test for Viscosity of Transparent and Opaque Liquids (Kinematic and Dynamic Viscosities),” approved August 31, 1965, into § 571.116. (12) ASTM D471-98, “Standard Test Method for Rubber Property—Effect of Liquids,” approved November 10, 1998, into § 571.106. (13) ASTM D484-71, “Standard Specification for Hydrocarbon Drycleaning Solvents,” effective September 15, 1971, into § 571.301. (14) ASTM D756-78, “Standard Practice for Determination of Weight and Shape Changes of Plastics under Accelerated Service Conditions,” approved July 28, 1978, into § 571.209. (15) ASTM D1003-92, “Standard Test Method for Haze and Luminous Transmittance of Transparent Plastics,” approved October 15, 1992, into § 571.108. (16) ASTM D1056-07, Standard Specification for Flexible Cellular Materials-Sponge or Expanded Rubber, (17) ASTM D1121-67, “Standard Method of Test for Reserve Alkalinity of Engine Antifreezes and Antirusts,” accepted June 12, 1967, into § 571.116. (18) ASTM D1123-59, “Standard Method of Test for Water in Concentrated Engine Antifreezes by the Iodine Reagent Method,” revised 1959, into § 571.116. (19) ASTM D1193-70, “Standard Specification for Reagent Water,” effective October 2, 1970, into § 571.116. (20) ASTM D1193-06 (Reapproved 2018), Standard Specification for Reagent Water, (21) ASTM D1415-68, “Standard Method of Test for International Hardness of Vulcanized Natural and Synthetic Rubbers,” accepted February 14, 1968, into § 571.116. (22) ASTM D2515-66, “Standard Specification for Kinematic Glass Viscometers,” adopted 1966, into § 571.116. (23) ASTM D3574-11, Standard Test Methods for Flexible Cellular Materials—Slab, Bonded, and Molded Urethane Foams, (24) ASTM D4329-99, “Standard Practice for Fluorescent UV Exposure of Plastics,” approved January 10, 1999, into § 571.106. (25) ASTM D4956-90, “Standard Specification for Retroreflective Sheeting for Traffic Control,” approved October 26, 1990, into § 571.108. (26) ASTM E1-68, “Standard Specifications for ASTM Thermometers” (including tentative revisions), accepted September 13, 1968, into § 571.116. (27) ASTM E4-79, “Standard Methods of Load Verification of Testing Machines,” approved June 11, 1979, into § 571.209. (28) ASTM E4-03, “Standard Practices for Force Verification of Testing Machines,” approved August 10, 2003, into § 571.106. (29) ASTM E8-89, “Standard Test Methods of Tension Testing of Metallic Materials,” approved May 15, 1989, into § 571.221. (30) ASTM E77-66, “Standard Method for Inspection, Test, and Standardization of Etched-Stem Liquid-in-Glass Thermometers,” revised 1966, into § 571.116. (31) ASTM E274-65T, “Tentative Method of Test for Skid Resistance of Pavements Using a Two-Wheel Trailer,” issued 1965, into §§ 571.208; 571.301. (32) ASTM E274-70, “Standard Method of Test for Skid Resistance of Paved Surfaces Using a Full-Scale Tire,” revised July 1974, into §§ 571.105; 571.122a. (33) ASTM E298-68, “Standard Methods for Assay of Organic Peroxides,” effective September 13, 1968, into § 571.116. (34) ASTM E308-66, “Standard Practice for Spectrophotometry and Description of Color in CIE 1931 System,” reapproved 1981, into § 571.108. (35) ASTM E1337-19, “Standard Test Method for Determining Longitudinal Peak Braking Coefficient (PBC) of Paved Surfaces Using Standard Reference Test Tire,” approved December 1, 2019, into §§ 571.105; 571.121; 571.122; 571.126; 571.127; 571.135; 571.136; 571.500. (36) ASTM F1805-20, “Standard Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces,” approved May 1, 2020; into § 571.139. (37) ASTM G23-81, “Standard Practice for Generating Light-Exposure Apparatus (Carbon-Arc Type) With and Without Water for Exposure of Nonmetallic Materials,” approved March 26, 1981, into § 571.209. (38) ASTM G151-97, “Standard Practice for Exposing Nonmetallic Materials in Accelerated Test Devices that Use Laboratory Light Sources,” approved July 10, 1997, into § 571.106. (39) ASTM G154-00, “Standard Practice for Operating Fluorescent Light Apparatus for UV Exposure of Nonmetallic Materials,” approved February 10, 2000, into § 571.106. (e) Department of Defense, DODSSP Standardization Document Order Desk, 700 Robbins Ave., Philadelphia, PA 19111-5098. Web site: https://dodssp.daps.dla.mil/. (1) MIL-S-13192, “Military Specification, Shoes, Men's, Dress, Oxford,” October 30, 1976, into § 571.214. (2) MIL-S-13192P, “Military Specification, Shoes, Men's, Dress, Oxford,” 1988, including Amendment 1, October 14, 1994, into § 571.208. (3) MIL-S-21711E, “Military Specification, Shoes, Women's,” 3 December 1982, including Amendment 2, October 14, 1994, into §§ 571.208; 571.214. (f) General Services Administration (GSA), Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402. Telephone: (202) 512-1800; Web site: https://www.gsa.gov. (1) GSA Federal Specification L-S-300, “Sheeting and Tape, Reflective; Nonexposed Lens, Adhesive Backing,” September 7, 1965, into § 571.108. (2) [Reserved] (g) Illuminating Engineering Society of North America (IES), 120 Wall St., 7th Floor, New York, NY 10005-4001. Telephone: (212) 248-5000; Web site: https://www.iesna.org. (1) IES LM 45, “IES Approved Method for Electrical and Photometric Measurements of General Service Incandescent Filament Lamps,” approved April 1980, into § 571.108. (2) [Reserved] (h) International Commission on Illumination (CIE), CIE Central Bureau, Kegelgasse 27, A-1030 Vienna, Austria. https://www.cie.co.at. (1) CIE 1931 Chromaticity Diagram, developed 1931, into § 571.108. (2) [Reserved] (i) International Organization for Standardization (ISO), 1, ch. de la Voie-Creuse, CP 56, CH-1211 Geneva 20, Switzerland. Telephone: + 41 22 749 01 11. Fax: + 41 22 733 34 30. Web site: https://www.iso.org/. (1) ISO 6270-2:2017(E), Paints and Varnishes—Determination of Resistance to Humidity—Part 2: Condensation (In-Cabinet Exposure with Heated Water Reservoir), (2) ISO 7117:1995(E), “Motorcycles—Measurement of maximum speed,” Second edition, March 1, 1995, into § 571.122. (3) ISO 10844:1994(E) “Acoustics—Test Surface for Road Vehicle Noise Measurements,” First edition, 1994-09-01, into § 571.141. (4) ISO 10844: 2011(E) “Acoustics—Specification of test tracks for measuring noise emitted by road vehicles and their tyres,” Second edition, 2011-02-01 into § 571.141. (5) ISO 10844: 2014(E) “Acoustics—Specification of test tracks for measuring noise emitted by road vehicles and their tyres,” Third edition, 2014-05-15 into § 571.141. (j) National Center for Health Statistics, Centers for Disease Control (CDC), National Division for Health Statistics, Division of Data Services, Hyattsville, MD 20782. Telephone: 1 (800) 232-4636. Web site: https://www.cdc.gov/nchs. (1) DHEW Publication No. (HRA) 76-1074, “Weight, Height, and Selected Body Dimensions of Adults: United States—1960-1962,” first published as Public Health Service Publication No. 1000 Series 11-No. 8, June 1965, into § 571.3. (2) [Reserved] (k) National Highway Traffic Safety Administration (NHTSA), 1200 New Jersey Ave. SE., Washington, DC 20590. Web site: https://www.nhtsa.gov. (1) Drawing Package, “NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2003,” (consisting of drawings and a bill of materials), June 3, 2003, into § 571.213. (2) Drawing Package, SAS-100-1000, Standard Seat Belt Assembly with Addendum A, Seat Base Weldment (consisting of drawings and a bill of materials), October 23, 1998, into § 571.213. (3) “Parts List; Ejection Mitigation Headform Drawing Package,” December 2010, into § 571.226. (4) “Parts List and Drawings; Ejection Mitigation Headform Drawing Package” December 2010, into § 571.226. (5) “Parts List and Drawings, NHTSA Standard Seat Assembly; FMVSS No. 213a—Side impact No. NHTSA-213a-2021, CHILD SIDE IMPACT SLED” dated December 2021; into § 571.213a. (6) NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2021, Parts List and Drawings, NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2021, Child Frontal Impact Sled, (7) Drawing No. 210-5000-1 (L), -2(R), Leg Assembly, Parts List and Drawings, Subpart P Hybrid III 3-year-old child crash test dummy, (H-III3C, Alpha version), (8) “Drawing Package for the Force Application Device 1 (FAD1),” April 9, 2024, into § 571.210. (9) “Drawing Package for the Force Application Device 2 (FAD2),” April 9, 2024, into § 571.210. (10) Drawing Package, Anchorage Depth Tool, (11) Drawing Package, Clearance Angle Tool, (l) SAE International, 400 Commonwealth Drive, Warrendale, PA 15096. Telephone: (724) 776-4841; Web site: https://www.sae.org. (1) SAE Recommended Practice J100-1995, “Class ‘A’ Vehicle Glazing Shade Bands,” revised June 1995, into § 571.205. (2) SAE Recommended Practice J211a, “Instrumentation for Impact Tests,” revised December 1971, into § 571.222. (3) SAE Recommended Practice J211, Instrumentation for Impact Tests, (4) SAE Recommended Practice J211/1, Instrumentation for Impact Tests—Part 1—Electronic Instrumentation; (5) SAE Recommended Practice J211-1 DEC2003, “Instrumentation for Impact Test—Part 1—Electronic Instrumentation,” revised December 2003, into §§ 571.206; 571.209. (6) SAE Recommended Practice J227a, “Electric Vehicle Test Procedure,” revised February 1976, into §§ 571.105; 571.135. (7) SAE Standard J527a, “Brazed Double Wall Low Carbon Steel Tubing,” revised May 1967, into § 571.116. (8) SAE Recommended Practice J567b, “Bulb Sockets,” revised April 1964, into § 571.108. (9) SAE Recommended Practice J573d, “Lamp Bulbs and Sealed Units,” revised December 1968, into § 571.108. (10) SAE Recommended Practice J575-1983, “Tests for Motor Vehicle Lighting Devices and Components,” revised July 1983, into § 571.131. (11) SAE Recommended Practice J578, “Color Specification,” revised May 1988, into § 571.131. (12) SAE Recommended Practice J578-1995, “Color Specification,” revised June 1995, into § 571.403. (13) SAE Recommended Practice J592 JUN92, “Clearance, Side Marker, and Identification Lamps,” revised June 1992, into § 571.121. (14) SAE Recommended Practice J592e-1972, “Clearance, Side Marker, and Identification Lamps,” revised July 1972, into § 571.121. (15) SAE Recommended Practice J602-1963, “Headlamp Aiming Device for Mechanically Aimable Sealed Beam Headlamp Units,” reaffirmed August 1963, into § 571.108. (16) SAE Recommended Practice J602-1980, “Headlamp Aiming Device for Mechanically Aimable Sealed Beam Headlamp Units,” revised October 1980, into § 571.108. (17) SAE Recommended Practice J673, “Automotive Safety Glasses,” revised April 1993, into § 571.205. (18) SAE Recommended Practice J726 SEP79, “Air Cleaner Test Code,” revised April 1979, into § 571.209. (19) SAE Recommended Practice J759 JAN95, “Lighting Identification Code,” revised January 1995, into § 571.121. (20) SAE Standard J787b, “Motor Vehicle Seat Belt Anchorage,” revised September 1966, into § 571.3. (21) SAE Recommended Practice J800c, “Motor Vehicle Seat Belt Assembly Installations,” revised November 1973, into § 571.209. (22) SAE Standard J826-1980, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised April 1980, into §§ 571.208; 571.214. (23) SAE Standard J826 MAY87, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised May 1987, into §§ 571.3; 571.210. (24) SAE Standard J826-1992, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised June 1992, into § 571.225. (25) SAE Standard J826 JUL95, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation,” revised July 1995, into §§ 571.10; 571.111; 571.202; 571.202a; 571.216a. (26) SAE Recommended Practice J839b, “Passenger Car Side Door Latch Systems,” revised May 1965, into § 571.201. (27) SAE Recommended Practice J839-1991, “Passenger Car Side Door Latch Systems,” revised June 1991, into § 571.206. (28) SAE Recommended Practice J902, “Passenger Car Windshield Defrosting Systems,” revised August 1964, into § 571.103. (29) SAE Recommended Practice J902a, “Passenger Car Windshield Defrosting Systems,” revised March 1967 (Editorial change June 1967), into § 571.103. (30) SAE Recommended Practice J903a, “Passenger Car Windshield Wiper Systems,” revised May 1966, into § 571.104. (31) SAE Recommended Practice J921, “Instrument Panel Laboratory Impact Test Procedure,” approved June 1965, into § 571.201. (32) SAE Recommended Practice J941, “Passenger Car Driver's Eye Range,” approved November 1965, into § 571.104. (33) SAE Recommended Practice J941b, “Motor Vehicle Driver's Eye Range,” revised February 1969, into § 571.108. (34) SAE Recommended Practice J942, “Passenger Car Windshield Washer Systems,” approved November 1965, into § 571.104. (35) SAE Recommended Practice J944 JUN80, “Steering Control System—Passenger Car—Laboratory Test Procedure,” revised June 1980, into § 571.203. (36) SAE Standard J964 OCT84, “Test Procedure for Determining Reflectivity of Rear View Mirrors,” reaffirmed October 1984, into § 571.111. (37) SAE Recommended Practice J972, “Moving Rigid Barrier Collision Tests,” revised May 2000, into § 571.105. (38) SAE Recommended Practice J977, “Instrumentation for Laboratory Impact Tests,” approved November 1966, into § 571.201. (39) SAE Recommended Practice J1100a, “Motor Vehicle Dimensions,” revised September 1975, into § 571.3. (40) SAE Recommended Practice J1100 JUN84, “Motor Vehicle Dimensions,” revised June 1984, into §§ 571.3; 571.210. (41) SAE Recommended Practice J1100-1993, “Motor Vehicle Dimensions,” revised June 1993, into § 571.225. (42) SAE Recommended Practice J1100, “Motor Vehicle Dimensions,” revised February 2001, into § 571.3. (43) SAE Recommended Practice J1133, “School Bus Stop Arm,” revised April 1984, into § 571.131. (44) SAE Standard J1703b, “Motor Vehicle Brake Fluid,” revised July 1970, into § 571.116. (45) SAE Standard J1703 NOV83, “Motor Vehicle Brake Fluid,” revised November 1983, into § 571.116. (46) SAE RM-66-04, “Compatibility Fluid,” Appendix B to SAE Standard J1703 JAN95, “Motor Vehicle Brake Fluid,” revised January 1995, into §§ 571.106; 571.116. (47) SAE Recommended Practice J2009, “Discharge Forward Lighting Systems,” revised February 1993, into § 571.108. (48) SAE J2400, “Human Factors in Forward Collision Warning Systems: Operating Characteristics and User Interface Requirements,” August 2003 into § 571.127. (49) SAE Standard J2889-1, “Measurement of Minimum Noise Emitted by Road Vehicles,” December 2014 into § 571.141. (50) SAE Aerospace-Automotive Drawing Standards, issued September 1963, into §§ 571.104; 571.202. (m) United Nations Economic Commission for Europe (UNECE), United Nations, Conference Services Division, Distribution and Sales Section, Office C.115-1, Palais des Nations, CH-1211, Geneva 10, Switzerland. Web site: www.unece.org/trans/main/wp29/wp29regs.html. (1) UNECE Regulation 17 “Uniform Provisions Concerning the Approval of Vehicles with Regard to the Seats, their Anchorages and Any Head Restraints”: ECE 17 Rev. 1/Add. 16/Rev. 4 (July 31, 2002), into § 571.202. (2) UNECE Regulation 48 “Uniform Provisions Concerning the Approval of Vehicles With Regard to the Installation of Lighting and Light-Signaling Devices,” E/ECE/324-E/ECE/TRANS/505, Rev.1/Add.47/Rev.1/Corr.2 (February 26, 1996), into § 571.108. [77 FR 752, Jan. 6, 2012, as amended at 77 FR 11647, Feb. 27, 2012; 77 FR 51671, Aug. 24, 2012; 78 FR 21852, Apr. 12, 2013; 79 FR 19243, Apr. 7, 2014; 80 FR 36100, June 23, 2015; 81 FR 90514, Dec. 14, 2016; 87 FR 34808, June 8, 2022; 87 FR 39309, Aug. 1, 2022; 88 FR 84586, Dec. 5, 2023; 89 FR 39779, May 9, 2024; 89 FR 76271, Sept. 17, 2024; 90 FR 1341, Jan. 7, 2025; 90 FR 6277, Jan. 17, 2025; 91 FR 33091, June 3, 2026] § 571.7 Applicability. (a) General. (b) [Reserved] (c) Military vehicles. (d) Export. (e) Combining new and used components. (f) Combining new and used components in trailer manufacture. (1) Whose identity is continued in the reassembled vehicle with respect to the Vehicle Identification Number; and (2) That is owned or leased by the user of the reassembled vehicle. [33 FR 19703, Dec. 25, 1968. Redesignated at 35 FR 5118, Mar. 26, 1970, and amended at 36 FR 7855, Apr. 27, 1971; 38 FR 12808, May 16, 1973; 40 FR 49341, Oct. 22, 1975; 41 FR 27074, July 1, 1976] § 571.8 Effective date. (a) Firefighting vehicles. Federal Register, (b) Vehicles built in two or more stages vehicles and altered vehicles. [70 FR 7435, Feb. 14, 2005] § 571.9 Separability. If any standard established in this part or its application to any person or circumstance is held invalid, the remainder of the part and the application of that standard to other persons or circumstances is not affected thereby. [33 FR 19705, Dec. 25, 1968. Redesignated at 35 FR 5118, Mar. 26, 1970] § 571.10 Designation of seating positions. (a) Application. (b) Number of designated seating positions. (1) For seat locations with a seating surface width, as described in paragraph (c), of less than 1400 mm (55.2 inches): N = The greater of 1 or [seating surface width (in mm)/350] rounded down to the nearest whole number; (2) For seat locations with a seating surface width, as described in paragraph (c), greater than or equal to 1400 mm (55.2 inches): N = No less than [seating surface width (in mm)/450] rounded down to the nearest whole number. (c) Seating surface measurement. (i) Establish a measurement zone bounded by two vertical planes oriented perpendicular to the direction the seat is facing. One is located 150 mm (5.9 inches) behind the front leading surface of the seat and the other is located 250 mm (9.8 inches) behind the front leading surface of the seat. A measurement location within this zone is any vertical plane parallel to the planes establishing the boundary of the zone. (ii) For each measurement location within the zone, establish vertical reference planes parallel to the direction the seat faces that intersect the most outboard point on each side of the seating surface at that measurement location. If outboard interior trim contacts the top surface of the seat cushion, establish another vertical plane parallel to the direction the seat faces that intersects the most inboard point of contact between outboard interior trim and the top surface of the seat cushion. (iii) For measurement within the zone, measure horizontally between and perpendicular to the most inboard vertical reference planes established in (ii), as shown in Figure 1 (provided for illustration purposes). (2) Adjacent seating surfaces are considered to form a single, continuous seating surface whose overall width is measured as specified in (c)(1) of this section, unless (i) The seating surfaces are separated by: (A) A fixed trimmed surface whose top surface is unpadded and that has a width not less than 140 mm (5.5 inches), as measured in each transverse vertical plane within that measurement zone, or (B) A void whose cross section in each transverse vertical plane within that measurement zone is a rectangle that is not less than 140 mm (5.5 inches) wide and not less than 140 mm (5.5 inches) deep. The top edge of the cross section in any such plane is congruent with the transverse horizontal line that intersects the lowest point on the portion of the top profile of the seating surfaces that lie within that plane, or (ii) Interior trim interrupts the measurement of the nominal hip room between adjacent seating surfaces, measured laterally along the “X” plane through the H-point. For purposes of this paragraph, the H-point is located using the SAE three-dimensional H-point machine per Society of Automotive Engineers (SAE) Surface Vehicle Standard J826, revised July 1995, “Devices for Use in Defining and Measuring Vehicle Seating Accommodation” (incorporated by reference, see section 571.5) with the legs and leg weights removed, or (iii) The seating surfaces are adjacent outboard seats, and the lateral distance between any point on the seat cushion of one seat and any point on the seat cushion of the other seat is not less than 140 mm (5.5 inches). (3) Folding, removable, and adjustable seats are measured in the configuration that results in the single largest maximum seating surface width. [73 FR 58897, Oct. 8, 2008, as amended at 74 FR 68190, Dec. 23, 2009; 78 FR 68756, Nov. 15, 2013; 79 FR 57830, Sept. 26, 2014] Subpart B—Federal Motor Vehicle Safety Standards Source: 36 FR 22902, Dec. 2, 1971, unless otherwise noted. § 571.101 Standard No. 101; Controls and displays. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Adjacent, with respect to a control, telltale or indicator, and its identifier means: (a) The identifier is in close proximity to the control, telltale or indicator; and (b) No other control, telltale, indicator, identifier or source of illumination appears between the identifier and the telltale, indicator, or control that the identifier identifies. Common space Control Indicator Identifier Multi-function control Multi-task display Telltale S5. Requirements. S5.1 Location S5.1.1 The controls listed in Table 1 and in Table 2 must be located so they are operable by the driver under the conditions of S5.6.2. S5.1.2 The telltales and indicators listed in Table 1 and Table 2 and their identification must be located so that, when activated, they are visible to a driver under the conditions of S5.6.1 and S5.6.2. S5.1.3 Except as provided in S5.1.4, the identification for controls, telltales and indicators must be placed on or adjacent to the telltale, indicator or control that it identifies. S5.1.4 The requirement of S5.1.3 does not apply to a multi-function control, provided the multi-function control is associated with a multi-task display that: (a) Is visible to the driver under the conditions of S5.6.1 and S5.6.2, (b) Identifies the multi-function control with which it is associated graphically or using words, (c) For multi-task displays with layers, identifies on the top-most layer each system for which control is possible from the associated multi-function control, including systems not otherwise regulated by this standard. Subfunctions of the available systems need not be shown on the top-most layer of the multi-task display, and (d) Identifies the controls of Table 1 and Table 2 with the identification specified in those tables or otherwise required by this standard, whenever those are the active functions of the multi-function control. For lower levels of multi-task displays with layers, identification is permitted but not required for systems not otherwise regulated by this standard. (e) Does not display telltales listed in Table 1 or Table 2. S5.2 Identification S5.2.1 Except for the Low Tire Pressure Telltale, each control, telltale and indicator that is listed in column 1 of Table 1 or Table 2 must be identified by the symbol specified for it in column 2 or the word or abbreviation specified for it in column 3 of Table 1 or Table 2. If a symbol is used, each symbol provided pursuant to this paragraph must be substantially similar in form to the symbol as it appears in Table 1 or Table 2. If a symbol is used, each symbol provided pursuant to this paragraph must have the proportional dimensional characteristics of the symbol as it appears in Table 1 or Table 2. The Low Tire Pressure Telltale (either the display identifying which tire has low pressure or the display which does not identify which tire has low pressure) shall be identified by the appropriate symbol designated in column 4, or both the symbol in column 4 and the words in column 3. No identification is required for any horn ( i.e., S5.2.2 Any symbol, word, or abbreviation not shown in Table 1 or Table 2 may be used to identify a control, a telltale or an indicator that is not listed in those tables. S5.2.3 Supplementary symbols, words, or abbreviations may be used at the manufacturer's discretion in conjunction with any symbol, word, or abbreviation specified in Table 1 or Table 2. S5.2.4 [Reserved] S5.2.5 A single symbol, word, or abbreviation may be used to identify any combination of the control, indicator, and telltale for the same function. S5.2.6 Except as provided in S5.2.7, all identifications of telltales, indicators and controls listed in Table 1 or Table 2 must appear to the driver to be perceptually upright. A rotating control that has an “off” position shall appear to the driver perceptually upright when the rotating control is in the “off” position. S5.2.7 The identification of the following items need not appear to the driver to be perceptually upright: (a) A horn control; (b) Any control, telltale or indicator located on the steering wheel, when the steering wheel is positioned for the motor vehicle to travel in a direction other than straight forward; and (c) Any rotating control that does not have an “off” position. S5.2.8 Each control for an automatic vehicle speed system (cruise control) and each control for heating and air conditioning systems must have identification provided for each function of each such system. S5.2.9 Each control that regulates a system function over a continuous range must have identification provided for the limits of the adjustment range of that function. If color coding is used to identify the limits of the adjustment range of a temperature function, the hot limit must be identified by the color red and the cold limit by the color blue. If the status or limit of a function is shown by a display not adjacent to the control for that function, both the control (unless it is a multi-function control complying with S5.1.4) and the display must be independently identified as to the function of the control, in compliance with S5.2.1, on or adjacent to the control and on or adjacent to the display. Example 1. A slide lever controls the temperature of the air in the vehicle heating system over a continuous range, from no heat to maximum heat. Since the control regulates a single function over a quantitative range, only the extreme positions require identification. Example 2. A switch has three positions, for heat, defrost, and air conditioning. Since each position regulates a different function, each position must be identified. S5.3 Illumination S5.3.1 Timing of illumination (a) Except as provided in S5.3.1(c), the identifications of controls for which the word “Yes” is specified in column 5 of Table 1 must be capable of being illuminated whenever the headlamps are activated. This requirement does not apply to a control located on the floor, floor console, steering wheel, steering column, or in the area of windshield header, or to a control for a heating and air-conditioning system that does not direct air upon the windshield. (b) Except as provided in S5.3.1(c), the indicators and their identifications for which the word “Yes” is specified in column 5 of Table 1 must be illuminated whenever the vehicle's propulsion system and headlamps are activated. (c) The indicators, their identifications and the identifications of controls need not be illuminated when the headlamps are being flashed or operated as daytime running lamps. (d) At the manufacturer's option, any control, indicator, or their identifications may be capable of being illuminated at any time. (e) A telltale must not emit light except when identifying the malfunction or vehicle condition it is designed to indicate, or during a bulb check. S5.3.2 Brightness of illumination of controls and indicators S5.3.2.1 Means must be provided for illuminating the indicators, identifications of indicators and identifications of controls listed in Table 1 to make them visible to the driver under daylight and nighttime driving conditions. S5.3.2.2 The means of providing the visibility required by S5.3.2.1: (a) Must be adjustable to provide at least two levels of brightness; (b) At a level of brightness other than the highest level, the identification of controls and indicators must be barely discernible to the driver who has adapted to dark ambient roadway condition; (c) May be operable manually or automatically; and (d) May have levels of brightness, other than the two required visible levels of brightness, at which those items and identification are not visible. (1) If the level of brightness is adjusted by automatic means to a point where those items or their identification are not visible to the driver, means shall be provided to enable the driver to restore visibility. S5.3.3 Brightness of telltale illumination (a) Means must be provided for illuminating telltales and their identification sufficiently to make them visible to the driver under daylight and nighttime driving conditions. (b) The means for providing the required visibility may be adjustable manually or automatically, except that the telltales and identification for brakes, highbeams, turn signals, and safety belts may not be adjustable under any driving condition to a level that is invisible. S5.3.4 Brightness of interior lamps. (1) Light intensity which is manually or automatically adjustable to provide at least two levels of brightness; (2) A single intensity that is barely discernible to a driver who has adapted to dark ambient roadway conditions;or (3) A means of being turned off. (b) Paragraph (a) of S5.3.4 does not apply to buses that are normally operated with the passenger compartment illuminated. S5.3.5 The provisions of S5.3.4 do not apply to buses that are normally operated with the passenger compartment illuminated. S5.4 Color S5.4.1 The light of each telltale listed in Table 1 must be of the color specified for that telltale in column 6 of that table. S5.4.2 Any indicator or telltale not listed in Table 1 and any identification of that indicator or telltale must not be a color that masks the driver's ability to recognize any telltale, control, or indicator listed in Table 1. S5.4.3 Each identifier used for the identification of a telltale, control or indicator must be in a color that stands out clearly against the background. However, this requirement does not apply to an identifier for a horn control in the center of the face plane of the steering wheel hub. For vehicles with a GVWR of under 4,536 kg (10,000 pounds), the compliance date for this provision is September 1, 2011. For vehicles with a GVWR of 4,536 kg (10,000 pounds) or over, the compliance date for this provision is September 1, 2013. S5.5 Common space for displaying multiple messages S5.5.1 A common space may be used to show messages from any sources, subject to the requirements in S5.5.2 through S5.5.6. S5.5.2 The telltales for any brake system malfunction required by Table 1 to be red, air bag malfunction, low tire pressure, electronic stability control malfunction (as of September 1, 2011), passenger air bag off, high beam, turn signal, and seat belt must not be shown in the same common space. S5.5.3 The telltales and indicators that are listed in Table 1 and are shown in the common space must illuminate at the initiation of any underlying condition. S5.5.4 Except as provided in S5.5.5, when the underlying conditions exist for actuation of two or more telltales, the messages must be either: (a) Repeated automatically in sequence, or (b) Indicated by visible means and capable of being selected for viewing by the driver under the conditions of S5.6.2. S5.5.5 In the case of the telltale for a brake system malfunction, air bag malfunction, side air bag malfunction, low tire pressure, electronic stability control malfunction (as of September 1, 2011), passenger air bag off, high beam, turn signal, or seat belt that is designed to display in a common space, that telltale must displace any other symbol or message in that common space while the underlying condition for the telltale's activation exists. S5.5.6(a) Except as provided in S5.5.6(b) and (c), messages displayed in a common space may be cancelable automatically or by the driver. (b) Telltales for high beams, turn signal, low tire pressure, and passenger air bag off, and telltales for which the color red is required in table 1 to this section must not be cancelable while the underlying condition for their activation exists. (c) Telltales for the seat belts must not be cancelable by the driver before the minimum durations are satisfied but may be cancellable automatically as specified in FMVSS No. 208 (§ 571.208). S5.6 Conditions S5.6.1 The driver has adapted to the ambient light roadway conditions. S5.6.2 The driver is restrained by the seat belts installed in accordance with 49 CFR 571.208 and adjusted in accordance with the vehicle manufacturer's instructions. Table 1 to § 571.101 Table 2 to § 571.101 [70 FR 48305, Aug. 17, 2005, as amended at 71 FR 27971, May 15, 2006; 72 FR 17305, Apr. 6, 2007; 73 FR 54537, Sept. 22, 2008; 74 FR 40764, Aug. 13, 2009; 80 FR 36100, June 23, 2015; 80 FR 54734, Sept. 11, 2015; 90 FR 459, Jan. 3, 2025] § 571.102 Standard No. 102; Transmission shift position sequence, starter interlock, and transmission braking effect. S1. Purpose and scope. This standard specifies the requirements for the transmission shift position sequence, a starter interlock, and for a braking effect of automatic transmissions, to reduce the likelihood of shifting errors, to prevent starter engagement by the driver when the transmission is in any drive position, and to provide supplemental braking at speeds below 40 kilometers per hour (25 miles per hour). S2. Application. This standard applies to passenger cars, multi-purpose passenger vehicles, trucks, and buses. S3. Requirements. S3.1 Automatic transmissions. S3.1.1 Location of transmission shift positions on passenger cars. A neutral position shall be located between forward drive and reverse drive positions. S3.1.1.1 Transmission shift levers. If a steering-column-mounted transmission shift lever is used, movement from neutral position to forward drive position shall be clockwise. If the transmission shift lever sequence includes a park position, it shall be located at the end, adjacent to the reverse drive position. S3.1.2 Transmission braking effect. In vehicles having more than one forward transmission gear ratio, one forward drive position shall provide a greater degree of engine braking than the highest speed transmission ratio at vehicle speeds below 40 kilometers per hour (25 miles per hour). S3.1.3 Starter interlock. Except as provided in S3.1.3.1 through S3.1.3.3, the engine starter shall be inoperative when the transmission shift position is in a forward or reverse drive position. S3.1.3.1 After the driver has activated the vehicle's propulsion system: (a) The engine may stop and restart automatically when the transmission shift position is in any forward drive gear; (b) The engine may not automatically stop when the transmission is in reverse gear; and (c) The engine may automatically restart in reverse gear only if the vehicle satisfies (1) and (2): (1) When the engine is automatically stopped in a forward drive shift position and the driver selects Reverse, the engine restarts immediately whenever the service brake is applied. (2) When the engine is automatically stopped in a forward drive shift position and the driver selects Reverse, the engine does not start automatically if the service brake is not applied. S3.1.3.2 Notwithstanding S3.1.3.1, the engine may stop and start at any time after the driver has activated the vehicle's propulsion system if the vehicle can meet the requirements specified in paragraphs (a) and (b): (a) For passenger cars, multi-purpose passenger vehicles, trucks and buses with a GVWR less than or equal to 4,536 kg (10,000 pounds), the vehicle's propulsion system can propel the vehicle in the normal travel mode in all forward and reverse drive gears without the engine operating. For passenger cars, multipurpose passenger vehicles, trucks and buses with a GVWR greater than 4,536 kg (10,000 pounds), the vehicle's propulsion system can propel the vehicle in the normal travel mode in Reverse and at least one forward drive gear without the engine operating. (b) If the engine automatically starts while the vehicle is traveling at a steady speed and steady accelerator control setting, the engine does not cause the vehicle to accelerate. S3.1.3.3 If the transmission shift position is in Park, automatically stopping or restarting the engine shall not take the transmission out of Park. S3.1.4 Identification of shift positions and of shift position sequence. S3.1.4.1 Except as specified in S3.1.4.3, if the transmission shift position sequence includes a park position, identification of shift positions, including the positions in relation to each other and the position selected, shall be displayed in view of the driver whenever any of the following conditions exist: (a) The ignition is in a position where the transmission can be shifted; or (b) The transmission is not in park. S3.1.4.2 Except as specified in S3.1.4.3, if the transmission shift position sequence does not include a park position, identification of shift positions, including the positions in relation to each other and the position selected, shall be displayed in view of the driver whenever the ignition is in a position in which the engine is capable of operation. S3.1.4.3 Such information need not be displayed when the ignition is in a position that is used only to start the vehicle. S3.1.4.4 All of the information required to be displayed by S3.1.4.1 or S3.1.4.2 shall be displayed in view of the driver in a single location. At the option of the manufacturer, redundant displays providing some or all of the information may be provided. S3.2 Manual transmissions. Identification of the shift lever pattern of manual transmissions, except three forward speed manual transmissions having the standard “H” pattern, shall be displayed in view of the driver at all times when a driver is present in the driver's seating position. [70 FR 38051, July 1, 2005, as amended at 70 FR 75965, Dec. 22, 2005] § 571.103 Standard No. 103; Windshield defrosting and defogging systems. S1. Scope. S2. Application. S3. Definitions. Road load S4. Requirements. (b) Each passenger car, multipurpose passenger vehicle, truck, and bus manufactured for sale in the noncontinental United States may, at the option of the manufacturer, have a windshield defogging system which operates either by applying heat to the windshield or by dehumidifying the air inside the passenger compartment of the vehicle, in lieu of meeting the requirements specified by paragraph (a) of this section. S4.1 Each vehicle shall have a windshield defrosting and defogging system. S4.2 Each passenger car windshield defrosting and defogging system shall meet the requirements of section 3 of SAE Recommended Practice J902 (1964) (incorporated by reference, see § 571.5) when tested in accordance with S4.3, except that “the critical area” specified in paragraph 3.1 of SAE Recommended Practice J902 (1964) shall be that established as Area C in accordance with Motor Vehicle Safety Standard No. 104, “Windshield Wiping and Washing Systems,” and “the entire windshield” specified in paragraph 3.3 of SAE Recommended Practice J902 (1964) shall be that established as Area A in accordance with § 571.104. S4.3 Demonstration procedure. (a) During the first 5 minutes of the test: (1) For a passenger car equipped with a heating system other than a heat exchanger type that uses the engine's coolant as a means to supply the heat to the heat exchanger, the warm-up procedure is that specified by the vehicle's manufacturer for cold weather starting, except that connection to a power or heat source external to the vehicle is not permitted. (2) For all other passenger cars, the warm-up procedure may be that recommended by the vehicle's manufacturer for cold weather starting. (b) During the last 35 minutes of the test period (or the entire test period if the 5-minute warm-up procedure specified in paragraph (a) of this section is not used), (1) For a passenger car equipped with a heating system other than a heat exchanger type that uses the engine's coolant as a means to supply the heat to the heat exchanger, the procedure shall be that specified by the vehicle's manufacturer for cold weather starting, except that connection to a power or heat source external to the vehicle is not permitted. (2) For all other passenger cars, either— (i) The engine speed shall not exceed 1,500 r.p.m. in neutral gear; or (ii) The engine speed and load shall not exceed the speed and load at 40 kilometers per hour in the manufacturer's recommended gear with road load; (c) A room air change of 90 times per hour is not required; (d) The windshield wipers may be used during the test if they are operated without manual assist; (e) One or two windows may be open a total of 25 millimeters; (f) The defroster blower may be turned on at any time; and (g) The wind velocity is at any level from 0 to 3 kilometers per hour. (h) The test chamber temperature and the wind velocity shall be measured, after the engine has been started, at the forwardmost point of the vehicle or a point 914 millimeters from the base of the windshield, whichever is farther forward, at a level halfway between the top and bottom of the windshield on the vehicle centerline. [36 FR 22902, Dec. 2, 1971, as amended at 40 FR 12992, Mar. 24, 1975; 40 FR 32336, Aug. 1, 1975; 50 FR 48775, Nov. 27, 1985; 59 FR 11006, Mar. 9, 1994; 60 FR 13642, Mar. 14, 1995; 77 FR 755, Jan. 6, 2012] § 571.104 Standard No. 104; Windshield wiping and washing systems. S1. Scope. S2. Application. S3. Definitions. seating reference point manikin H point, manikin H point with seat in rearmost position H point Daylight opening Glazing surface reference line Overall width Plan view reference line (a) For vehicles with bench-type seats, a line parallel to the vehicle longitudinal centerline outboard of the steering wheel centerline 0.15 times the difference between one-half of the shoulder room dimension and the steering wheel centerline-to-car-centerline dimension as shown in Figure 2 of SAE Recommended Practice J903a (1966) (incorporated by reference, see § 571.5); or (b) For vehicles with individual-type seats, either— (i) A line parallel to the vehicle longitudinal centerline which passes through the center of the driver's designated seating position; or (ii) A line parallel to the vehicle longitudinal centerline located so that the geometric center of the 95 percent eye range contour is positioned on the longitudinal centerline of the driver's designated seating position. Shoulder room dimension 95 percent eye range contour S4. Requirements. S4.1 Windshield wiping system. S4.1.1 Frequency. S4.1.1.1 Each windshield wiping system shall have at least two frequencies or speeds. S4.1.1.2 One frequency or speed shall be at least 45 cycles per minute regardless of engine load and engine speed. S4.1.1.3 Regardless of engine speed and engine load, the highest and one lower frequency or speed shall differ by at least 15 cycles per minute. Such lower frequency or speed shall be at least 20 cycles per minute regardless of engine speed and engine load. S4.1.1.4 Compliance with subparagraphs S4.1.1.2 and S4.1.1.3 may be demonstrated by testing under the conditions specified in sections 4.1.1 and 4.1.2 of SAE Recommended Practice J903a (1966) (incorporated by reference, see § 571.5). S4.1.2 Wiped area. S4.1.2.1 Areas A, B, and C shall be established as shown in Figures 1 and 2 of SAE Recommended Practice J903a (1966) (incorporated by reference, see § 571.5) using the angles specified in Columns 3 through 6 of Table I, II, III, or IV, as applicable. Table I—Passenger Cars of Less Than 1520 Millimeters in Overall Width Column 1—Area Column 2—Minimum percent to be wiped Angles in degrees Column 3—Left Column 4—Right Column 5—Up Column 6—Down A 80 16 49 7 5 B 94 13 46 4 3 C 99 7 15 3 1 Table II—Passenger Cars of 1520 or More But Less Than 1630 Millimeters in Overall Width Column 1—Area Column 2—Minimum percent to be wiped Angles in degrees Column 3—Left Column 4—Right Column 5—Up Column 6—Down A 80 17 51 8 5 B 94 13 49 4 3 C 99 7 15 3 1 Table III—Passenger Cars of 1630 or More But Less Than 1730 Millimeters in Overall Width Column 1—Area Column 2—Minimum percent to be wiped Angles in degrees Column 3—Left Column 4—Right Column 5—Up Column 6—Down A 80 17 53 9 5 B 94 14 51 5 3 C 99 8 15 4 1 Table IV—Passenger Cars of 1730 or More Millimeters in Overall Width Column 1—Area Column 2—Minimum percent to be wiped Angles in degrees Column 3—Left Column 4—Right Column 5—Up Column 6—Down A 80 18 56 10 5 B 94 14 53 5 3 C 99 10 15 5 1 S4.2 Windshield washing system. S4.2.1 Each passenger car shall have a windshield washing system that meets the requirements of SAE Recommended Practice J942 (1965) (incorporated by reference, see § 571.5), except that the reference to “the effective wipe pattern defined in SAE J903, paragraph 3.1.2” in paragraph 3.1 of SAE Recommended Practice J942 (1965) shall be deleted and “the areas established in accordance with subparagraph S4.1.2.1 of Motor Vehicle Safety Standard No. 104” shall be inserted in lieu thereof. S4.2.2 Each multipurpose passenger vehicle, truck, and bus shall have a windshield washing system that meets the requirements of SAE Recommended Practice J942 (1965) (incorporated by reference, see § 571.5), except that the reference to “the effective wipe pattern defined in SAE J903, paragraph 3.1.2” in paragraph 3.1 of SAE Recommended Practice J942 (1965) shall be deleted and “the pattern designed by the manufacturer for the windshield wiping system on the exterior surface of the windshield glazing” shall be inserted in lieu thereof. [36 FR 22902, Dec. 2, 1971, as amended at 58 FR 13023, Mar. 9, 1993; 60 FR 13643, Mar. 14, 1995; 63 FR 51000, Sept. 24, 1998; 77 FR 755, Jan. 6, 2012] § 571.105 Standard No. 105; Hydraulic and electric brake systems. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Antilock brake system ABS (1) Sensing the rate of angular rotation of the wheels; (2) Transmitting signals regarding the rate of wheel angular rotation to one or more controlling devices which interpret those signals and generate responsive controlling output signals; and (3) Transmitting those controlling signals to one or more modulators which adjust brake actuating forces in response to those signals. Backup system Brake power assist unit Brake power unit Directly Controlled Wheel Electric vehicle EV Electrically-actuated service brakes Full brake application means a brake application in which the force on the brake pedal reaches 150 pounds within 0.3 seconds from the point of application of force to the brake control. Hydraulic brake system Indirectly Controlled Wheel Initial brake temperature Lightly loaded vehicle weight (a) For vehicles with a GVWR of 10,000 lbs. or less, unloaded vehicle weight plus 400 lbs. (including driver and instrumentation); (b) For vehicles with a GVWR greater than 10,000 lbs., unloaded vehicle weight plus 500 lbs. (including driver and instrumentation). Maximum drive-through speed means the highest possible constant speed at which the vehicle can be driven through 200 feet of a 500-foot radius curve arc without leaving the 12-foot lane. Parking mechanism Peak friction coefficient PFC Pressure component Regenerative braking system RBS Skid number Snub Spike stop Split service brake system Stopping distance Tandem axle Variable proportioning brake system Wheel lockup S5. Requirements. S5.1 Service brake systems. S5.1.1 Stopping distance. (b) The service brakes shall be capable of stopping each vehicle with a GVWR of between 8,000 pounds and 10,000 pounds, other than a school bus, in three effectiveness tests within the distances and from the speeds specified in S5.1.1.1, S5.1.1.2, and S5.1.1.4. (c) The service brakes shall be capable of stopping each vehicle with a GVWR greater than 10,000 pounds in two effectiveness tests within the distances and from the speeds specified in S5.1.1.2 and S5.1.1.3. Each school bus with a GVWR greater than 10,000 pounds manufactured after January 12, 1996 and before March 1, 1999 and which is equipped with an antilock brake system may comply with paragraph S5.1.1.2 and S5.5.1 rather than the first effectiveness test, as specified in S5.1.1.1. Each school bus with a GVWR greater than 10,000 pounds manufactured on or after March 1, 1999 shall be capable of meeting the requirements of S5.1.1 through S5.1.5, under the conditions prescribed in S6, when tested according to the procedures and in the sequence set forth in S7. S5.1.1.1 In the first (preburnished) effectiveness test, the vehicle shall be capable of stopping from 30 mph and 60 mph within the corresponding distances specified in column I of table II. S5.1.1.2 In the second effectiveness test, each vehicle with a GVWR of 10,000 pounds or less and each school bus with a GVWR greater than 10,000 pounds shall be capable of stopping from 30 mph and 60 mph, and each vehicle with a GVWR greater than 10,000 pounds (other than a school bus) shall be capable of stopping from 60 mph, within the corresponding distances specified in Column II of Table II. If the speed attainable in 2 miles is not less than 84 mph, a passenger car or other vehicle with a GVWR of 10,000 pounds or less shall also be capable of stopping from 80 mph within the corresponding distances specified in Column II of Table II. S5.1.1.3 In the third effectiveness test the vehicle shall be capable of stopping at lightly loaded vehicle weight from 60 mph within the corresponding distance specified in column III of table II. S5.1.1.4 In the fourth effectiveness test, a vehicle with a GVWR of 10,000 pounds or less shall be capable of stopping from 30 and 60 mph within the corresponding distances specified in column I of table II. If the speed attainable in 2 miles is not less than 84 mph, a passenger car, or other vehicle with a GVWR of 10,000 lbs., or less, shall also be capable of stopping from 80 mph within the corresponding distance specified in column I of table II. If the speed attainable in 2 miles is not less than 99 mph, a passenger car shall, in addition, be capable of stopping from the applicable speed indicated below, within the corresponding distance specified in column I of table II. Speed attainable in 2 miles (mph) Required to stop from (mph) Not less than 99 but less than 104 95 104 or more 100 For an EV, the speed attainable in 2 miles is determined with the propulsion batteries at a state of charge of not less than 95 percent at the beginning of the run. S5.1.2 Partial failure. S5.1.2.1 In vehicles manufactured with a split service brake system, in the event of a rupture or leakage type of failure in a single subsystem, other than a structural failure of a housing that is common to two or more subsystems, the remaining portion(s) of the service brake system shall continue to operate and shall be capable of stopping a vehicle from 60 mph within the corresponding distance specified in column IV of table II. S5.1.2.2 In vehicles not manufactured with a split service brake system, in the event of any one rupture or leakage type of failure in any component of the service brake system the vehicle shall, by operation of the service brake control, be capable of stopping 10 times consecutively from 60 mph within the corresponding distance specified in column IV of table II. S5.1.2.3 For a vehicle manufactured with a service brake system in which the brake signal is transmitted electrically between the brake pedal and some or all of the foundation brakes, regardless of the means of actuation of the foundation brakes, the vehicle shall be capable of stopping from 60 mph within the corresponding distance specified in Column IV of Table II with any single failure in any circuit that electrically transmits the brake signal, and with all other systems intact. S5.1.2.4 For an EV manufactured with a service brake system that incorporates RBS, the vehicle shall be capable of stopping from 60 mph within the corresponding distance specified in Column IV of Table II with any single failure in the RBS, and with all other systems intact. S5.1.3 Inoperative brake power assist unit or brake power unit. S5.1.3.1 The service brakes on a vehicle equipped with one or more brake power assist units or brake power units, with one such unit inoperative and depleted of all reserve capability, shall be capable of stopping a vehicle from 60 mph within the corresponding distance specified in column IV of table II. S5.1.3.2 Brake power assist units. (a) In six consecutive stops at an average deceleration for each stop that is not lower than that specified in column I of table III, when the inoperative unit is not initially depleted of all reserve capability; and (b) In a final stop, at an average deceleration that is not lower than 7 FPSPS for passenger cars (equivalent stopping distance 554 feet) or 6 FPSPS for vehicles other than passenger cars (equivalent stopping distance 646 feet), as applicable, when the inoperative unit is depleted of all reserve capacity. S5.1.3.3 Brake power units. (a) In 10 consecutive stops at an average deceleration for each stop that is not lower than that specified in column II of table III, when the unit is not initially depleted of all reserve capability; and (b) In a final stop, at an average deceleration that is not lower than 7 FPSPS for passenger cars (equivalent stopping distance 554 feet) or 6 FPSPS for vehicles other than passenger cars (equivalent stopping distance 646 feet), as applicable, when the inoperative unit is depleted of all reserve capacity. S5.1.3.4 Brake power assist and brake power units. S5.1.3.5 Electric brakes. S5.1.4 Fade and recovery. S5.1.4.1 The control force used for the baseline check stops or snubs shall be not less than 10 pounds, nor more than 60 pounds, except that the control force for a vehicle with a GVWR of 10,000 pounds or more may be between 10 pounds and 90 pounds. S5.1.4.2 (a) Each vehicle with GVWR of 10,000 lbs or less shall be capable of making 5 fade stops (10 fade stops on the second test) from 60 mph at a deceleration not lower than 15 fpsps for each stop, followed by 5 fade stops at the maximum deceleration attainable from 5 to 15 fpsps. (b) Each vehicle with a GVWR greater than 10,000 pounds shall be capable of making 10 fade snubs (20 fade snubs on the second test) from 40 mph to 20 mph at 10 fpsps for each snub. S5.1.4.3 (a) Each vehicle with a GVWR of 10,000 pounds or less shall be capable of making five recovery stops from 30 mph at 10 fpsps for each stop, with a control force application that falls within the following maximum and minimum limits: (1) A maximum for the first four recovery stops of 150 pounds, and for the fifth stop, of 20 pounds more than the average control force for the baseline check; and (2) A minimum of— (A) The average control force for the baseline check minus 10 pounds, or (B) The average control force for the baseline check times 0.60, whichever is lower (but in no case lower than 5 pounds). (b) Each vehicle with a GVWR of more than 10,000 pounds shall be capable of making five recovery snubs from 40 mph to 20 mph at 10 fpsps for each snub, with a control force application that falls within the following maximum and minimum limits: (1) A maximum for the first four recovery snubs of 150 pounds, and for the fifth snub, of 20 pounds more than the average control force for the baseline check (but in no case more than 100 pounds); and (2) A minimum of— (A) The average control force for the baseline check minus 10 pounds, or (B) The average control force for the baseline check times 0.60, whichever is lower (but in no case lower than 5 pounds). S5.1.5 Water recovery. S5.1.5.1 The control force used for the baseline check stops or snubs shall be not less than 10 pounds, nor more than 60 pounds, except that the control force for a vehicle with a GVWR of 10,000 pounds or more may be between 10 and 90 pounds. S5.1.5.2(a) After being driven for 2 minutes at a speed of 5 mph in any combination of forward and reverse directions through a trough having a water dept of 6 inches, each vehicle with a GVWR of 10,000 pounds or less shall be capable of making five recovery stops from 30 mph at ten fpsps for each stop with a control force application that falls within the following maximum and minimum limits: (1) A maximum for the first four recovery stops of 150 pounds, and for the fifth stop, of 45 pounds more than the average control force for the baseline check (but in no case more than 90 pounds, except that the maximum control force for the fifth stop in the case of a vehicle manufactured before September 1, 1976, shall be not more than plus 60 pounds of the average control force for the baseline check (but in no case more than 110 pounds). (2) A minimum of— (A) The average control force for the baseline check minus 10 pounds, or (B) The average control force for the baseline check times 0.60, whichever is lower (but in no case lower than 5 pounds). (b) After being driven for 2 minutes at a speed of 5 mph in any combination of forward and reverse directions through a trough having a water depth of 6 inches, each vehicle with a GVWR of more than 10,000 pounds shall be capable of making five recovery stops from 30 mph at 10 fpsps for each stop with a control force application that falls within the following maximum and minimum limits: (1) A maximum for the first four recovery stops of 150 pounds, and for the fifth stop, of 60 pounds more than the average control force for the baseline check (but in no case more than 110 pounds); and (2) A minimum of— (A) The average control force for the baseline check minus 10 pounds, or (B) The average control force for the baseline check times 0.60, whichever is lower (but in no case lower than 5 pounds). S5.1.6 Spike stops. S5.1.7 Stability and control during braking. When stopped four consecutive times under the conditions specified in S6, each vehicle with a GVWR greater than 10,000 pounds manufactured on or after July 1, 2005 and each vehicle with a GVWR greater than 10,000 pounds manufactured in two or more stages on or after July 1, 2006 shall stop from 30 mph or 75 percent of the maximum drive-through speed, whichever is less, at least three times within the 12-foot lane, without any part of the vehicle leaving the roadway. Stop the vehicle with the vehicle at its lightly loaded vehicle weight, or at the manufacturer's option, at its lightly loaded vehicle weight plus not more than an additional 1000 pounds for a roll bar structure on the vehicle. S5.2 Parking Brake System. (a) In the case of a vehicle with a GVWR of 4,536 kilograms (10,000 pounds) or less, with a force applied to the control not to exceed 125 pounds for a foot-operated system and 90 pounds for a hand-operated system; and (b) In the case of a vehicle with a GVWR greater than 4,536 kilograms (10,000 pounds), with a force applied to the control not to exceed 150 pounds for a foot-operated system and 125 pounds for a hand-operated system. S5.2.1. Except as provided in § 5.2.2, the parking brake system on a passenger car and on a school bus with a GVWR of 10,000 pounds or less shall be capable of holding the vehicle stationary (to the limit of traction on the braked wheels) for 5 minutes in both a forward and reverse direction on a 30 percent grade. S5.2.2 A vehicle of a type described in S5.2.1 at the option of the manufacturer may meet the requirements of S5.2.2.1, S5.2.2.2, and S5.2.2.3 instead of the requirements of S5.2.1 if: (a) The vehicle has a transmission or transmission control which incorporates a parking mechanism, and (b) The parking mechanism must be engaged before the ignition key can be removed. S5.2.2.1 The vehicle's parking brake and parking mechanism, when both are engaged, shall be capable of holding the vehicle stationary (to the limit of traction of the braked wheels) for 5 minutes, in both forward and reverse directions, on a 30 percent grade. S5.2.2.2 The vehicle's parking brake, with the parking mechanism not engaged, shall be capable of holding the vehicle stationary for 5 minutes, in both forward and reverse directions, on a 20 percent grade. S5.2.2.3 With the parking mechanism engaged and the parking brake not engaged, the parking mechanism shall not disengage or fracture in a manner permitting vehicle movement, when the vehicle is impacted at each end, on a level surface, by a barrier moving at 2 1/2 S5.2.3 (a) The parking brake system on a multipurpose passenger vehicle, truck or bus (other than a school bus) with a GVWR of 4,536 kilograms (10,000 pounds) or less shall be capable of holding the vehicle stationary for 5 minutes, in both forward and reverse directions, on a 20 percent grade. (b) The parking brake system on a multipurpose passenger vehicle, truck, or bus (including a school bus) with a GVWR greater than 4,536 kilograms (10,000 pounds) shall be capable of holding the vehicle stationary for 5 minutes, in both forward and reverse directions, on a 20 percent grade. S5.3 Brake system indicator lamp. S5.3.1 An indicator lamp shall be activated when the ignition (start) switch is in the “on” (“run”) position and whenever any of the conditions (a) or (b), (c), (d), (e), (f), and (g) occur: (a) A gross loss of pressure (such as caused by rupture of a brake line but not by a structural failure of a housing that is common to two or more subsystems) due to one of the following conditions (chosen at the option of the manufacturer): (1) Before or upon application of a differential pressure of not more than 225 lb/in 2 (2) Before or upon application of 50 pounds of control force upon a fully manual service brake. (3) Before or upon application of 25 pounds of control force upon a service brake with a brake power assist unit. (4) When the supply pressure in a brake power unit drops to a level not less than one-half of the normal system pressure. (b) A drop in the level of brake fluid in any master cylinder reservoir compartment to less than the recommended safe level specified by the manufacturer or to one-fourth of the fluid capacity of that reservoir compartment, whichever is greater. (c) A malfunction that affects the generation or transmission of response or control signals in an antilock brake system, or a total functional electrical failure in a variable proportioning brake system. (d) Application of the parking brake. (e) For a vehicle with electrically-actuated service brakes, failure of the source of electric power to the brakes, or diminution of state of charge of the batteries to less than a level specified by the manufacturer for the purpose of warning a driver of degraded brake performance. (f) For a vehicle with electric transmission of the service brake control signal, failure of a brake control circuit. (g) For an EV with RBS that is part of the service brake system, failure of the RBS. S5.3.2 (a) Except as provided in paragraph (b) of this section, all indicator lamps shall be activated as a check of lamp function either when the ignition (start) switch is turned to the “on” (run) position when the engine is not running, or when the ignition (start) switch is in a position between “on” (run) and “start” that is designated by the manufacturer as a check position. (b) The indicator lamps need not be activated when a starter interlock is in operation. S5.3.3 (a) Each indicator lamp activated due to a condition specified in S5.3.1 shall remain activated as long as the malfunction exists, whenever the ignition (start) switch is in the “on” (run) position, whether or not the engine is running. (b) For vehicles manufactured on and after September 1, 1999 with GVWRs greater than 10,000 lbs, each message about the existence of a malfunction, as described in S5.3.1(c), shall be stored in the antilock brake system after the ignition switch is turned to the “off” position and the indicator lamp shall be automatically reactivated when the ignition switch is again turned to the “on” position. The indicator lamp shall also be activated as a check of lamp function whenever the ignition is turned to the “on” (run) position. The indicator lamp shall be deactivated at the end of the check of lamp function unless there is a malfunction or a message about a malfunction that existed when the key switch was last turned to the “off” position. S5.3.4 When an indicator lamp is activated it may be steady burning or flashing. S5.3.5 (a) Each indicator lamp shall display word, words or abbreviation, in accordance with the requirements of Standard No. 101 (49 CFR 571.101) and/or this section, which shall have letters not less than 1/8 (b) If a single common indicator is used, the lamp shall display the word “Brake”. The letters and background of a single common indicator shall be of contrasting colors, one of which is red. (c)(1) If separate indicators are used for one or more of the conditions described in S5.3.1(a) through S5.3.1(g) of this standard, the indicator display shall include the word “Brake” and appropriate additional labeling, except as provided in (c)(1) (A) through (D) of this paragraph. (A) If a separate indicator lamp is provided for gross loss of pressure, the words “Brake Pressure” shall be used for S5.3.1(a). (B) If a separate indicator lamp is provided for low brake fluid, the words “Brake Fluid” shall be used for S5.3.1(b), except for vehicles using hydraulic system mineral oil. (C) If a separate indicator lamp is provided for an anti-lock system, the single word “Antilock” or “Anti-lock”, or the abbreviation “ABS”, may be used for S5.3.1(c). (D) If a separate indicator lamp is provided for application of the parking brake, the single word “Park” may be used for S5.3.1(d). (E) If a separate indicator is used for the regenerative brake system, the symbol “RBS” may be used. RBS failure may also be indicated by a lamp displaying the symbol “ABS/RBS.” (2) Except for a separate indicator lamp for an anti-lock system, a regenerative system, or an indicator for both anti-lock and regenerative system, the letters and background of each separate indicator lamp shall be of contrasting colors, one of which is red. The letters and background of a separate lamp for an anti-lock system, a regenerative system, or a lamp displaying both an anti-lock and a regenerative system shall be of contrasting colors, one of which is yellow. S5.4 Reservoirs. S5.4.1 Master cylinder reservoirs. S5.4.2 Reservoir capacity. S5.4.3 Reservoir labeling (a) Permanently affixed, engraved, or embossed; (b) Located so as to be visible by direct view, either on or within 4 inches of the brake fluid reservoir filler plug or cap; and (c) Of a color that contrasts with its background, if it is not engraved or embossed. S5.5 Antilock and variable proportioning brake systems. S5.5.1 Each vehicle with a GVWR greater than 10,000 pounds, except for any vehicle with a speed attainable in 2 miles of not more than 33 mph, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle and the wheels of at least one rear axle of the vehicle. On each vehicle with a GVWR greater than 10,000 pounds but not greater than 19,500 pounds and motor homes with a GVWR greater than 10,000 pounds but not greater than 22,500 pounds manufactured before March 1, 2001, the antilock brake system may also directly control the wheels of the rear drive axle by means of a single sensor in the driveline. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system. S5.5.2 In the event of any failure (structural or functional) in an antilock or variable proportioning brake system, the vehicle shall be capable of meeting the stopping distance requirements specified in S5.1.2 for service brake system partial failure. For an EV that is equipped with both ABS and RBS that is part of the service brake system, the ABS must control the RBS. S5.6 Brake system integrity. (a) Detachment or fracture of any component of the braking system, such as brake springs and brake shoe or disc pad facing, other than minor cracks that do not impair attachment of the friction facing. All mechanical components of the braking system shall be intact and functional. Friction facing tearout (complete detachment of lining) shall not exceed 10 percent of the lining on any single frictional element. (b) Any visible brake fluid or lubricant on the friction surface of the brake, or leakage at the master cylinder or brake power unit reservoir cover, seal and filler openings. S6 Test conditions. S6.1 Vehicle weight. S6.1.1 Other than tests specified at lightly loaded vehicle weight in S7.5(a), S7.7, S7.8, and S7.9, the vehicle is loaded to its GVWR such that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR, except that each fuel tank is filled to any level from 100 percent of capacity (corresponding to full GVWR) to 75 percent. However, if the weight on any axle of a vehicle at lightly loaded vehicle weight exceeds the axle's proportional share of the gross vehicle weight rating, the load required to reach GVWR is placed so that the weight on that axle remains the same as a lightly loaded vehicle weight. S6.1.2 For applicable tests specified in S7.5(a), S7.7, S7.8, and S7.9, vehicle weight is lightly loaded vehicle weight, with the added weight, except for the roll bar structure allowed for trucks and buses with a GVWR greater than 10,000 pounds, distributed in the front passenger seat area in passenger cars, multipurpose passenger vehicles, and trucks, and in the area adjacent to the driver's seat in buses. S6.2 Electric vehicles and electric brakes. S6.2.1 The state of charge of the propulsion batteries is determined in accordance with SAE Recommended Practice J227a (1976) (incorporated by reference, see § 571.5). The applicable sections of SAE J227a (1976) are 3.2.1 through 3.2.4, 3.3.1 through 3.3.2.2, 3.4.1 and 3.4.2, 4.2.1, 5.2, 5.2.1, and 5.3. S6.2.2 At the beginning of the first effectiveness test specified in S7.3, and at the beginning of each burnishing procedure, each EV's propulsion battery is at the maximum state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, or, if the manufacturer has made no recommendation, at a state of charge of not less than 95 percent. If a battery is replaced rather than recharged, the replacement battery is to be charged and measured for state of charge in accordance with these procedures. During each burnish procedure, each propulsion battery is restored to the recommended state of charge or a state of charge of not less than 95 percent after each increment of 40 burnish stops until each burnish procedure is complete. The batteries may be charged at a more frequent interval if, during a particular 40-stop increment, the EV is incapable of achieving the initial burnish test speed. During each burnish procedure, the propulsion batteries may be charged by an external means or replaced by batteries that are charged to the state of charge recommended by the manufacturer or a state of charge of not less than 95 percent. For EVs having a manual control for setting the level of regenerative braking, the manual control, at the beginning of each burnish procedure, is set to provide maximum regenerative braking throughout the burnish. S6.2.3 At the beginning of each performance test in the test sequence (S7,3, S7.5, S7.7 through S7.11, and S7.13 through S7.19 of this standard), unless otherwise specified, each propulsion battery of an EV is at the maximum state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, or, if the manufacturer has made no recommendation, at a state of charge of not less than 95 percent. If batteries are replaced rather than recharged, each replacement battery shall be charged and measured for state of charge in accordance with these procedures. No further charging of any propulsion battery occurs during any of the performance tests in the test sequence of this standard. If the propulsion batteries are depleted during a test sequence such that the vehicle reaches automatic shut-down, will not accelerate, or the low state of charge warning lamp is illuminated, the vehicle is to be accelerated to brake test speed by auxiliary means. S6.2.4 (a) For an EV equipped with RBS, the RBS is considered to be part of the service brake system if it is automatically controlled by an application of the service brake control, if there is no means provided for the driver to disconnect or otherwise deactivate it, and if it is activated in all transmission positions, including neutral. The RBS is operational during all burnishes and all tests, except for the test of a failed RBS. (b) For an EV equipped with an RBS that is not part of the service brake system, the RBS is operational and set to produce the maximum regenerative braking effect during the burnishes, and is disabled during the test procedures. If the vehicle is equipped with a neutral gear that automatically disables the RBS, the test procedures which are designated to be conducted in gear may be conducted in neutral. S6.2.5 For tests conducted “in neutral,” the operator of an EV with no “neutral” position (or other means such as a clutch for disconnecting the drive train from the propulsion motor(s)) does not apply any electromotive force to the propulsion motor(s). Any electromotive force that is applied to the propulsion motor(s) automatically remains in effect unless otherwise specified by the test procedure. S6.2.6 A vehicle equipped with electrically-actuated service brakes also performs the following test series. Conduct 10 stopping tests from a speed of 100 kph or the maximum vehicle speed, whichever is less. At least two of the 10 stopping distances must be less than or equal to 70 meters. The vehicle is loaded to GVWR for these tests and the transmission is in the neutral position when the service brake control is actuated and throughout the remainder of the test. The battery or batteries providing power to those electrically-actuated brakes, at the beginning of each test, shall be in a depleted state of charge for conditions (a), (b), or (c) of this paragraph as appropriate. An auxiliary means may be used to accelerate an EV to test speed. (a) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries, and with automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at not more than five percent above the EV actual automatic shut-down critical value. The critical value is determined by measuring the state-of-charge of each propulsion battery at the instant that automatic shut-down occurs and averaging the states-of-charge recorded. (b) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries, and with no automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at an average of not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.3.1(e) of this standard, is illuminated. (c) For a vehicle which has an auxiliary battery (or batteries) that provides electrical energy to operate the electrically-actuated service brakes, the auxiliary battery(batteries) is (are) at (at an average of) not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.3.1(e) of this standard, is illuminated. S6.3 Tire inflation pressure. S6.4 Transmission selector control. S6.5 Engine. S6.6 Vehicle openings. S6.7 Ambient temperature. S6.8 Wind velocity. S6.9 Road surface. S6.9.1 For vehicles with a GVWR of 10,000 pounds or less, road tests are conducted on a 12-foot-wide, level roadway, having a skid number of 81. Burnish stops are conducted on any surface. The parking brake test surface is clean, dry, smooth, Portland cement concrete. S6.9.2(a) For vehicles with a GVWR greater than 10,000 pounds, road tests (excluding stability and control during braking tests) are conducted on a 12-foot-wide, level roadway, having a peak friction coefficient of 1.02 when measured using an ASTM F2493 standard reference test tire, in accordance with ASTM E1337-19 (incorporated by reference, see § 571.5), at a speed of 40 mph, without water delivery. Burnish stops are conducted on any surface. The parking brake test surface is clean, dry, smooth, Portland cement concrete. (b) For vehicles with a GVWR greater than 10,000 pounds, stability and control during braking tests are conducted on a 500-foot-radius curved roadway with a wet level surface having a peak friction coefficient of 0.55 when measured on a straight or curved section of the curved roadway using an ASTM F2493 standard reference tire, in accordance with ASTM E1337-19 at a speed of 40 mph, with water delivery. S6.10 Vehicle position and wheel lockup restrictions. S6.10.1 For vehicles with a GVWR of 10,000 pounds or less, stops are made with wheel lockup permitted only as follows: (a) At vehicle speeds above 10 mph, there may be controlled wheel lockup on an antilock-equipped axle, and lockup of not more than one wheel per vehicle, uncontrolled by an antilock system. (Dual wheels on one side of an axle are considered a single wheel.) (b) At vehicle speeds of 10 mph or less, any wheel may lock up for any duration. (c) Unlimited wheel lockup is allowed during spike stops (but not spike check stops), partial failure stops, and inoperative brake power or power assist unit stops. S6.10.2 For vehicles with a GVWR greater than 10,000 pounds, stops are made with wheel lockup permitted only as follows: (a) At vehicle speeds above 20 mph, any wheel on a nonsteerable axle other than the two rearmost nonliftable, nonsteerable axles may lock up for any duration. The wheels on the two rearmost nonliftable, nonsteerable axles may lock up according to (b). (b) At vehicle speeds above 20 mph, one wheel on any axle or two wheels on any tandem may lock up for any duration. (c) At vehicle speeds above 20 mph, any wheel not permitted to lock in (a) or (b) may lock up repeatedly, with each lockup occurring for a duration of one second or less. (d) At vehicle speeds of 20 mph or less, any wheel may lock up for any duration. (e) Unlimited wheel lockup is allowed during partial failure stops, and inoperative brake power or power assist stops. S6.11 Thermocouples. S6.12 Initial brake temperature. S6.13 Control forces. S6.14 Special drive conditions. A vehicle with a GVWR greater than 10,000 pounds equipped with an interlocking axle system or a front wheel drive system that is engaged and disengaged by the driver is tested with the system disengaged. S6.15 Selection of compliance options. Where manufacturer options are specified, the manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle. Each manufacturer shall, upon request from the National Highway Traffic Safety Administration, provide information regarding which of the compliance options it has selected for a particular vehicle or make/model. S7. Test procedure and sequence. Each vehicle shall be capable of meeting all the applicable requirements of S5 when tested according to the procedures and sequence set forth below, without replacing any brake system part or making any adjustments to the brake system other than as permitted in the burnish and reburnish procedures and in S7.9 and S7.10. (For vehicles only having to meet the requirements of S5.1.1, S5.1.2, S5.1.3, and S5.1.7 in section S5.1, the applicable test procedures and sequence are S7.1, S7.2, S7.4, S7.5(b), S7.5(a), S7.8, S7.9, S7.10, and S7.18. However, at the option of the manufacturer, the following test procedure and sequence may be conducted: S7.1, S7.2, S7.3, S7.4, S7.5(b), S7.6, S7.7, S7.5(a), S7.8, S7.9, S7.10, and S7.18. The choice of this option must not be construed as adding to the requirements specified in S5.1.2 and S5.1.3.) Automatic adjusters must remain activated at all times. A vehicle shall be deemed to comply with the stopping distance requirements of S5.1 if at least one of the stops at each speed and load specified in each of S7.3, S7.5(b), S7.8, S7.9, S7.10, S7.15 and S7.17 (check stops) is made within a stopping distance that does not exceed the corresponding distance specified in Table II. When the transmission selector control is required to be in neutral for a deceleration, a stop or snub must be obtained by the following procedures: (a) Exceed the test speed by 4 to 8 mph; (b) Close the throttle and coast in gear to approximately 2 mph above the test speed; (c) Shift to neutral; and (d) When the test speed is reached, apply the service brakes. S7.1 Brake warming. S7.2 Pretest instrumentation check. S7.3 Service brake system—first preburnish effectiveness test. S7.4 Service brake system—burnish procedure. S7.4.1 Vehicles with GVWR of 10,000 lb or less. S7.4.1.1 Burnish. S7.4.1.2 Brake adjustment—post burnish. S7.4.2 Vehicles with GVWR greater than 10,000 pounds. S7.4.2.1 Burnish. S7.4.2.2 Brake adjustment—post burnish. S7.5 (a) Stability and control during braking (vehicles with a GVWR greater than 10,000 pounds). Make four stops in the lightly-loaded weight condition specified in S5.1.7. Use a full brake application for the duration of the stop, with the clutch pedal depressed or the transmission selector control in the neutral position, for the duration of each stop. (b) Service brake system—second effectiveness test. For vehicles with a GVWR of 10,000 pounds or less, or any school bus, make six stops from 30 mph. Then, for any vehicle, make six stops from 60 mph. Then, for a vehicle with a GVWR of 10,000 pounds or less, make four stops from 80 mph if the speed attainable in 2 miles is not less than 84 mph. S7.6 First reburnish. S7.7 Parking brake test. 1/2 S7.7.1 Test procedure for requirements of S5.2.1 and S5.2.3. S7.7.1.1 Condition the parking brake friction elements so that the temperature at the beginning of the test is at any level not more than 150 °F. (when the temperature of components on both ends of an axle are averaged). S7.7.1.2 Drive the vehicle, loaded to GVWR, onto the specified grade with the longitudinal axis of the vehicle in the direction of the slope of the grade, stop the vehicle and hold it stationary by application of the service brake control, and place the transmission in neutral. S7.7.1.3 With the vehicle held stationary by means of the service brake control, apply the parking brake by a single application of the force specified in (a), (b), or (c) of this paragraph, except that a series of applications to achieve the specified force may be made in the case of a parking brake system design that does not allow the application of the specified force in a single application: (a) In the case of a passenger car or other vehicle with a GVWR of 10,000 lbs. or less, not more than 125 pounds for a foot-operated system, and not more than 90 pounds for a hand-operated system; and (b) In the case of a vehicle with a GVWR greater than 4,536 kilograms (10,000 pounds) not more than 150 pounds for a foot-operated system, and not more than 125 pounds for a hand-operated system. (c) For a vehicle using an electrically-activated parking brake, apply the parking brake by activating the parking brake control. S7.7.1.4 Following the application of the parking brake in accordance with S7.7.1.3, release all force on the service brake control and commence the measurement of time if the vehicle remains stationary. If the vehicle does not remain stationary, reapplication of the service brake to hold the vehicle stationary, with reapplication of a force to the parking brake control at the level specified in S7.7.1.3 (a) or (b) as appropriate for the vehicle being tested (without release of the ratcheting or other holding mechanism of the parking brake) may be used twice to attain a stationary position. S7.7.1.5 Following observation of the vehicle in a stationary condition for the specified time in one direction, repeat the same test procedure with the vehicle orientation in the opposite direction on the specified grade. S7.7.1.6 Check the operation of the parking brake application indicator required by S5.3.1(d). S7.7.2 Test procedure for requirements of S5.2.2 (b) Test as in S7.7.1, except in addition place the transmission control to engage the parking mechanism; and (c) Test as in S7.7.1 except on a 20 percent grade, with the parking mechanism not engaged. S7.7.3 Lightly loaded vehicle. S7.7.4 Non-service brake type parking brake systems. S7.8 Service brake system test—lightly loaded vehicle (third effectiveness) test. S7.9 Service brake system test—partial failure. S7.9.1 With the vehicle at lightly loaded vehicle weight or at the manufacturer's option for a vehicle with a GVWR greater than 10,000 pounds, at lightly loaded vehicle weight plus not more than an additional 1,000 pounds for a roll bar structure on the vehicle, alter the service brake system to produce any one rupture or leakage type of failure, other than a structural failure of a housing that is common to two or more subsystems. Determine the control force, pressure level, or fluid level (as appropriate for the indicator being tested) necessary to activate the brake system indicator lamp. Make four stops if the vehicle is equipped with a split service brake system, or 10 stops if the vehicle is not so equipped, each from 60 mph, by a continuous application of the service brake control. Restore the service brake system to normal at completion of this test. S7.9.2 Repeat S7.9.1 for each of the other subsystems. S7.9.3 Repeat S7.9.1 and S7.9.2 with vehicle at GVWR. Restore the service brake system to normal at completion of this test. S7.9.4 (For vehicles with antilock and/or variable proportioning brake systems.) With vehicle at GVWR, disconnect functional power source, or otherwise render antilock system inoperative. Disconnect variable proportioning brake system. Make four stops, each from 60 mph. If more than one antilock or variable proportioning brake subsystem is provided, disconnect or render one subsystem inoperative and run as above. Restore system to normal at completion of this test. Repeat for each subsystem provided. Determine whether the brake system indicator lamp is activated when the electrical power source to the antilock or variable proportioning unit is disconnected. S7.9.5 For a vehicle in which the brake signal is transmitted electrically between the brake pedal and some or all of the foundation brakes, regardless of the means of actuation of the foundation brakes, the tests in S7.9.1 through S7.9.3 of this standard are conducted by inducing any single failure in any circuit that electrically transmits the brake signal, and all other systems intact. Determine whether the brake system indicator lamp is activated when the failure is induced. S7.9.6 For an EV with RBS that is part of the service brake system, the tests specified in S7.9.1 through S7.9.3 are conducted with the RBS disconnected and all other systems intact. Determine whether the brake system indicator lamp is activated when the RBS is disconnected. S7.10 Service brake system—inoperative brake power unit or brake power assist unit test. S7.10.1 Regular procedure. S7.10.2 Optional Procedures. (a) (For vehicles with brake power assist units.) Disconnect the primary source of power. Make six stops each from 60 mph, to achieve the average deceleration for each stop as specified in table III. Apply the brake control as quickly as possible. Maintain control force until vehicle has stopped. At the completion of the stops specified above, deplete the system of any residual brake power reserve capability. Make one stop from 60 mph at an average deceleration of not lower than 7 fpsps for passenger cars (equivalent stopping distance 554 feet), or 6 fpsps for vehicles other than passenger cars (equivalent stopping distance 646 feet) and determine whether the control force exceeds 150 pounds. (b) (For vehicles with brake power units with accumulator type systems.) Test as in S7.10.2(a), except make 10 stops instead of 6 and, at the completion of the 10 stops, deplete the failed element of the brake power unit of any residual brake power reserve capability before making the final stop. (c) (For vehicles with brake power assist or brake power units with backup systems.) If the brake power or brake power assist unit operates in conjunction with a backup system and the backup system is activated automatically in the event of a primary power failure, the backup system is operative during this test. Disconnect the primary source of power of one subsystem. Make 15 stops, each from 60 mph, with the backup system activated for the failed subsystem, to achieve an average deceleration of 12 fpsps for each stop. (d) Restore systems to normal at completion of these tests. For vehicles equipped with more than one brakepower assist or brakepower unit, conduct tests of each in turn. S7.10.3 Electric brakes. (a) For vehicles with electrically-actuated service brakes, the tests in S7.10.1 or S7.10.2 are conducted with any single electrical failure in the electric brake system instead of the brake power or brake power assist systems, and all other systems intact. (b) For EVs with RBS that is part of the service brake system, the tests in S7.10.1 or S7.10.2 are conducted with the RBS discontinued and all other systems intact. S7.11 Service brake system—first fade and recovery test. S7.11.1 Baseline check stops or snubs. S7.11.1.1 Vehicles with GVWR of 10,000 lb or less. S7.11.1.2 Vehicles with GVWR greater than 10,000 pounds. S7.11.2 Fade stops or snubs. S7.11.2.1 Vehicles with GVWR of 10,000 pounds or less. S7.11.2.2 Vehicles with GVWR greater than 10,000 lb. S7.11.3 Recovery stops or snubs. S7.11.3.1 Vehicles with GVWR of 10,000 lb or less. S7.11.3.2 Vehicles with GVWR greater than 10,000 lb. S7.12 Service brake system—second reburnish. S7.13 Service brake system—second fade and recovery test. S7.14 Third reburnish. S7.15 Service brake system—fourth effectiveness test. S7.16 Service brake system—water recovery test. S7.16.1 Baseline check stop. S7.16.2 Wet brake recovery stops. S7.17 Spike stops. S7.18 Final inspection. (a) The service brake system for detachment or fracture of any components, such as brake springs and brake shoes or disc pad facing. (b) The friction surface of the brake, the master cylinder or brake power unit reservoir cover and seal and filler openings, for leakage of brake fluid or lubricant. (c) The master cylinder or brake power unit reservoir for compliance with the volume and labeling requirements of S5.4.2 and S5.4.3. In determining the fully applied worn condition assume that the lining is worn to: (1) Rivet or bolt heads on riveted or bolted linings, or (2) within one thirty-seconds of an inch of shoe or pad mounting surface on bonded linings, or (3) the limit recommended by the manufacturer, whichever is larger relative to the total possible shoe or pad movement. Drums or rotors are assumed to be at nominal design drum diameter or rotor thickness. Linings are assumed adjusted for normal operating clearance in the released position. (d) The brake system indicator light(s), for compliance with operation in various key positions, lens color, labeling, and location, in accordance with S5.3. S7.19 Moving barrier test. 1/2 Note: The vehicle used for this test need not be the same vehicle that has been used for the braking tests. Figure 1—Typical Plug Thermocouple Installations Note: The second thermocouple shall be installed at .080 inch depth within 1 inch circumferentially of the thermocouple installed at .040 inch depth. Table I—Brake Test Procedure Sequence and Requirements Sequence Test load Test procedure Requirements Light GVWR 1. Instrumentation check S7.2 2. First (preburnish) effectiveness test X S7.3 S5.1.1.1 3. Burnish procedure X S7.4 4. Second effectiveness test X S7.5(b) S5.1.1.2 5. First reburnish X S7.6 6. Parking brake X X S7.7 S5.2 7. Stability and control during braking (braking-in-a-curve test) X S7.5(a) S5.1.7 8. Third effectiveness (lightly loaded vehicle) X S7.8 S5.1.1.3 9. Partial failure X X S7.9 S5.1.2 10. Inoperative brake power and power assist units X S7.10 S5.1.3 11. First fade and recovery X S7.11 S5.1.4 12. Second reburnish X S7.12 13. Second fade and recovery X S7.13 S5.1.4 14. Third reburnish X S7.14 15. Fourth effectiveness X S7.15 S5.1.1.4 16. Water recovery X S7.16 S5.1.5 17. Spike stops X S7.17 S5.1.6 18. Final inspection S7.18 S5.6 19. Moving barrier test X S7.19 S5.2.2.3 Table III—Inoperative Brake Power Assist and Brake Power Units Stop No. Average deceleration, FPSPS Equivalent stopping distance, feet Column 1—brake power assist Column 2—brake power unit Column 3—brake power assist Column 4—brake power unit (a) (b) and (c) (a) (b) and (c) (a) (b) and (c) (a) (b) and (c) 1 16.0 14.0 16.0 13.0 242 277 242 298 2 12.0 12.0 13.0 11.0 323 323 298 352 3 10.0 10.0 12.0 10.0 388 388 323 388 4 9.0 8.5 11.0 9.5 431 456 352 409 5 8.0 7.5 10.0 9.0 484 517 388 431 6 7.5 6.7 9.5 8.5 517 580 409 456 7 1 1 9.0 8.0 554 646 431 484 8 NA NA 8.5 7.5 NA NA 456 517 9 NA NA 8.0 7.0 NA NA 484 554 10 NA NA 7.5 6.5 NA NA 517 596 11 NA NA 1 1 NA NA 554 646 1 [41 FR 29696, July 19, 1976] Editorial Note: For Federal Register www.govinfo.gov. § 571.106 Standard No. 106; Brake hoses. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Armor Brake hose 1/4 1/4 Brake hose assembly Brake hose end fitting Free length Permanently attached end fitting Preformed Rupture Vacuum tubing connector S5. Requirements—hydraulic brake hose, brake hose assemblies, and brake hose end fittings. S5.1 Construction. (b) Each hydraulic brake hose assembly that is equipped with a permanent supplemental support integrally attached to the assembly and is manufactured as a replacement for use on a vehicle not equipped, as an integral part of the vehicle's original design, with a means of attaching the support to the vehicle shall be equipped with a bracket that is integrally attached to the supplemental support and that adapts the vehicle to properly accept this type of brake hose assembly. S5.2 Labeling. S5.2.1 Each hydraulic brake hose, except hose sold as part of a motor vehicle, shall have at least two clearly identifiable stripes of at least one-sixteenth of an inch in width, placed on opposite sides of the brake hose parallel to its longitudinal axis. One stripe may be interrupted by the information required by S5.2.2, and the other stripe may be interrupted by additional information at the manufacturer's option. However, hydraulic brake hose manufactured for use only in an assembly whose end fittings prevent its installation in a twisted orientation in either side of the vehicle, need not meet the requirements of S5.2.1. S5.2.2 Each hydraulic brake hose shall be labeled, or cut from bulk hose that is labeled, at intervals of not more than 6 inches, measured from the end of one legend to the beginning of the next, in block capital letters and numerals at least one-eighth of an inch high, with the information listed in paragraphs (a) through (e) of this section. The information need not be present on hose that is sold as part of a brake hose assembly or a motor vehicle. (a) The symbol DOT, constituting a certification by the hose manufacturer that the hose conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the hose, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The marking may consist of a designation other than block capital letters required by S5.2.2. (c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996. (d) The nominal inside diameter of the hose expressed in inches or fractions of inches, or in millimeters followed by the abbreviation “mm.” (e) Either “HR” to indicate that the hose is regular expansion hydraulic hose or “HL” to indicate that the hose is low expansion hydraulic hose. S5.2.3 Package labeling for brake hose assemblies designed to be used with a supplemental support. insert Manufacturer, Model Name (b) Each hydraulic brake hose assembly that is equipped with a permanent supplemental support integrally attached to the assembly and is manufactured as a replacement for use on a vehicle not equipped, as an integral part of the vehicle's original design, with a means of attaching the support to the vehicle shall comply with paragraphs (a) (1) and (2) of this section: (1) Be sold in a package that is marked or labeled as follows: “FOR USE ONLY WITH A SUPPLEMENTAL SUPPORT.” (2) Be accompanied by clear, detailed instructions explaining the proper installation of the brake hose and the supplemental support bracket to the vehicle and the consequences of not attaching the supplemental support bracket to the vehicle. The instructions shall be printed on or included in the package specified in paragraph (a)(1) of this section. S5.2.4 Each hydraulic brake hose assembly, except those sold as part of a motor vehicle, shall be labeled by means of a band around the brake hose assembly as specified in this paragraph or, at the option of the manufacturer, by means of labeling as specified in S5.2.4.1. The band may at the manufacturer's option be attached so as to move freely along the length of the assembly, as long as it is retained by the end fittings. The band shall be etched, embossed, or stamped in block capital letters, numerals or symbols at least one-eighth of an inch high, with the following information: (a) The symbol DOT constituting certification by the hose assembler that the hose assembly conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol. S5.2.4.1 At least one end fitting of a hydraulic brake hose assembly shall be etched, stamped or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the hose assembly and is filed in accordance with S5.2.4(b). S5.3 Test requirements. S5.3.1 Constriction. S5.3.2 Expansion and burst strength. 3/16 1/8 1/8 Table I—Maximum Expansion of Free Length Brake Hose, CC/FT Hydraulic brake hose, inside diameter Test pressure 1,000 psi 1,500 psi 2,900 psi Regular Low Low Regular Regular Low 1 8 0.66 0.33 0.79 0.42 1.21 0.61 > 1 8 3 16 0.86 0.55 1.02 0.72 1.67 0.91 > 3 16 1.04 0.82 1.30 1.17 * * S5.3.3 Whip resistance. S5.3.4 Tensile strength. S5.3.5 Water absorption and burst strength. S5.3.6 Water absorption and tensile strength. S5.3.7 Water absorption and whip resistance. S5.3.8 Low-temperature resistance. S5.3.9 Brake fluid compatibility, constriction, and burst strength. S5.3.10 Ozone resistance. S5.3.11 Dynamic ozone test. S5.3.12 High temperature impulse test. (a) Shall withstand pressure cycling for 150 cycles, at 295 degrees Fahrenheit (146 degrees Celsius) without leakage; (b) Shall not rupture during a 2-minute, 4,000 psi pressure hold test, and; (c) Shall not burst at a pressure less than 5,000 psi. S5.3.13 End fitting corrosion resistance. S6. Test procedures—Hydraulic brake hose, brake hose assemblies, and brake hose end fittings. S6.1. Expansion test. S6.1.1 Apparatus. (a) Source for required fluid pressure; (b) Test fluid of water without any additives and free of gases; (c) Reservoir for test fluid; (d) Pressure gauges; (e) Brake hose end fittings in which to mount the hose vertically; and (f) Graduate burette with 0.05 cc increments. Fig. 1—Expansion Test Apparatus S6.1.2 Preparation. (b) Mount the hose so that it is in a vertical straight position without tension when pressure is applied. (c) Fill the hose with test fluid and bleed all gases from the system. (d) Close the valve to the burette and apply 1,500 psi for 10 seconds; then release pressure. S6.1.3 Calculation of expansion at 1,000 and 1,500 psi. (b) Close the valve to the burette, apply pressure at the rate of 15,000 psi per minute, and seal 1,000 psi in the hose (1,500 psi in the second series, and 2,900 psi in the third series). (c) After 3 seconds open the valve to the burette for 10 seconds and allow the fluid in the expanded hose to rise into the burette. (d) Repeat the procedure in steps (b) and (c) twice. Measure the amount of test fluid which has accumulated in the burette as a result of the three applications of pressure. (e) Calculate the volumetric expansion per foot by dividing the total accumulated test fluid by 3 and further dividing by the free length of the hose in feet. S6.2 Burst strength test. (b) Apply water pressure of 4,000 psi at a rate of 15,000 psi per minute. (c) After 2 minutes at 4,000 psi, increase the pressure at the rate of 15,000 psi per minute until the pressure exceeds 5,000 psi for a brake hose larger than 1/8 1/8 S6.3 Whip resistance test. S6.3.1 Apparatus. (a) A movable header consisting of a horizontal bar equipped with capped end fittings and mounted through bearings at each end to points 4 inches from the center of two vertically rotating disks whose edges are in the same vertical plane; (b) An adjustable stationary header parallel to the movable header in the same horizontal plane as the centers of the disks, and fitted with open end fittings; (c) An elapsed time indicator; and (d) A source of water pressure connected to the open end fittings. S6.3.2 Preparation. (b) Measure the hose free length. (c) Mount the hose in the whip test machine, introducing slack as specified in Table II for the size hose tested, measuring the projected length parallel to the axis of the rotating disks. The manufacturer may, at his option, adapt the fitting attachment points to permit mounting hose assemblies equipped with angled or other special fittings in the same orientation as hose assemblies equipped with straight fittings. (d) In the case of a brake hose assembly equipped with a permanent supplemental support integrally attached to the assembly, the assembly may be mounted using the supplemental support and associated means of simulating its attachment to the vehicle. Mount the supplemental support in the same vertical and horizontal planes as the stationary header end of the whip test fixture described in S6.3.1(b). Mount or attach the supplemental support so that it is positioned in accordance with the recommendation of the assembly manufacturer for attaching the supplemental support on a vehicle. Table II—Hose Lengths Free length between end fittings, inches Slack, inches 1 8 More than 1 8 8 to 15 1 2 1.750 10 to 15 1 2 1,000 Over 15 1 2 1.250 Over 19 to 24, inclusive 0.750 S6.3.3 Operation. (b) Drive the movable head at 800 rpm. S6.4 Tensile strength test. S6.4.1 Preparation. S6.4.2 Operation. (b) Conduct the fast pull test by applying tension at a rate of 2 inches per minute travel of the moving head until separation occurs. S6.5 Water absorption sequence tests. (b) Immerse the brake hose assemblies in distilled water at 185 degrees Fahrenheit (85 degrees Celsius) for 70 hours. Remove the brake hose assemblies from the water and condition in air at room temperature for 30 minutes. (c) Conduct the tests in S6.2, S6.3, and S6.4, using a different hose for each sequence. S6.6 Low temperature resistance test. S6.6.1 Preparation. (b) Condition a cylinder in air at a temperature between minus 49 degrees Fahrenheit and minus 54 degrees Fahrenheit (minus 45 degrees Celsius and minus 48 degrees Celsius) for 70 hours, using a cylinder of 2 1/2 1/8 1/8 1/2 3/16 1/4 1/4 S6.6.2 Flexibility testing. S6.7 Brake fluid compatibility test. S6.7.1 Preparation. (b) Fill the hose assembly with brake fluid, seal the lower end, and place the test assembly in an oven in a vertical position. S6.7.2 Oven treatment. (b) Cool the hose assembly at room temperature for 30 minutes. (c) Drain the brake hose assembly, immediately determine that every inside diameter of any section of the hose assembly, except for that part of an end fitting which does not contain hose, is not less than 64 percent of the nominal inside diameter of the hose, and conduct the test specified in S6.2. S6.8 Ozone resistance test. S6.8.1 Preparation. S6.8.2 Exposure to ozone. (b) Immediately thereafter, condition the hose on the cylinder for 70 hours in an exposure chamber having an ambient air temperature of 104 degrees Fahrenheit (40 degrees Celsius) during the test and containing air mixed with ozone in the proportion of 100 parts of ozone per 100 million parts of air by volume. (c) Examine the hose for cracks under 7-power magnification, ignoring areas immediately adjacent to or within the area covered by binding. S6.9 Dynamic ozone test. S6.9.1 Apparatus. (a) It has a fixed pin with a vertical orientation over which one end of the brake hose is installed. (b) It has a movable pin that is oriented 30 degrees from vertical, with the top of the movable pin angled towards the fixed pin. The moveable pin maintains its orientation to the fixed pin throughout its travel in the horizontal plane. The other end of the brake hose is installed on the movable pin. S6.9.2 Preparation. (b) Cut the brake hose assembly to a length of 8.6 inches (218 mm), such that no end fittings remain on the cut hose. (c) Mount the brake hose onto the test fixture by fully inserting the fixture pins into each end of the hose. Secure the hose to the fixture pins using a band clamp at each end of the hose. (d) Place the test fixture into an ozone chamber (e) Stabilize the atmosphere in the ozone chamber so that the ambient temperature is 104 °F (40 degrees Celsius) and the air mixture contains air mixed with ozone in the proportion of 100 parts of ozone per 100 million parts of air by volume. This atmosphere is to remain stable throughout the remainder of the test. (f) Begin cycling the movable pin at a rate of 0.3 Hz. Continue the cycling for 48 hours. (g) At the completion of 48 hours of cycling, remove the test fixture from the ozone chamber. Without removing the hose from the test fixture, visually examine the hose for cracks without magnification, ignoring areas immediately adjacent to or within the area covered by the band clamps. Examine the hose with the movable pin at any point along its travel. S6.10 High temperature impulse test. S6.10.1 Apparatus. (b) A circulating air oven that can reach a temperature of 295 degrees Fahrenheit (146 degrees Celsius) within 30 minutes, and that can maintain a constant 295 degrees F (146 degrees Celsius) thereafter, with the brake hose assembly inside of the oven and attached to the pressure cycling machine. (c) A burst test apparatus to conduct testing specified in S6.2 S6.10.2 Preparation. (b) Place the brake hose assembly inside of the circulating air oven in a vertical position. Increase the oven temperature to 295 degrees F (146 degrees Celsius) and maintain this temperature throughout the pressure cycling test. (c) During each pressure cycle, the pressure in the hose is increased from zero psi to 1600 psi and held constant for 1 minute, then the pressure is decreased from 1600 psi to zero psi and held constant for 1 minute. Perform 150 pressure cycles on the brake hose assembly. (d) Remove the brake hose assembly from the oven, disconnect it from the pressure cycling machine, and drain the fluid from the hose. Cool the brake hose assembly at room temperature for 45 minutes. (e) Wipe the brake hose using acetone to remove residual Compatibility Fluid. Conduct the burst strength test in S6.2, except all sizes of hose are tested at 5,000 psi. S6.11 End fitting corrosion test. S6.11.1 Construction. Construct the salt spray chamber so that: (a) The construction material does not affect the corrosiveness of the fog. (b) The hose assembly is supported or suspended 30 degrees from the vertical and parallel to the principal direction of the horizontal flow of fog through the chamber. (c) The hose assembly does not contact any metallic material or any material capable of acting as a wick (d) Condensation which falls from the assembly does not return to the solution reservoir for respraying. (e) Condensation from any source does not fall on the brake hose assemblies or the solution collectors. (f) Spray from the nozzles is not directed onto the hose assembly. S6.11.2 Preparation. (b) Mix a salt solution five parts by weight of sodium chloride to 95 parts of distilled water, using sodium chloride substantially free of nickel and copper, and containing on a dry basis not more than 0.1 percent of sodium iodide and not more than 0.3 percent total impurities. Ensure that the solution is free of suspended solids before the solution is atomized. (c) After atomization at 95 degrees Fahrenheit (35 degrees Celsius), ensure that the collected solution is in the PH range of 6.5 to 7.2. Make the PH measurements at 77 degrees Fahrenheit (28 degrees Celsius). (d) Maintain a compressed air supply to the nozzle or nozzles free of oil and dirt and between 10 and 25 psi. S6.11.3 Operation. (a) Regulate the mixture so that each collector will collect from 1 to 2 milliliters of solution per hour for each 80 square centimeters of horizontal collecting area. (b) Maintain exposure zone temperature at 95 degrees Fahrenheit (35 degrees Celsius). (c) Upon completion, remove the salt deposit from the surface of the hose by washing gently or dipping in clean running water not warmer than 100 degrees Fahrenheit (38 degrees Celsius) and then drying immediately. S6.12 Constriction test. S6.12.1 Plug gauge. (b) Brake hose assemblies that are to be used for additional testing have constriction testing only at each end fitting. Other brake hose assemblies may be cut into 3-inch lengths to permit constriction testing of the entire assembly. Hose assemblies with end fittings that do not permit entry of the gauge ( e.g. (c) Hold the brake hose in a straight position and vertical orientation. (d) Place the spherical end of the plug gauge just inside the hose or end fitting. If the spherical end will not enter the hose or end fitting using no more force than gravity acting on the plug gauge, this constitutes failure of the constriction test. (e) Release the plug gauge. Within 3 seconds, the plug gauge shall fall under the force of gravity alone up to the handle of the gauge. If the plug gauge does not fully enter the hose up to the handle of the gauge within three seconds, this constitutes failure of the constriction test. S6.12.2 Extended plug gauge. (b) The required performance of the extended plug gauge in S6.12.1(e) is that after the plug gauge is released, the extended plug gauge shall fall under the force of gravity alone at an average rate of 1 inch per second until the spherical diameter of the extended gauge passes through all portions of the brake hose assembly containing hose. If the extended plug gauge does not pass through all portions of the brake hose assembly containing hose at an average rate of 1 inch per second, this constitutes failure of the constriction test. S6.12.3 Drop ball test. (b) Hold the brake hose in a straight position and vertical orientation. (c) Hold the ball just above the end fitting. (d) Release the ball. The ball shall fall under the force of gravity alone completely through all portions of the brake hose assembly containing hose, at an average rate of 1 inch per second. Failure of the ball to pass completely through all portions of the brake hose assembly containing hose, at an average rate of 1 inch per second, constitutes failure of the constriction test. S7. Requirements—Air brake hose, brake hose assemblies, and brake hose end fittings. S7.1 Construction. S7.2 Labeling S7.2.1 Hose. (a) The symbol DOT, constituting a certification by the hose manufacturer that the hose conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the hose, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol. (c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996. (d) The nominal inside diameter of the hose expressed in inches or fractions of inches or in millimeters. The abbreviation “mm” shall follow hose sizes that are expressed in millimeters. (Examples: 3/8 1/2 1/2 1/2 (e) The type designation corresponding to the brake hose dimensions in Table III. Type A shall be labeled with the letter “A”, Type AI shall be labeled with the letters “AI”, and type AII shall be labeled with the letters “AII”. Metric air brake hose shall be labeled with the letter “A.” Table III—Air Brake Hose Dimensions—Inside Diameter (ID) and Outside Diameter (OD) Dimensions in Inches (Millimeters) Type A—Hose Size—Nominal Inside Diameter 1 4 5 16 3 8 7 16 1 2 (1) 5 8 Min. I.D. 0.227 0.289 0.352 0.407 0.469 0.594 Max. I.D. 0.273 0.335 0.398 0.469 0.531 0.656 Min. O.D. 0.594 0.656 0.719 0.781 0.844 1.031 Max. O.D. 0.656 0.719 0.781 0.843 0.906 1.094 Type AI (2) 3 16 1 4 5 16 13 32 1 2 5 8 Min. I.D. 0.188 0.250 0.312 0.406 0.500 0.625 Max. I.D. 0.214 0.281 0.343 0.437 0.539 0.667 Min. O.D. 0.472 0.535 0.598 0.714 0.808 0.933 Max. O.D. 0.510 0.573 0.636 0.760 0.854 0.979 Type AII (2) 3 16 1 4 5 16 13 32 1 2 5 8 Min. I.D. 0.188 0.250 0.312 0.406 0.500 0.625 Max. I.D. 0.214 0.281 0.343 0.437 0.539 0.667 Min. O.D. 0.500 0.562 0.656 0.742 0.898 1.054 Max. O.D. 0.539 0.602 0.695 0.789 0.945 1.101 (1) 3 8 7 16 1 2 (2) S7.2.2 End fittings. (a) The symbol DOT, constituting a certification by the manufacturer of that component that the component conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of that component of the fitting, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. S.W., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol. (c) The letter “A” shall indicate intended use in air brake systems. In the case of an end fitting intended for use in a reusable assembly with brake hose subject to Table III, “AI” or “AII” shall indicate use with Type I or Type II hose, respectively. (d) The nominal inside diameter of the hose to which the fitting is properly attached expressed in inches or fractions of inches or in millimeters. (See examples in S7.2.1 (d).) The abbreviation “mm” shall follow hose sizes that are expressed in millimeters. S7.2.3 Assemblies. (a) The symbol DOT, constituting certification by the hose assembler that the hose assembly conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol. S7.2.3.1 At least one end fitting of an air brake hose assembly made with end fittings that are attached by crimping or swaging shall be etched, stamped or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the hose assembly and is filed in accordance with S7.2.3(b). S7.3 Test requirements. S7.3.1 Constriction. S7.3.2 High temperature resistance. S7.3.3 Low temperature resistance. Table IV—Air Brake Hose Diameters and Test Cylinder Radii Nominal hose inside diameter, inches 1 3 16 1 4 5 16 3 8 13 32 7 16 1 2 5 8 Nominal hose inside diameter, millimeters 1 4, 5 6 8 10 12 16 Small test cylinder, radius in inches (millimeters) 2 1 (25) 1 1 2 1 3 4 1 3 4 1 7 8 2 (51) 2 1 2 Large test cylinder, radius in inches (millimeters) 3 2 (51) 2 1 2 3 (76) 3 1 2 3 1 2 4 (102) 4 1 2 Notes: 1 2 3 S7.3.4 Oil resistance. S7.3.5 Ozone resistance. S7.3.6 Length change. S7.3.7 Adhesion. (b) An air brake hose reinforced by wire shall permit a steel ball to roll freely along the entire length of the inside of the hose when the hose is subjected to a vacuum of 25 inches of Hg and bent around a test cylinder (S8.13). S7.3.8 Flex strength and air pressure leakage. S7.3.9 Corrosion resistance and burst strength. S7.3.10 Tensile strength. 1/4 1/4 1/4 1/4 1/2 1/2 S7.3.11 Water absorption and tensile strength. 1/4 1/4 1/4 1/4 1/2 1/2 S7.3.12 Zinc chloride resistance. S7.3.13 End fitting corrosion resistance. S8. Test procedures—Air brake hose, brake hose assemblies, and brake hose end fittings. S8.1 High temperature resistance test. (a) Utilize a small test cylinder with a radius specified in Table IV for the size of hose tested. (b) Bind the hose around the cylinder and condition it in an air oven for 70 hours at 212 degrees Fahrenheit (100 degrees Celsius). (c) Cool the hose to room temperature, remove it from the cylinder and straighten it. (d) Without magnification, examine the hose externally and cut the hose lengthwise and examine the inner tube. S8.2 Low temperature resistance test. (b) Condition the cylinder and the brake hose, in a straight position, in a cold box at minus 40 °F. for 70 hours. (c) With the hose and cylinder at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), bend the hose 180 degrees around the cylinder at a steady rate in a period of 3 to 5 seconds. Remove the hose from the test cylinder and visibly examine the exterior of the hose for cracks without magnification. (d) Allow the hose to warm at room temperature for 2 hours. All reusable end fittings are removed from the hose. All permanently-attached end fittings are cut away from the hose. Cut through one wall of the hose longitudinally along its entire length. Unfold the hose to permit examination of the interior surface. Visibly examine the interior of the hose for cracks without magnification. S8.3 Oil resistance test. S8.3.1 Preparation. S8.3.2 Measurement. (b) Immerse each specimen in ASTM IRM 903 oil for 70 hours at 212 degrees Fahrenheit (100 degrees Celsius) and then cool in ASTM IRM 903 oil at room temperature for 30 to 60 minutes. (c) Dip the specimen quickly in acetone and blot it lightly with filter paper. (d) Weigh each specimen in a tared weighing bottle (W3) and in distilled water (W4) within five minutes of removal from the cooling liquid. (e) Calculate the percentage increase in volume follows: Percent of increase= [(W 3 4 1 2 1 2 S8.4 Ozone resistance test. S8.5 Length change test. (b) Measure the hose to determine original free length. (c) Without releasing the 10 psi, raise the air pressure to the test hose to 200 psi. (d) Measure the hose under 200 psi to determine final free length. An elongation or contraction is an increase or decrease, respectively, in the final free length from the original free length of the hose. S8.6 Adhesion test for air brake hose not reinforced by wire. S8.6.1 Apparatus. (a) The recording head includes a freely rotating form with an outside diameter substantially the same as the inside diameter of the hose specimen to be placed on it. (b) The freely rotating form is mounted so that its axis of rotation is in the plane of the ply being separated from the specimen and so that the applied force is perpendicular to the tangent of the specimen circumference at the line of separation. (c) The rate of travel of the power-actuated grip is a uniform one inch per minute and the capacity of the machine is such that maximum applied tension during the test is not more than 85 percent nor less than 15 percent of the machine's rated capacity. (d) The machine produces a chart with separation as one coordinate and applied tension as the other. S8.6.2 Preparation. (b) Peel the layer to be tested from the adjacent layer to create a flap large enough to permit attachment of the power-actuated clamp of the apparatus. (c) Mount the test specimen on the freely rotating form with the separated layer attached to the power-actuated clamp. S8.6.3 [Reserved] S8.6.4 Calculations. (b) Express the force in pounds per inch of length. S8.7 Flex strength and air pressure test. S8.7.1 Apparatus. Table Accompanying Figure 5—Dimensions in Inches (Millimeters) Free hose length Nominal hose inside diameter Dimensions Position “1” Position “2” A B C R (1) A B C R (1) 10.00 (254) 3 16 1 4 3.00 2.75 3.75 1.40 3.00 2.75 3.75 1.20 11.00 (279) 5 16 3 8 13 32 3.00 3.50 4.50 1.70 3.00 3.50 4.50 1.30 14.00 (355) 7 16 1 2 5 8 3.00 4.00 5.00 2.20 3.00 4.00 5.00 1.80 Note (1): S8.7.2 Preparation. (b) Prepare the hose assembly with a free length as shown in the table accompanying Figure 5. The end fittings shall be attached according to the end fitting manufacturer's instructions. (c) Plug the ends of the hose assembly and conduct the salt spray test in S6.11 using an air brake hose assembly. Remove the plugs from the end fittings. (d) Within 168 hours of completion of the salt spray test, expose the hose assembly to an air temperature of 212 degrees Fahrenheit (100 degrees Celsius) for 70 hours, with the hose in a straight position. Remove the hose and cool it at room temperature for 2 hours. Within 166 hours, subject the hose to the flexure test in S8.7.2(e). (e) Install the hose assembly on the flex testing machine as follows. With the movable hose attachment point at the mid point of its travel, attach one end of the hose to the movable attachment point with the marked line on the hose in the uppermost position. Attach the other end of the hose to the fixed attachment point allowing the hose to follow its natural curvature. (f) Cycle the air pressure in the hose by increasing the pressure in the hose from zero psi to 150 psi and holding constant for one minute, then decreasing the pressure from 150 psi to zero psi and holding constant for one minute. Continue the pressure cycling for the duration of the flex testing. Begin the flex testing by cycling the movable attachment point through 6 inches of travel at a rate of 100 cycles per minute. Stop the flex testing and pressure cycling after one million flex cycles have been completed. (g) Install an orifice with a hole diameter of 0.0625 inches and a thickness of 0.032 inches in the air pressure supply line to the hose assembly. Provide a gauge or other means to measure air pressure in the hose assembly. Regulate the supply air pressure to the orifice to 150 psi. (h) Apply 150 psi air pressure to the orifice. After 2 minutes have elapsed, measure the air pressure in the brake hose assembly, while pressurized air continues to be supplied through the orifice. S8.8 Corrosion resistance and burst strength test. (b) Fill the hose assembly with water, allowing all gases to escape. Apply water pressure at a uniform rate of increase of approximately 1,000 psi per minute until the hose ruptures. S8.9 Tensile strength test. (a) Attach an air brake hose assembly to the testing machine to permit straight, even, machine pull on the hose. Use adapters to mount hose assemblies equipped with angled end fittings so that the hose is in a straight position when installed on the machine. (b) Apply tension at a rate of 1 inch per minute travel of the moving head until separation occurs. S8.10 Water Absorption and tensile strength test. S8.11 Zinc chloride resistance test. S8.12 End fitting corrosion resistance test. S8.13 Adhesion test for air brake hose reinforced by wire. (b) Subject the hose to a vacuum of 25 inches of Hg for five minutes. With the vacuum still applied to the hose, bend the hose 180 degrees around a large test cylinder with a radius specified in Table IV for the size of hose tested. At the location of this bend, bend the hose 180 degrees around the test cylinder in the opposite direction. (c) With the vacuum still applied to the hose, return the hose to a straight position. Attempt to roll the ball inside the hose using gravity from one end of the hose to the other end. S8.14 Constriction test. S9. Requirements—vacuum brake hose, brake hose assemblies, and brake hose end fittings. S9.1 Labeling. S9.1.1 Hose. (b) A designation that identifies the manufacturer of the hose, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol. (c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996. (d) The nominal inside diameter of the hose expressed in inches or fractions of inches or in millimeters, or the nominal outside diameter of plastic tubing expressed in inches or fractions of inches or in millimeters followed by the letters OD. The abbreviation “mm” shall follow hose sizes that are expressed in millimeters. (Example of inside diameter: 7/32 1/4 1/4 (e) The letters “VL” or “VH” shall indicate that the component is a light-duty vacuum brake hose or heavy-duty vacuum brake hose, respectively. S9.1.2 End fittings. (a) The symbol DOT, constituting a certification by the manufacturer of that component that the component conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of that component of the fitting, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol. (c) The letters “VL” or “VH” shall indicate that the end fitting is intended for use in a light-duty or heavy-duty vacuum brake system, respectively. (d) The nominal inside diameter of the hose to which the fitting is properly attached expressed in inches or fractions of inches or in millimeters, or the outside diameter of the plastic tubing to which the fitting is properly attached expressed in inches or fraction of inches or in millimeters followed by the letter OD (See examples in S9.1.1(d)). The abbreviation “mm” shall follow hose sizes that are expressed in millimeters. S9.1.3 Assemblies. (a) The symbol DOT, constituting certification by the hose assembler that the hose assembly conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Crash Avoidance Standards, Vehicle Dynamics Division, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. The designation may consist of block capital letters, numerals or a symbol. S9.1.3.1 At least one end fitting of a vacuum brake hose assembly made with end fittings that are attached by crimping or swaging, or of a plastic tubing assembly made with end fittings that are attached by heat shrinking or dimensional interference fit shall be etched, stamped or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the hose assembly and is filed in accordance with S9.1.3(b). S9.2 Test requirements. S9.2.1 Constriction. S9.2.2 High temperature resistance. (a) Shall not have collapse of the outside diameter exceeding 10 percent of the initial outside diameter for a heavy-duty vacuum brake hose, or exceeding 15 percent of the initial outside diameter for a light-duty vacuum brake hose; (b) Shall not show external cracks, charring, or disintegration visible without magnification, and; (c) Shall not leak when subjected to a hydrostatic pressure test. S9.2.3 Low temperature resistance. (a) Not show cracks visible without magnification after conditioning at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 70 hours when bent around a cylinder having the radius specified in Table V for the size hose tested; and (b) Not leak when subjected to a hydrostatic pressure test (S10.1(e)). S9.2.4 Ozone resistance. S9.2.5 Burst strength. S9.2.6 Vacuum. S9.2.7 Bend. Table V—Vacuum Brake Hose Test Requirements Hose inside diameter* High temperature resistance Low temperature resistance Bend Deformation—collapsed inside diameter (dimension D), inches Inches Millimeters Hose length, inches Radius of cylinder, inches Hose length, inches Radius of cylinder, inches Hose length, inches Maximum collapse of outside diameter, inches 7 32 5 8 1 1 2 17 1 2 3 7 11 64 3 64 1 4 6 9 1 1 2 17 1 2 3 8 3 32 1 16 9 32 9 1 3 4 19 3 1 2 9 12 64 4 64 11 32 8 9 1 3 4 19 3 1 2 11 13 64 5 64 3 8 10 10 1 3 4 19 3 1 2 12 5 32 3 32 7 16 11 2 20 1 2 4 14 17 64 5 64 15 32 11 2 20 1 2 4 14 17 64 5 64 1 2 12 11 2 20 1 2 4 16 7 32 1 8 5 8 16 12 2 1 4 22 4 1 2 22 7 32 5 32 3 4 14 2 1 2 24 5 28 7 32 3 16 1 16 3 1 4 28 1 2 6 1 2 36 9 32 1 4 *These sizes are listed to provide test values for brake hoses manufactured in these sizes. They do not represent conversions. S9.2.8 Swell and adhesion. S9.2.9 Deformation. S9.2.10 End fitting corrosion resistance. S10. Test procedures—Vacuum brake hose, brake hose assemblies, and brake hose end fittings. S10.1 High temperature resistance test. (b) Subject the hose to an internal vacuum of 26 inches of Hg at an ambient temperature of 257 degrees Fahrenheit (125 degrees Celsius) for a period of 96 hours. Remove the hose to room temperature and atmospheric pressure. (c) Within 5 minutes of completion of the conditioning in S10.1(b), measure the outside diameter at the point of greatest collapse and calculate the percentage collapse based on the initial outside diameter. (d) Cool the hose at room temperature for 5 hours. Bend the hose around a mandrel with a diameter equal to five times the initial outside diameter of the hose. Examine the exterior of the hose for cracks, charring, or disintegration visible without magnification. Remove the hose from the mandrel. (e) Fill the hose assembly with water, allowing all gases to escape. Apply water pressure in the hose of 175 psi within 10 seconds. Maintain an internal hydrostatic pressure of 175 psi for one minute and examine the hose for visible leakage. S10.2 Low temperature resistance test. (b) Remove the hose from the test cylinder, warm the hose at room temperature for 5 hours, and conduct the hydrostatic pressure test in S10.1(e). S10.3 Ozone resistance test. S10.4 Burst strength test. S10.5 Vacuum test. (b) Attach the hose to a source of vacuum and subject it to a vacuum of 26 inches of Hg for 5 minutes. (c) Measure the hose to determine the minimum outside diameter while the hose is still subject to vacuum. S10.6 Bend test. (b) Measure the outside diameter of the specimen at point A before and after bending. (c) The difference between the two measurements is the collapse of the hose outside diameter on bending. Fig. 6—Bend Test of Vacuum Brake Hose. S10.7 Swell and adhesion test. (b) Maintain reference fuel in the hose under atmospheric pressure at room temperature for 48 hours. (c) Remove fuel and conduct the constriction test in S10.11. (d) Attach the hose to a source of vacuum and subject it to a vacuum of 26 inches of Hg for 10 minutes. Remove the hose from the vacuum source. (e) For a vacuum brake hose constructed of two or more layers, conduct the test specified in S8.6 using the vacuum brake hose. S10.8 [Reserved] S10.9 Deformation test. S10.9.1 Apparatus. S10.9.2 Operation. Table VI—Dimensions of Test Specimen and Feeler Gage For Deformation Test Hose inside diameter * Specimen dimensions (see Fig. 7) Feeler gage dimensions in. mm Depth (inch) Length (inch) Width (inch) Thickness (inch) 7 32 5 3 64 1 1 8 3 64 1 4 6 1 16 1 1 8 1 16 9 32 1 16 1 1 8 1 16 11 32 8 5 64 1 3 16 5 64 3 8 10 3 32 1 3 16 3 32 7 16 5 64 1 1 4 5 64 15 32 5 64 1 1 4 5 64 1 2 12 1 8 1 1 4 1 8 5 8 16 5 32 1 1 4 5 32 3 4 3 16 1 1 4 3 16 1 1 4 1 1 4 1 4 *These sizes are listed to provide test values for brake hoses manufactured in these sizes. They do not represent conversions. (b) Apply gradually increasing force to the test specimen to compress its inside diameter to that specified in Table VI (dimension D of Figure 7) for the size of hose tested. Fig. 7—Deformed Specimen of Vacuum Brake Hose (c) After 5 seconds release the force and record the peak load applied. (d) Repeat the procedure four times permitting a 10-second recovery period between load applications. S10.10 End fitting corrosion resistance test. S10.11 Constriction test. S11. Requirements—Plastic air brake tubing, plastic air brake tubing assemblies, and plastic air brake tubing end fittings. 11.1 Construction. Table VII—Plastic Air Brake Tubing Dimensions Nominal tubing outside diameter Maximum outside diameter Minimum outside diameter Nominal inside diameter Nominal wall thickness Wall thickness tolerance mm inches mm inches mm inches mm inches mm inches 1 8 3.25 0.128 3.10 0.122 2.01 0.079 0.58 0.023 0.08 0.003 5 32 4.04 0.159 3.89 0.153 2.34 0.092 0.81 0.032 0.08 0.003 3 16 4.83 0.190 4.67 0.184 2.97 0.117 0.89 0.035 0.08 0.003 1 4 6.43 0.253 6.27 0.247 4.32 0.170 1.02 0.040 0.08 0.003 5 16 8.03 0.316 7.82 0.308 5.89 0.232 1.02 0.040 0.10 0.004 3 8 9.63 0.379 9.42 0.371 6.38 0.251 1.57 0.062 0.10 0.004 1 2 12.83 0.505 12.57 0.495 9.55 0.376 1.57 0.062 0.10 0.004 5 8 16.00 0.630 15.75 0.620 11.20 0.441 2.34 0.092 0.13 0.005 3 4 19.18 0.755 18.92 0.745 14.38 0.566 2.34 0.092 0.13 0.005 6 mm 6.10 0.240 5.90 0.232 4.00 0.157 1.00 0.039 0.10 0.004 8 mm 8.10 0.319 7.90 0.311 6.00 0.236 1.00 0.039 0.10 0.004 10 mm 10.13 0.399 9.87 0.389 7.00 0.276 1.50 0.059 0.10 0.004 12 mm 12.13 0.478 11.87 0.467 9.00 0.354 1.50 0.059 0.10 0.004 16 mm 16.13 0.635 15.87 0.625 12.00 0.472 2.00 0.079 0.13 0.005 S11.2 Labeling. S11.2.1 Plastic air brake tubing. (a) The symbol DOT, constituting a certification by the hose manufacturer that the hose conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the tubing, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol. (c) The month, day, and year, or the month and year, of manufacture, expressed in numerals. For example, 10/1/96 means October 1, 1996. (d) The nominal outside diameter expressed in inches or fractions of inches or in millimeters followed by the letters OD. The abbreviation “mm” shall follow tubing sizes that are expressed in millimeters. (Examples: 3/8 (e) The letter “A” shall indicate intended use in air brake systems. S11.2.2 End fittings. (a) The symbol DOT, constituting a certification by the manufacturer that the end fitting conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the end fitting, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol. (c) The letter “A” shall indicate intended use in air brake systems. (d) The nominal outside diameter of the plastic tubing to which the fitting is properly attached expressed in inches or fractions of inches or in millimeters followed by the letters OD. The abbreviation “mm” shall follow tubing sizes that are expressed in millimeters. (Examples: 3/8 S11.2.3. Assemblies. (a) The symbol DOT, constituting certification by the tubing assembler that the tubing assembly conforms to all applicable motor vehicle safety standards. (b) A designation that identifies the manufacturer of the hose assembly, which shall be filed in writing with: Office of Vehicle Safety Compliance, Equipment Division NVS-222, National Highway Traffic Safety Administration, 400 Seventh St. SW., Washington, DC 20590. The designation may consist of block capital letters, numerals, or a symbol. S11.2.3.1 At least one end fitting of a plastic air brake tubing assembly made with end fittings that are attached by crimping or swaging shall be etched, stamped, or embossed with a designation at least one-sixteenth of an inch high that identifies the manufacturer of the tubing assembly and is filed in accordance with S11.2.3(b). S11.3 Test requirements. S11.3.1 Constriction. S11.3.2 High temperature conditioning and dimensional stability. S11.3.3 Boiling water conditioning and dimensional stability. S11.3.4 Burst Strength. S11.3.5 Moisture absorption and burst strength. Table VIII—Plastic Air Brake Tubing Mechanical Properties Nominal tubing OD Burst strength pressure Supported bend radius 1 Unsupported bend radius 2 Conditioned tensile load kPa Psi Mm inches mm inches N lbf 1 8 6900 1000 9.4 0.37 9.4 0.37 156 35 5 32 8300 1200 12.7 0.50 12.7 0.50 178 40 3 16 8300 1200 19.1 0.75 19.1 0.75 222 50 1 4 8300 1200 25.4 1.00 25.4 1.00 222 50 5 16 6900 1000 31.8 1.25 38.1 1.50 334 75 3 8 9700 1400 38.1 1.50 38.1 1.50 667 150 1 2 6600 950 50.8 2.00 63.5 2.50 890 200 5 8 6200 900 63.5 2.50 76.2 3.00 1446 325 3 4 5500 800 76.2 3.00 88.9 3.50 1557 350 6 mm 7600 1100 20.0 0.75 25.4 1.00 222 50 8 mm 6200 900 31.8 1.25 38.1 1.50 334 75 10 mm 8200 1200 38.1 1.50 38.1 1.50 667 150 12 mm 6900 1000 44.5 1.75 63.5 2.50 890 200 16 mm 6000 875 69.9 2.75 76.2 3.00 1446 325 Notes: S11.3.6 Ultraviolet light resistance. S11.3.7 Low temperature flexibility. S11.3.8 High temperature flexibility. (a) Conditioned in air at 230 degrees Fahrenheit (110 degrees Celsius) for 72 hours while bent 180 degrees around a cylinder having a radius equal to the supported bend radius in Table VIII for the size of tubing being tested; and (b) Cooled to room temperature while remaining on the cylinder, then straightened; and (c) Bent 180 degrees around the cylinder in the opposite direction of the first bending. (S12.9) S11.3.9 High temperature resistance. S11.3.10 High temperature conditioning, low temperature impact resistance. S11.3.11 Boiling water conditioning, low temperature impact resistance. S11.3.12 Zinc chloride resistance. S11.3.13 Methyl alcohol resistance. S11.3.14 High temperature conditioning and collapse resistance. S11.3.15 Ozone resistance. S11.3.16 Oil resistance. S11.3.17 Tensile strength. 3/8 3/8 1/8 5/32 3/16 3/8 1/2 5/8 5/8 S11.3.18 Boiling water conditioning and tensile strength. S11.3.19 Thermal conditioning and tensile strength. S11.3.20 Vibration resistance. 3 3 1/2 S11.3.21 End fitting retention. S11.3.22 Thermal conditioning and end fitting retention. (a) Conditioning in air at 200 degrees Fahrenheit (93 degrees Celsius) for 24 hours with atmospheric pressure inside the tubing assembly; and (b) Increasing the pressure inside the tubing assembly to 450 psi, and holding this pressure for five minutes while maintaining an air temperature of 200 degrees Fahrenheit (93 degrees Celsius); and (c) Reducing the pressure inside the tubing assembly to atmospheric and permitting the tubing assembly to cool at 75 degrees Fahrenheit (24 degrees Celsius) for 1 hour; and (d) Conditioning the tubing assembly in air at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 24 hours with atmospheric pressure inside the tubing assembly; and (e) Increasing the pressure inside the tubing assembly to 450 psi, and holding this pressure for five minutes while maintaining an air temperature of minus 40 degrees Fahrenheit (minus 40 degrees Celsius). (S12.23) S11.3.23 End fitting serviceability. 3 S11.3.24 End fitting corrosion resistance. S12. Test procedures—Plastic air brake tubing, plastic air brake tubing assemblies, plastic air brake tubing end fittings. S12.1 Air brake tubing dimensions. S12.2 Constriction test. S12.3 High temperature conditioning and dimensional stability test. (b) Remove the tubing from the oven and allow to cool at room temperature for 30 minutes. (c) Measure the dimensions of the tubing using the procedure in S12.1. S12.4 Boiling water conditioning and dimensional stability test. (b) Slip the tubing over a stainless steel wire for positioning it in the pot. (c) Bring the water to a boil. Place the tubing in the water and position it so that it does not touch the container. Boil the tubing for two hours. Replenish the water as necessary, adding it slowly so that the water in the pot boils continuously. (d) Remove the tubing from the water and allow to cool at room temperature for 30 minutes. Wipe off any water that remains on the tubing. (e) Measure the dimensions of the tubing using the procedure in S12.1. S12.5 Burst strength test. (b) Plug one end of the assembly, fill it with water, and connect the other end to a source of water pressure. Bleed any air from the assembly and water pressure system. (c) Increase the water pressure inside the tubing assembly at a rate of 3,000 psi per minute to the burst strength pressure for the size of tubing being tested as specified in Table VIII. S12.6 Moisture absorption and burst strength. (b) Condition the tubing at 230 degrees Fahrenheit (110 degrees Celsius) for 24 hours in an air oven. Remove the tubing from the oven and within 30 seconds, and weigh it to establish the initial weight. The weight shall be measured with a resolution of 0.01 gram; if the scale has a higher resolution, then values of 0.005 gram and above shall be rounded to the nearest 0.01 gram and values below 0.005 gram shall be truncated. (c) Place the tubing in an environmental chamber and condition it for 100 hours at 100 percent relative humidity and a temperature of 75 degrees Fahrenheit (24 degrees Celsius). (d) Remove the tubing from the chamber and within a period of 5 minutes, remove all surface moisture from the tubing using cloth and weigh the tubing to establish the conditioned weight. Weight shall be measured to the nearest 0.01 gram as in S12.6(b). (e) Calculate percentage of moisture absorption as follows: ([Conditioned Weight—Initial Weight] ÷ [Initial Weight]) × 100 (f) Install end fittings according to the end fitting manufacturers instructions. (g) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. S12.7 Ultraviolet light resistance test. Apparatus. (b) Test standards. (c) Preparation. (2) Attach the tubing to the test rack of the machine, securing it at the ends along the masked sections. Wipe the outside surface of the tubing with acetone to remove any surface contaminants. Place the tubing and rack in the accelerated weathering test machine so that the center of the tubing assembly is approximately in the center of the UV light exposure area of the test machine. (If multiple plastic brake tubing assemblies are tested, then their position in the machine should be rotated according to ASTM D4329-99 S7.4.1, except the rotation shall be each 96 hours instead of weekly.) The distance from the light bulb to the tubing shall be approximately 2 inches. Set the UV irradiance to 0.85 watts per square meter at 340 nm and maintain this level during the testing. Maintain a temperature inside the test chamber of 113 degrees Fahrenheit (45 degrees Celsius), and use only atmospheric humidity. Expose the tubing at this UV irradiance level for 300 hours continuously. Remove the tubing from the test chamber. (3) Place the tubing inside the impact test apparatus, and drop the impacter onto the tubing from a height of 12 inches. (4) Remove the masking material from the ends of the tubing. Install end fittings according to the end fitting manufacturer's instructions. Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. Table Accompanying Figure 8 Nominal tubing outside diameter Hole diameter “D” mm Inches 1 8 3.96 0.156 5 32 4.75 0.187 3 16 5.54 0.218 1 4 7.14 0.281 5 16 8.71 0.343 3 8 10.31 0.406 1 2 13.49 0.531 5 8 16.66 0.656 3 4 20.32 0.800 6 mm 6.80 0.268 8 mm 8.80 0.346 10 mm 10.80 0.425 12 mm 12.80 0.504 16 mm 16.80 0.661 S12.8 Low temperature flexibility test. (b) Condition the tubing in an air oven at 230 degrees Fahrenheit (110 degrees Celsius) for 24 hours. Remove from the oven and cool at room temperature for 30 minutes. (c) Condition the cylinder and the tubing in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for four hours. (d) With the tubing and test cylinder at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), bend the tubing 180 degrees around the cylinder at a steady rate in a period of 4 to 8 seconds. S12.9 High temperature flexibility test. (b) Bend the tubing 180 degrees around the cylinder and hold in place with a clamp or other suitable support, applying only enough force on the tubing to hold it in position. (c) Condition the tubing and cylinder in an air oven at 230 degrees Fahrenheit (110 degrees Celsius) for 72 hours. Remove the tubing and cylinder from the oven and cool at room temperature for two hours. (d) Remove the clamps or supports from the tubing and straighten the tubing at a steady rate in a period of 4 to 8 seconds. (e) Rebend the tubing 180 degrees around the cylinder, at the same point but in the opposite direction of the bending in S12.9(b), at a steady rate in a period of 4 to 8 seconds. (f) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. S12.10 High temperature resistance test. S12.11 High temperature conditioning, low temperature impact resistance test. Apparatus. (b) Condition the tubing in an air oven at 230 degrees Fahrenheit (110 degrees Celsius) for 72 hours. Remove the tubing and allow to cool at room temperature for 30 minutes. (c) Condition the tubing and the impact test apparatus in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 4 hours. (d) With the tubing and impact test apparatus at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), place the tubing inside the apparatus and drop the impacter onto the tubing from a height of 12 inches. Remove the tubing from the chamber and allow to warm at room temperature for one hour. (e) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. S12.12 Boiling water conditioning, low temperature impact resistance test. Apparatus. (b) Condition the tubing in boiling water using the test in S12.4 (a) through (d), except that the length of tubing shall be 12 inches. (c) Condition the tubing and the impact test apparatus in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 4 hours. (d) With the tubing and impact test apparatus at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), place the tubing inside the apparatus and drop the impacter onto the tubing from a height of 12 inches. Remove the tubing from the chamber and allow to warm at room temperature for one hour. (e) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. S12.13 Zinc chloride resistance test. (b) Bend the tubing 180 degrees around the cylinder and hold in place with a clamp or other suitable support constructed of non-reactive materials, applying only enough force on the tubing to hold it in position. (c) Immerse the tubing and cylinder in a 50 percent zinc chloride aqueous solution at room temperature for 200 hours. (d) Remove the tubing and cylinder from the solution. While still on the test cylinder, inspect the tubing under 7-power magnification for cracks. S12.14 Methyl alcohol resistance. (b) Bend the tubing 180 degrees around the cylinder and hold in place with a clamp or other suitable support constructed of non-reactive materials, applying only enough force on the tubing to hold it in position. The ends of the tubing may be shortened so that they will be fully submerged in the methyl alcohol. (c) Immerse the tubing and cylinder in a 95 percent methyl alcohol aqueous solution at room temperature for 200 hours. (d) Remove the tubing and cylinder from the solution. While still on the test cylinder, inspect the tubing under 7-power magnification for cracks. S12.15 High temperature conditioning and collapse resistance test. Apparatus. [2 × unsupported bend radius] + [nominal OD of tubing] (b) Preparation. [3.14 × [unsupported bend radius]] + [10 × [nominal tubing OD]] + 2 inches or [3.14 × [unsupported bend radius]] + [10 × [nominal tubing OD]] + 50 mm (2) Place a reference mark at the center of the sample. At this mark, measure the initial outside diameter of the tubing. If the tubing is slightly out-of-round, use the elliptical minor diameter as the initial outside diameter. (3) Install the tubing completely over the pins of the holding device so that the tubing is bent 180 degrees. If the tubing has a natural curvature, the tubing shall be bent in the direction of the natural curvature. (4) Condition the holding device and tubing in an air oven at 200 degrees Fahrenheit (93 degrees Celsius) for 24 hours. Remove the holding device and tubing and allow to cool at room temperature for thirty minutes. (5) With the tubing still mounted to the holding device, measure the elliptical minor diameter of the tubing at the reference mark to determine the final outside diameter. (c) Calculation. S12.16 Ozone resistance test. S12.17 Oil resistance test. (b) Immerse the tubing in ASTM IRM 903 oil at 212 degrees Fahrenheit (100 degrees Celsius) for 70 hours. Remove and allow to cool at room temperature for 30 minutes. Wipe any excess oil from the tubing assembly. (c) Conduct the burst strength test in S12.5 except use 80 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII and, at the manufacturer's option, oil may be used as the test medium instead of water. S12.18 Tensile strength test. S12.19 Boiling water conditioning and tensile strength. Apparatus. (b) Preparation. S12.20 Thermal conditioning and tensile strength Apparatus. (b) Preparation. (1) Condition the tubing assembly in an environmental chamber at minus 40 degrees Fahrenheit (minus 40 degrees Celsius) for 30 minutes. Remove from the chamber and allow to warm at room temperature for 30 minutes. (2) Condition the tubing assembly by submerging it in boiling water for 15 minutes. Remove and allow to cool at room temperature for 30 minutes. Install the tubing assembly on the tension testing machine and apply tension to the tubing assembly at a rate of one inch per minute travel of the moving head until either the conditioned tensile load in Table VIII for the size of tubing being tested is reached or the free length of the tubing assembly reaches 9 inches, whichever occurs first. S12.21 Vibration resistance test. Apparatus. (1) One tubing assembly attachment point is fixed and the other moves in a plane perpendicular to a line projected between the attachment points. The movable attachment point moves in a linear direction and travels 1/2 (2) The distance between the attachment points is adjustable to compensate for varying lengths of brake tubing assemblies. (3) The actuating mechanism for the movable attachment point is balanced to prevent introduction of machine vibration into the brake tubing assembly. (4) The machine has a compressed air supply system that pressurizes the air brake tubing assembly through one fitting while the other fitting is plugged. The machine's compressed air supply system includes a pressure gauge or monitoring system and an air flow meter. (5) The machine is constructed so that an air brake tubing assembly mounted on it can be conditioned in an environmental test chamber. (b) Preparation. (2) Install the air brake tubing assembly on the vibration testing machine and, with the movable attachment point at the midpoint of its travel, adjust the distance between the attachment points so that they are 1/2 (3) With the tubing assembly inside the environmental chamber, apply compressed air to the tubing assembly at a regulated pressure of 120 psi and maintain the supply of air to the tubing assembly for the duration of the test. Set the temperature of the environmental chamber to 220 degrees Fahrenheit (104 degrees Celsius) and initiate cycling of the movable attachment point. After 250,000 cycles, set the temperature of the environmental chamber to minus 40 degrees Fahrenheit (minus 40 degrees Celsius). After 500,000 cycles, set the temperature of the environmental chamber to 220 degrees Fahrenheit (104 degrees Celsius). After 750,000 cycles, set the temperature of the environmental chamber to minus 40 degrees Fahrenheit (minus 40 degrees Celsius). Measure the air flow rate just prior to 1,000,000 cycles and if the compressed air flow rate supplied to the air brake tubing assembly exceeds 50 cubic centimeters per minute this constitutes failure of the test. Stop the cycling at 1,000,000 cycles and set the environmental chamber temperature to 75 degrees Fahrenheit (24 degrees Celsius), while air pressure is still supplied to the air brake tubing assembly. After one hour, measure the compressed air flow rate supplied to the air brake tubing assembly and if the rate exceeds 25 cubic centimeters per minute this constitutes failure of the test. (4) For end fittings that use a threaded retaining nut, apply 20 percent of the original tightening torque as recorded in S12.21(b)(1). If the retention nut visibly moves, this constitutes a failure of the test. S12.22 End fitting retention test. (b) Plug one end of the assembly, fill it with water, and connect the other end to a source of water pressure. Bleed any air from the assembly and water pressure system. (c) Increase the pressure inside the tubing assembly at a rate of 3,000 psi per minute to 50 percent of the burst strength pressure for the size of tubing being tested as specified in Table VIII. Hold the pressure constant for 30 seconds. (d) Increase the pressure inside the tubing assembly at a rate of 3,000 psi per minute to the burst strength pressure for the size of tubing being tested as specified in Table VIII. S12.23 Thermal conditioning and end fitting retention test Apparatus. (b) Preparation. (1) With atmospheric pressure applied to the oil inside the tubing assembly, set the environmental chamber temperature to 200 degrees Fahrenheit (93 degrees Celsius) and condition the tubing assembly for 24 hours. (2) With the temperature maintained at 200 degrees Fahrenheit (93 degrees Celsius), increase the oil pressure inside the tubing assembly at a rate of 3,000 psi per minute to 450 psi, and hold this pressure for 5 minutes. (3) Decrease the oil pressure inside the tubing assembly at a rate of 3,000 psi per minute to atmospheric pressure and set the temperature of the environmental chamber to 75 degrees Fahrenheit (24 degrees Celsius). Condition the tubing assembly at this temperature for 1 hour. (4) Set the temperature of the environmental chamber to minus 40 degrees Fahrenheit (minus 40 degrees Celsius) and condition the tubing assembly for 24 hours. (5) With the temperature maintained at minus 40 degrees Fahrenheit (minus 40 degrees Celsius), increase the hydraulic pressure inside the tubing assembly at a rate of 3,000 psi per minute to 450 psi, and hold this pressure for 5 minutes. S12.24 End fitting serviceability Apparatus. (b) Preparation. (c) Attach the end fitting with the threaded retention nut to the source of air pressure. Pressurize the tubing at a rate of 3,000 psi per minute to a pressure of 120 psi. If the end fitting leaks, measure and record the leakage rate using the mass air flow meter. S12.25 End fitting corrosion resistance. S13. Test Conditions. S13.1 The temperature of the testing room is 75 degrees Fahrenheit (24 degrees Celsius). S13.2 The brake hoses and brake hose assemblies are at least 24 hours old, and unused. S13.3 Specified test pressures are gauge pressures (psig). [38 FR 31303, Nov. 13, 1973] Editorial Note: For Federal Register www.govinfo.gov. § 571.107 [Reserved] § 571.108 Standard No. 108; Lamps, reflective devices, and associated equipment. S1 Scope. S2 Purpose. S3 Application. S3.1 Passenger cars, multipurpose passenger vehicles, trucks, buses, trailers (except pole trailers and trailer converter dollies), and motorcycles; S3.2 Retroreflective sheeting and reflex reflectors manufactured to conform to S8.2 of this standard; and S3.3 Lamps, reflective devices, and associated equipment for replacement of like equipment on vehicles to which this standard applies. S4 Definitions. Adaptive driving beam Aiming plane Aiming reference plane Aiming screws Axis of reference Backup lamp Beam contributor Cargo lamp Clearance lamps Coated materials Color Color bleeding Combination clearance and side marker lamps Combination headlamp Cracking Crazing Cutoff Daytime running lamps (DRLs) Delamination Design voltage Direct reading indicator Effective light-emitting surface 1/2 Effective projected luminous lens area Exposed Filament Flash Fully opened H-V axis Haze Headlamp Headlamp concealment device Headlamp mechanical axis Headlamp test fixture Headlighting system midpoint High-mounted stop lamp Identification lamps Integral beam headlamp License plate lamp Lower beam Material Mechanically aimable headlamp Motor driven cycle Motorcycle or motor driven cycle headlamp Mounting ring Mounting ring (type F sealed beam) Multiple compartment lamp Multiple lamp arrangement Optically combined Overall width Parking lamps Protected Rated voltage Reflex reflectors Remote reading indicator Replaceable bulb headlamp Replaceable light source Replaceable Light Source Information Retaining ring Retaining ring (type F sealed beam) School bus signal lamps Sealed beam headlamp Sealed beam headlamp assembly Seasoning Semiautomatic headlamp beam switching device Side marker lamps Stop lamps Taillamps Test voltage Transition zone Turn signal lamps Turn signal flasher Turn signal operating unit Upper beam Vehicle headlamp aiming device or VHAD Vehicular hazard warning signal flasher Vehicular hazard warning signal operating unit Visually/optically aimable headlamp S5 References to SAE publications. S6 Vehicle requirements. S6.1 Required lamps, reflective devices, and associated equipment by vehicle type. S6.1.1 Quantity. S6.1.1.1 Conspicuity systems. S6.1.1.2 High-mounted stop lamps. S6.1.1.2.1 The two lamps must be located at the same height, with one vertical edge of each lamp on the vertical edge of the body section nearest the vehicle centerline. S6.1.1.3 Truck tractor rear turn signal lamps. S6.1.1.3.1 The flashing signal from a double faced signal lamp must not be obliterated when subjected to external light rays from either in front or behind, at any and all angles. S6.1.1.4 Daytime running lamps. S6.1.2 Color. S6.1.3 Mounting location. S6.1.3.1 Each lamp, reflective device, and item of associated equipment must be securely mounted on a rigid part of the vehicle, other than glazing, that is not designed to be removed except for repair, within the mounting location and height limits as specified in Table I, and in a location where it complies with all applicable photometric requirements, effective projected luminous lens area requirements, and visibility requirements with all obstructions considered. S6.1.3.2 When multiple lamp arrangements for rear turn signal lamps, stop lamps, or taillamps are used, with only a portion of the lamps installed on a fixed part of the vehicle, the lamp or lamps that are installed to the non-fixed part of the vehicle will be considered auxiliary lamps. S6.1.3.3 License plate lamp. S6.1.3.4 High-mounted stop lamps. S6.1.3.4.1 Interior mounting. S6.1.3.4.2 Accessibility. S6.1.3.5 Headlamp beam mounting. S6.1.3.5.1 Vertical headlamp arrangement. S6.1.3.5.1.1 Where multiple headlamps with single light sources are installed in a vertical orientation the lower beam must be provided by the uppermost headlamp. S6.1.3.5.1.2 Where headlamps with two vertically oriented light sources are installed the lower beam must be provided by the uppermost light source or by all light sources. S6.1.3.5.2 Horizontal headlamp arrangement. S6.1.3.5.2.1 Where multiple headlamps with single light sources are installed in a horizontal orientation the lower beam must be provided by the most outboard headlamp. S6.1.3.5.2.2 Where headlamps with two horizontally oriented light sources are installed the lower beam must be provided by the outboard light source or by all light sources. S6.1.3.6 Auxiliary lamps mounted near identification lamps. S6.1.4 Mounting height. S6.1.4.1 High-mounted stop lamps. S6.1.4.1.1 A high-mounted stop lamp mounted below the rear window must have no lens portion lower than 153 mm [6 in] below the lower edge of the rear glazing on convertibles, or 77 mm [3 in] on other passenger cars. S6.1.5 Activation. S6.1.5.1 Hazard warning signal. S6.1.5.2 Simultaneous beam activation. S6.1.5.2.1 On any vehicle to which this standard applies where the headlighting system is designed to conform to the photometric requirements of UB1 of Table XVIII and LB1M or LB1V of Table XIX-a, the lamps marked “L” or “LF” may remain permanently activated when the lamps marked “U” or “UF” are activated. S6.1.5.2.2 On any vehicle to which this standard applies where an integral beam headlighting system is designed to conform to the photometric requirements of UB6 of Table XVIII and LB5M of Table XIX-b or LB4V of Table XIX-c, the lower beam headlamps must remain permanently activated when the upper beam headlamps are activated. S6.1.5.2.3 On any vehicle to which this section applies where the headlighting system is designed to conform to the photometric requirements of UB2 of Table XVIII and LB2M or LB2V of Table XIX-a, a lower beam light source may remain permanently activated when an upper beam light source is activated if the lower beam light source contributes to the upper beam photometric compliance of the headlighting system. S6.2 Impairment. S6.2.1 No additional lamp, reflective device, or other motor vehicle equipment is permitted to be installed that impairs the effectiveness of lighting equipment required by this standard. S6.2.2 If any required lamp or reflective device is obstructed by motor vehicle equipment (e.g., mirrors, snow plows, wrecker booms, backhoes, winches, etc.) including dealer installed equipment, and cannot meet the applicable photometry and visibility requirements, the vehicle must be equipped with an additional lamp or device of the same type which meet all applicable requirements of this standard, including photometry and visibility. S6.2.3 Headlamp obstructions. S6.2.3.1 When activated in the steady burning state, headlamps (excluding headlamps mounted on motorcycles) must not have any styling ornament or other feature, such as a translucent cover or grill, in front of the lens S6.2.3.2 Headlamp wipers may be used in front of the lens provided that the headlamp system is designed to conform with all applicable photometric requirements with the wiper stopped in any position in front of the lens. S6.3 Equipment combinations. S6.3.1 No high-mounted stop lamp is permitted to be combined with any other lamp or reflective device, other than with a cargo lamp. S6.3.2 No high-mounted stop lamp is permitted to be optically combined with any cargo lamp. S6.3.3 No clearance lamp is permitted to be optically combined with any taillamp. S6.4 Lens area, visibility and school bus signal lamp aiming. S6.4.1 Effective projected luminous lens area. S6.4.2 Visibility. S6.4.3 Visibility options. (a) Lens area option. (b) Luminous intensity option. S6.4.4 Legacy visibility alternative. S6.4.5 School bus signal lamp aiming. S6.5 Marking. S6.5.1 DOT marking. S6.5.1.1 The DOT marking requirements for conspicuity materials are specified in S8.2 of this standard. S6.5.1.2 Each original equipment or replacement lamp or reflective device specified in Table I, except for a headlamp, or an item of associated equipment specified in S9 may be marked with the symbol “DOT” which constitutes a certification that it conforms to the requirements of this standard. S6.5.2 DRL marking. S6.5.3 Headlamp markings. S6.5.3.1 Trademark. S6.5.3.2 Voltage and trade number. S6.5.3.3 Sealed beam headlamp markings. S6.5.3.3.1 Each sealed beam headlamp lens must be molded with “sealed beam” and the appropriate designation code as shown in Table II in characters no less than 6.35 mm in size. S6.5.3.3.2 The face of any character molded on the surface of the lens must not be raised more than 0.5 mm above the lens surface. S6.5.3.3.3 Type 1C1, 2C1, and 2D1 headlamps must have no raised markings on the outside surface of the lens between the diameters of 40 mm and 90 mm about the lens center. S6.5.3.3.4 Type 1A1, 2A1, 2B1, and 2E1 headlamps must have no raised markings on the outside surface of the lens within a diameter of 70 mm about the lens center. S6.5.3.3.5 Type LF, UF, 1G1, 2G1, and 2H1 headlamps must have no raised markings on the outside surface of the lens within a diameter of 35 mm about the lens center. S6.5.3.3.6 A Type 1C1 replacement headlamp may be marked “1” rather than “1C1”. A Type 2C1 replacement headlamp may be marked “2” rather than “2C1”. A Type 2D1 replacement headlamp may be marked “TOP” or “2” rather than “2D1”. S6.5.3.4 Replaceable bulb headlamp markings. S6.5.3.4.1 The lens of each replaceable bulb headlamp must bear permanent marking in front of each replaceable light source with which it is equipped that states either: The HB Type, if the light source conforms to S11 of this standard for filament light sources, or the bulb marking/designation provided in compliance with Section VIII of appendix A of 49 CFR Part 564 (if the light source conforms to S11 of this standard for discharge light sources). S6.5.3.4.1.1 No marking need be provided if the only replaceable light source in the headlamp is type HB1. S6.5.3.5 Additional headlamp markings. S6.5.3.6 Each replacement headlamp lens must also be marked with the manufacturer and the part or trade number of the headlamp for which it is intended, and with the name and/or trademark of the lens manufacturer or importer that is registered with the U.S. Patent and Trademark Office. Nothing in this standard authorizes the marking of any such name and/or trademark by one who is not the owner, unless the owner has consented to it. S6.6 Associated equipment. S6.6.1 All vehicles to which this standard applies, except trailers, must be equipped with a turn signal operating unit, a turn signal flasher, a turn signal pilot indicator, a headlamp beam switching device, and an upper beam headlamp indicator meeting the requirements of S9. S6.6.2 All vehicles to which this standard applies except trailers and motorcycles must be equipped with a vehicular hazard warning operating unit, a vehicular hazard warning signal flasher, and a vehicular hazard warning signal pilot indicator meeting the requirements of S9. S6.6.3 License plate holder. S6.6.3.1 For motor vehicles on which the license plate is designed to be mounted on the vehicle such that the upper edge of the license plate is 1.2 m or less from the ground, the plane of the license plate mounting surface and the plane on which the vehicle stands must be perpendicular within 30° upward (an installed plate will face above the horizon) and 15° downward (an installed plate will face below the horizon). S6.6.3.2 For motor vehicles on which the license plate is designed to be mounted on the vehicle such that the upper edge of the license plate is more than 1.2m from the ground, the plane of the license plate mounting surface and the plane on which the vehicle stands must be perpendicular within ±15°. S6.7 Replacement equipment. S6.7.1 General. S6.7.1.1 Each replacement lamp, reflective device, or item of associated equipment, including a combination lamp, must: (a) Be designed to conform to meet all requirements specified in this standard for that type of lamp, reflective device, or other item of equipment (in the case of a combination lamp, it must meet these requirements for each function); and (b) Include all of the functions of the lamp, reflective device, or item of associated equipment, including a combination lamp, it is designed to replace or is capable of replacing (other than functions not required by this standard). S6.7.1.2 Each replacement lamp, reflective device, or item of associated equipment, including a combination lamp, which is designed or recommended for particular vehicle models must be designed so that it does not take the vehicle out of compliance with this standard when the individual device is installed on the vehicle. Except as provided in S6.7.1.3, the determination of whether a vehicle would be taken out of compliance with this standard when an individual device is installed on the vehicle is made without regard to whether additional devices, including separate lamps or reflective devices sold together with the device, would also be installed. S6.7.1.3 In the case of a lamp or other device that is used on each side of the vehicle in pairs, the determination (for the purposes of S6.7.1.2) of whether a vehicle would be taken out of compliance with this standard when an individual device is installed on the vehicle is made assuming that the other matched paired device would be installed on the other side of the vehicle, whether or not the matched paired devices are sold together. This provision does not limit the responsibilities of manufacturers, distributors, dealers or motor vehicle repair businesses under 49 U.S.C. 30122, Making safety devices and elements inoperative. S6.7.2 Version of this standard. S7 Signal lamp requirements. S7.1 Turn signal lamps. S7.1.1 Front turn signal lamps. S7.1.1.1 Number. S7.1.1.2 Color of light. S7.1.1.3 Mounting location. S7.1.1.4 Mounting height. S7.1.1.5 Activation. S7.1.1.6 Effective projected luminous lens area. S7.1.1.7 Visibility. S7.1.1.8 Indicator. S7.1.1.9 Markings. S7.1.1.10 Spacing to other lamps. S7.1.1.10.1 Each front turn signal lamp must also be designed to comply with any additional photometry requirements based on its installed spacing to other lamps as specified by this section. Where more than one spacing relationship exists for a turn signal lamp the requirement must be the one that specifies the highest luminous intensity multiplier of Tables VI-a and VI-b. S7.1.1.10.2 Spacing measurement for non-reflector lamps. S7.1.1.10.3 Spacing measurement for lamps with reflectors. S7.1.1.10.4 Spacing based photometric multipliers. (a) where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lower beam headlamp is less than 100 mm the photometric multiplier must be 2.5. (b) where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lamp such as an auxiliary lower beam headlamp or fog lamp used to supplement the lower beam headlamp is at least 75 mm but less than 100 mm the photometric multiplier of Table VI must be 1.5. (c) where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lamp such as an auxiliary lower beam headlamp or fog lamp used to supplement the lower beam headlamp is at least 60 mm but less than 75 mm the photometric multiplier must be 2.0. (d) where the spacing measurement of S7.1.1.10.2 or S7.1.1.10.3 between a turn signal lamp and the lighted edge of any lamp such as an auxiliary lower beam headlamp or fog lamp used to supplement the lower beam headlamp is less than 60 mm the photometric multiplier must be 2.5. S7.1.1.11 Multiple compartment lamps and multiple lamps. S7.1.1.11.1 A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a front turn signal lamp provided the requirements of S6.1.3.2 are met. S7.1.1.11.2 If a multiple compartment lamp or multiple lamps are used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between adjacent light sources does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartments or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Tables VI-a or VI-b. S7.1.1.11.3 If the distance between adjacent light sources exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Tables VI-a or VI-b S7.1.1.11.4 Lamps installed on vehicles 2032 mm or more in overall width. S7.1.1.12 Ratio to parking lamps and clearance lamps. S7.1.1.12.1 When a parking lamp, or a clearance lamp on a multipurpose passenger vehicle, truck, trailer, or bus of 2032 mm or more in overall width, is combined with a front turn signal lamp, the luminous intensity of the front turn signal lamp at each identified test point must not be less than the luminous intensity of the parking lamp or clearance lamp at that same test point times the multiplier shown for that test point in Tables VI-a or VI-b. S7.1.1.12.2 If a multiple compartment or multiple lamp arrangement is used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between the optical axes for both the parking lamp and turn signal lamp is within 560 mm for two compartment or lamp arrangements or 410 mm for three compartment or lamp arrangements, then the ratio must be computed with all compartments or lamps lighted. S7.1.1.12.3 If a multiple compartment or multiple lamp arrangement is used and the distance between optical axes for one of the functions exceeds 560 mm for two compartment or lamp arrangements or 410 mm for three compartments or lamp arrangements, then the ratio must be computed for only those compartments or lamps where the parking lamp and turn signal lamp are optically combined. S7.1.1.12.4 Where the clearance lamp is combined with the turn signal lamp, and the maximum luminous intensity of the clearance lamp is located below horizontal and within an area generated by a 1.0 degree radius around a test point, the ratio for the test point may be computed using the lowest value of the clearance lamp luminous intensity within the generated area. S7.1.1.13 Photometry. S7.1.1.13.1 When tested according to the procedure of S14.2.1, each front turn signal lamp must be designed to conform to the base photometry requirements plus any applicable multipliers as shown in Tables VI-a and VI-b for the number of lamp compartments or individual lamps and the type of vehicle it is installed on. S7.1.1.13.2 As an alternative to S7.1.1.13.1, a front turn signal lamp installed on a motorcycle may be designed to conform to the photometry requirements of Table XIII-a when tested according to the procedure of S14.2.1. S7.1.1.14 Physical tests. S7.1.2 Rear turn signal lamps. S7.1.2.1 Number. S7.1.2.2 Color of light. S7.1.2.3 Mounting location. S7.1.2.4 Mounting height. S7.1.2.5 Activation. S7.1.2.6 Effective projected luminous lens area. S7.1.2.7 Visibility. S7.1.2.8 Indicator. S7.1.2.9 Markings. S7.1.2.10 Spacing to other lamps. S7.1.2.11 Multiple compartments and multiple lamps. S7.1.2.11.1 A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a rear turn signal lamp provided the requirements of S6.1.3.2 are met S7.1.2.11.2 If a multiple compartment lamp or multiple lamps are used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between adjacent light sources does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartment or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Table VII. S7.1.2.11.3 If the distance between adjacent light sources exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Table VII. S7.1.2.11.4 Lamps installed on vehicles 2032 mm or more in overall width. S7.1.2.12 Ratio to taillamps and clearance lamps. S7.1.2.12.1 When a taillamp, or a clearance lamp on a multipurpose passenger vehicle, truck, trailer, or bus of 2032 mm or more in overall width, is combined with a rear turn signal lamp, the luminous intensity of the rear turn signal lamp at each identified test point must not be less than the luminous intensity of the taillamp or clearance lamp at that same test point times the multiplier shown for that test point in Table VII. S7.1.2.12.2 If a multiple compartment or multiple lamp arrangement is used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between the optical axes for both the taillamp and turn signal lamp is within 560 mm for two compartment or lamp arrangement or 410 mm for three compartments or lamp arrangements, then the ratio must be computed with all compartments or lamps lighted. S7.1.2.12.3 If a multiple compartment or multiple lamp arrangement is used and the distance between optical axes for one of the functions exceeds 560 mm for two compartment or lamp arrangements or 410 mm for three compartment or lamp arrangements, then the ratio must be computed for only those compartments or lamps where the taillamp and turn signal lamp are optically combined. S7.1.2.12.4 Where the taillamp or clearance lamp is combined with the turn signal lamp, and the maximum luminous intensity of the taillamp or clearance lamp is located below horizontal and within an area generated by a 0.5 ° radius around a test point for a taillamp on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, or by a 1.0 ° radius around a test point for a taillamp or clearance lamp on a vehicle 2032 mm or more in overall width, the ratio for the test point may be computed using the lowest value of the taillamp or clearance lamp luminous intensity within the generated area. S7.1.2.13 Photometry. S7.1.2.13.1 Each rear turn signal lamp must be designed to conform to the photometry requirements of Table VII, when tested according to the procedure of S14.2.1, for the number of lamp compartments or individual lamps, the type of vehicle it is installed on, and the lamp color as specified by this section. S7.1.2.13.2 As an alternative to S7.1.2.13.1, a rear turn signal lamp installed on a motorcycle may be designed to conform to the photometry requirements of Table XIII-a when tested according to the procedure of S14.2.1. S7.1.2.14 Physical tests. S7.1.3 Combined lamp bulb indexing. S7.1.3.1 Each turn signal lamp optically combined with a taillamp or a parking lamp, or clearance lamp where installed on a vehicle 2032 mm or more in overall width, where a two-filament bulb is used must have a bulb with an indexing base and a socket designed so that bulbs with non-indexing bases cannot be used. S7.1.3.2 Removable sockets must have an indexing feature so that they cannot be re-inserted into lamp housings in random positions, unless the lamp will perform its intended function with random light source orientation. S7.2 Taillamps. S7.2.1 Number. S7.2.2 Color of light. S7.2.3 Mounting location. S7.2.4 Mounting height. S7.2.5 Activation. S7.2.6 Effective projected luminous lens area. S7.2.7 Visibility. S7.2.8 Indicator. S7.2.9 Markings. S7.2.10 Spacing to other lamps. S7.2.11 Multiple compartments and multiple lamps. S7.2.11.1 A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a taillamp provided the requirements of S6.1.3.2 are met. S7.2.11.2 If a multiple compartment lamp or multiple lamps are used and the distance between the optical axes does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartment or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Table VIII. S7.2.11.3 If the distance between optical axes exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Table VIII. S7.2.11.4 Taillamps installed on vehicles 2032 mm or more in overall width. S7.2.12 Ratio. S7.2.13 Photometry. S7.2.14 Physical tests. S7.3 Stop lamps. S7.3.1 Number. S7.3.2 Color of light. S7.3.3 Mounting location. S7.3.4 Mounting height. S7.3.5 Activation. S7.3.6 Effective projected luminous lens area. S7.3.7 Visibility. S7.3.8 Indicator. S7.3.9 Markings. S7.3.10 Spacing to other lamps. S7.3.11 Multiple compartments and multiple lamps. S7.3.11.1 A multiple compartment lamp or multiple lamps may be used to meet the photometric requirements of a stop lamp provided the requirements of S6.1.3.2 are met. S7.3.11.2 If a multiple compartment lamp or multiple lamps are used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between adjacent light sources does not exceed 560 mm for two compartment or lamp arrangements and does not exceed 410 mm for three compartment or lamp arrangements, then the combination of the compartments or lamps must be used to meet the photometric requirements for the corresponding number of lighted sections specified in Table IX. S7.3.11.3 If the distance between adjacent light sources exceeds the previously stated dimensions, each compartment or lamp must comply with the photometric requirements for one lighted section specified in Table IX. S7.3.11.4 Lamps installed on vehicles 2032 mm or more in overall width. S7.3.12 Ratio to taillamps. S7.3.12.1 When a taillamp is combined with a stop lamp, the luminous intensity of the stop lamp at each identified test point must not be less than the luminous intensity of the taillamp at that same test point times the multiplier shown for that test point in Table IX. S7.3.12.2 If a multiple compartment or multiple lamp arrangement is used on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, and the distance between the optical axes for both the taillamp and stop lamp is within 560 mm for two compartment or lamp arrangements or 410 mm for three compartment or lamp arrangements, then the ratio must be computed with all compartments or lamps lighted. S7.3.12.3 If a multiple compartment or multiple lamp arrangement is used and the distance between optical axes for one of the functions exceeds 560 mm for two compartment or lamp arrangements or 410 mm for three compartments or lamp arrangements, then the ratio must be computed for only those compartments or lamps where the taillamp and stop lamp are optically combined. S7.3.12.4 Where the taillamp is combined with the stop lamp, and the maximum luminous intensity of the taillamp is located below horizontal and within an area generated by a 0.5 ° radius around a test point for a taillamp on a passenger car or on a multipurpose passenger vehicle, truck, bus, or trailer of less than 2032 mm in overall width, or by a 1.0 ° radius around a test point for a taillamp on a vehicle 2032 mm or more in overall width, the ratio for the test point may be computed using the lowest value of the taillamp luminous intensity within the generated area. S7.3.13 Photometry. S7.3.13.1 Each stop lamp must be designed to conform to the photometry requirements of Table IX, when tested according to the procedure of S14.2.1, for the number of lamp compartments or individual lamps and the type of vehicle it is installed on. S7.3.13.2 A stop lamp installed on a motor driven cycle may be designed to conform to the photometry requirements of Table XIII-b when tested according to the procedure of S14.2.1. S7.3.14 Physical tests. S7.3.15 Combined lamp bulb indexing. S7.3.15.1 Each stop lamp optically combined with a taillamp where a two-filament bulb is used must have a bulb with an indexing base and a socket designed so that bulbs with non-indexing bases cannot be used. S7.3.15.2 Removable sockets must have an indexing feature so that they cannot be re-inserted into lamp housings in random positions, unless the lamp will perform its intended function with random light source orientation. S7.4 Side marker lamps. S7.4.1 Number. S7.4.2 Color of light. S7.4.3 Mounting location. S7.4.4 Mounting height. S7.4.5 Activation. S7.4.6 Effective projected luminous lens area. S7.4.7 Visibility. S7.4.8 Indicator. S7.4.9 Markings. S7.4.10 Spacing to other lamps. S7.4.11 Multiple compartments and multiple lamps. S7.4.12 Ratio. S7.4.13 Photometry. S7.4.13.1 Each side marker lamp must be designed to conform to the photometry requirements of Table X, when tested according to the procedure of S14.2.1, for the lamp color as specified by this section. S7.4.13.2 Inboard photometry. S7.4.14 Physical tests. S7.5 Clearance and identification lamps. S7.5.1 Number. S7.5.2 Color of light. S7.5.3 Mounting location. S7.5.4 Mounting height. S7.5.5 Activation. S7.5.6 Effective projected luminous lens area. S7.5.7 Visibility. S7.5.8 Indicator. S7.5.9 Markings. S7.5.10 Spacing to other lamps. S7.5.11 Multiple compartments and multiple lamps. S7.5.12 Ratio. S7.5.12.1 Clearance lamps. S7.5.12.2 Identification lamps. S7.5.13 Photometry. S7.5.14 Physical tests. S7.6 Backup lamps. S7.6.1 Number. S7.6.2 Color of light. S7.6.2.1 See Table I-a. S7.6.2.2 A backup lamp may project incidental red, yellow, or white light through reflectors or lenses that are adjacent, close to, or a part of the lamp assembly. S7.6.3 Mounting location. S7.6.4 Mounting height. S7.6.5 Activation. S7.6.6 Effective projected luminous lens area. S7.6.7 Visibility. S7.6.8 Indicator. S7.6.9 Markings. S7.6.10 Spacing to other lamps. S7.6.11 Multiple compartments and multiple lamps. S7.6.12 Ratio. S7.6.13 Photometry. S7.6.14 Physical tests. S7.7 License plate lamps. S7.7.1 Number. S7.7.2 Color of light. S7.7.3 Mounting location. S7.7.4 Mounting height. S7.7.5 Activation. S7.7.6 Effective projected luminous lens area. S7.7.7 Visibility. S7.7.8 Indicator. S7.7.9 Markings. S7.7.10 Spacing to other lamps. S7.7.11 Multiple compartments and multiple lamps. S7.7.12 Ratio. S7.7.13 Photometry. S7.7.13.1 Each license plate lamp must be designed to conform to the photometry requirements of this section when tested according to the procedure of S14.2.2. S7.7.13.2 An illumination value of no less than 8 lx [0.75 fc] must be met at each test station target location shown in Figure 19. S7.7.13.3 The ratio of the average of the two highest illumination values divided by the average of the two lowest illumination values must not exceed 20:1 for vehicles other than motorcycles and motor driven cycles. S7.7.13.4 The ratio of the highest illumination value divided by the average of the two lowest illumination values must not exceed 15:1 for motorcycles and motor driven cycles. S7.7.14 Physical tests. S7.7.15 Installation. S7.7.15.1 Each license plate lamp installed on a vehicle other than a motorcycle or motor driven cycle must be of such size and design as to provide illumination on all parts of a 150 mm by 300 mm test plate. S7.7.15.2 Each license plate lamp installed on a motorcycle or motor driven cycle must be of such size and design as to provide illumination on all parts of a 100 mm by 175 mm test plate. S7.7.15.3 The light rays must reach all portions of an imaginary plate of the same size at least 25 mm ahead of the actual plate measured perpendicular to the plane of the plate. S7.7.15.4 Incident light from single lamp. S7.7.15.5 Incident light from multiple lamps. S7.8 Parking lamps. S7.8.1 Number. S7.8.2 Color of light. S7.8.3 Mounting location. S7.8.4 Mounting height. S7.8.5 Activation. S7.8.6 Effective projected luminous lens area. S7.8.7 Visibility. S7.8.8 Indicator. S7.8.9 Markings. S7.8.10 Spacing to other lamps. S7.8.11 Multiple compartments and multiple lamps. S7.8.12 Ratio. S7.8.13 Photometry. S7.8.14 Physical tests. S7.9 High-mounted stop lamps. S7.9.1 Number. S7.9.2 Color of light. S7.9.3 Mounting location. S7.9.4 Mounting height. S7.9.5 Activation. S7.9.6 Effective projected luminous lens area. S7.9.7 Visibility. S7.9.8 Indicator. S7.9.9 Markings. S7.9.10 Spacing to other lamps. S7.9.11 Multiple compartments and multiple lamps. S7.9.12 Ratio. S7.9.13 Photometry. S7.9.14 Physical tests. S7.9.14.1 Each high-mounted stop lamp must be designed to conform to the performance requirements of the vibration test of S14.5, and the color test and plastic optical material test of S14.4. S7.9.14.2 Each high-mounted stop lamp that is not mounted inside the vehicle must be designed to conform to the performance requirements of the moisture test, dust test, and corrosion test of S14.5. S7.10 Daytime running lamps (DRLs). S7.10.1 Number. S7.10.2 Color of light. S7.10.3 Mounting location. S7.10.4 Mounting height. S7.10.5 Activation. S7.10.6 Effective projected luminous lens area. S7.10.7 Visibility. S7.10.8 Indicator. S7.10.9 Markings. S7.10.10 Spacing to other lamps. S7.10.10.1 Spacing to turn signal lamps. (a) The luminous intensity of the DRL is not more than 2,600 cd at any location in the beam and the turn signal lamp meets 2.5 times the base front turn signal photometric requirements, or (b) The DRL is optically combined with a lower beam headlamp and the turn signal lamp meets 2.5 times the base front turn signal photometric requirements, or (c) The DRL is deactivated when the turn signal or hazard warning signal lamp is activated. S7.10.11 Multiple compartments and multiple lamps. S7.10.12 Ratio. S7.10.13 Photometry. (a) A lower beam headlamp intended to operate as a DRL at full voltage, or a voltage lower than used to operate it as a lower beam headlamp, or (b) An upper beam headlamp intended to operate as a DRL, whose luminous intensity at test point H-V is not more than 7,000 cd, and whose mounting height is not higher than 864 mm. S7.10.14 Physical tests. S7.11 School bus signal lamps. S7.11.1 Number. S7.11.2 Color of light. S7.11.3 Mounting location. S7.11.4 Mounting height. S7.11.5 Activation. S7.11.6 Effective projected luminous lens area. S7.11.7 Visibility. S7.11.8 Indicator. S7.11.9 Markings. S7.11.10 Spacing to other lamps. S7.11.11 Multiple compartments and multiple lamps. S7.11.12 Ratio. S7.11.13 Photometry. S7.11.14 Physical tests. S8 Reflective device requirements. S8.1 Reflex reflectors. S8.1.1 Number. S8.1.2 Color. S8.1.3 Mounting location. S8.1.4 Mounting height. S8.1.5 Activation. S8.1.6 Effective projected luminous lens area. S8.1.7 Visibility. S8.1.8 Indicator. S8.1.9 Markings. S8.1.10 Spacing to other lamps or reflective devices. S8.1.11 Photometry. S8.1.12 Physical tests. S8.1.1P3 Alternative side reflex reflector material. S8.2 Conspicuity systems. S8.2.1 Retroreflective sheeting. S8.2.1.1 Retroreflective sheeting must consist of a smooth, flat, transparent exterior film with retroreflective elements embedded or suspended beneath the film so as to form a non-exposed retroreflective optical system. S8.2.1.2 Retroreflective sheeting material. S8.2.1.3 Certification marking. S8.2.1.4 Application pattern. S8.2.1.4.1 Alternating red and white materials. S8.2.1.4.1.1 As shown in Figures 12-1 and 12-2, where alternating material is installed, except for a segment that is trimmed to clear obstructions, or lengthened to provide red sheeting near red lamps, alternating material must be installed with each white and red segment having a length of 300 ±150 mm. S8.2.1.4.1.2 Neither white nor red sheeting must represent more than two thirds the aggregate of any continuous strip marking the width of a trailer, or any continuous or broken strip marking its length. S8.2.1.5 Application location. S8.2.1.6 Application spacing. S8.2.1.7 Photometry. S8.2.2 Conspicuity reflex reflectors. S8.2.2.1 Certification marking. S8.2.2.2 Application pattern. S8.2.2.2.1 Alternating red and white materials. S8.2.2.2.2 White material. S8.2.2.3 Photometry. S8.2.2.3.1 Each red conspicuity reflex reflector must be designed to conform to the photometry requirements of Table XVI-a for a red reflex reflector and Table XVI-b for a red conspicuity reflex reflector when tested according to the procedure of S14.2.3 as specified by this section. S8.2.2.3.2 Each white conspicuity reflex reflector installed in only a horizontal orientation must be designed to conform to the photometry requirements of Table XVI-a for a white reflex reflector and Table XVI-b for a white horizontal conspicuity reflex reflector when tested according to the procedure of S14.2.3 as specified by this section. S8.2.2.3.3 Each white conspicuity reflex reflector installed in a vertical orientation must be designed to conform to the photometry requirements of Table XVI-a for a white reflex reflector, and Table XVI-b for a white horizontal conspicuity reflex reflector and a white vertical conspicuity reflex reflector when tested according to the procedure of S14.2.3 as specified by this section. S8.2.3 Conspicuity system installation on trailers. S8.2.3.1 Trailer rear. S8.2.3.1.1 Element 1—alternating red and white materials. S8.2.3.1.2 Element 2—white. S8.2.3.1.2.1 As shown in Figure 11, two pairs of strips of sheeting or conspicuity reflex reflectors, each pair consisting of strips 300 mm long of Grade DOT-C2, DOT-C3, or DOT-C4, must be applied horizontally and vertically to the right and left upper contours of the body, as viewed from the rear, as close to the top of the trailer and as far apart as practicable. S8.2.3.1.2.2 If the perimeter of the body, as viewed from the rear, is other than rectangular, the strips may be applied along the perimeter, as close as practicable to the uppermost and outermost areas of the rear of the body on the left and right sides. S8.2.3.1.3 Element 3—alternating red and white materials. S8.2.3.1.3.1 As shown in Figure 11, a strip of Grade DOT-C2 sheeting no less than 38 mm wide or reflectors must be applied across the full width of the horizontal member of the rear underride protection device. S8.2.3.2 Trailer side—alternating red and white materials. S8.2.3.2.1 As shown in Figure 11, a strip of sheeting or conspicuity reflex reflectors must be applied to each side, as horizontal as practicable, originating and terminating as close to the front and rear as practicable, as close as practicable to not less than 375 mm and not more than 1525 mm above the road surface at the strip centerline at curb weight, except that at the location chosen the strip must not be obscured in whole or in part by other motor vehicle equipment or trailer cargo. S8.2.3.2.2 The strip need not be continuous as long as not less than half the length of the trailer is covered and the spaces are distributed as evenly as practicable. S8.2.3.2.3 If necessary to clear rivet heads or other similar obstructions, Grade DOT-C2 sheeting may be separated into two 25 mm wide strips of the same length and color, separated by a space of not more than 25 mm and used in place of the retroreflective sheeting that would otherwise be applied. S8.2.4 Conspicuity system installation on truck tractors. S8.2.4.1 Element 1—alternating red and white materials. S8.2.4.1.1 The strips must be mounted as horizontal as practicable, in a vertical plane facing the rear, on the rear fenders, on the mudflap support brackets, on plates attached to the mudflap support brackets, or on the mudflaps. S8.2.4.1.2 Strips on mudflaps must be mounted not lower than 300 mm below the upper horizontal edge of the mudflap. If the vehicle is certified with temporary mudflap support brackets, the strips must be mounted on the mudflaps or on plates transferable to permanent mudflap support brackets. S8.2.4.1.3 For a truck tractor without mudflaps, the strips may be mounted outboard of the frame on brackets behind the rear axle or on brackets ahead of the rear axle and above the top of the rear tires at unladen vehicle height, or they may be mounted directly or indirectly to the back of the cab as close to the outer edges as practicable, above the top of the tires, and not more than 1525 mm above the road surface at unladen vehicle height. S8.2.4.1.4 If the strips are mounted on the back of the cab, no more than 25% of their cumulative area may be obscured by vehicle equipment as determined in a rear orthogonal view. S8.2.4.2 Element 2—white. S8.2.4.2.1 No more than 25% of their cumulative area may be obscured by vehicle equipment as determined in a rear orthogonal view. S8.2.4.2.2 If one pair must be relocated to avoid obscuration by vehicle equipment, the other pair may be relocated in order to be mounted symmetrically. S8.2.4.2.3 If the rear window is so large as to occupy all the practicable space, the material may be attached to the edge of the window itself. S9 Associated equipment requirements. S9.1 Turn signal operating unit. S9.1.1 The turn signal operating unit installed on passenger cars, multipurpose passenger vehicles, trucks, and buses less than 2032 mm in overall width must be self-canceling by steering wheel rotation and capable of cancellation by a manually operated control. S9.1.2 Physical tests. S9.2 Turn signal flasher. S9.2.1 The means of producing the turn signal pilot indicator signal may be incorporated in the flasher. A means of producing an audible signal may be incorporated in the flasher. S9.2.2 Physical tests. S9.3 Turn signal pilot indicator. S9.3.1 Each vehicle equipped with a turn signal operating unit where any turn signal lamp is not visible to the driver must also have an illuminated pilot indicator to provide a clear and unmistakable indication that the turn signal system is activated. S9.3.2 The indicator must consist of one or more lights flashing at the same frequency as the turn signal lamps. S9.3.3 The indicator must function satisfactorily under all test conditions imposed on the turn signal flasher in S14.9. S9.3.4 Indicator size and color. S9.3.4.1 If the indicator is located inside the vehicle it must emit a green colored light and have a minimum area equivalent to a 3/16 S9.3.4.2 If the indicator is located outside of the vehicle it must emit a yellow light and have a minimum projected illuminated area of 0.1 sq in. S9.3.5 The minimum required illuminated area of the indicator must be visible to any tangent on the 95th eyellipse as defined in SAE Recommended Practice J941b (1969) (incorporated by reference, see § 571.5), with the steering wheel turned to a straight ahead driving position and in the design location for an adjustable wheel or column. S9.3.6 Turn signal lamp failure. S9.4 Headlamp beam switching device. S9.4.1 Semiautomatic headlamp beam switching devices. S9.4.1.1 Operating instructions. S9.4.1.2 Manual override. S9.4.1.3 Fail safe operation. S9.4.1.4 Automatic dimming indicator. S9.4.1.5— Option 1 (Semiautomatic headlamp beam switching devices other than Adaptive Driving Beam systems). S9.4.1.5.1 Lens accessibility. S9.4.1.5.2 Mounting height. S9.4.1.5.3 Physical tests. S9.4.1.6— Option 2 (Adaptive Driving Beam systems). S9.4.1.6.1 The system must be capable of detecting system malfunctions (including but not limited to sensor obstruction). S9.4.1.6.2 If the system detects a malfunction that prevents the system from operating in automatic mode safely and in conformance with these requirements, the headlighting system must operate in manual mode until the malfunction is corrected and must provide the driver with a visible warning that the malfunction exists. S9.4.1.6.3 When operating in manual mode, the system must provide only switching between lower and upper beams as provided in S9.4. S9.4.1.6.4 When operating in automatic mode, the system must only switch between lower, upper, and adaptive driving beams. The adaptive driving beams must be designed to conform to the requirements of this section. S9.4.1.6.4.1 The adaptive driving beams must consist only of area(s) of reduced intensity, area(s) of unreduced intensity, and transition zone(s). S9.4.1.6.4.2 The adaptive driving beams must be designed to conform to the photometry requirements of Table XXI when tested according to S14.9.3.12, and, for replaceable bulb headlighting systems, when using any replaceable light source designated for use in the system. S9.4.1.6.4.3 In an area of reduced intensity, the adaptive driving beams must be designed to conform to the photometric intensity requirements of Table XIX as specified in Table II for the specific headlamp unit and aiming method, when tested according to the procedure of S14.2.5, and, for replaceable bulb headlighting systems, when using any replaceable light source designated for use in the system. S9.4.1.6.4.4 In an area of unreduced intensity, the adaptive driving beams must be designed to conform to the photometric intensity requirements of Table XVIII as specified in Table II for the specific headlamp unit and aiming method, when tested according to the procedure of S14.2.5, and, for replaceable bulb headlighting systems, when using any replaceable light source designated for use in the system. S9.4.1.6.4.5 A transition zone not to exceed 1.0 degree in either the horizontal or vertical direction is permitted between an area of reduced intensity and an area of unreduced intensity. The Table XVIII and Table XIX photometric intensity requirements do not apply in a transition zone, except that the maximum at H-V in Table XVIII as specified in Table II for the specific headlamp unit and aiming method may not be exceeded at any point in a transition zone. S9.4.1.6.4.6 For vehicle speeds below 32 kph (20 mph), the system must provide only lower beams (unless manually overridden according to S9.4.1.2). S9.4.1.6.4.7 The adaptive driving beams must not be energized simultaneously with the lower or upper beams except as provided in Table II. S9.4.1.6.5 The adaptive driving beams may be provided by any combination of headlamps or light sources, provided parking lamps are installed. If parking lamps meeting the requirements of this standard are not required according to Table I and are not installed, the adaptive driving beams may be provided using any combination of headlamps but must include the outermost installed headlamps to show the overall width of the vehicle. S9.5 Upper beam headlamp indicator. S9.5.1 Indicator size and location. 3/16 S9.6 Vehicular hazard warning signal operating unit. S9.6.1 The unit may be an independent device or it may be combined with the turn signal operating unit. If combined with the turn signal operating unit, the actuating motion of the hazard function must differ from the actuating motion of the turn signal function. S9.6.2 Operating unit switch. S9.6.3 Physical tests. S9.7 Vehicular hazard warning signal flasher. S9.7.1 The means of producing the hazard warning signal pilot indicator signal may be incorporated in the flasher. A means of producing an audible signal may be incorporated in the flasher. S9.7.2 Physical tests. S9.8 Vehicular hazard warning signal pilot indicator. S9.8.1 In vehicles equipped with right hand and left hand turn signal pilot indicators, both pilot indicators and /or a separate pilot indicator must flash simultaneously while the vehicle hazard warning signal operating unit is turned on. S9.8.2 In vehicles equipped with a single turn signal pilot indicator, a separate vehicular hazard warning signal pilot indicator must flash and the turn signal pilot indicator may flash while the vehicle hazard warning signal operating unit is turned on. S9.8.3 The indicator must function satisfactorily under all test conditions imposed on the vehicular hazard warning signal flasher in S14.9. S9.8.4 Indicator size and color. S10 Headlighting system requirements. S10.1 Vehicle headlighting systems. S10.1.1 Each passenger car, multipurpose passenger vehicle, truck and bus must be equipped with a headlighting system conforming to the requirements of Table II and this standard. S10.1.2 Each motorcycle must be equipped with a headlighting system conforming to S10.17 of this standard. S10.2 [Reserved] S10.3 Number. See Tables I-a and I-c. S10.4 Color of light. S10.5 Mounting location. S10.6 Mounting height. S10.7 Activation. S10.8 Effective projected luminous lens area. S10.9 Visibility. S10.10 Indicator. S10.11 Markings. S10.12 Spacing to other lamps. S10.13 Sealed beam headlighting systems. S10.13.1 Installation. S10.13.2 Simultaneous aim. S10.13.3 Photometry. S10.13.4 Physical tests. S10.13.4.1 Each sealed beam headlamp must be designed to conform to the performance requirements of the corrosion test, vibration test, inward force test (for lamps which are externally aimed only), torque deflection test (for lamps which are externally aimed only), headlamp connector test, headlamp wattage test, and aiming adjustment tests of S14.6. S10.13.4.2 Each sealed beam headlamp except a Type G or Type H must be designed to conform to the performance requirements of the retaining ring test of S14.6. S10.13.4.3 Each sealed beam headlamp must be designed to conform to the performance requirements of the color test of S14.4. Each sealed beam headlamp that does not incorporate a glass lens must be designed to conform to the plastic optical materials test of S14.4. S10.14 Integral beam headlighting systems. S10.14.1 Installation. An integral beam headlighting system must consist of the correct number of designated headlamp units as specified for the applicable system in Table II-c. The units must have their upper and lower beams activated as specified in Table II-c, and their adaptive driving beams (if so equipped) activated as specified in S9.4.1.6.5. A system must provide in total not more than two upper beams, two lower beams, and, optionally, two adaptive driving beams. S10.14.2 Aimability. S10.14.2.1 A system that incorporates any headlamp or beam contributor that does not have a VHAD as an integral and indivisible part of the headlamp or beam contributor must be designed so that the applicable photometric requirements are met when any correctly aimed and photometrically conforming headlamp or beam contributor is removed from its mounting and aiming mechanism, and is replaced without reaim by any conforming headlamp or beam contributor of the same type. S10.14.2.2 A system that incorporates more than one beam contributor providing a lower beam, and/or more than one beam contributor providing an upper beam, shall be designed to conform to the on-vehicle aiming requirements specified in S10.18.8. S10.14.3 Simultaneous aim. S10.14.4 Markings. S10.14.5 Additional light sources. S10.14.6 Photometry. S10.14.7 Physical tests. S10.14.7.1 Each integral beam headlamp must be designed to conform to the performance requirements of the corrosion test, temperature cycle test, vibration test, inward force test (for lamps which are externally aimed only), headlamp connector test, and aiming adjustment tests of S14.6. S10.14.7.2 Each integral beam headlamp that is not designed to conform to the performance requirements of the sealing test of S14.6 must be designed to conform to the performance requirements of the connector-corrosion test, dust test, and humidity test of S14.6. S10.14.7.3 Each integral beam headlamp except those with a glass lens must be designed to conform to the performance requirements of the abrasion test of S14.6. S10.14.7.4 Each integral beam headlamp except those with a nonreplaceable glass lens must be designed to conform to the performance requirements of the chemical resistance test of S14.6. S10.14.7.5 Each integral beam headlamp except those with a glass lens and a non-plastic reflector must be designed to conform to the performance requirements of the internal heat test of S14.6. S10.14.7.6 Each integral beam headlamp incorporating a replaceable lens must be designed to conform to the performance requirements of the chemical resistance of reflectors of replaceable lens headlamps test and the corrosion resistance of reflectors of replaceable lens headlamps test of S14.6. S10.14.7.7 Each integral beam headlamp capable of being mechanically aimed by externally applied headlamp aiming devices specified in SAE Recommended Practice J602-1980 (incorporated by reference, see § 571.5), must be designed to conform to the performance requirements of the torque deflection test of S14.6. S10.14.7.8 Each integral beam headlamp must be designed to conform to the performance requirements of the color test of S14.4. Each integral beam headlamp that does not incorporate a glass lens must be designed to conform to the performance requirements of the plastic optical materials test of S14.4. S10.15 Replaceable bulb headlighting systems. S10.15.1 Installation. S10.15.2 Aiming restrictions. S10.15.3 Replacement lens reflector units. S10.15.4 Markings. S10.15.4.1 A replaceable bulb headlamp in a four headlamp system providing lower beam must have its lens permanently marked with “L”. A replaceable bulb headlamp in a four headlamp system providing upper beam must have its lens permanently marked with “U”. S10.15.4.1.1 No such markings are required if the light sources in the headlamp are any combination of dual filament light sources other than HB2. S10.15.5 Additional light sources. S10.15.6 Photometry. S10.15.7 Physical tests. S10.15.7.1 Each replaceable bulb headlamp must be designed to conform to the performance requirements of the corrosion test, corrosion-connector test, dust test, temperature cycle test, humidity test, vibration test, inward force test (for lamps which are externally aimed only), headlamp connector test, and aiming adjustment tests of S14.6. S10.15.7.2 Each replaceable bulb headlamp except those with a glass lens must be designed to conform to the performance requirements of the abrasion test of S14.6. S10.15.7.3 Each replaceable bulb headlamp except those with a nonreplaceable glass lens must be designed to conform to the performance requirements of the chemical resistance test of S14.6. S10.15.7.4 Each replaceable bulb headlamp except those with a glass lens and a non-plastic reflector must be designed to conform to the performance requirements of the internal heat test of S14.6. S10.15.7.5 Each replaceable bulb headlamp incorporating a replaceable lens must be designed to conform to the performance requirements of the chemical resistance of reflectors of replaceable lens headlamps test and the corrosion resistance of reflectors of replaceable lens headlamps test of S14.6. S10.15.7.6 Each replaceable bulb headlamp capable of being mechanically aimed by externally applied headlamp aiming devices specified in SAE Recommended Practice J602-1980 (incorporated by reference, see § 571.5), must be designed to conform to the performance requirements of the torque deflection test of S14.6. S10.15.7.7 Each replaceable bulb headlamp must be designed to conform to the performance requirements of the color test of S14.4. Each replaceable bulb headlamp that does not incorporate a glass lens must be designed to conform to the performance requirements of the plastic optical materials test of S14.4. S10.16 Combination headlighting systems. S10.16.1 Installation. S10.16.2 Photometry. S10.16.3 Physical tests. S10.16.3.1 Any component headlamp of a combination headlighting system that is a Type F sealed beam headlamp must be designed to conform to the performance requirements of S10.13.4. S10.16.3.2 Any component headlamp of a combination headlighting system that is an integral beam headlamp must be designed to conform to the performance requirements of S10.14.7. S10.16.3.3 Any component headlamp of a combination headlighting system that is a replaceable bulb headlamp must be designed to conform to the performance requirements of S10.15.7. S10.17 Motorcycle headlighting systems. (a) One half of any headlighting system of Table II which provides both a full upper beam and full lower beam, and is designed to conform to the requirements for that headlamp type. Where more than one lamp must be used, the lamps shall be mounted vertically, with the lower beam as high as practicable, or (b) A headlighting system designed to conform to the requirements of paragraphs S10.17.1 through S10.17.5. S10.17.1 Installation. S10.17.1.1 Single headlamp. S10.17.1.1.1 If the system consists of a single headlamp, it must be mounted on the vertical centerline of the motorcycle. S10.17.1.1.2 If the headlamp contains more than one light source, each light source must be mounted on the vertical centerline with the upper beam no higher than the lower beam, or horizontally disposed about the vertical centerline and mounted at the same height. S10.17.1.1.3 If the light sources are horizontally disposed about the vertical centerline, the distance between the closest edges of the effective projected luminous lens area in front of the light sources must not be greater than 200 mm. S10.17.1.2 Two headlamps with both beams. S10.17.1.2.1 If the system consists of two headlamps, each of which provides both an upper and lower beam, the headlamps must be mounted either at the same height and symmetrically disposed about the vertical centerline or mounted on the vertical centerline. S10.17.1.2.2 If the headlamps are horizontally disposed about the vertical centerline, the distance between the closest edges of their effective projected luminous lens areas must not be greater than 200 mm. S10.17.1.3 Two headlamps, upper beam and lower beam. S10.17.1.3.1 If the system consists of two headlamps, one of which provides an upper beam and one of which provides the lower beam, the headlamps must be located on the vertical centerline with the upper beam no higher than the lower beam, or horizontally disposed about the vertical centerline and mounted at the same height. S10.17.1.3.2 If the headlamps are horizontally disposed about the vertical centerline, the distance between the closest edges of their effective projected luminous lens areas must not be greater than 200 mm. S10.17.2 Motorcycle replaceable bulb headlamp marking. S10.17.3 Photometry. S10.17.4 Physical tests. S10.17.5 Motorcycle headlamp modulation system. S10.17.5.1 Modulation. (a) The rate of modulation must be 240 ±40 cycles per minute. (b) The headlamp must be operated at maximum power for 50 to 70 percent of each cycle. (c) The lowest intensity at any test point must be not less than 17 percent of the maximum intensity measured at the same point. (d) The modulator switch must be wired in the power lead of the beam filament being modulated and not in the ground side of the circuit. (e) Means must be provided so that both the lower beam and upper beam remain operable in the event of a modulator failure. (f) The system must include a sensor mounted with the axis of its sensing element perpendicular to a horizontal plane. Headlamp modulation must cease whenever the level of light emitted by a tungsten filament light operating at 3000° Kelvin is either less than 270 lux of direct light for upward pointing sensors or less than 60 lux of reflected light for downward pointing sensors. The light is measured by a silicon cell type light meter that is located at the sensor and pointing in the same direction as the sensor. A Kodak Gray Card (Kodak R-27) is placed at ground level to simulate the road surface in testing downward pointing sensors. (g) When tested in accordance with the test profile shown in Figure 9, the voltage drop across the modulator when the lamp is on at all test conditions for 12 volt systems and 6 volt systems must not be greater than 0.45 volt. The modulator must meet all the provisions of the standard after completion of the test profile shown in Figure 9. (h) Means must be provided so that both the lower and upper beam function at design voltage when the headlamp control switch is in either the lower or upper beam position when the modulator is off. S10.17.5.2 Replacement modulators. S10.17.5.2.1 Replacement performance. S10.17.5.2.2 Replacement instructions. S10.18 Headlamp aimability performance requirements except for motorcycles S10.18.1 Headlamp mounting and aiming. S10.18.1.1 The axis of the light beams must be adjustable to the left, right, up, or down from the designed setting, the amount of adjustability to be determined by practical operating conditions and the type of equipment. S10.18.1.2 The adjustments must be conveniently made by one person with tools ordinarily available. When the headlamps are secured, the aim will not be disturbed under ordinary conditions of service. S10.18.2 Headlamp aiming systems. S10.18.3 Aim adjustment interaction. S10.18.3.1 Should the mechanism not meet the requirements of S10.18.3, a cautionary label must be placed adjacent to the mechanism stating the caution and including either the reason for the caution or the corrective action necessary. Each such label must also refer the reader to the vehicle operator's manual for complete instructions. Each such vehicle must be equipped with an operator's manual containing the complete instructions appropriate for the mechanism installed. S10.18.4 Horizontal adjustment-visually aimed headlamp. S10.18.5 Optical axis marking. S10.18.5.1 Optical axis marking-vehicle. S10.18.5.2 Optical axis marking-lamp. S10.18.5.3 Optical axis marking-visual/optical aim headlamp. S10.18.6 Moveable reflectors. S10.18.7 External aiming. S10.18.7.1 Headlamp aiming device locating plates. S10.18.7.1.1 The lens must have three aiming pads which meet the requirements of Figure 4, Dimensional Specifications for Location of Aiming Pads on Replaceable Bulb Headlamp Units. S10.18.7.1.2 If the most forward aiming pad is the lower inboard aiming pad, then the dimensions may be placed anywhere on the lens. The dimension for the outboard aiming pad (Dimension F in Figure 4) must be followed by the letter “H” and the dimension for the center aiming pad must be followed by the letter “V.” The dimensions must be expressed in tenths of an inch. S10.18.7.2 Nonadjustable headlamp aiming device locating plates. S10.18.8 On-vehicle aiming. S10.18.8.1 Aim. S10.18.8.1.1 Vertical aim. S10.18.8.1.1.1 Each graduation must represent a change in the vertical position of the mechanical axis not larger than 0.19° (1 in at 25 ft) to provide for variations in aim at least 1.2° above and below the horizontal, and have an accuracy relative to the zero mark of less than 0.1°. S10.18.8.1.1.2 The VHAD must be marked to indicate headlamp aim movement in the upward and downward directions. S10.18.8.1.1.3 Each graduation must indicate a linear movement of the scale indicator of not less than 0.05 in (1.27 mm) if a direct reading analog indicator is used. If a remote reading indicator is provided, it must represent the actual aim movement in a clear, understandable format. S10.18.8.1.1.4 The vertical indicator must perform through a minimum range of ±1.2°. S10.18.8.1.1.5 Means must be provided in the VHAD for compensating for deviations in floor slope less than 1.2° from the horizontal that would affect the correct positioning of the headlamp for vertical aim. S10.18.8.1.1.6 The graduations must be legible under an illumination level not greater than 30 foot candles, measured at the top of the graduation, by an observer having 20/20 vision (Snellen), and must permit aim adjustment to within 0.19° (1 in at 25 ft). S10.18.8.1.2 Horizontal aim. S10.18.8.1.2.1 Each graduation must represent a change in the horizontal position of the mechanical axis not greater than 0.38° (2 in at 25 ft) to provide for variations in aim at least 0.76° (4 in at 25 ft) to the left and right of the longitudinal axis of the vehicle, and must have an accuracy relative to the zero mark of less than 0.1°. S10.18.8.1.2.2 The VHAD must be marked to indicate headlamp aim movement in the left and right directions. S10.18.8.1.2.3 The graduations must be legible under an illumination level not greater than 30 foot candles, measured at the top of the graduation, by an observer having 20/20 vision (Snellen), and must permit aim adjustment to within 0.38° (2 in at 25 ft). S10.18.8.1.2.4 The horizontal indicator must perform through a minimum range of ±0.76° (4 in at 25 ft); however, the indicator itself must be capable of recalibration over a movement of ±2.5° relative to the longitudinal axis of the vehicle to accommodate any adjustment necessary for recalibrating the indicator after vehicle repair from accident damage. S10.18.8.2 Aiming instructions. S10.18.8.2.1 Instructions must be provided either on a label permanently affixed to the vehicle adjacent to the VHAD, or in the operator's manual, advising the vehicle owner what to do if the headlighting system requires aiming using the VHAD. S10.18.8.2.2 Should a remote indicator or a remote indicator and adjuster be provided, the instructions must be placed in the operator's manual, and may also be placed on a label adjacent to the VHAD. S10.18.8.3 Permanent calibration. S10.18.8.4 Replacement units. S10.18.8.5 Physical tests. S10.18.9 Visual/optical aiming. S10.18.9.1 Vertical aim, lower beam. S10.18.9.1.1 Vertical position of the cutoff. S10.18.9.1.2 Vertical gradient. S10.18.9.1.3 Horizontal position of the cutoff. S10.18.9.1.4 Maximum inclination of the cutoff. S10.18.9.1.5 Measuring the cutoff parameter. S10.18.9.1.5.1 The headlamp is mounted on a headlamp test fixture which simulates its actual design location on any vehicle for which the headlamp is intended. The fixture, with the headlamp installed, is attached to the goniometer table in such a way that the fixture alignment axes are coincident with the goniometer axes. The headlamp is energized at the specified test voltage. The cutoff parameter must be measured at a distance of 10 m from a photosensor with a 10 mm diameter. S10.18.9.1.5.2 The headlamp beam pattern is aimed with the cutoff at the H-H axis. There is no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD. In this case the VHAD is adjusted to zero. S10.18.9.1.5.3 A vertical scan of the beam pattern is conducted for a headlamp with a left side gradient by aligning the goniometer on a vertical line at 2.5° L and scanning from 1.5° U to 1.5° D. For a headlamp with a right side gradient, a vertical scan of the beam pattern is conducted by aligning the goniometer on a vertical line at 2.0° R and scanning from 1.5° U to 1.5° D. S10.18.9.1.5.4 Determine the maximum gradient within the range of the scan by using the formula: G = log E(a)−logE(a + 0.1), where “G” is the gradient, “E” is illumination and “a” is vertical angular position. The maximum value of the gradient “G” determines the vertical angular location of the cutoff. Perform vertical scans at 1.0° L and R of the measurement point of the maximum gradient to determine the inclination. S10.18.9.2 Horizontal aim, lower beam. S10.18.9.3 Vertical aim, upper beam. S10.18.9.3.1 If the upper beam is combined in a headlamp with a lower beam, the vertical aim of the upper beam must not be changed from the aim set using the procedures of S10.18.9.1 and S10.18.9.2 used for the lower beam. S10.18.9.3.2 If the upper beam is not combined in a headlamp with a lower beam, the vertical aim of the upper beam is adjusted so that the maximum beam intensity is located on the H-H axis. S10.18.9.4 Horizontal aim, upper beam. S10.18.9.4.1 If the upper beam is combined in a headlamp with a lower beam, the horizontal aim of the upper beam must not be changed from the aim set using the procedures of S10.18.9.1 and S10.18.9.2 used for the lower beam. S10.18.9.4.2 If the upper beam is not combined in a headlamp with the lower beam and has fixed horizontal aim or has a horizontal VHAD, then the headlamp is mounted on a headlamp test fixture which simulates its actual design location on any vehicle for which the headlamp is intended. The fixture, with the headlamp installed, is attached to the goniometer table in such a way that the fixture alignment axes are coincident with the goniometer axes. The headlamp must be energized at 12.8 ±0.20 mV. There is no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD. In this case the VHAD is adjusted to zero. S10.18.9.4.3 If the upper beam is not combined in a headlamp with a lower beam, and it does not have a VHAD, the horizontal aim of the upper beam is adjusted so that the maximum beam intensity is located on the V-V axis. S10.18.9.5 Photometry. S10.18.9.6 Visual/optical aiming identification marking. S10.18.9.6.1 The lens of a lower beam headlamp must be marked “VOL” if the headlamp is intended to be visually/optically aimed using the left side of the lower beam pattern. The lens of a lower beam headlamp must be marked “VOR” if the headlamp is intended to be visually/optically aimed using the right side of the lower beam pattern. The lens of a headlamp that is solely an upper beam headlamp and intended to be visually/optically aimed using the upper beam must be marked “VO”. S10.18.9.6.2 The lens of each sealed beam or integral beam headlamp must be marked “VOR” if the headlamp is of a type that was manufactured before May 1, 1997, and if such headlamp type has been redesigned since then to be visually/optically aimable. S11 Replaceable light source requirements. S11.1 Markings. S11.2 Ballast markings. (a) Name or logo of ballast manufacturer; (b) Ballast part number or unique identification; (c) Part number or other unique identification of the light source for which the ballast is designed; (d) Rated laboratory life of the light source/ballast combination, if the information for the light source has been filed in appendix B of part 564 of this chapter; (e) A warning that ballast output voltage presents the potential for severe electrical shock that could lead to permanent injury or death; (f) Ballast output power in watts and output voltage in rms volts AC or DC; and (g) The symbol ‘DOT’. S11.3 Gas discharge laboratory life. S11.4 Physical tests. S11.4.1 Each replaceable light source must be designed to conform with the performance requirements of the deflection test and pressure test requirements of S14.7. S11.4.2 Replaceable light sources must be designed to conform with the requirements of section VII of appendix A of part 564 of this chapter, or section IV of appendix B of part 564 of this chapter, for maximum power and luminous flux when test by the procedure of S14.7.3. S12 Headlamp concealment device requirements. S12.1 While the headlamp is illuminated, its fully opened headlamp concealment device must remain fully opened should any loss of power to or within the headlamp concealment device occur. S12.2 Whenever any malfunction occurs in a component that controls or conducts power for the actuation of the concealment device, each closed headlamp concealment device must be capable of being fully opened by a means not requiring the use of any tools. Thereafter, the headlamp concealment device must remain fully opened until intentionally closed. S12.3 Except for malfunctions covered by S12.2, each headlamp concealment device must be capable of being fully opened and the headlamps illuminated by actuation of a single switch, lever, or similar mechanism, including a mechanism that is automatically actuated by a change in ambient light conditions. S12.4 Each headlamp concealment device must be installed so that the headlamp may be mounted, aimed, and adjusted without removing any component of the device, other than components of the headlamp assembly. S12.5 Except for cases of malfunction covered by S12.2, each headlamp concealment device must, within an ambient temperature range of −20 °F to + 120 °F, be capable of being fully opened in not more than 3 seconds after the actuation of a driver-operated control. S12.6 As an alternative to complying with the requirements of S12.1 through S12.5, a vehicle with headlamps incorporating VHAD or visual/optical aiming in accordance with this standard may meet the requirements for Concealable lamps S12.7 Certification election. S13 Replaceable headlamp lens requirements. S13.1 A replacement lens for a replaceable bulb headlamp or integral beam headlamp that is not required to have a bonded lens must be provided with a replacement seal in a package that includes instructions for the removal and replacement of the lens, the cleaning of the reflector, and the sealing of the replacement lens to the reflector assembly. S13.2 Each replacement headlamp lens with seal, when installed according to the lens manufacturer's instructions on an integral beam or replaceable bulb headlamp, must not cause the headlamp to fail to comply with any of the requirements of this standard. S14 Physical and photometry test procedures and performance requirements. S14.1 General test procedures and performance requirements. S14.1.1 Each lamp, reflective device, item of conspicuity treatment, and item of associated equipment required or permitted by this standard must be designed to conform to all applicable physical test performance requirements specified for it. S14.1.2 Plastic optical materials. S14.1.3 All coatings used on optical materials must have added to their formulations an optical brightener, whose presence is detectable by ultraviolet light, to aid in testing for their presence. Other equivalent industry accepted methods may be used as an alternative. S14.1.4 Samples. S14.1.4.1 Samples submitted for laboratory test must be new, unused, manufactured from production tooling and assembled by production processes, and representative of the devices as regularly manufactured and marketed. S14.1.4.2 Each test sample must include not only the device but also accessory equipment necessary to operate in its intended manner. Where necessary a mounting bracket shall be provided so that the device may be rigidly bolted in its operating position on the various test equipment. S14.1.4.3 Dust and photometric tests may be made on a second set of mounted samples, if desired, to expedite completion of the tests. S14.1.5 Laboratory facilities. S14.2 Photometric test procedures. S14.2.1 Photometry measurements for all lamps except license plate lamps, headlamps, and DRLs. S14.2.1.1 Mounting. S14.2.1.2 School bus signal lamp aiming. 1/2 S14.2.1.3 Measurement distance. S14.2.1.4 Location of test points. (a) The line formed by the intersection of a vertical plane through the light source of the lamp and normal to the test screen is designated “V”. (b) The line formed by the intersection of a horizontal plane through the light source and normal to the test screen is designated “H”. (c) The point of intersection of these two lines is designated “H-V”. (d) Other test points on the test screen are measured in terms of angles from the H and V lines. (e) Angles to the right (R) and to the left (L) are regarded as being to the right and left of the V line when the observer stands behind the lamp and looks in the direction of its light beam when it is properly aimed for photometry. Similarly, the upward angles designated as U and the downward angles designated as D, refer to light directed at angles above and below the H line, respectively. S14.2.1.5 Multiple compartment and multiple lamp photometry of turn signal lamps, stop lamps, and taillamps. S14.2.1.5.1 When compartments of lamps or arrangements of multiple lamps are photometered together, the H-V axis intersects the midpoint between the optical axes. S14.2.1.5.2 Luminous intensity measurements of multiple compartment lamps or multiple lamp arrangements are made either by: (a) Measuring all compartments together, provided that a line from the optical axis of each compartment or lamp to the center of the photometer sensing device does not make an angle more than 0.6° with the H-V axis, or (b) Measuring each compartment or lamp separately by aligning its optical axis with the photometer and adding the value at each test point. S14.2.1.5.3 Multiple compartment turn signal lamps or stop lamps or multiple lamp arrangements of these lamps installed on multipurpose passenger vehicles, trucks, trailers, or buses 2032 mm or more in overall width must use the method of S14.2.1.5.2(b) only. S14.2.1.6 Bulbs. S14.2.1.6.1 Each lamp designed to use a type of bulb that has not been assigned a mean spherical candela rating by its manufacturer and is not listed in SAE Recommended Practice J573d (1968) (incorporated by reference, see § 571.5), must meet the applicable requirements of this standard when used with any bulb of the type specified by the lamp manufacturer, operated at the bulb's design voltage. A lamp that contains a sealed-in bulb must meet these requirements with the bulb operated at the bulb's design voltage. S14.2.1.6.2 A bulb that is not listed in SAE Recommended Practice J573d (1968) (incorporated by reference, see § 571.5) is not required to use a socket that conforms to the requirements of SAE Recommended Practice J567b (1964) (incorporated by reference, see § 571.5). S14.2.2 License plate lamp photometry. S14.2.2.1 Illumination surface. S14.2.2.2 Test stations. S14.2.2.3 Bulb requirements of S14.2.1.6 apply to license plate lamp photometry. S14.2.3 Reflex reflector and retroreflective sheeting photometry. S14.2.3.1 Mounting. S14.2.3.2 Illumination source. S14.2.3.3 Measurement distance. S14.2.3.4 Test setup S14.2.3.5 Photodetector. S14.2.3.6 Photometry surface. S14.2.3.7 Procedure. S14.2.3.7.1 The observation angle is the angle formed by a line from the observation point to the center of the reflector and a second line from the center of the reflector to the source of illumination. S14.2.3.7.2 The entrance angle is the angle between the axis of the reflex reflector and a line from the center of the reflector to the source of illumination. S14.2.3.7.3 The entrance angle is designated left, right, up, and down in accordance with the position of the source of illumination with respect to the axis of the reflex reflector as viewed from behind the reflector. S14.2.3.7.4 Measurements are made of the luminous intensity which the reflex reflector is projecting toward the observation point and the illumination on the reflex reflector from the source of illumination. S14.2.3.8 Measurements. S14.2.3.8.1 Reflex reflectors. S14.2.3.8.2 Retroreflective sheeting. S14.2.3.8.3 Reflex reflector photometry measurement adjustments. S14.2.3.8.3.1 Reflex reflectors, which do not have a fixed rotational position on the vehicle, are rotated about their axis through 360° to find the minimum photometric value which must be reported for each test point. If the output falls below the minimum requirement at any test point, the reflector is rotated ±5° about its axis from the angle where the minimum output occurred, and the maximum value within this angle is reported as a tolerance value. S14.2.3.8.3.2 Reflex reflectors, which by their design or construction, permit mounting on a vehicle in a fixed rotational position, are tested in this position. A visual locator, such as the word TOP is not considered adequate to establish a fixed rotational position on the vehicle. S14.2.3.8.3.3 If uncolored reflections from the front surface interfere with photometric readings at any test point, additional readings are taken 1° above, below, right, and left of the test point, and the lowest of these readings and its location is reported provided the minimum test point requirement for the test point is met. S14.2.4 Daytime running lamp (DRL) photometry measurements. S14.2.4.1 Each DRL is tested to the procedure of S14.2.5 when a test voltage of 12.8 v ±20 mv is applied to the input terminals of the lamp switch module or voltage-reducing equipment, whichever is closer to the electrical source on the vehicle. S14.2.4.2 The test distance from the lamp to the photometer is not less than 18.3 m if the lamp is optically combined with a headlamp, or is a separate lamp, and not less than 3 m if the lamp is optically combined with a lamp, other than a headlamp, that is required by this standard. S14.2.4.3 Except for a lamp having a sealed-in bulb, a lamp must meet the applicable requirements of this standard when tested with a bulb whose filament is positioned within ±.010 in. of the nominal design position specified in SAE J573d, Lamp bulbs and Sealed Units, December 1968, (incorporated by reference, paragraph S5.2 of this section) or specified by the bulb manufacturer. S14.2.5 Headlamp photometry measurements. S14.2.5.1 Mounting. S14.2.5.2 Test points in the area from 10° U to 90° U must be measured from the normally exposed surface of the lens face. S14.2.5.3 Measurement distance. S14.2.5.4 Seasoning and test voltage. S14.2.5.5 Aiming. 1/4 S14.2.5.5.1 Mechanically aimable headlamps using an external aimer. S14.2.5.5.2 Mechanically aimable headlamps equipped with a VHAD. S14.2.5.5.3 Visually aimable lower beam headlamps-vertical aim. S14.2.5.5.3.1 A VOL cutoff headlamp must have the location of the cutoff maximum gradient, as determined by the method of this standard, positioned at 0.4° down from the H-H line. S14.2.5.5.3.2 A VOR cutoff headlamp must have the location of the cutoff maximum gradient, as determined by the method of this standard, positioned at the H-H line. S14.2.5.5.4 Visually aimable lower beam headlamps-horizontal aim. S14.2.5.5.5 Visually aimable upper beam headlamps-vertical aim. S14.2.5.5.5.1 A headlamp whose upper beam is combined with a lower beam must not have its vertical aim changed from that set for the lower beam. S14.2.5.5.5.2 A headlamp whose upper beam is not combined with a lower beam must have its maximum beam intensity positioned on the H-H axis. S14.2.5.5.6 Visually aimable upper beam headlamps-horizontal aim. S14.2.5.5.6.1 A headlamp whose upper beam is combined with a lower beam must not have its horizontal aim changed from that set for the lower beam. S14.2.5.5.6.2 A headlamp whose upper beam is not combined with a lower beam and has a fixed horizontal aim or has a horizontal VHAD must be mounted in its normal operating position on a goniometer such that the mounting fixture alignment axes are coincident with the goniometer axes and must be energized at 12.8 v ±20 mv. There must be no adjustment, shimming, or modification of the horizontal axis of the headlamp or test fixture, unless the headlamp is equipped with a VHAD, in which case the VHAD must be adjusted to zero. S14.2.5.5.6.3 A headlamp whose upper beam is not combined with a lower beam and is not equipped with a horizontal VHAD, the horizontal aim must be adjusted so that the maximum beam intensity is positioned on the V-V axis. S14.2.5.5.7 Simultaneous aim Type F sealed beam headlamps and beam contributor integral beam headlamps. S14.2.5.5.7.1 A headlamp system permitted to use simultaneous aim of lower beams and upper beams must be aimed mechanically for lower beam photometry by centering the lower beam unit or the geometric center of all lower beam contributors on the photometer axis and aligning the aiming plane, aiming reference plane, or other appropriate vertical plane defined by the manufacturer perpendicular to the photometer axis. S14.2.5.5.7.2 The headlamp must be aimed for upper beam photometry by moving the assembly in a plane parallel to the established lower beam aiming plane until the upper beam unit or the geometric center of all upper beam contributors is centered in the photometric axis. S14.2.5.5.8 Motorcycle headlamp-upper beam headlamps designed to comply with Table XX. S14.2.5.5.9 Motorcycle headlamp-lower beam headlamps designed to comply with Table XX. S14.2.5.6 Positioner. S14.2.5.7 Photometer. S14.2.5.7.1 The photometer must be capable of measuring the luminous intensity of the sample headlamp throughout its illumination range. S14.2.5.7.2 Sensor. S14.2.5.7.2.1 The maximum effective area of the photometric sensor must fit within a circle whose diameter is equal to 0.009 times the actual test distance from the light source of the sample headlamp to the sensor. S14.2.5.7.2.2 The sensor effective area is defined as the actual area of intercepted light striking the detector surface of the photometer. Sensor systems incorporating lens(es) that change the diameter of the intercepted light beam before it reaches the actual detector surface, the maximum size requirements must apply to the total area of the light actually intercepted by the lens surface. S14.2.5.7.2.3 The sensor must be capable of intercepting all direct illumination from the largest illuminated dimension of the sample lamp at the test distance. S14.2.5.7.3 The color response of the photometer must be corrected to that of the 1931 CIE Standard Observer (2-degree) Photopic Response Curve, as shown in the CIE 1931 Chromaticity Diagram (incorporated by reference, see § 571.5). S14.2.5.8 Location of test points. S14.2.5.8.1 Test point positions are defined by the positioner. The following nomenclature applies: S14.2.5.8.1.1 The letters “V” and “H” designate the vertical and horizontal planes intersecting both the headlamp light source and the photometer axis. “H-V” designates the zero test point angle at the intersection of the H and V planes. This intersection is parallel to the longitudinal axis of the vehicle. S14.2.5.8.1.2 The letters “U”, “D”, “L”, and “R”, indicating up, down, left and right, respectively, designate the angular position from the H and V planes to the photometer as viewed from the headlamp. S14.2.5.8.1.3 Horizontal angles designated L and R are defined as the plan view angle between the vertical plane and the projection of the light ray from the headlamp onto the horizontal plane. S14.2.5.8.1.4 Vertical angles designated U and D are defined as the true angle between the horizontal plane and the light ray from the headlamp. S14.2.5.9 Beam contributor photometry measurements. S14.2.5.10 Moveable reflector aimed headlamp photometry measurements. S14.2.5.10.1 A headlamp aimed by moving the reflector relative to the lens and headlamp housing, or vice versa, must conform to the photometry requirements applicable to it with the lens at any position relative to the reflector. S14.2.5.10.2 These positions include not less than the full range of vertical pitch of the vehicle on which the headlamp is installed and not less than ±2.5° from the nominal horizontal aim position for the vehicle on which the headlamp is installed unless the headlamp is visually/optically aimed with a fixed horizontal aim. S14.3 Motorcycle headlamp out of focus test procedure and performance requirements. S14.3.1 Procedure. S14.3.2 Performance requirements. S14.4 General test procedures and performance requirements. S14.4.1 Color test. S14.4.1.1 Samples. S14.4.1.2 General procedure. S14.4.1.2.1 The device must be operated at design voltage. S14.4.1.2.2 Components (bulbs, caps, lenses, and the like) must be tested in a fixture or manner simulating the intended application. S14.4.1.2.3 The lamp shall be allowed to reach operating temperature before measurements are made. S14.4.1.2.4 The entire light emitting surface of the sample must be visible from any point on the entrance window of the test instrument. S14.4.1.2.5 The distance between the test instrument and the sample must be large enough so that further increases in distance will not affect the results. S14.4.1.3 Visual method. S14.4.1.3.1 Visual method procedure. S14.4.1.3.2 Visual method performance requirements. S14.4.1.3.2.1 Red. S14.4.1.3.2.2 Yellow (Amber). S14.4.1.3.2.3 White. S14.4.1.3.2.4 Green. Green is not acceptable if it is less saturated (paler), yellower, or bluer than the limit standards. S14.4.1.3.2.5 Blue. Blue is not acceptable if it is less saturated (paler), greener, or redder than the limit standards. S14.4.1.4 Tristimulus method. S14.4.1.4.1 Tristimulus method procedure. S14.4.1.4.1.1 The color of light from the H-V point of a sample device must be measured by photoelectric receivers with spectral responses that approximate CIE standard spectral tristimulus valves. S14.4.1.4.1.2 A sphere may be used to integrate light from a colored source provided that the color shift that results from the spectral selectivity of the sphere paint be corrected by the use of a filter, correction factor, or an appropriate calibration. S14.4.1.4.1.3 Where the sample device does not have uniform spectral characteristics in all useful directions, color measurements must be made at as many directions of view as are required to evaluate the color for those directions that apply to the end use of the device. S14.4.1.4.2 Tristimulus method performance requirements. S14.4.1.4.2.1 Red. y = 0.33 (yellow boundary) y = 0.98 − x (purple boundary) S14.4.1.4.2.2 Yellow (Amber). y = 0.39 (red boundary) y = 0.79 − 0.67x (white boundary) y = x − 0.12 (green boundary) S14.4.1.4.2.3 White (achromatic). x = 0.31 (blue boundary) y = 0.44 (green boundary) x = 0.50 (yellow boundary) y = 0.15 + 0.64x (green boundary) y = 0.38 (red boundary) y = 0.05 + 0.75x (purple boundary) S14.4.1.4.2.4 Green. The color of light emitted must fall within the following boundaries: y = 0.73 − 0.73x (yellow boundary) x = 0.63y − 0.04 (white boundary) y = 0.50 − 0.50x (blue boundary) S14.4.1.4.2.5 Restricted Blue. The color of light emitted must fall within the following boundaries: y = 0.07 + 0.81x (green boundary) x = 0.40 − y (white boundary) x = 0.13 + 0.60y (violet boundary) S14.4.1.4.2.6 Signal Blue. The color of light emitted must fall within the following boundaries: y = 0.32 (green boundary) x = 0.16 (white boundary) x = 0.40 − y (white boundary) x = 0.13 + 0.60y (violet boundary) S14.4.2 Plastic optical materials tests. S14.4.2.1 Samples. S14.4.2.1.1 Samples of materials shall be injection molded into polished metal molds to produce test specimens with two flat and parallel faces. Alternative techniques may be used to produce equivalent specimens. S14.4.2.1.2 Test specimens shape may vary, but each exposed surface must contain a minimum uninterrupted area of 32 sq cm. S14.4.2.1.3 Samples must be furnished in thicknesses of 1.6 ±0.25 mm, 2.3 ±0.25 mm, 3.2 ±0.25 mm, and 6.4 ±0.25 mm. S14.4.2.1.4 All samples must conform to the applicable color test requirement of this standard prior to testing. S14.4.2.1.5 A control sample, kept properly protected from influences which may change its appearance and properties of each thickness, must be retained. S14.4.2.2 Outdoor exposure test. S14.4.2.2.1 Outdoor exposure tests of 3 years in duration must be made on samples of all materials, including coated and uncoated versions, used for optical parts of devices covered by this standard. Tests are to be conducted in Florida and Arizona. S14.4.2.2.2 Concentrations of polymer components and additives used in plastic materials may be changed without outdoor exposure testing provided the changes are within the limits of composition represented by higher and lower concentrations of these polymer components and additives previously tested to this section and found to meet its requirements. S14.4.2.2.3 Procedure. S14.4.2.2.3.1 One sample of each thickness of each material must be mounted at each exposure site so that at least a minimum uninterrupted area of 32 sq cm of the exposed upper surface of the sample is at an angle of 45° to the horizontal facing south. The sample must be mounted in the open no closer than 30 cm (11.8 in) to its background. S14.4.2.2.3.2 During the exposure time the samples must be cleaned once every three months by washing with mild soap or detergent and water, and then rinsing with distilled water. Rubbing must be avoided. S14.4.2.2.4 Performance requirements. S14.4.2.2.4.1 After completion of the outdoor exposure test the haze and loss of surface luster as measured by ASTM D1003-92 (incorporated by reference, see § 571.5) must not be greater than: (a) 30% for materials used for outer lenses, other than those incorporating reflex reflectors; (b) 7% for materials used for reflex reflectors and lenses used in front of reflex reflectors. S14.4.2.2.4.2 After completion of the outdoor exposure test materials used for headlamp lenses must show no deterioration. S14.4.2.2.4.3 After completion of the outdoor exposure test all materials, when compared with the unexposed control samples, must not show physical changes affecting performance such as color bleeding, delamination, crazing, or cracking. Additionally materials used for reflex reflectors and lenses used in front of reflex reflectors must not show surface deterioration or dimensional changes. S14.4.2.2.4.4 After completion of the outdoor exposure test all materials, when compared with the unexposed control samples, must not have their luminous transmittance changed by more than 25% when tested in accordance with ASTM E308-66 (incorporated by reference, see § 571.5) using CIE Illuminant A (2856K). S14.4.2.2.4.5 After completion of the outdoor exposure test all materials must conform to the color test of this standard in the range of thickness stated by the material manufacturer. S14.4.2.3 Heat test. S14.4.2.3.1 Procedure. S14.4.2.3.2 Performance requirements. S14.5 Signal lamp and reflective device physical test procedures and performance requirements. S14.5.1 Vibration test. S14.5.1.1 Procedure. 1/8 S14.5.1.2 Performance requirements. S14.5.2 Moisture test. S14.5.2.1 Procedure. S14.5.2.2 Performance requirements. S14.5.3 Dust test. S14.5.3.1 Samples. S14.5.3.2 Procedure. S14.5.3.3 Performance requirements. S14.5.4 Corrosion test. S14.5.4.1 Procedure. S14.5.4.2 Performance requirements. S14.6 Headlamp physical test procedures and performance requirements. S14.6.1 Abrasion test. S14.6.1.1 Procedure. S14.6.1.1.1 Abrading pad. S14.6.1.1.2 Abrading pad alignment. S14.6.1.1.3 Abrasion test procedure. S14.6.1.2 Performance requirements. 1/4 S14.6.2 Chemical resistance test. S14.6.2.1 Procedure. S14.6.2.1.1 Test fluids. (a) ASTM Reference Fuel C, which is composed of Isooctane 50% volume and Toluene 50% volume. Isooctane must conform to A2.7 in the ASTM Motor Fuels section (incorporated by reference, see § 571.5), and Toluene must conform to ASTM D362-84 (incorporated by reference, see § 571.5). ASTM Reference Fuel C must be used as specified in: Paragraph A2.3.2 and A2.3.3 of the ASTM Motor Fuels section (incorporated by reference, see § 571.5); and OSHA Standard 29 CFR 1910.106—Handling Storage and Use of Flammable Combustible Liquids; (b) Tar remover (consisting by volume of 45% xylene and 55% petroleum base mineral spirits); (c) Power steering fluid (as specified by the vehicle manufacturer for use in the motor vehicle on which the headlamp is intended to be installed); (d) Windshield washer fluid consisting of 0.5% monoethanolamine with the remainder 50% concentration of methanol/distilled water by volume; and (e) Antifreeze (50% concentration of ethylene glycol/distilled water by volume). S14.6.2.1.2 Fluid application. S14.6.2.1.3 Test duration. S14.6.2.2 Performance requirements. 1/4 S14.6.3 Corrosion test. S14.6.3.1 Procedure. S14.6.3.2 Performance requirements. S14.6.4 Corrosion-connector test. S14.6.4.1 Procedure. S14.6.4.1.1 A headlamp connector test must be performed on each filament circuit of the sample headlamp prior to the test in S14.6.4.1.2 according to Figure 4 and S14.6.15. The power source is set to provide 12.8 volts and the resistance must be set to produce 10 amperes. S14.6.4.1.2 The headlamp, with connector attached to the terminals, unfixtured and in its designed operating attitude with all drain holes, breathing devices or other designed openings in their normal operating positions, is subjected to a salt spray (fog) test in accordance with ASTM B117-73 (incorporated by reference, see § 571.5), for 240 hours, consisting of ten successive 24-hour periods. S14.6.4.1.3 During each period, the headlamp is mounted in the middle of the chamber and exposed for 23 hours to the salt spray. The spray is not activated during the 24th hour. The bulb is removed from the headlamp and from the test chamber during the one hour of salt spray deactivation and reinserted for the start of the next test period, at the end of the first and last three 23-hour periods of salt spray exposure, and at the end of any two of the fourth through seventh 23-hour periods of salt-spray exposure. S14.6.4.1.4 The test chamber is closed at all times except for a maximum of 2 minutes which is allowed for removal or replacement of a bulb during each period. S14.6.4.1.5 After the ten periods, the lens-reflector unit without the bulb must be immersed in deionized water for 5 minutes, then secured and allowed to dry by natural convection only. S14.6.4.1.6 Using the voltage, resistance and pre-test set up of S14.6.4.1.1 the current in each filament circuit must be measured after the test conducted in S14.6.4.1.2. S14.6.4.2 Performance requirements. S14.6.4.2.1 After the completion of the corrosion-connector test, the sample headlamp must show no evidence of external or internal corrosion or rust visible without magnification. S14.6.4.2.2 Loss of adhesion of any applied coating must not occur more than 3.2 mm from any sharp edge on the inside or out. S14.6.4.2.3 Corrosion may occur on terminals only if the test current produced during the test of S14.6.4.1.6 is not less than 9.7 amperes. S14.6.5 Dust test. S14.6.5.1 Procedure. S14.6.5.1.1 A sample headlamp, mounted on a headlamp test fixture, with all drain holes, breathing devices or other designed openings in their normal operating positions, is positioned within a cubical box, with inside measurements of 900 mm on each side or larger if required for adequate wall clearance ( i.e. S14.6.5.1.2 The box contains 4.5 kg of fine powdered cement which conforms to the ASTM C150-77 (incorporated by reference, see § 571.5). Every 15 minutes, the cement is agitated by compressed air or fan blower(s) by projecting blasts of air for a two-second period in a downward direction so that the cement is diffused as uniformly as possible throughout the entire box. S14.6.5.1.3 This test is continued for five hours after which the exterior surfaces of the headlamp are wiped clean. S14.6.5.2 Performance requirements. 1/4 S14.6.6 Temperature cycle test and internal heat test. S14.6.6.1 Samples. S14.6.6.2 General procedure. S14.6.6.2.1 Tests are made with all filaments lighted at design voltage that are intended to be used simultaneously in the headlamp and which in combination draw the highest total wattage. These include but are not limited to filaments used for turn signal lamps, fog lamps, parking lamps, and headlamp lower beams lighted with upper beams when the wiring harness is so connected on the vehicle. S14.6.6.2.2 If a turn signal is included in the headlamp assembly, it is operated at 90 flashes a minute with a 75% ±2% current “on time.” S14.6.6.2.3 If the lamp produces both the upper and lower beam, it is tested in both the upper beam mode and the lower beam mode under the conditions above described, except for a headlamp with a single type HB1 or type HB2 light source. S14.6.6.3 Temperature cycle test. S14.6.6.3.1 Procedure. S14.6.6.3.1.1 A sample headlamp, mounted on a headlamp test fixture, is subjected to 10 complete consecutive cycles having the thermal cycle profile shown in Figure 6. S14.6.6.3.1.2 During the hot cycle, the lamp, is energized commencing at point “A” of Figure 6 and de-energized at point “B.” S14.6.6.3.1.3 Separate or single test chambers may be used to generate the environment of Figure 6. S14.6.6.3.1.4 All drain holes, breathing devices or other openings or vents of the headlamps are set in their normal operating positions. S14.6.6.3.2 Performance requirements. (a) show no evidence of delamination, fractures, entry of moisture, or deterioration of bonding material, color bleeding, warp or deformation visible without magnification; (b) show no lens warpage greater than 3 mm when measured parallel to the optical axis at the point of intersection of the axis of each light source with the exterior surface of the lens; and (c) meet the requirements of the applicable photometry tests of Table XIX and Table XVIII. A 1/4 S14.6.6.4 Internal heat test. S14.6.6.4.1 Procedure. S14.6.6.4.1.1 A sample headlamp lens surface that would normally be exposed to road dirt is uniformly sprayed with any appropriate mixture of dust and water or other materials to reduce the photometric output at the H-V test point of the upper beam (or the 1/2 1/2 S14.6.6.4.1.2 A headlamp with a single type HB1 or type HB2 light source is tested on the upper beam only. S14.6.6.4.1.3 Such reduction is determined under the same conditions as that of the original photometric measurement. S14.6.6.4.1.4 After the photometric output of the lamp has been reduced as specified above, the sample lamp and its mounting hardware must be mounted in an environmental chamber in a manner similar to that indicated in Figure 7 “Dirt/Ambient Test Setup.” S14.6.6.4.1.5 The headlamp is soaked for one hour at a temperature of 35° + 4° − 0 °C) and then the lamp is energized according to the procedure of this section for one hour in a still air condition, allowing the temperature to rise from the soak temperature. S14.6.6.4.1.6 At the end of one hour the sample lamp is returned to a room ambient temperature of 23° + 4° − 0 °C and a relative humidity of 30% ±10% and allowed to stabilize to the room ambient temperature. The lens is then cleaned. S14.6.6.4.2 Performance requirements. (a) have no lens warpage greater than 3 mm when measured parallel to the optical axis at the point of intersection of the axis of each light source with the exterior surface of the lens, and (b) meet the requirements of the applicable photometry tests of Table XIX and Table XVIII. A 1/4 S14.6.7 Humidity test. S14.6.7.1 Procedure. S14.6.7.1.1 The test fixture consists of a horizontal steel plate to which three threaded steel or aluminum rods of 1/2 S14.6.7.1.2 The sample headlamp assembly is clamped to the vertical rods, which are behind the headlamp. All attachments to the headlamp assembly are made behind the lens and vents or openings, and are not within 2 inches laterally of a vent inlet or outlet. S14.6.7.1.3 The mounted headlamp assembly is oriented in its design operating position, and is placed in a controlled environment at a temperature of 100° + 7°−0 °F (38° + 4°−0 °C) with a relative humidity of not less than 90%. All drain holes, breathing devices, and other openings are set in their normal operation positions for all phases of the humidity test. S14.6.7.1.4 The headlamp is subjected to 24 consecutive 3-hour test cycles. In each cycle, the headlamp is energized for 1 hour at design voltage with the highest combination of filament wattages that are intended to be used, and then de-energized for 2 hours. If the headlamp incorporates a turn signal then the turn signal flashes at 90 flashes per minute with a 75% ±2% current “on-time.” S14.6.7.1.5 Within 3 minutes after the completion of the 24th cycle, the air flow test will begin. The following procedure shall occur: the mounted assembly is removed, placed in an insulating box and covered with foam material so that there is no visible air space around the assembly; the box is closed, taken to the air flow test chamber, and placed within it. Inside the chamber, the assembly with respect to the air flow, is oriented in its design operating position. The assembly is positioned in the chamber so that the center of the lens is in the center of the opening of the air flow entry duct during the test. The headlamp has at least 3 inches clearance on all sides, and at least 4 inches to the entry and exit ducts at the closest points. If vent tubes are used which extend below the lamp body, the 3 inches are measured from the bottom of the vent tube or its protection. The temperature of the chamber is 73° + 7° − 0 °F (23° + 4° − 0 °C) with a relative humidity of 30% + 10% − 0%. The headlamp is not energized. S14.6.7.1.6 Before the test specified in paragraph S14.6.7.1.7 of this section, the uniformity of the air flow in the empty test chamber at a plane 4 inches downstream of the air entry duct is measured over a 4 inch square grid. The uniformity of air flow at each grid point is ±10% of the average air flow specified in paragraph S14.6.7.1.7 of this section. S14.6.7.1.7 The mounted assembly in the chamber is exposed, for one hour, to an average air flow of 330 + 0 −30 ft/min as measured with an air velocity measuring probe having an accuracy of ±3% in the 330 ft/min range. The average air flow is the average of the velocity recorded at six points around the perimeter of the lens. The six points are determined as follows: At the center of the lens, construct a horizontal plane. The first two points are located in the plane, 1 inch outward from the intersection of the plane and each edge of the lens. Then, trisect the distance between these two points and construct longitudinal vertical planes at the two intermediate locations formed by the trisection. The four remaining points are located in the vertical planes, one inch above the top edge of the lens, and one inch below the bottom edge of the lens. S14.6.7.1.8 After one hour, the headlamp is removed and inspected for moisture. S14.6.7.2 Performance requirements. S14.6.8 Vibration test. S14.6.8.1 Samples. S14.6.8.2 Procedure. 1/8 S14.6.8.3 Performance requirements. S14.6.9 Sealing test. S14.6.9.1 Procedure. S14.6.9.1.1 An unfixtured sample headlamp in its design mounting position is placed in water at a temperature of 176° ±5 °F (80° ±3 °C) for one hour. The headlamp is energized in its highest wattage mode, with the test voltage at 12.8 ±0.1 V during immersion. S14.6.9.1.2 The lamp is then de-energized and immediately submerged in its design mounting position into water at 32° + 5° −0 °F (0° + 3° −0 °C). The water is in a pressurized vessel, and the pressure is increased to 10 psi (70 kPa), upon placing the lamp in the water. The lamp must remain in the pressurized vessel for a period of thirty minutes. S14.6.9.1.3 This entire procedure is repeated for four cycles. S14.6.9.1.4 Then the lamp is inspected for any signs of water on its interior. During the high temperature portion of the cycles, the lamp is observed for signs of air escaping from its interior. S14.6.9.2 Performance requirements. S14.6.10 Chemical resistance test of reflectors of replaceable lens headlamps test. S14.6.10.1 Procedure. S14.6.10.1.1 Test fluids. (a) Tar remover (consisting by volume of 45% xylene and 55% petroleum base mineral spirits); (b) Mineral spirits; and (c) Fluids other than water contained in the manufacturer's instructions for cleaning the reflector. S14.6.10.1.2 Fluid application. S14.6.10.1.3 Test duration. S14.6.10.2 Performance requirements. 1/4 S14.6.11 Corrosion resistance test of reflectors of replaceable lens headlamps test. S14.6.11.1 Procedure. S14.6.11.1.1 A sample headlamp with the lens removed, unfixtured and in its designed operating attitude with all drain holes, breathing devices or other designed openings in their normal operating positions, must be subjected to a salt spray (fog) test in accordance with ASTM B117-73, Method of Salt Spray (Fog) Testing S14.6.11.1.2 Afterwards, the headlamp must be stored in its designed operating attitude for 48 hours at a temperature of 73° ±7 °F (23° ±4 °C) and a relative humidity of 30% ±10% and allowed to dry by natural convection only. At the end of the 48-hour period, the reflector must be cleaned according to the instructions supplied with the headlamp manufacturer's replacement lens, and inspected. The lens and seal must then be attached according to these instructions and the headlamp tested for photometric performance. S14.6.11.2 Performance requirements. 1/4 S14.6.12 Inward force test. S14.6.12.1 Procedure. S14.6.12.2 Performance requirements. S14.6.13 Torque deflection test. S14.6.13.1 Procedure. S14.6.13.1.1 The sample headlamp assembly is mounted in designed vehicle position and set at nominal aim (H = 0, V = 0). S14.6.13.1.2 A sealed beam headlamp, except Type G and Type H, is removed from its mounting and replaced by the applicable deflectometer. (Type C and Type D-Figure 18, Type A and Type E-Figure 16, Type B-Figure 17, and Type F-Figure 14). S14.6.13.1.3 Sealed beam headlamps Type G and Type H have the adapter of Figure 15 and the deflectometer of Figure 14 attached to the headlamp. S14.6.13.1.4 A torque of 2.25 Nm must be applied to the headlamp assembly through the deflectometer and a reading on the thumbwheel is taken. The torque must be removed and a second reading on the thumbwheel is taken. S14.6.13.1.5 Headlamps other than sealed beam headlamps must have the downward force used to create the torque applied parallel to the aiming reference plane, through the aiming pads, and displaced forward using a lever arm such that the force is applied on an axis that is perpendicular to the aiming reference plane and originates at the center of the aiming pad pattern (see Figure 3). S14.6.13.1.6 For headlamps using the aiming pad locations of Group I, the distance between the point of application of force and the aiming reference plane is not less than 168.3 mm plus the distance from the aiming reference plane to the secondary plane, if used. S14.6.13.1.7 For headlamps using the aiming pad locations of Group II, the distance between the point of application of force and the aiming reference plane is not less than 167.9 mm plus the distance to the secondary plane, if used. S14.6.13.1.8 For headlamps using the nonadjustable Headlamp Aiming Device Locating Plates for the 146 mm diameter, the 176 mm diameter, and the 92x150 mm sealed beam, the distance between the point of application of force and the aiming plane is not, respectively, less than 177.4 mm, 176.2 mm, and 193.7 mm. S14.6.13.2 Performance requirements. S14.6.14 Retaining ring test. S14.6.14.1 Procedure. S14.6.14.2 Performance requirements. S14.6.15 Headlamp connector test. S14.6.15.1 Procedure. S14.6.15.2 Performance requirements. S14.6.16 Headlamp wattage test. S14.6.16.1 Procedure. S14.6.16.2 Performance requirements. S14.6.17 Aiming adjustment test-laboratory. S14.6.17.1 Procedure. S14.6.17.2 Performance requirements. S14.6.17.2.1 A sample sealed beam headlamp, other than a Type F, tested per the procedure must provide a minimum of ±4.0° adjustment range in both the vertical and horizontal planes and if equipped with independent vertical and horizontal aiming screws, the adjustment must be such that neither the vertical nor horizontal aim must deviate more than 100 mm from horizontal or vertical planes, respectively, at a distance of 7.6 m through an angle of ±4.0°. S14.6.17.2.2 A sample Type F sealed beam, integral beam, replaceable bulb, or combination headlamp tested per the procedure must provide a minimum of ±4.0° adjustment range in the vertical plane and ±2.5° in the horizontal plane and if equipped with independent vertical and horizontal aiming screws, the adjustment must be such that neither the vertical nor horizontal aim must deviate more than 100 mm from horizontal or vertical planes, respectively, at a distance of 7.6 m through an angle of ±2.5° and ±4.0°, respectively. S14.6.17.2.3 A sample headlamp that is aimed by moving the reflector relative to the lens and headlamp housing, and vice versa must provide a minimum adjustment range in the vertical plane not less than the full range of the pitch on the vehicle on which it is installed and ±2.5° in the horizontal plane. S14.6.18 Aiming adjustment test-on vehicle. S14.6.18.1 Procedure. S14.6.18.1.1 A sample headlamp is mounted on the vehicle at nominal (H = 0, V = 0) aim with an accurate measuring device such as a spot projector or other equally accurate means attached. S14.6.18.1.2 The installed range of static pitch angle is, at a minimum, determined from unloaded vehicle weight to gross vehicle weight rating, and incorporates pitch angle effects from maximum trailer or trunk loadings, the full range of tire intermix sizes and suspensions recommended and/or installed by the vehicle manufacturer, and the anticipated effects of variable passenger loading. S14.6.18.1.3 The headlamp is adjusted to the extremes of travel in each horizontal and vertical direction. S14.6.18.2 Performance requirements. S14.6.18.2.1 A sample headlamp tested per the procedure must provide a minimum vertical adjustment range not less than the full range of pitch of the vehicle on which it is installed. S14.6.18.2.2 The vertical aim mechanism must be continuously variable over the full range. S14.6.18.2.3 The adjustment of one aim axis through its full on-vehicle range must not cause the aim of the other axis to deviate more than ±0.76°. If this performance is not achievable, the requirements of S10.18.3.1 apply, except that if the aiming mechanism is not a VHAD, the requirements specific to VHADs are not applicable, and the instruction must be specific to the aiming mechanism installed. S14.7 Replaceable light source physical test procedures and performance requirements. S14.7.1 Deflection test for replaceable light sources. S14.7.1.1 Procedure. S14.7.1.1.1 With the sample light source rigidly mounted in a fixture in a manner indicated in Figure 8, a force 4.0 ±0.1 pounds (17.8 ±0.4N) is applied at a distance “A” from the reference plane perpendicular to the longitudinal axis of the glass capsule and parallel to the smallest dimension of the pressed glass capsule seal. S14.7.1.1.2 The force is applied (using a rod with a hard rubber tip with a minimum spherical radius of .039 in [1 mm]) radially to the surface of the glass capsule in four locations in a plane parallel to the reference plane and spaced at a distance “A” from that plane. These force applications are spaced 90° apart starting at the point perpendicular to the smallest dimension of the pressed seal of the glass capsule. S14.7.1.1.3. The bulb deflection is measured at the glass capsule surface at 180° opposite to the force application. Distance “A” for a replaceable light source other than an HB Type is the dimension provided in accordance with appendix A of part 564 of this chapter, section I.A.1 if the light source has a lower beam filament, or as specified in section I.B.1 if the light source has only an upper beam filament. S14.7.1.2 Performance requirements. S14.7.2 Pressure test for replaceable light sources. S14.7.2.1 Procedure. S14.7.2.1.1 The capsule, lead wires and/or terminals, and seal on each sample Type HB1, Type HB3, Type HB4, and Type HB5 light source, and on any other replaceable light source which uses a seal, is installed in a pressure chamber as shown in Figure 10 so as to provide an airtight seal. The diameter of the aperture in Figure 10 on a replaceable light source (other than an HB Type) must be that dimension furnished for such light source in compliance with appendix A or appendix B of part 564 of this chapter. S14.7.2.1.2 The light source is immersed in water for one minute while inserted in a cylindrical aperture specified for the light source, and subjected to an air pressure of 70 KPa (10 psig) on the glass capsule side. S14.7.2.2 Performance requirements. S14.7.3 Replaceable light source power and flux measurement procedure. S14.7.3.1 Seasoning. S14.7.3.1.1 Resistive filament source. S14.7.3.1.2 Discharge source. S14.7.3.2 Test voltage. S14.7.3.3 Luminous flux measurement. S14.7.3.3.1 Resistive filament light source setup. S14.7.3.3.2 Discharge light source setup. S14.8 Vehicle headlamp aiming devices (VHAD) physical test procedures and performance requirements. S14.8.1 Samples. S14.8.2 Scale graduation test. S14.8.2.1 Procedure. S14.8.2.2 Performance requirements. S14.8.3 Cold scale graduation test. S14.8.3.1 Procedure. S14.8.3.2 Performance requirements. S14.8.4 Hot scale graduation test. S14.8.4.1 Procedure. S14.8.4.2 Performance requirements. S14.8.5 Thermal cycle test. S14.8.5.1 Procedure. S14.8.5.2 Performance requirements. S14.8.6 Corrosion test. S14.8.6.1 Procedure. S14.8.6.2 Performance requirements. S14.8.7 Photometry test. S14.8.7.1 Procedure. S14.8.7.2 Performance requirements. S14.9 Associated equipment physical test procedures and performance requirements. S14.9.1 Turn signal operating unit durability test. S14.9.1.1 Power supply specifications. (a) An output current that is at least 10 times the load current; (b) Voltage regulation that allows a voltage change of less than 5%; (c) Ripple voltage of not more than 5%; (d) A response time of not more than 25 milliseconds rise time from 0 to rated current at rated voltage in a pure resistance circuit; and (e) An output impedance of not more than 0.005 ohms dc. S14.9.1.2 Procedure. S14.9.1.2.1 The sample unit is operated with the maximum bulb load it will experience on the vehicle on which it will be installed. Bulbs that fail during the test are replaced. The turn signal flasher is not to be included in the test circuit. When the unit includes a self-canceling means, the test equipment is arranged so that the unit will be turned “off” in its normal operating manner. S14.9.1.2.2 The test is conducted at a rate not to exceed 15 complete cycles per minute. One complete cycle consists of the following sequence: Off, left turn, off, right turn, and return to off. S14.9.1.2.3 The voltage drop from the input terminal of the device to each lamp output terminal, including 3 in of 16 or 18 gage wire, is measured at the start of the test, at intervals of not more than 25,000 cycles during the test, and at the completion of the test. S14.9.1.3 Performance requirements. S14.9.1.3.1 A turn signal operating unit is considered to have met the requirements of the durability test if it remains operational after completing at least 100,000 cycles, and the voltage drop between the input contact and any output contact, including required length of wire, does not exceed 0.25 volts. S14.9.1.3.2 A turn signal operating unit is considered to have met the requirements of the durability test if it remains operational after completing at least 175,000 cycles for a unit installed on a multipurpose passenger vehicle, truck, or bus 2032 mm or more in overall width, and the voltage drop between the input contact and any output contact, including required length of wire, does not exceed 0.25 volts. S14.9.1.3.3 If stop signals also operate through the turn signal operating unit, the voltage drop of any additional switch contacts must meet the same requirements as the turn signal contacts. S14.9.2 Vehicular hazard warning signal operating unit durability test. S14.9.2.1 Procedure. S14.9.2.1.1 The sample unit is operated at its rated voltage with the maximum bulb load it will experience on the vehicle on which it will be installed. Bulbs that fail during the test are replaced. The hazard warning signal flasher is not to be included in the test circuit. S14.9.2.1.2 The unit is turned “on” and “off” in its normal operating manner at a rate not to exceed 15 complete cycles per minute. One complete cycle consists of the sequence: Off, on, and return to off. The test consists of 10,000 cycles at an ambient temperature of 75° ±10 °F followed by 1 hour constant “on” at the same temperature. S14.9.2.1.3 The voltage drop from the input terminal of the device to each lamp output terminal, including 3 in of 16 or 18 gage wire, is measured at the start of the test and at the completion of the test. S14.9.2.2 Performance requirements. S14.9.3 Turn signal flasher and vehicular hazard warning signal flasher tests. S14.9.3.1 Standard test circuit. S14.9.3.1.1 Test circuit setup. S14.9.3.1.1.1 The effective series resistance in the total circuit between the power supply and the bulb sockets (excluding the flasher and bulb load(s) using shorting bars) is 0.10 ±0.01 ohm. S14.9.3.1.1.2 The circuit resistance at A-B of Figure 22 is measured with flasher and bulb load(s) each shorted out with an effective shunt resistance not to exceed 0.005 ohms. S14.9.3.1.1.3 The voltage to the bulbs at C-D of Figure 22 is adjusted to 12.8 volts (or 6.4 volts) with the flasher shorted out by an effective shunt resistance not to exceed 0.005 ohms. The load current is adjusted by simultaneously adjusting trimmer resistors, R. S14.9.3.1.1.4 For testing fixed-load flashers at other required voltages, adjust the power supply to provide required voltages, at the required temperatures, at C-D of Figure 22, without readjustment of trimming resistors, R. S14.9.3.1.1.5 For variable-load flashers, the circuit is first adjusted for 12.8 volts (or 6.4 volts) at C-D of Figure 22, with the minimum required load, and the power supply is adjusted to provide other required test voltages, at required temperatures, at C-D of Figure 22, without readjustment of trimming resistors, R (each such required voltage being set with the minimum required load in place). The required voltage tests with the maximum load are conducted without readjusting each corresponding power supply voltage, previously set with minimum bulb load. S14.9.3.1.1.6 A suitable high impedance measuring device connected to points X-Y in Figure 22 is used for measuring flash rate, percent current “on” time, and voltage drop across the flasher. The measurement of these quantities does not affect the circuit. S14.9.3.2 Power supply specifications. S14.9.3.2.1 Starting time, voltage drop, and flash rate and percent current “on” time tests. (a) Must not generate any adverse transients not present in motor vehicles; (b) Be capable of supplying 11-16 vdc for 12 volt flashers and 5-9 vdc for 6 volt flashers to the input terminals of the standard test circuit; (c) Be capable of supplying required design current(s) continuously and inrush currents as required by the design bulb load complement; (d) Be capable of supplying an output voltage that does not deviate more than 2% with changes in the static load from 0 to maximum (not including inrush current) nor for static input line voltage variations; (e) Be capable of supplying an output voltage that does not deviate more than 1.0 vdc from 0 to maximum load (including inrush current) and must recover 63% of its maximum excursion within 100 µsec; and (f) Have a ripple voltage of 75mv, peak to peak. S14.9.3.2.2 Durability tests. (a) Must not generate any adverse transients not present in motor vehicles; (b) Be capable of supplying 13 vdc and 14 vdc for 12 volt flashers and 6.5 vdc and 7 vdc for 6 volt flashers to the input terminals of the standard test circuit; (c) Be capable of supplying a continuous output current of the design load for one flasher times the number of flashers and inrush currents as required by the design bulb load complement; (d) Be capable of supplying an output voltage that does not deviate more than 2% with changes in the static load from 0 to maximum (not including inrush current) and means must be provided to compensate for static input line voltage variations; (e) Be capable of supplying an output voltage that does not deviate more than 1.0 vdc from 0 to maximum load (including inrush current) and must recover 63% of its maximum excursion within 5 µsec; and (f) Have a ripple voltage of 300 mv, peak to peak. S14.9.3.3 Turn signal flasher starting time test. S14.9.3.3.1 Samples. S14.9.3.3.2 Procedure. S14.9.3.3.2.1 The test is conducted in an ambient temperature of 75 ±10 °F with the design load (variable load flashers are tested with their minimum and their maximum design load) connected and the power source for the test circuit adjusted to apply design voltage at the bulbs. S14.9.3.3.2.2 The time measurement starts when the voltage is initially applied. Compliance is based on an average of three starts for each sample separated by a cooling interval of 5 minutes. S14.9.3.3.3 Performance requirements. (a) A flasher having normally closed contacts must open (turn off) within 1.0 second for a device designed to operate two signal lamps, or within 1.25 seconds for a device designed to operate more than two lamps, or (b) A flasher having normally open contacts must complete the first cycle (close the contacts and then open the contacts) within 1.5 seconds. S14.9.3.4 Turn signal flasher voltage drop test. S14.9.3.4.1 Samples. S14.9.3.4.2 Procedure. S14.9.3.4.2.1 The test is conducted in an ambient temperature of 75 ±10 °F with the design load (variable load flashers are tested with their maximum design load) connected and the power source for the standard test circuit adjusted to apply 12.8 volts or 6.4 volts at the bulbs according to the flasher rating. S14.9.3.4.2.2 The voltage drop is measured between the input and load terminals of the flasher during the “on” period after the flashers have completed at least five consecutive cycles. S14.9.3.4.3 Performance requirements. S14.9.3.5 Turn signal flasher flash rate and percent current “on” time test. S14.9.3.5.1 Samples. S14.9.3.5.2 Procedure. S14.9.3.5.2.1 The test is conducted using the standard test circuit with the design load (variable load flashers are tested with their minimum and their maximum design load) connected and design voltage applied to the bulbs. S14.9.3.5.2.2 Compliance is determined using the following combinations of ambient temperature and bulb voltage: (a) 12.8 volts (or 6.4 volts) and 75° ±10 °F, (b) 12.0 volts (or 6.0 volts) and 0° ±5 °F, (c) 15.0 volts (or 7.5 volts) and 0° ±5 °F, (d) 11.0 volts (or 5.5 volts) and 125° ±5 °F, and (e) 14.0 volts (or 7.0 volts) and 125° ±5 °F. S14.9.3.5.2.3 Flash rate and percent current “on” time are measured after the flashers have completed five consecutive cycles and are determined by an average of at least three consecutive cycles. S14.9.3.5.3 Performance requirements. (a) The performance of a normally closed type flasher must be within the unshaded portion of the polygon shown in Figure 2, or (b) The performance of a normally open type flasher must be within the entire rectangle including the shaded areas shown in Figure 2. S14.9.3.6 Turn signal flasher durability test. S14.9.3.6.1 Samples. S14.9.3.6.2 Procedure. S14.9.3.6.2.1 Conformance of the samples to the starting time, voltage drop, and flash rate and percent of current “on” time tests (limited to the 12.8 volts or 6.4 volts and 75° ±10 °F test condition only) is established. S14.9.3.6.2.2 The test is conducted on each sample with the design load (variable load flashers are tested with their maximum design load) connected and 14 volts or 7.0 volts, according to the flasher rating, applied to the input terminals of the standard test circuit. S14.9.3.6.2.3 The test cycle consists of 15 seconds on followed by 15 seconds off for a total time of 200 hours in an ambient temperature of 75° ±10 °F. S14.9.3.6.3 Performance requirements. S14.9.3.7 Vehicular hazard warning signal flasher starting time test. S14.9.3.7.1 Samples. S14.9.3.7.2 Procedure. S14.9.3.7.2.1 The test is conducted test in an ambient temperature of 75° ±10 °F with the minimum and maximum load connected and the power source for the test circuit adjusted to apply design voltage at the bulbs. S14.9.3.7.2.2 The time measurement starts when the voltage is initially applied. S14.9.3.7.3 Performance requirements. (a) A flasher having normally closed contacts must open (turn off) within 1.5 seconds after the voltage is applied, or (b) A flasher having normally open contacts must complete the first cycle (close the contacts and then open the contacts) within 1.5 seconds after the voltage is applied. S14.9.3.8 Vehicular hazard warning signal flasher voltage drop test. S14.9.3.8.1 Samples. S14.9.3.8.2 Procedure. S14.9.3.8.2.1 The test is conducted in an ambient temperature of 75° ±10 °F with the maximum design load connected and the power source for the test circuit adjusted to apply design voltage at the bulbs. S14.9.3.8.2.2 The voltage drop is measured between the input and load terminals of the flasher during the “on” period after the flashers have completed at least five consecutive cycles. S14.9.3.8.3 Performance requirements. S14.9.3.9 Vehicular hazard warning signal flasher flash rate and percent “on” time test. S14.9.3.9.1 Samples. S14.9.3.9.2 Procedure. S14.9.3.9.2.1 The test is conducted using the standard test circuit by and applying loads of from two signal lamps to the maximum design loading including pilot indicator. S14.9.3.9.2.2 Compliance is determined using the following combinations of ambient temperature and bulb voltage: (a) 12.8 volts (or 6.4 volts) and 75° ±10 °F, (b) 11.0 volts (or 5.5 volts) and 125° ±5 °F, (c) 11.0 volts (or 5.5 volts) and 0° ±5 °F, (d) 13.0 volts (or 6.5 volts) and 125° ±5 °F, and (e) 13.0 volts (or 6.5 volts) and 0° ±5 °F. S14.9.3.9.2.3 Flash rate and percent current “on” time are measured after the flashers have completed five consecutive cycles and are determined by an average of at least three consecutive cycles. S14.9.3.9.3 Performance requirements. (a) The performance of a normally closed type flasher must be within the unshaded portion of the polygon shown in Figure 2, or (b) The performance of a normally open type flasher must be within the entire rectangle including the shaded areas shown in Figure 2. S14.9.3.10 Vehicular hazard warning signal flasher durability test. S14.9.3.10.1 Samples. S14.9.3.10.2 Procedure. S14.9.3.10.2.1 Conformance of the samples to the starting time, voltage drop, and flash rate and percent of current “on” time tests (limited to the 12.8 volts or 6.4 volts and 75° ±10 °F test condition only) is established. S14.9.3.10.2.2 The test is conducted on each sample with the maximum design load connected and 13.0 volts (or 6.5 volts) applied to the input terminals of the standard test circuit. S14.9.3.10.2.3 The flasher is subjected to continuous flashing for a total time of 36 hours in an ambient temperature of 75° ±10 °F. S14.9.3.10.3 Performance requirements. S14.9.3.11 Semiautomatic headlamp beam switching device tests. S14.9.3.11.1 Test conditions. S14.9.3.11.2 Sensitivity test. S14.9.3.11.2.1 Samples. S14.9.3.11.2.2 Procedure. S14.9.3.11.2.2.1 The sample device is adjusted for sensitivity in accordance with the manufacturer's instructions. It is exposed to a light source capable of providing a variable intensity of at least 1.5 cd to 150 cd at 100 feet from the sample device. S14.9.3.11.2.2.2 The device is switched to the lower beam mode in accordance with the “dim” limits specified and switched back to the upper beam mode in accordance with the “hold” limits specified for the specified test positions. S14.9.3.11.2.2.3 To provide more complete information on sensitivity throughout the required vertical and horizontal angles, a set of constant footcandle curves are made at “dim” sensitivities of 17, 25, and 100 cd at 100 ft. S14.9.3.11.2.3 Performance requirements. S14.9.3.11.2.3.1 Operating limits. Test position Dim Hold H V Adjust to 15 1.5 min to 3.75 max. H 2L 25 max 1.5 min. H 4L 40 max 1.5 min. H 6L 75 max 1.5 min. H 2R 25 max 1.5 min. H 5R 150 max to 40 min 1.5 min. 1D V 30 max 1.5 min. 1U V 30 max 1.5 min. S14.9.3.11.2.3.2 There must be no sensitivity voids shown in the constant footcandle curves within the area limited by the test positions. S14.9.3.11.3 Voltage regulation test. S14.9.3.11.3.1 Procedure. S14.9.3.11.3.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test. S14.9.3.11.3.1.2 The “dim” sensitivity is measured at the H-V test position at 11 volts input to the device and at 15 volts input to the device. S14.9.3.11.3.2 Performance requirements. S14.9.3.11.4 Manual override test. S14.9.3.11.4.1 Procedure. S14.9.3.11.4.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test. S14.9.3.11.4.1.2 The device is exposed to a test light that causes it to switch to the lower beam mode. S14.9.3.11.4.1.3 The manufacturer's instructions are followed to cause the device to override the test light and switch to upper beam. S14.9.3.11.4.1.4 In a similar manner, the test light is extinguished to cause the device to switch to the upper beam mode. S14.9.3.11.4.1.5 Again the manufacturer's instructions are followed to cause the device to switch to lower beam. S14.9.3.11.4.2 Performance requirements. S14.9.3.11.5 Warmup test. S14.9.3.11.5.1 Procedure. S14.9.3.11.5.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test and the test lamp extinguished. S14.9.3.11.5.1.2 The test lamp will then be energized at a level of 25 (cd at 100 ft) at the H-V position of the device and the time for the device to switch to lower beam is measured. S14.9.3.11.5.2 Performance requirements. S14.9.3.11.6 Temperature test. S14.9.3.11.6.1 Procedure. S14.9.3.11.6.1.1 The sample device is exposed for 1 hour in a temperature corresponding to that at the device mounting location. S14.9.3.11.6.1.2 For a device mounted in the passenger compartment or the engine compartment, the temperature is 210 °F, mounted elsewhere, the temperature is 150 °F. S14.9.3.11.6.1.3 After this exposure the H-V “dim” sensitivity of the sample device is measured over the temperature range of −30 °F to + 100 °F. S14.9.3.11.6.2 Performance requirements. S14.9.3.11.7 Dust test. S14.9.3.11.7.1 Procedure. S14.9.3.11.7.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test. S14.9.3.11.7.1.2 The device is then subjected to the dust test of S14.5.3. S14.9.3.11.7.1.3 At the conclusion of the dust exposure the lens of the device must be wiped clean and the H-V “dim” sensitivity of the sample device is measured. S14.9.3.11.7.2 Performance requirements. S14.9.3.11.8 Corrosion test. S14.9.3.11.8.1 Procedure. S14.9.3.11.8.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test. S14.9.3.11.8.1.2 All system components located outside the passenger compartment must be subjected to the corrosion test of S14.5.4 with the device not operating. S14.9.3.11.8.1.3 Water is not permitted to accumulate on any connector socket. S14.9.3.11.8.1.4 At the conclusion of the test the H-V “dim” sensitivity of the sample device must be measured. S14.9.3.11.8.2 Performance requirements. S14.9.3.11.9 Vibration test. S14.9.3.11.9.1 Procedure. S14.9.3.11.9.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test and the mechanical aim of the photounit determined. S14.9.3.11.9.1.2 The sample device must be mounted in proper vehicle position and subjected to vibration of 5g constant acceleration for 1/2 S14.9.3.11.9.1.3 The vibration frequency must be varied from 30 to 200 and back to 30 cycles per second over a period of approximately 1 minute. S14.9.3.11.9.1.4 The device must be operating during the test. S14.9.3.11.9.1.5 At the conclusion of the test the H-V “dim” sensitivity of the sample device and the mechanical aim of the photounit must be measured. S14.9.3.11.9.2 Performance requirements. S14.9.3.11.9.2.1 The sample device must switch to the lower beam mode between 8 (cd at 100 ft) and 25 (cd at 100 ft). S14.9.3.11.9.2.2 The mechanical aim of the device photounit must not have changed by more than 0.25° from the initial value. S14.9.3.11.10 Sunlight test. S14.9.3.11.10.1 Procedure. S14.9.3.11.10.1.1 The sample device must be exposed for 1 hour in bright noonday sunlight (5000 fc minimum illumination with a clear sky) with the photounit aimed as it would be in service and facing an unobstructed portion of the horizon in the direction of the sun. S14.9.3.11.10.1.2 The device must then be rested for 1 hour in normal room light at room temperature and the H-V “dim” sensitivity of the sample device is measured. S14.9.3.11.10.2 Performance requirements. S14.9.3.11.11 Durability test. S14.9.3.11.11.1 Procedure. S14.9.3.11.11.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test. S14.9.3.11.11.1.2 The device photounit operated at a 13.0 input voltage on a cycle of 90 minutes on and 30 minutes off must be activated by a 60 cd light source at 100 ft, or equivalent, which is cycled on and off 4 times per minute for a period of 200 hours. S14.9.3.11.11.1.3 The device must then rest for 2 hours in a lighted area of 50 to 150 fc after which the H-V “dim” sensitivity must be measured. S14.9.3.11.11.2 Performance requirements. S14.9.3.11.12 Return to upper beam test. S14.9.3.11.12.1 Procedure. S14.9.3.11.12.1.1 The sensitivity of the sample device is adjusted so that it complies with the sensitivity test. S14.9.3.11.12.1.2 The lens of the photounit must be exposed to light of 100 fc for 10 seconds. S14.9.3.11.12.2 Performance requirements. S14.9.3.12 Test for compliance with adaptive driving beam photometry requirements. S14.9.3.12.1 Test scenarios. S14.9.3.12.1.1 Any of the scenarios specified in Table XXII and Figures 27, 28, 29, and 30 may be tested. Where a range of values is specified, the vehicle shall be able to meet the requirements at all values within the range. S14.9.3.12.1.2 Any speed that conforms to the speeds specified for that test scenario will be selected for the test vehicle. The vehicle will achieve and maintain this speed ± 0.45 m/s (1 mph) prior to reaching, and then throughout, the measurement distance range specified for that scenario. Once the test speed is achieved and maintained, no sudden steering inputs, acceleration, braking, or anything that causes a change in vehicle pitch that affects the results of the test shall occur. S14.9.3.12.1.3 For test scenarios involving curves, any radius within the allowable range specified for that test scenario may be selected. The curve shall nominally consist of a constant radius path and be referenced to the headlighting system midpoint. The actual path of the test vehicle shall not deviate from the nominal path by more than ± 0.5 m throughout the measurement distance range. S14.9.3.12.1.4 The test vehicle shall be driven within the lane and will not change lanes. S14.9.3.12.1.5 The measurement distance is the linear distance measured from the headlighting system midpoint to the most forward point of the relevant photometric receptor head mounted on the test fixture. S14.9.3.12.1.6 The illuminance values for each photometer, the instantaneous pitch of the test vehicle, and the measurement distance shall be recorded and synchronized throughout the measurement distance range specified for that scenario. S14.9.3.12.2 Compliance criteria. S14.9.3.12.2.1 The maximum calculated illuminance for each measurement distance interval specified in Table XXI that is applicable to the scenario being tested will be the highest illuminance recorded in that distance interval, excluding any illuminance value(s) that meet any of the following conditions: (a) A single illuminance value exceeding the applicable maximum illuminance in Table XXI ( i.e., (b) consecutive illuminance values occurring over a span of no more than 0.1 seconds exceeding the applicable maximum illuminance in Table XXI; or (c) any illuminance values collected while the vehicle pitch exceeds the average pitch recorded throughout the entire measurement distance range specified for that scenario in Table XXII by more than 0.3 degrees. S14.9.3.12.3 Stimulus test fixtures. S14.9.3.12.3.1 Headlamps. S14.9.3.12.3.2 Taillamps. S14.9.3.12.3.3 Photometers. S14.9.3.12.3.4 The projection of the fixture lamp's optical axis onto the road surface shall be parallel to a tangent of the road edge at the location of the photometer. S14.9.3.12.3.5 The test fixture shall be centered in the lane. S14.9.3.12.4 Test vehicle preparation. S14.9.3.12.4.1 Tires on the test vehicle shall be inflated to the manufacturer's recommended cold inflation pressure ± 7 kPa (1 psi). If more than one recommendation is provided, the tires are inflated to the cold inflation pressure ± 7 kPa (1 psi) that corresponds to the lowest loaded condition listed. S14.9.3.12.4.2 Before initiating testing, if the test vehicle is equipped with a fuel tank it shall be filled to approximately 100% of capacity with the appropriate fuel and maintained to at least 75% capacity throughout the testing. S14.9.3.12.4.3 Headlamps on the test vehicle shall be aimed according to the vehicle manufacturer's instructions. The test vehicle shall be loaded within ± 5 kg of the total vehicle weight during track testing prior to aiming the adaptive driving beam headlamps. S14.9.3.12.4.4 The adaptive driving beam system shall be adjusted according to the manufacturer's instructions. S14.9.3.12.4.5 To the extent practicable, adaptive driving beam system sensors and the windshield on the test vehicle (if an adaptive driving beam system sensor is behind the windshield) shall be clean and free of dirt and debris. S14.9.3.12.4.6 The headlamp lenses of the test vehicle shall be clean and free from dirt and debris. S14.9.3.12.4.7 The adaptive driving beam system shall be activated according to the manufacturer's instructions and all other independently controlled lamps, such as fog lamps, shall be turned off. S14.9.3.12.5 Test road S14.9.3.12.5.1 The test road shall have a longitudinal grade (slope) that does not exceed 2%. S14.9.3.12.5.2 The lane width shall be any width from 3.05 m (10 ft) to 3.66 m (12 ft). S14.9.3.12.5.3 The lanes shall be adjacent to one another. S14.9.3.12.5.4 The tests are conducted on a uniform, solid-paved surface. S14.9.3.12.5.5 The test road surface may be concrete or asphalt and shall not be bright white. S14.9.3.12.5.6 The test road surface may have pavement markings but shall be free of retroreflective material or elements that affect the outcome of the test. S14.9.3.12.6 Other test parameters and conditions S14.9.3.12.6.1 Testing shall be conducted on dry pavement and with no precipitation. S14.9.3.12.6.2 Testing shall be conducted when the ambient illumination at the test road as recorded by the photometers is at or below 0.2 lux. S14.9.3.12.6.3 Photometer data signals shall be passed through a low-pass filter with a cutoff frequency of 35 Hz. Table I- a Lighting Number and color Mounting Mounting height Device activation All Passenger Cars, Multipurpose Passenger Vehicles (MPV), Trucks, and Buses Lower Beam Headlamps White, of a headlighting system listed in Table II On the front, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 55.9 cm nor more than 137.2 cm The wiring harness or connector assembly of each headlighting system must be designed so that only those light sources intended for meeting lower beam photometrics are energized when the beam selector switch is in the lower beam position, and that only those light sources intended for meeting upper beam photometrics are energized when the beam selector switch is in the upper beam position, except for certain systems listed in Table II and semiautomatic headlamp beam switching devices certified to S9.4.1.6. Upper Beam Headlamps White, of a headlighting system listed in Table II On the front, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 22 inches (55.9 cm) nor more than 54 inches (137.2 cm) Turn Signal Lamps 2 Amber At or near the front, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 15 inches, nor more than 83 inches Flash when the turn signal flasher is actuated by the turn signal operating unit. 2 Amber or red Truck tractor exception, see S6.1.1.3 On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable Taillamps 2 Red On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 15 inches, nor more than 72 inches Steady burning. Must be activated when the headlamps are activated in a steady burning state or the parking lamps on passenger cars and MPVs, trucks, and buses less than 80 inches in overall width are activated. Stop Lamps 2 Red On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 15 inches, nor more than 72 inches Steady burning. Side Marker Lamps 2 Amber On each side as far to the front as practicable Not less than 15 inches Steady burning except may be flashed for signaling purposes. Must be activated when the headlamps are activated in a steady burning state or the parking lamps on passenger cars and MPVs, trucks, and buses less than 80 inches in overall width are activated. 2 Red (not required on truck tractor). On each side as far to the rear as practicable Reflex Reflectors 2 Amber On each side as far to the front as practicable Not less than 15 inches, nor more than 60 inches Not applicable. 2 Red (not required on truck tractor). On each side as far to the rear as practicable 2 Red On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable Backup Lamp 1 White Additional lamps permitted to meet requirements On the rear No requirement Steady burning. License Plate Lamp 1 White Additional lamps permitted to meet requirements On the rear to illuminate license plate from top or sides No requirement Steady burning. Additional Lamps Required on All Passenger Cars, and on Multipurpose Passenger Vehicles (MPV), Trucks, and Buses, Less Than 2032 MM in Overall Width Parking lamps 2 Amber or white On the front, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 15 inches, nor more than 72 inches Steady burning. Additional Lamp(s) Required on All Passenger Cars, and on Multipurpose Passenger Vehicles (MPV), Trucks, and Buses, Less Than 2032 MM in Overall Width and With a GVWR of 10,000 Lbs or Less High mounted stop lamp 1 Red, or 2 red where exceptions apply. See Section 6.1.1.2 On the rear including glazing, with the lamp center on the vertical centerline as viewed from the rear Not less than 34 inches except for passenger cars. See Section 6.1.4.1 Steady burning. Additional Lamps and Reflective Devices Required on All Passenger Cars, Multipurpose Passenger Vehicles (MPV), Trucks, and Buses, 30 Feet or Longer Intermediate side marker lamps 2 Amber On each side located at or near the midpoint between the front and rear side marker lamps Not less than 15 inches Steady burning except may be flashed for signaling purposes. Intermediate side reflex reflectors 2 Amber On each side located at or near the midpoint between the front and rear side reflex reflectors Not less than 15 inches, nor more than 60 inches Not applicable. Additional Lamps Required on All Multipurpose Passenger Vehicles (MPV), Trucks, and Buses, 2032 MM or More in Overall Width Clearance lamps 2 Amber On the front to indicate the overall width of the vehicle, or width of cab on truck tractor, at the same height, symmetrically about the vertical centerline As near the top as practicable Steady burning. 2 Red On the rear to indicate the overall width of the vehicle, at the same height, symmetrically about the vertical centerline As near the top as practicable, except where the rear identification lamps are mounted at the extreme height of the vehicle. Steady burning. Identification lamps 3 Amber On the front, at the same height, as close as practicable to the vertical centerline, with lamp centers spaced not less than 6 inches or more than 12 inches apart As near the top of the vehicle or top of the cab as practicable Steady burning. 3 Red (not required on truck tractor) On the rear, at the same height, as close as practicable to the vertical centerline, with lamp centers spaced not less than 6 inches or more than 12 inches apart As near the top as practicable Steady burning. Additional Lamps Required on All School Buses Except Multifunction School Activity Buses Signal warning lamps 2 Red plus 2 amber optional On the front of the cab as far apart as practicable, but in no case shall the spacing between lamps be less than 40 inches As high as practicable but at least above the windshield Flashing alternately between 60 to 120 cycles per minute, with an activation period sufficient to allow the lamp to reach full brightness, when actuated by a manual switch. 2 Red plus 2 amber optional On the rear cab as far apart as practicable, but in no case shall the spacing between lamps be less than 40 inches As high as practicable but at least above the top of any side window opening Flashing alternately between 60 to 120 cycles per minute, with an activation period sufficient to allow the lamp to reach full brightness, when actuated by a manual switch. Daytime Running Lamps Permitted But Not Required on Passenger Cars, Multipurpose Passenger Vehicles (MPV), Trucks, and Buses Daytime running lamp (DRL) 2 identically colored either white, white to yellow, white to selective yellow, selective yellow, or yellow On the front, symmetrically disposed about the vertical centerline if not a pair of lamps required by this standard or if not optically combined with a pair of lamps required by this standard Not more than 1.067 meters above the road surface if not a pair of lamps required by this standard or if not optically combined with a pair of lamps required by this standard Steady burning. Table I- b Lighting device Number and color Mounting location Mounting height Device activation ALL TRAILERS Turn Signal Lamps 2 Red or amber On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable Not less than 15 inches, nor more than 83 inches Flash when the turn signal flasher is actuated by the turn signal operating unit. Taillamps 2 Red or 1 red on trailers less than 30 inches wide On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable. When a single lamp is installed it must be mounted at or near the vertical centerline Not less than 15 inches, nor more than 72 inches Steady burning. Stop Lamps 2 Red, or 1 red on trailers less than 30 inches wide On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable. When a single lamp is installed it must be mounted at or near the vertical centerline Not less than 15 inches, nor more than 72 inches Steady burning. Side Marker Lamps 2 Amber On each side as far to the front as practicable exclusive of the trailer tongue Not less than 15 inches Steady burning except may be flashed for signaling purposes. 2 Red On each side as far to the rear as practicable Not less than 15 inches. Not more than 60 inches on trailers 2032 mm or more in overall width Reflex Reflectors. A trailer equipped with a conspicuity treatment in conformance with S8.2 of this standard need not be equipped with reflex reflectors if the conspicuity material is placed at the locations of the required reflex reflectors 2 Amber On each side as far to the front as practicable exclusive of the trailer tongue Not less than 15 inches, nor more than 60 inches Not applicable. 2 Red On each side as far to the rear as practicable 2 Red or 1 red on trailers less than 30 inches wide On the rear, at the same height, symmetrically about the vertical centerline, as far apart as practicable License Plate Lamp 1 White On the rear to illuminate license plate from top or sides No requirement Steady burning. Additional Lamps and Reflective Devices Required on all Trailers 30 Feet or Longer Intermediate side marker lamps 2 Amber On each side located at or near the midpoint between the front and rear side marker lamps Not less than 15 inches Steady burning except may be flashed for signaling purposes. Intermediate side reflex reflectors 2 Amber On each side located at or near the midpoint between the front and rear side reflex reflectors Not less than 15 inches, nor more than 60 inches Not applicable. Additional Lamps Required on all Trailers 2032 MM or More in Overall Width Clearance lamps 2 Amber On the front to indicate the overall width of the vehicle, at the same height, symmetrically about the vertical centerline As near the top as practicable Steady burning. 2 Red On the rear to indicate the overall width of the vehicle, at the same height, symmetrically about the vertical centerline As near the top as practicable, except where the rear identification lamps are mounted at the extreme height of the vehicle. Practicability of locating lamps on the vehicle header is presumed when the header extends at least 25 mm (1 inch) above the rear doors Steady burning. 2 Amber to front and red to rear On a boat trailer the requirement for front and rear clearance lamps may be met by installation at or near the midpoint on each side of a dual facing lamp so as to indicate the extreme width. May be located at a location other than the front and the rear if necessary to indicate the overall width of the vehicle, or for protection from damage during normal operation of the vehicle As near the top as practicable Steady burning. Identification lamps 3 Red On the rear, at the same height, as close as practicable to the vertical centerline, with lamp centers spaced not less than 6 inches or more than 12 inches apart As near the top as practicable Steady burning. Table I- c Lighting device Number and color Mounting location Mounting height Device activation All Motorcycles Lower Beam Headlamps White, of a headlighting system listed in S10.17 On the front, at the same height, symmetrically about the vertical centerline, as far apart as practicable. See additional requirements in S10.17.1.1, S10.17.1.2, and S10.17.1.3 Not less than 22 inches (55.9 cm) nor more than 54 inches (137.2 cm) The wiring harness or connector assembly of each headlighting system must be designed so that only those light sources intended for meeting lower beam photometrics are energized when the beam selector switch is in the lower beam position, and that only those light sources intended for meeting upper beam photometrics are energized when the beam selector switch is in the upper beam position, except for certain systems listed in Table II and semiautomatic headlamp beam switching devices certified to S9.4.1.6. Upper Beam Headlamps White, of a headlighting system listed in S10.17 On the front, at the same height, symmetrically about the vertical centerline, as far apart as practicable. See additional requirements in S10.17.1.1, S10.17.1.2, and S10.17.1.3 Not less than 55.9 cm nor more than 137.2 cm The upper beam or the lower beam, but not both, may be wired to modulate from a higher intensity to a lower intensity in accordance with S10.17.5 Turn Signal Lamps 2 Amber. None required on a motor driven cycle whose speed attainable in 1 mile is 30 mph or less At or near the front, at the same height, symmetrically about the vertical centerline, and having a minimum horizontal separation distance (centerline of lamps) of 16 inches. Minimum edge to edge separation distance between a turn signal lamp and headlamp is 4 inches Not less than 15 inches, nor more than 83 inches Flash when the turn signal flasher is actuated by the turn signal operating unit. 2 Amber or red. None required on a motor driven cycle whose speed attainable in 1 mile is 30 mph or less At or near the rear, at the same height, symmetrically about the vertical centerline, and having a minimum horizontal separation distance (centerline to centerline of lamps) of 9 inches Minimum edge to edge separation distance between the turn signal lamp and the taillamp or stop lamp is 4 inches, when a single stop and taillamp is installed on the vertical centerline and the turn signal lamps are red Taillamps 1 Red On the rear, on the vertical centerline except that if two are used, they must be symmetrically disposed about the vertical centerline Not less than 15 inches, nor more than 72 inches Steady burning. Must be activated when the headlamps are activated in a steady burning state. Stop Lamps 1 Red On the rear, on the vertical centerline except that if two are used, they must be symmetrically disposed about the vertical centerline Not less than 15 inches, nor more than 72 inches Steady burning. Must be activated upon application of the service brakes. When optically combined with a turn signal lamp, the circuit must be such that the stop signal cannot be activated if the turn signal lamp is flashing. May also be activated by a device designed to retard the motion of the vehicle. Reflex Reflectors 2 Amber On each side as far to the front as practicable Not less than 15 inches, nor more than 60 inches Not applicable. 2 Red On each side as far to the rear as practicable 1 Red On the rear, on the vertical centerline except that, if two are used on the rear, they must be symmetrically disposed about the vertical centerline License Plate Lamp 1 White On the rear to illuminate license plate No requirement Steady burning. Additional lamps permitted to meet requirements Must be activated when the headlamps are activated in a steady burning state. Table II- b System designation System composition Photometry requirements reference Table XVIII Tables XIX-a, XIX-b, XIX-c Upper beam mechanical and visual aim Lower beam mech aim Lower beam visual aim 2 LAMP SYSTEM A COMBINATION OF TWO DIFFERENT HEADLAMPS CHOSEN FROM; TYPE F, AN INTEGRAL BEAM HEADLAMP, OR A REPLACEABLE BULB HEADLAMP UB2 (1) LB2M (1) LB2V (1) 4 LAMP SYSTEM ANY COMBINATION OF FOUR DIFFERENT HEADLAMPS CHOSEN FROM; TYPE F, AN INTEGRAL BEAM HEADLAMP (3) UB1 LB1M (2) LB1V (2) (1) (2) (3) Table II- c System designation Beam composition Photometry requirements reference Table XVIII Tables XIX-a, XIX-b, XIX-c Upper beam mechanical and visual aim Lower beam mech aim Lower beam visual aim 2 LAMP SYSTEM UPPER BEAM & LOWER BEAM UB2 (1) LB2M (1) LB2V (1) 4 LAMP SYSTEM UPPER BEAM UB4 N.A. N.A. UPPER BEAM & LOWER BEAM UB5 LB4M LB2V 4 LAMP SYSTEM UPPER BEAM (U) UB1 N.A. N.A. LOWER BEAM (L) N.A. (2) LB1M (2) LB1V (2) 4 LAMP SYSTEM UPPER BEAM UB6 N.A. N.A. LOWER BEAM N.A. (3) LB5M (3) LB4V (3) BEAM CONTRIBUTOR UPPER BEAM & LOWER BEAM UB1 (4) LB1M (2)(4) LB1V (2)(4) (1) (2) (3) (4) Table II- d System designation Light source composition Photometry requirements reference Table XVIII Tables XIX-a, XIX-b, XIX-c Upper beam mechanical and visual aim Lower beam mech aim Lower beam visual aim 2 LAMP SYSTEM ANY DUAL FILAMENT TYPE, OTHER THAN HB2, USED ALONE OR WITH ANOTHER DUAL FILAMENT TYPE OTHER THAN HB2 UB2 (1) LB2M (1) LB2V (1) 2 LAMP SYSTEM HB2 OR ANY SINGLE FILAMENT TYPE USED ALONE OR WITH ANY OTHER SINGLE OR DUAL FILAMENT TYPE UB2 (1) LB2M (1) LB2V (1) 4 LAMP SYSTEM ANY DUAL FILAMENT TYPE, OTHER THAN HB2, USED ALONE OR WITH ANOTHER DUAL FILAMENT TYPE OTHER THAN HB2 UB1 (2) LB1M (2) LB1V (2) 4 LAMP SYSTEM HB2 OR ANY SINGLE FILAMENT TYPE USED ALONE OR WITH ANY OTHER SINGLE OR DUAL FILAMENT TYPE. (U & L) UB1 (2) LB1M (2) LB1V (2) (1) (2) Table III—Marking Requirements Location Lamp, reflective device, or other Marking Marking location Requirement HEADLAMPS, BEAM CONTRIBUTORS, OR HEADLAMP REPLACEABLE LENS “DOT” Lens S6.5.1 Optical axis marking See requirement S10.18.5 Manufacturer name and/or trademark Lens S6.5.3 Voltage See requirement S6.5.3 Part number or trade number See requirement S6.5.3 HEADLAMP REPLACEABLE LENS Manufacturer identification Lens S6.5.3 Headlamp identification REPLACEABLE BULB HEADLAMPS “U” or “L” (4 lamp system) Lens S10.15.4 Replaceable bulb type Lens S6.5.3.4 SEALED BEAM HEADLAMPS “sealed beam” Lens S6.5.3.3 Type designation See requirements S6.5.3.3 INTEGRAL BEAM HEADLAMPS “U” or “L” (4 lamp system) Lens S10.14.4 MOTORCYCLE REPLACEABLE BULB HEADLAMPS “motorcycle” Lens S10.17.2 VISUALLY/OPTICALLY AIMED HEADLAMPS “VOR” or “VOL” or “VO” Lens S10.18.9.6 EXTERNALLY AIMED HEADLAMPS Aim pad location & “H” or “V“ Lens S10.18.7.1 VEHICLE HEADLAMP AIMING DEVICES (VHAD) Aiming scale(s) See requirement S10.18.8 (HEADLAMP) REPLACEABLE LIGHT SOURCES “DOT” See requirement S11.1 Replaceable light source designation See requirement Manufacturer name and/or trademark See requirement REPLACEABLE LIGHT SOURCE BALLASTS Manufacturer name or logo See requirement S11.2 Part number Light source identification Rated laboratory life High voltage warning Output in watts and volts “DOT” LAMPS (OTHER THAN HEADLAMPS), REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT “DOT” See requirement S6.5.1.2 DAYTIME RUNNING LAMPS (DRL) “DRL” Lens S6.5.2 CONSPICUITY REFLEX REFLECTORS “DOT-C” Exposed surface S8.2.2.1 RETROREFLECTIVE SHEETING “DOT-C2” or “DOT-C3” or “DOT-C4” Exposed surface S8.2.1.3 Table IV- a Lighting device Passenger cars, multipurpose passenger vehicles, trucks, trailers, and buses of less than 2032 mm in overall width Multipurpose passenger vehicles, trucks, trailers, and buses 2032 mm or more in overall width Motorcycles Single compartment lamp Multiple compartment lamp or multiple lamps Multiple compartment lamp or multiple lamps Each compartment or lamp Combined compartments or lamps Each compartment or lamp Single or combined compartments or lamps Front turn signal lamp 2200 2200 7500 2200 2258 Rear turn signal lamp 5000 2200 5000 7500 2200 2258 Stop lamp 5000 2200 5000 7500 2200 1 1 Table IV- b Lighting device Passenger cars, multipurpose passenger vehicles, trucks, and buses of less than 2032 mm in overall width and with a GVWR of 10,000 lbs or less using a single lamp minimum effective projected luminous lens area (sq mm) Multipurpose passenger vehicles, trucks, and buses of less than 2032 mm in overall width and with a GVWR of 10,000 lbs or less using dual lamps of identical size and shape minimum effective projected luminous lens area each lamp (sq mm) High-mounted stop lamp 2903 1452 Table IV- c Lighting device School bus School bus signal lamp 12,258 Table V- a Lighting device Required visibility Backup lamp Lamps must be mounted so that the optical center of at least one lamp is visible from any eye point elevation from at least 1828 mm (6 ft) to 610 mm (2 ft) above the horizontal plane on which the vehicle is standing; and from any position in the area, rearward of a vertical plane perpendicular to the longitudinal axis of the vehicle, 914 mm (3 ft), to the rear of the vehicle and extending 914 mm (3 ft) beyond each side of the vehicle. High-mounted stop lamp Signal must be visible to the rear through a horizontal angle from 45° to the left to 45° to the right of the longitudinal axis of the vehicle. (Single lamp or two lamps together where required by S6.1.1.2 of this standard). School bus signal lamp Signal of front lamps to the front and rear lamps to the rear must be unobstructed within area bounded by 5° up to 10° down and 30° left to 30° right. Table V- b Lighting device Corner points 1 2 Required visibility Motorcycle All other Turn signal lamp 3 15° UP-20° IB 15° UP-45° OB 15° UP-45° IB 15° UP-45° OB Unobstructed minimum 15° DOWN-20° IB 15° DOWN-45° OB 15° DOWN-45° IB 15° DOWN-45° OB effective projected Stop lamp 15° UP-45° RIGHT 4 15° UP-45° LEFT 4 15° UP-45° IB 15° UP-45° OB luminous lens area 15° DOWN-45° RIGHT 4 15° DOWN-45° LEFT 4 15° DOWN-45° IB 15° DOWN-45° OB of 1,250 sq mm in any Taillamp 15° UP-45° RIGHT 5 15° UP-45° LEFT 5 15° UP-45° IB 15° UP-45° OB direction throughout 15° DOWN-45° RIGHT 5 15° DOWN-45° LEFT 5 15° DOWN-45° IB 15° DOWN-45° OB the pattern defined by Parking lamp No Requirement No Requirement 15° UP-45° IB 15° UP-45° OB the specified corner No Requirement No Requirement 15° DOWN-45° IB 15° DOWN-45° OB points. 1 2 3 4 5 Table V- c Lighting device Corner points 1 2 Required visibility Minimum luminous intensity in any direction throughout the pattern defined by the specified corner points. Motorcycle All Other Candela Turn signal lamp 15° UP-20° IB 15° UP-80° OB 15° UP-45° IB 15° UP-80° OB 0.3 15° DOWN-20° IB 15° DOWN-80° OB 15° DOWN-45° IB 15° DOWN-80° OB Stop lamp 15° UP-45° RIGHT 4 15° UP-45° LEFT 4 15° UP-45° IB 15° UP-45° OB 0.3 15° DOWN-45° RIGHT 4 15° DOWN-45° LEFT 4 15° DOWN-45° IB 15° DOWN-45° OB Taillamp 3 15° UP-80° RIGHT 5 15° UP-80° LEFT 5 15° UP-45° IB 15° UP-80° OB 0.05 15° DOWN-80° RIGHT 5 15° DOWN-80° LEFT 5 15° DOWN-45° IB 15° DOWN-80° OB Parking lamp No Requirement No Requirement 15° UP-45° IB 15° UP-80° OB 0.05 No Requirement No Requirement 15° DOWN-45° IB 15° DOWN-80° OB 1 2 3 4 5 Table V- d Lighting device Required visibility 1 Turn signal lamp All passenger cars, multipurpose passenger vehicles, trucks, buses, motorcycles, and trailers of less than 2032 mm overall width Unobstructed minimum effective projected luminous lens area of 1250 sq mm through horizontal angle of H-V to H-45° OB. All multipurpose passenger vehicles, trucks, buses, and trailers of 2032 mm or more overall width Unobstructed minimum effective projected luminous lens area of 1300 sq mm through horizontal angle of H-V to H-45° OB. Where more than one lamp or optical area is lighted on each side of the vehicle, only one such area on each side need comply. Stop lamp Unobstructed minimum effective projected luminous lens area of 1250 sq mm through horizontal angle of H-45° IB to H-45° OB. Where more than one lamp or optical area is lighted on each side of the vehicle, only one such area on each side need comply. Taillamp Unobstructed minimum effective projected luminous lens area of 2 sq in through horizontal angle of H-45° IB to H-45° OB. Where more than one lamp or optical area is lighted on each side of the vehicle, only one such area on each side need comply. 1 Table X—Side Marker Lamp Photometry Requirements Test point Minimum photometric intensity (cd) (2) Minimum photometric intensity (cd) (2) 10U: 45L (1) 0.25 0.62 V 0.25 0.62 45R (1) 0.25 0.62 H: 45L (1) 0.25 0.62 V 0.25 0.62 45R (1) 0.25 0.62 10D: (3) 45L (1) 0.25 0.62 V 0.25 0.62 45R (1) 0.25 0.62 (1) (2) (3) Table XI—Clearance and Identification Lamps Photometry Requirements Test point Minimum photometric intensity (cd) (2) Minimum photometric intensity (cd) (2) 10U: 45L (4) 0.25 0.62 V 0.25 0.62 45R (4) 0.25 0.62 H: 45L (4) 0.25 0.62 V 0.25 0.62 45R (4) 0.25 0.62 10D: (1) 45L (4) 0.25 0.62 V 0.25 0.62 45R (4) 0.25 0.62 Maximum photometric intensity (3) 15 (1) (2) (3) (4) Table XVI- a Observation angle Entrance angle Minimum performance Red reflectors Amber reflectors White reflectors (cd/incident ft-c) (mcd/lux) (cd/incident ft-c) (mcd/lux) (cd/incident ft-c) (mcd/lux) 0.2 0 4.5 420 11.25 1050 18 1680 10U 3.0 280 7.5 700 12 1120 10D (1) 3.0 280 7.5 700 12 1120 20L 1.5 140 3.75 350 6 560 20R 1.5 140 3.75 350 6 560 1.5 0 0.07 6 0.175 15 0.28 24 10U 0.05 5 0.125 12.5 0.2 20 10D (1) 0.05 5 0.125 12.5 0.2 20 20L 0.03 3 0.075 7.5 0.12 12 20R 0.03 3 0.075 7.5 0.12 12 (1) Table XVI- b Observation angle Entrance angle Minimum performance Red White horizontal orientation White vertical orientation 0.2 0 300 1250 1680 20L TO 20R 560 30L TO 30R 300 1250 45L TO 45R 75 300 10U TO 10D 1120 Table XVI- c Observation angle Entrance angle Minimum performance Grade dot-C2 Grade dot-C3 Grade dot-C4 White Red White Red White Red (cd/lux/sq m) (cd/lux/sq m) (cd/lux/sq m) (cd/lux/sq m) (cd/lux/sq m) (cd/lux/sq m) 0.2 −4 250 60 165 40 125 30 30 250 60 165 40 125 30 45 60 15 40 10 30 8 0.5 −4 65 15 43 10 33 8 30 65 15 43 10 33 8 45 15 4 10 3 8 2 Table XVII—School Bus Signal Lamp Photometry Requirements Test point Minimum photometric intensity (cd) (2) Minimum photometric intensity (cd) amber lamps 5U: 20L 150 375 10L 300 750 5L 300 750 V 300 750 5R 300 750 10R 300 750 20R 150 375 H: 30L 30 75 20L 180 450 10L 400 1000 5L 500 1250 V 600 1500 5R 500 1250 10R 400 1000 20R 180 450 30R 30 75 5D: 30L 30 75 20L 200 500 10L 300 750 5L 450 1125 V 450 1125 5R 450 1125 10R 300 750 20R 200 500 30R 30 75 10D: (1) 5L 40 100 V 40 100 5R 40 100 (1) (2) Table XXI—Adaptive Driving Beam Photometry Requirements (1) Measurement distance interval Maximum illuminance Maximum illuminance same direction Greater than or equal to 15.0 and less than 30.0 3.1 18.9 Greater than or equal to 30.0 and less than 60.0 1.8 18.9 Greater than or equal to 60.0 and less than 120.0 0.6 4.0 Greater than or equal to 120.0 and less than or equal to 220 0.3 N/A (1) Table XXII—Adaptive Driving Beam System Test Matrix Scenario No. Test vehicle speed Orientation Radius of curve Curve direction Superelevation Measurement distance range 1 96.6-112.7 [60-70 mph] Opposite Direction Straight N/A 0-2 Greater than or equal to 15 and less than or equal to 220. 2 40.2-48.3 [25-30 mph] Opposite Direction 85-115 Left 0-2 Greater than or equal to 15 and less than 60. 3 64.4-72.4 [40-45 mph] Opposite Direction 210-250 Left 0-2 Greater than or equal to 15 and less than or equal to 150. 4 80.5-88.5 [50-55 mph] Opposite Direction 335-400 Left 0-2 Greater than or equal to 15 and less than or equal to 220. 5 64.4-72.4 [40-45 mph] Opposite Direction 210-250 Right 0-2 Greater than or equal to 15 and less than or equal to 50. 6 80.5-88.5 [50-55 mph] Opposite Direction 335-400 Right 0-2 Greater than or equal to 15 and less than or equal to 70. 7 96.6-112.7 [60-70 mph] Same Direction Straight N/A 0-2 Greater than or equal to 15 and less than or equal to 100. 8 64.4-72.4 [40-45 mph] Same Direction 210-250 Left 0-2 Greater than or equal to 15 and less than or equal to 100. [72 FR 68269, Dec. 4, 2007, as amended at 76 FR 23510, Apr. 27, 2011; 76 FR 48023, Aug. 8, 2011; 77 FR 757, Jan. 6, 2012; 77 FR 71720, Dec. 4, 2012; 80 FR 78669, Dec. 17, 2015; 81 FR 6458, Feb. 8, 2016; 87 FR 10021, Feb. 22, 2022] § 571.109 Standard No. 109; New pneumatic tires for vehicles manufactured from 1949 to 1975, bias ply tires, and T-type spare tires. S1. Scope. S2. Application. S3. Definitions. Bead Bead separation Bias ply tire Carcass Chunking Cord Cord separation Cracking Groove Innerliner Innerliner separation Load rating Maximum permissible inflation pressure Maximum load rating Open splice Overall width Ply Ply separation Pneumatic tire Radial ply tire Rim Section width Sidewall Sidewall separation Test rim Tread Tread rib Tread separation S4. Requirements. S4.1 Size and construction. test rim S4.2 Performance requirements. S4.2.1 General. (a) It shall meet the requirements specified in S4.2.2 for its tire size designation, type, and maximum permissible inflation pressure. (b) Its maximum permissible inflation pressure shall be either 32, 36, 40, or 60 psi, or 240, 280, 300, 340, or 350 kPa. (c) Its load rating shall be that specified in a submission made by an individual manufacturer, pursuant to S4.4.1(a), or in one of the publications described in S4.4.1(b) for its size designation, type and each appropriate inflation pressure. If the maximum load rating for a particular tire size is shown in more than one of the publications described in S4.4.1(b), each tire of that size designation shall have a maximum load rating that is not less than the published maximum load rating, or if there are differing maximum load ratings for the same tire size designation, not less than the lowest published maximum load rating. (d) It shall incorporate a tread wear indicator that will provide a visual indication that the tire has worn to a tread depth of 1.6 mm ( 1/16 (e) It shall, before being subjected to either the endurance test procedure specified in S5.4 or the high speed performance procedure specified in S5.5, exhibit no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices. (f) It shall meet the requirements of S4.2.2.5 and S4.2.2.6 when tested on a test wheel described in S5.4.2.1 either alone or simultaneously with up to 5 other tires. S4.2.2 Test requirements. S4.2.2.1 Test sample. (a) One tire for physical dimensions, resistance to bead unseating, and strength, in sequence; (b) Another tire for tire endurance; and (c) A third tire for high speed performance. S4.2.2.2 Physical dimensions. (a) (For tires with a maximum permissible inflation pressure of 32, 36, or 40 psi) 7 percent, or (b) (For tires with a maximum permissible inflation pressure of 240, 280, 300, 340 or 350 kPa, or 60 psi) 7 percent or 10 mm (0.4 inches), whichever is larger. S4.2.2.3 Tubeless tire resistance to bead unseating. S4.2.2.3.1 When a tubeless tire that has a maximum inflation pressure other than 420 kPa (60 psi) is tested in accordance with S5.2, the applied force required to unseat the tire bead at the point of contact shall be not less than: (a) 6,670 N (1,500 pounds) for tires with a designated section width of less than 160 mm (6 inches); (b) 8,890 N (2,000 pounds) for tires with a designated section width of 160 mm (6 inches) or more but less than 205 mm (8 inches); (c) 11,120 N (2,500 pounds) for tires with a designated section width of 205 mm (8 inches) or more, using the section width specified in a submission made by an individual manufacturer, pursuant to S4.4.1(a), or in one of the publications described in S4.4.1(b) for the applicable tire size designation and type. S4.2.2.3.2 When a tire that has a maximum inflation pressure of 420 kPa (60 psi) is tested in accordance with S5.2, the applied force required to unseat the bead at the point of contact shall be not less than: (a) 6,670 N (1,500 pounds) for tires with a maximum load rating of less than 399 kg (880 pounds); (b) 8,890 N (2,000 pounds) for tires with a maximum load rating of 399 kg (880 pounds) or more but less than 635 kg (1,400 pounds); (c) 11,120 N (2,500 pounds) for tires with a maximum load rating of 635 kg (1,400 pounds) or more, using the maximum load rating marked on the sidewall of the tire. S4.2.2.4 Tire strength. S4.2.2.5 Tire endurance. (a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices. (b) The tire pressure at the end of the test shall be not less than the initial pressures specified in S5.4.1.1. S4.2.2.6 High speed performance. S4.3 Labeling Requirements. (a) One size designation, except that equivalent inch and metric size designations may be used; (b) Maximum permissible inflation pressure; (c) Maximum load rating; (d) The generic name of each cord material used in the plies (both sidewall and tread area) of the tire; (e) Actual number of plies in the sidewall, and the actual number of plies in the tread area if different; (f) The words “tubeless” or “tube type” as applicable; and (g) The word “radial” if the tire is a radial ply tire. S4.3.1 Each tire shall be labeled with the symbol DOT in the manner specified in part 574 of this chapter, which shall constitute a certification that the tire conforms to applicable Federal motor vehicle safety standards. S4.3.2 Each tire shall be labeled with the name of the manufacturer, or brand name and number assigned to the manufacturer in the manner specified in part 574. S4.3.3 [Reserved] S4.3.4 If the maximum inflation pressure of a tire is 240, 280, 300, 340, or 350 kPa, then: (a) Each marking of that inflation pressure pursuant to S4.3(b) shall be followed in parenthesis by the equivalent inflation pressure in psi, rounded to the next higher whole number; and (b) Each marking of the tire's maximum load rating pursuant to S4.3(c) in kilograms shall be followed in parenthesis by the equivalent load rating in pounds, rounded to the nearest whole number. S4.3.5 If the maximum inflation pressure of a tire is 420 kPa (60 psi), the tire shall have permanently molded into or onto both sidewalls, in letters and numerals not less than 12.7 mm ( 1/2 S4.4 Tire and rim matching information. S4.4.1 Each manufacturer of tires not certified to comply with S4 of § 571.139 shall ensure that a listing of the rims that may be used with each tire that he produces is provided to the public. A listing compiled in accordance with paragraph (a) of S4.4.1 of this standard need not include dimensional specifications or diagram of a rim if the rim's dimensional specifications and diagram are contained in each listing published in accordance with paragraph (b) of S4.4.1 of this standard. The listing shall be in one of the following forms: (a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires, to any person upon request, and in duplicate to the Docket Section (No: NHTSA-2009-0117), National Highway Traffic Safety Administration, West Building, 1200 New Jersey Ave SE., Washington, DC 20590; or (b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations: Tire and Rim Association The European Tyre and Rim Technical Organization Japan Automobile Tyre Manufacturers Association, Inc. Tyre and Rim Association of Australia Associacao Latino Americana de Pneus e Aros (Brazil) South African Bureau of Standards S4.4.2 Information contained in any publication specified in S4.4.1(b) of this standard which lists general categories of tires and rims by size designation, type of construction and/or intended use, shall be considered to be manufacturer's information pursuant to S4.4.1 of this standard for the listed tires and rims, unless the publication itself or specific information provided according to S4.4.1(a) of this standard indicates otherwise. S5. Test procedures. S5.1 Physical Dimensions. (a) Mount the tire on a test rim having the test rim width specified in a submission made by an individual manufacturer, pursuant to S4.4.1(a), or in one of the publications described in S4.4.1(b) for that tire size designation and inflate it to the applicable pressure specified in Table II. (b) Condition it at ambient room temperature for at least 24 hours. (c) Readjust pressure to that specified in (a). (d) Caliper the section width and overall width at six points approximately equally spaced around the tire circumference. (e) Record the average of these measurements as the section width and overall width, respectively. (f) Determine tire outer diameter by measuring the maximum circumference of the tire and dividing this dimension by pi (3.14). S5.2 Tubeless tire bead unseating resistance. S5.2.1 Preparation of tire-wheel assembly. S5.2.1.1 Wash the tire, dry it at the beads, and mount it without lubrication or adhesives on a clean, painted test rim. S5.2.1.2 Inflate it to the applicable pressure specified in Table II at ambient room temperature. S5.2.1.3 Mount the wheel and tire in a fixture shown in Figure 1, and force the bead unseating block shown in Figure 2 or Figure 2A against the tire sidewall as required by the geometry of the fixture. However, in testing a tire that has an inflation pressure of 60 psi, only use the bead unseating block described in Figure 2A. S5.2.2 Test procedure. S5.2.2.1 Apply a load through the block to the tire's outer sidewall at the distance specified in Figure 1 for the applicable wheel size at a rate of 50 mm (2 inches) per minute, with the load arm substantially parallel to the tire and rim assembly at the time of engagement. S5.2.2.2 Increase the load until the bead unseats or the applicable value specified in S4.2.2.3 is reached. S5.2.2.3 Repeat the test at least four places equally spaced around the tire circumference. S5.3 Tire strength. S5.3.1 Preparation of tire. S5.3.1.1 Mount the tire on a test rim and inflate it to the applicable pressure specified in Table II. S5.3.1.2 Condition it at room temperature for at least 3 hours; and S5.3.1.3 Readjust its pressure to that specified in S5.3.1.1. S5.3.2 Test procedure. S5.3.2.1 Force a 19 mm ( 3/4 S5.3.2.2 Record the force and penetration at five test points equally spaced around the circumference of the tire. If the tire fails to break before the plunger is stopped by reaching the rim, record the force and penetration as the rim is reached and use these values in S5.3.2.3. S5.3.2.3 Compute the breaking energy for each test point by means of one of the two following formulas: W=[(F × P)/2] × 10 ×3 Where W = Energy, in joules; F = Force, Newtons; and P = Penetration, mm; or W=[(F × P)/2] Where W = Energy, inch-pounds; F = Force, pounds; and P = Penetration, inches. S5.3.2.4 Determine the breaking energy value for the tire by computing the average of the five values obtained in accordance with S5.3.2.3. S5.4 Tire endurance. S5.4.1 Preparation of tire. S5.4.1.1 Mount a new tire on a test rim and inflate it to the applicable pressure specified in Table II. S5.4.1.2 Condition the tire assembly to 38° ±3 °C (100° ±5 °F) for at least three hours. S5.4.1.3 Readjust tire pressure to that specified in S5.4.1.1 immediately before testing. S5.4.2 Test procedure. S5.4.2.1 Mount the tire and wheel assembly on a test axle and press it against a flat-faced steel test wheel 1708 mm (67.23 inches) in diameter and at least as wide as the section width of the tire to be tested or an approved equivalent test wheel, with the applicable test load specified in the table in S5.4.2.3 for the tire's size designation, type and maximum permissible inflation pressure. S5.4.2.2 During the test, the air surrounding the test area shall be 38° ±3 °C (100° ±5 °F). S5.4.2.3 Conduct the test at 80 kilometers per hour (km/h)(50 miles per hour) in accordance with the following schedule without pressure adjustment or other interruptions: The loads for the following periods are the specified percentage of the maximum load rating marked on the tire sidewall: Percent 4 hours 85 6 hours 90 24 hours 100 S5.4.2.4 Immediately after running the tire the required time, measure its inflation pressure. Allow the tire to cool for one hour. Then deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S4.2.2.5(a). S5.5 High speed performance. S5.5.1 After preparing the tire in accordance with S5.4.1, mount the tire and wheel assembly in accordance with S5.4.2.1, and press it against the test wheel with a load of 88 percent of the tire's maximum load rating as marked on the tire sidewall. S5.5.2 Break in the tire by running it for 2 hours at 80 km/h (50 mph). S5.5.3 Allow to cool to 38° ±3 °C (100° ±5 °F) and readjust the inflation pressure to the applicable pressure specified in Table II. S5.5.4 Without readjusting inflation pressure, test at 121 km/h (75 mph) for 30 minutes, 129 km/h (80 mph) for 30 minutes, and 137 km/h (85 mph) for 30 minutes. S5.5.5 Immediately after running the tire the required time, measure its inflation pressure. Allow the tire to cool for one hour. Then deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S4.2.2.5(a). S6. Nonconforming tires. Figures for FMVSS No. 109 Wheel size Dimension “A” for tires with maximum inflation pressure Other than 60 psi (in) Other than 420 kPa 60 psi (in) 420 kPa 20 13.50 345 19 13.00 330 12.00 305 18 12.50 318 11.40 290 17 12.00 305 10.60 269 16 11.50 292 9.90 251 15 11.00 279 9.40 239 14 10.50 267 8.90 226 13 10.00 254 8.40 213 12 9.50 241 11 9.00 229 10 8.50 216 320 8.50 216 340 9.00 229 345 9.25 235 365 9.75 248 370 10.00 254 390 11.00 279 415 11.50 292 Appendix A—Federal Motor Vehicle Safety Standard No. 109 The following tables list tire sizes and tire constructions with proper load and inflation values. The tables group tires of related constructions and load/inflation values. Persons requesting the addition of new tire sizes to the tables or the addition of tables for new tire constructions may, when the additions requested are compatible with existent groupings, or when adequate justification for new tables exists, submit five (5) copies of information and data supporting the request to the Vehicle Dynamics Division, Office of Crash Avoidance Standards, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. The information should contain the following: 1. The tire size designation, and a statement either that the tire is an addition to a category of tires listed in the tables or that it is in a new category for which a table has not been deloped. 2. The tire dimensions, including aspect ratio, size factor, section width, overall width, and test rim size. 3. The load-inflation schedule of the tire. 4. A statement as to whether the tire size designation and load inflation schedule has been coordinated with the Tire and Rim Association, the European Tyre and Rim Technical Organisation, the Japan Automobile Tire Manufacturers' Association, Inc., the Deutsche Industrie Norm, the British Standards Institution, the Scandinavian Tire and Rim Organization, and the Tyre and Rim Association of Australia. 5. Copies of test data sheets showing test conditions, results and conclusions obtained for individual tests specified in § 571.109. 6. Justification for the additional tire sizes. Table I-A—For Bias Ply Tires With Designated Section Width of 152 mm (6 Inches) and Above Cord material 32 psi 36 psi 40 psi 240 kPa 280 kPa 300 kPa 340 kPa Rayon: (in-lbs) 1,650 2,574 3,300 1,650 3,300 1,650 3,300 (joules) 186 291 373 186 373 186 373 Nylon or polyester: (in-lbs) 2,600 3,900 5,200 2,600 5,200 2,600 5,200 (joules) 294 441 588 294 588 294 588 Table I-B—For Bias Ply Tires With Designated Section Width Below 152 mm (6 Inches) Cord material 32 psi 36 psi 40 psi 240 kPa 280 kPa 300 kPa 340 kPA Rayon: (in-lbs) 1,000 1,875 2,500 1,000 2,500 1,000 2,500 (joules) 113 212 282 113 282 113 282 Nylon or polyester: (in-lbs) 1,950 2,925 3,900 1,950 3,900 1,950 3,900 (joules) 220 330 441 220 441 220 441 Table I-C—For Radial Ply Tires Size designation Maximum permissible inflation PSI kPa 32 36 40 240 280 300 340 350 Below 160 mm: (in-lbs) 1,950 2,925 3,900 1,950 3,900 1,950 3,900 1,950 (joules) 220 330 441 220 441 220 441 220 160 mm or above: (in-lbs) 2,600 3,900 5,200 2,600 5,200 2,600 5,200 2,600 (joules) 294 441 588 294 588 294 588 294 Table I-D—For Tires With 420 kPa (60 psi) Maximum Permissible Inflation Pressure and Maximum Load Rating 399 kg (880 lb) and Above Cord material Inch-pounds joules (J) Rayon 1,650 inch pounds 186 joules (J). Nylon or Polyester 2,600 inch pounds 294 joules (J). Table I-E—For Tires With 420 kPa (60 psi) Maximum Permissible Inflation Pressure and Maximum Load Rating Below 399 kg (880 lb) Cord material Inch-pounds joules (J) Rayon 1,000 inch pounds 113 joules (J). Nylon or Polyester 1,950 inch pounds 220 joules (J). Table II—Test Inflation Pressures [Maximum permissible inflation pressure to be used for the following test] Test type psi kPa 32 36 40 60 240 280 300 340 350 Physical dimensions 24 28 32 60 180 220 180 220 180 Bead unseating, tire strength, and tire endurance 24 28 32 52 180 220 180 220 180 High speed performance 30 34 38 58 220 260 220 260 220 Appendix to § 571.109 Persons requesting the addition of new tire sizes not included in S4.4.1(b) organizations may, upon approval, submit five (5) copies of information and data supporting the request to the Vehicle Dynamics Division, Office of Crash Avoidance Standards, National Highway Traffic Safety Administration, West Building, 1200 New Jersey Ave. SE., Washington, DC 20590. The information should contain the following: 1. The tire size designation, and a statement either that the tire is an addition to a category of tires listed in the tables or that it is in a new category for which a table has not been developed. 2. The tire dimensions, including aspect ratio, size factor, section width, overall width, and test rim size. 3. The load-inflation schedule of the tire. 4. A statement as to whether the tire size designation and load inflation schedule has been coordinated with the Tire and Rim Association, the European Tyre and Rim Technical Organization, the Japan Automobile Tyre Manufacturers Association, Inc., the Tyre and Rim Association of Australia, the Associacao Latino Americana de Pneus e Aros (Brazil), or the South African Bureau of Standards. 5. Copies of test data sheets showing test conditions, results and conclusions obtained for individual tests specified in § 571.109. 6. Justification for the additional tire sizes. [38 FR 30235, Nov. 1, 1973] Editorial Note: For Federal Register www.govinfo.gov. § 571.110 Tire selection and rims and motor home/recreation vehicle trailer load carrying capacity information for motor vehicles with a GVWR of 4,536 kilograms (10,000 pounds) or less. S1. Purpose and scope. S2. Application. S3. Definitions. Accessory weight Curb weight Maximum loaded vehicle weight (a) Curb weight; (b) Accessory weight; (c) Vehicle capacity weight; and (d) Production options weight. Light truck (LT) tire Non-pneumatic rim Non-pneumatic spare tire assembly Non-pneumatic tire non-pneumatic tire assembly Normal occupant weight Occupant distribution Passenger car tire Production options weight Rim Rim diameter Rim size designation Rim type designation Rim width Vehicle capacity weight Vehicle maximum load on the tire Vehicle normal load on the tire Wheel center member S4. Requirements. S4.1 General (b) Notwithstanding the requirement in S4.1(a), (1) Passenger cars may be equipped with pneumatic T-type temporary spare tire assemblies that meet the requirements of § 571.109 or non-pneumatic spare tire assemblies that meet the requirements of § 571.129 and S6 and S8 of this standard. Passenger cars equipped with a non-pneumatic spare tire assembly shall also meet the requirements of S4.3(e), S5, and S7 of this standard. (2) Trailers may be equipped with ST tires, FI tires, or tires with a rim diameter code of 12 or below that meet the requirements of § 571.119. S4.2 Tire load limits. S4.2.1 Tire load limits for passenger cars. S4.2.1.1 The vehicle maximum load on the tire shall not be greater than the applicable maximum load rating as marked on the sidewall of the tire. S4.2.1.2 The vehicle normal load on the tire shall not be greater than 94 percent of the load rating at the vehicle manufacturer's recommended cold inflation pressure for that tire. S4.2.2 Tire load limits for multipurpose passenger vehicles, trucks, buses, and trailers. S4.2.2.1 Except as provided in S4.2.2.2, the sum of the maximum load ratings of the tires fitted to an axle shall not be less than the GAWR of the axle system as specified on the vehicle's certification label required by 49 CFR part 567. If the certification label shows more than one GAWR for the axle system, the sum shall be not less than the GAWR corresponding to the size designation of the tires fitted to the axle. S4.2.2.2 When passenger car tires are installed on an MPV, truck, bus, or trailer, each tire's load rating is reduced by dividing it by 1.10 before determining, under S4.2.2.1, the sum of the maximum load ratings of the tires fitted to an axle. S4.2.2.3 (a) For vehicles, except trailers with no designated seating positions, equipped with passenger car tires, the vehicle normal load on the tire shall be no greater than 94 percent of the derated load rating at the vehicle manufacturer's recommended cold inflation pressure for that tire. (b) For vehicles, except trailers with no designated seating positions, equipped with LT tires, the vehicle normal load on the tire shall be no greater than 94 percent of the load rating at the vehicle manufacturer's recommended cold inflation pressure for that tire. S4.3 Placard. (a) Vehicle capacity weight expressed as “The combined weight of occupants and cargo should never exceed XXX kilograms or XXX pounds”; (b) Designated seated capacity (expressed in terms of total number of occupants and number of occupants for each front and rear seat location); (c) Vehicle manufacturer's recommended cold tire inflation pressure for front, rear and spare tires, subject to the limitations of S4.3.4. For full size spare tires, the statement “see above” may, at the manufacturer's option replace manufacturer's recommended cold tire inflation pressure. If no spare tire is provided, the word “none” must replace the manufacturer's recommended cold tire inflation pressure. (d) Tire size designation, indicated by the headings “size” or “original tire size” or “original size,” and “spare tire” or “spare,” for the tires installed at the time of the first purchase for purposes other than resale. For full size spare tires, the statement “see above” may, at the manufacturer's option replace the tire size designation. If no spare tire is provided, the word “none” must replace the tire size designation; (e) On the vehicle placard, “Tire and Loading Information and, on the tire inflation pressure label, “Tire Information”; (f) “See Owner's Manual for Additional Information”; (g) For a vehicle equipped with a non-pneumatic spare tire assembly, the tire identification code with which that assembly is labeled pursuant to the requirements of S4.3(a) of 571.129, New Non-Pneumatic Tires for Passenger Cars; (h) At the manufacturer's option, identifying information provided in any alphanumeric and or barcode form, located vertically, along the right edge or the left edge of the placard or the label, or horizontally, along the bottom edge of the placard or the label; and (i) At the manufacturer's option, the load range identification symbol, load index, and speed rating, located immediately to the right of the tire size designation listed in accordance with S4.3(d) above. S4.3.1 Requirements for vehicles manufactured in two or more stages. S4.3.2 Requirements for altered vehicles. S4.3.3 Additional labeling information for vehicles other than passenger cars. Truck Example—Suitable Tire-Rim Choice GVWR: 2,441 kilograms (5381 pounds). GAWR: Front—1,299 kilograms (2,864 pounds) with P265/70R16 tires, 16 × 8.0 rims at 248 kPa (36 psi) cold single. GAWR: Rear—1,299 kilograms (2,864 pounds) with P265/70R16 tires, 16 × 8.00 rims, at 248 kPa (36 psi) cold single. S4.3.4 No inflation pressure other than the maximum permissible inflation pressure may be shown on the placard and, if any, tire inflation pressure label unless— (a) It is less than the maximum permissible inflation pressure; (b) It is appropriate for the load limits as calculated in accordance with S4.2; and (c) The tire load rating specified in a submission by an individual manufacturer, pursuant to S4.1.1(a) of § 571.139 or contained in one of the publications described in S4.1.1(b) of § 571.139, for the tire size at that inflation pressure is not less than the vehicle maximum load and the vehicle normal load on the tire for those vehicle loading conditions. S4.3.5 Requirements for trailers. S4.4 Rims. S4.4.1 Requirements. (a) Be constructed to the dimensions of a rim that is listed by the manufacturer of the tires as suitable for use with those tires, in accordance with S4 of § 571.139. (b) Except for trailers, in the event of rapid loss of inflation pressure with the vehicle traveling in a straight line at a speed of 97 km/h (60 mph), retain the deflated tire until the vehicle can be stopped with a controlled braking application. Table I—Occupant Loading and Distribution for Vehicle Normal Load for Various Designated Seating Capacities Designated seating capacity, number of occupants Vehicle normal load, number of occupants Occupant distribution in a normally loaded vehicle 2 through 4 2 2 in front. 5 through 10 3 2 in front, 1 in second seat. 11 through 15 5 2 in front, 1 in second seat, 1 in third seat, 1 in fourth seat. 16 through 22 7 2 in front, 2 in second seat, 2 in third seat, 1 in fourth seat. S4.4.2. Rim markings for vehicles other than passenger cars. (a) A designation that indicates the source of the rim's published nominal dimensions, as follows: (1) “T” indicates The Tire and Rim Association. (2) “E” indicates The European Tyre and Rim Technical Organization. (3) “J” indicates Japan Automobile Tire Manufacturers” Association, Inc. (4) “L” indicates ABPA (Brazil), a.k.a. Associacao Latino Americana De Pneus E Aros. (5) “F” indicates Tire and Rim Engineering Data Committee of South Africa (Tredco). (6) “S” indicates Scandinavian Tire and Rim Organization (STRO). (7) “A” indicates The Tyre and Rim Association of Australia. (8) “I” indicates Indian Tyre Technical Advisory Committee (ITTAC). (9) “R” indicates Argentine Institute of Rationalization of Materials, a.k.a. Instituto Argentino de Racionalización de Materiales, (ARAM). (10) “N” indicates an independent listing pursuant to S4.1 of § 571.139 or S5.1(a) of § 571.119. (b) The rim size designation, and in case of multipiece rims, the rim type designation. For example: 20 × 5.50, or 20 × 5.5. (c) The symbol DOT, constituting a certification by the manufacturer of the rim that the rim complies with all applicable Federal motor vehicle safety standards. (d) A designation that identifies the manufacturer of the rim by name, trademark, or symbol. (e) The month, day and year or the month and year of manufacture, expressed either numerically or by use of a symbol, at the option of the manufacturer. For example: “September 4, 2001” may be expressed numerically as: “90401”, “904, 01” or “01, 904”; “September 2001” may be expressed as: “901”, “9, 01” or “01, 9”. (1) Any manufacturer that elects to express the date of manufacture by means of a symbol shall notify NHTSA in writing of the full names and addresses of all manufacturers and brand name owners utilizing that symbol and the name and address of the trademark owner of that symbol, if any. The notification shall describe in narrative form and in detail how the month, day, and year or the month and year are depicted by the symbol. Such description shall include an actual size graphic depiction of the symbol, showing and/or explaining the interrelationship of the component parts of the symbol as they will appear on the rim or single piece wheel disc, including dimensional specifications, and where the symbol will be located on the rim or single piece wheel disc. The notification shall be received by NHTSA not less than 60 calendar days before the first use of the symbol. The notification shall be mailed to National Highway Traffic Safety Administration, West Building, 1200 New Jersey Ave. SE, Washington, DC 20590. All information provided to NHTSA under this paragraph will be placed in the public docket. (2) Each manufacturer of wheels shall provide an explanation of its date of manufacture symbol to any person upon request. S5. Load Limits for Non-Pneumatic Spare Tires. S6 Labeling Requirements for Non-Pneumatic Spare Tires or Tire Assemblies. (a) FOR TEMPORARY USE ONLY; and (b) MAXIMUM 80 KM/H (50 M.P.H.). S7. Requirements for Passenger Cars Equipped with Non-Pneumatic Spare Tire Assemblies S7.1 Vehicle Placarding Requirements. S7.2 Supplementary Information. (a) A statement indicating the information related to appropriate use for the non-pneumatic spare tire including at a minimum the information set forth in S6 (a) and (b) and either the information set forth in S4.3(g) or a statement that the information set forth in S4.3(g) is located on the vehicle placard and on the non-pneumatic tire; (b) An instruction to drive carefully when the non-pneumatic spare tire is in use, and to install the proper pneumatic tire and rim at the first reasonable opportunity; and (c) A statement that operation of the passenger car is not recommended with more than one non-pneumatic spare tire in use at the same time. S8. Non-Pneumatic Rims and Wheel Center Members S8.1 Non-Pneumatic Rim Requirements. S8.2 Wheel Center Member Requirements. S9. Each motor home and recreation vehicle (RV) trailer must meet the applicable requirements in S9. S9.1 On motor homes, the sum of the gross axle weight ratings (GAWR) of all axles on the vehicle must not be less than the gross vehicle weight rating (GVWR). S9.2 On RV trailers, the sum of the GAWRs of all axles on the vehicle plus the vehicle manufacturer's recommended tongue weight must not be less than the GVWR. If tongue weight is specified as a range, the minimum value must be used. S9.3 Each motor home and RV trailer single stage or final stage manufacturer must affix either a motor home occupant and cargo carrying capacity (OCCC) label (Figure 3) or a RV trailer cargo carrying capacity (CCC) label (Figure 4) to its vehicles that meets the following criteria: S9.3.1 The RV load carrying capacity labels (Figures 3 and 4) and the RV supplemental labels (Figures 5 and 6) required by S9.3.3(b) must be legible, visible, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (3/32 inches) high and be printed in black print on a yellow background. S9.3.2 The weight value for load carrying capacity on the RV load carrying capacity labels (Figures 3 and 4) must be displayed to the nearest kilogram with conversion to the nearest pound and must be such that the vehicle does not exceed its GVWR when loaded with the stated load carrying capacity. The UVW and the GVWR used to determine the RV's load carrying capacity must reflect the weights and design of the motor home or RV trailer as configured for delivery to the dealer/service facility. If applicable, the weight of full propane tanks must be included in the RV's UVW and the weight of on-board potable water must be treated as cargo. S9.3.3 An RV load carrying capacity label (Figures 3 or 4) must be: (a) Permanently affixed and must be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle or; at the option of the manufacturer, (b) A temporary version of the RV load carrying capacity label (Figures 3 or 4) must be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle. A permanent motor home or RV trailer supplemental label (Figures 5 or 6) must be permanently affixed within 25 millimeters of the placard specified in S4.3 for motor homes and S4.3.5 for RV trailers. S9.3.4 Permanent and temporary motor home OCCC labels must contain the following information in accordance with Figure 3: (a) The statement: “MOTOR HOME OCCUPANT AND CARGO CARRYING CAPACITY” in block letters. (b) The Vehicle Identification Number (VIN). (c) The statement “THE COMBINED WEIGHT OF OCCUPANTS AND CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions. (e) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal) and the tongue weight of a towed trailer counts as cargo” with appropriate values included. S9.3.5 Permanent and temporary RV trailer CCC labels must contain the following information in accordance with Figure 4: (a) The statement: “RECREATION VEHICLE TRAILER CARGO CARRYING CAPACITY” in block letters. (b) The Vehicle Identification Number (VIN). (c) The statement “THE WEIGHT OF CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal)” with appropriate values included. S9.3.6 For RVs, the vehicle capacity weight values and the seating capacity values (motor homes only) on the placard required by S4.3 or S4.3.5 must agree with the load carrying capacity weight values and the safety belt equipped seating capacity (motor homes only) on the RV load carrying capacity labels (Figures 3 and 4). S9.3.7 The permanent motor home supplemental label must contain the following information in accordance with Figure 5: (a) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal) and the tongue weight of a towed trailer counts as cargo” with appropriate values included. S9.3.8 The permanent RV trailer supplemental label must contain the following information in accordance with Figure 6: (a) The statement “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal)” with appropriate values included. S10. Weight added to vehicles between final vehicle certification and first retail sale of the vehicle. S10.1 If weight exceeding the lesser of 1.5 percent of GVWR or 45.4 kg (100 pounds) is added to a vehicle between final vehicle certification and first retail sale of the vehicle, the vehicle capacity weight values on the placard required by S4.3 or S4.3.5 and the load carrying capacity weight values on the RV load carrying capacity labels (Figures 3 and 4) required by S9.3 must be corrected using one or a combination of the following methods: (a) Permanently affix load carrying capacity modification labels (Figure 7), which display the amount the load carrying capacity is reduced to the nearest kilogram with conversion to the nearest pound, within 25 millimeters of the original, permanent RV load carrying capacity label (Figure 3 or 4) and the original placard (Figure 1). The load carrying capacity modification labels must be legible, visible, permanent, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (3/32 inches) high and be printed in black print on a yellow background, or (b) If the manufacturer selects S9.3.3(b), apply a temporary version of the load carrying capacity modification label (Figure 7) within 25 millimeters of the original, temporary RV load carrying capacity label (Figure 3 or 4) on the interior of the forward-most exterior passenger door on the right side of the vehicle, in addition to applying a permanent version of the same label within 25 mm of the placard required by S4.3 or S4.3.5. Both temporary and permanent versions of the load carrying capacity modification label (Figure 7) may be printed without values and values may be legibly applied to the label with a black, fine point, indelible marker. The label must contain the statements “CAUTION—LOAD CARRYING CAPACITY REDUCED” in block letters and “Modifications to this vehicle have reduced the original load carrying capacity by XXX kg or XXX lbs” in accordance with Figure 7. If two load carrying capacity modification labels are required (one permanent and one temporary), the weight values on each must agree, or (c) Modify the original, permanent RV load carrying capacity labels (Figures 3 and 4) and the placard (Figure 1) with correct vehicle capacity weight values. If the manufacturer selects S9.3.3(b), the temporary RV load carrying capacity labels (Figures 3 and 4) must also be modified with correct vehicle capacity weight values. Modification of labels requires a machine printed overlay with printed corrected values or blanks for corrected values that may be entered with a black, fine-point, indelible marker. Crossing out old values and entering corrected values on the original label is not permissible, or (d) Replace the original, permanent RV load carrying capacity labels (Figures 3 and 4) and the placard (Figure 1) with the same labels/placard containing correct vehicle capacity weight values. If the manufacturer selects S9.3.3(b), the temporary RV load carrying capacity labels (Figures 3 and 4) must also be replaced with the same labels containing correct vehicle capacity weight values. S10.2 Corrected load carrying capacity weight values or the weight amount the load carrying capacity is reduced, must reflect the total weight added between final vehicle certification and first retail sale and must be accurate within one percent of the actual added weight. No action is required if the weight of the vehicle is reduced between final vehicle certification and first retail sale. [36 FR 22902, Dec. 2, 1971] Editorial Note: For Federal Register www.govinfo.gov. § 571.111 Standard No. 111; Rear visibility. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Backing event (a) a speed of 10 mph, (b) a distance of 10 meters traveled, or (c) a continuous duration of 10 seconds. Convex mirror Effective mirror surface Environmental test fixture External component Key Limited line manufacturer Rearview image Rear visibility system Small manufacturer Starting system Unit magnification mirror S5. Requirements for passenger cars. S5.1 Inside rearview mirror. S5.1.1 Field of view. S5.1.2 Mounting. S5.2 Outside rearview mirror—driver's side. S5.2.1 Field of view. S5.2.2 Mounting. S5.3 Outside rearview mirror passenger's side. S5.4 Convex mirror requirements. S5.4.1 When each convex mirror is tested in accordance with the procedures specified in S12. of this standard, none of the radii of curvature readings shall deviate from the average radius of curvature by more than plus or minus 12.5 percent. S5.4.2 Each convex mirror shall have permanently and indelibly marked at the lower edge of the mirror's reflective surface, in letters not less than 4.8 mm nor more than 6.4 mm high the words “Objects in Mirror Are Closer Than They Appear.” S5.4.3 The average radius of curvature of each such mirror, as determined by using the procedure in S12., shall be not less than 889 mm and not more than 1,651 mm. S5.5 Rear visibility. (a) Phase-in period requirements. (b) Final requirements. S5.5.1 Field of view. (a) A minimum of a 150-mm wide portion along the circumference of each test object located at positions F and G specified in S14.1.4; and (b) The full width and height of each test object located at positions A through E specified in S14.1.4. S5.5.2 Size. (a) All three test objects located at positions A, B, and C specified in S14.1.4 shall average not less than 5 minutes of arc; and (b) Each individual test object (A, B, and C) shall not be less than 3 minutes of arc. S5.5.3 Response time. S5.5.4 Linger time. S5.5.5 Deactivation. S5.5.6 Default view. S5.5.7 Durability. S6. Requirements for multipurpose passenger vehicles, low-speed vehicles, trucks, buses, and school buses with GVWR of 4,536 kg or less. S6.1 Each multipurpose passenger vehicle, truck and bus, other than a school bus, with a GVWR of 4,536 kg or less shall have either— (a) Mirrors that conform to the requirements of S5.; or (b) Outside mirrors of unit magnification, each with not less than 126 cm 2 S6.2 Rear visibility. (a) Phase-in period requirements. (b) Final requirements. S6.2.1 Field of view. (a) A minimum of a 150-mm wide portion along the circumference of each test object located at positions F and G specified in S14.1.4; and (b) The full width and height of each test object located at positions A through E specified in S14.1.4. S6.2.2 Size. (a) All three test objects located at positions A, B, and C specified in S14.1.4 shall average not less than 5 minutes of arc; and (b) Each individual test object (A, B, and C) shall not be less than 3 minutes of arc. S6.2.3 Response time. S6.2.4 Linger time. S6.2.5 Deactivation. S6.2.6 Default view. S6.2.7 Durability. S7. Requirements for multipurpose passenger vehicles and trucks with a GVWR of more than 4,536 kg and less than 11,340 kg and buses, other than school buses, with a GVWR of more than 4,536 kg. S7.1 Each multipurpose passenger vehicle and truck with a GVWR of more than 4,536 kg and less than 11,340 kg and each bus, other than a school bus, with a GVWR of more than 4,536 kg shall have outside mirrors of unit magnification, each with not less than 323 cm 2 S8. Requirements for multipurpose passenger vehicles and trucks with a GVWR of 11,340 kg or more. S8.1 Each multipurpose passenger vehicle and truck with a GVWR of 11,340 kg or more shall have outside mirrors of unit magnification, each with not less than 323 cm 2 S9. Requirements for School Buses. S9.1 Outside Rearview Mirrors. Each school bus shall have two outside rearview mirror systems: System A and System B. S9.2. System A shall be located with stable supports so that the portion of the system on the bus's left side, and the portion on its right side, each: (a) Includes at least one mirror of unit magnification with not less than 323 cm 2 (b) Includes one or more mirrors which together provide, at the driver's eye location, a view of: (1) For the mirror system on the right side of the bus, the entire top surface of cylinder N in Figure 2, and that area of the ground which extends rearward from cylinder N to a point not less than 61 meters from the mirror surface. (2) For the mirror system on the left side of the bus, the entire top surface of cylinder M in Figure 2, and that area of the ground which extends rearward from cylinder M to a point not less than 61 meters from the mirror surface. S9.3(a) For each of the cylinders A through P whose entire top surface is not directly visible from the driver's eye location, System B shall provide, at that location: (1) A view of the entire top surface of that cylinder. (2) A view of the ground that overlaps with the view of the ground provided by System A. (b) Each mirror installed in compliance with S9.3(a) shall meet the following requirements: (1) Each mirror shall have a projected area of at least 258 cm 2 (2) Each mirror shall be located such that the distance from the center point of the eye location of a 25th percentile adult female seated in the driver's seat to the center of the mirror shall be at least 95 cm. (3) Each mirror shall have no discontinuities in the slope of the surface of the mirror. (4) Each mirror shall be installed with a stable support. (c) Each school bus which has a mirror installed in compliance with S9.3(a) that has an average radius of curvature of less than 889 mm, as determined under S12, shall have a label visible to the seated driver. The label shall be printed in a type face and color that are clear and conspicuous. The label shall state the following: “USE CROSS VIEW MIRRORS TO VIEW PEDESTRIANS WHILE BUS IS STOPPED. DO NOT USE THESE MIRRORS TO VIEW TRAFFIC WHILE BUS IS MOVING. IMAGES IN SUCH MIRRORS DO NOT ACCURATELY SHOW ANOTHER VEHICLE'S LOCATION.” S9.4(a) Each image required by S9.3(a)(1) to be visible at the driver's eye location shall be separated from the edge of the effective mirror surface of the mirror providing that image by a distance of not less than 3 minutes of arc. (b) The image required by S9.3(a)(1) of cylinder P shall meet the following requirements: (1) The angular size of the shortest dimension of that cylinder's image shall be not less than 3 minutes of arc; and (2) The angular size of the longest dimension of that cylinder's image shall be not less than 9 minutes of arc. S10. Requirements for motorcycles. S10.1 Each motorcycle shall have either a mirror of unit magnification with not less than 8065 mm 2 2 S11. Mirror Construction. S12. Determination of radius of curvature. S12.1 To determine the average radius of curvature of a convex mirror, use a 3-point linear spherometer, which meets the requirements of S12.2, at the 10 test positions shown in Figure 1 and record the readings for each position. S12.2 The 3-point linear spherometer has two outer fixed legs 38 mm apart and one inner movable leg at the midpoint. The spherometer has a dial indicator with a scale that can be read accurately to .0025 mm, with the zero reading being a flat surface. S12.3 The 10 test positions on the image display consist of two positions at right angles to each other at each of five locations as shown in Figure 1. The locations are at the center of the mirror, at the left and right ends of a horizontal line that bisects the mirror and at the top and bottom ends of a vertical line that bisects the mirror. None of the readings are within a 6.4 mm border on the edge of the image display. S12.4 At each position, the spherometer is held perpendicular to the convex mirror-surface and a record is made of the reading on the dial indicator to the nearest .0025 mm. S12.5 Convert the dial reading data for each of the 10 test positions to radius of curvature calculations using Table I. Consider the change as linear for dial readings that fall between two numbers in Table I. S12.6 Calculate the average radius of curvature by adding all 10 radius of curvature calculations and dividing by ten. S12.7 Determine the numerical difference between the average radius of curvature and each of the 10 individual radius of curvature calculations determined in S12.5. S12.8 Calculate the greatest percentage deviation by dividing the greatest numerical difference determined in S12.7 by the average radius of curvature and multiply by 100. Table I—Conversion Table From Spherometer Dial Reading to Radius of Curvature Dial reading Radius of curvature Radius of curvature .00330 85.2 2164.1 .00350 80.4 2042.92 .00374 75.2 1910.1 .00402 70.0 1778.0 .00416 67.6 1717.0 .00432 65.1 1653.5 .00450 62.5 1587.5 .00468 60.1 1526.5 .00476 59.1 1501.1 .00484 58.1 1475.7 .00492 57.2 1452.9 .00502 56.0 1422.4 .00512 54.9 1394.5 .00522 53.9 1369.1 .00536 52.5 1333.5 .00544 51.7 1313.2 .00554 50.8 1290.3 .00566 49.7 1262.4 .00580 48.5 1231.9 .00592 47.5 1206.5 .00606 46.4 1178.6 .00622 45.2 1148.1 .00636 44.2 1122.7 .00654 43.0 1092.2 .00668 42.1 1069.3 .00686 41.0 1041.4 .00694 40.5 1028.7 .00720 39.1 993.1 .00740 38.0 965.2 .00760 37.0 939.8 .00780 36.1 916.9 .00802 35.1 891.5 .00822 34.2 868.7 .00850 33.1 840.7 .00878 32.0 812.8 .00906 31.0 787.4 .00922 30.5 774.7 .00938 30.0 762.0 .00960 29.3 744.2 .00980 28.7 729.0 .01004 28.0 711.2 .01022 27.5 698.5 .01042 27.0 685.8 .01060 26.5 673.1 .01080 26.0 660.4 .01110 25.3 642.6 .01130 24.9 632.5 .01170 24.0 609.6 .01200 23.4 594.4 .01240 22.7 576.6 .01280 22.0 558.8 .01310 21.5 546.1 .01360 20.7 525.8 .01400 20.1 510.5 .01430 19.7 500.4 .01480 19.0 482.6 .01540 18.3 464.8 .01570 17.9 454.7 .01610 17.5 444.5 .01650 17.1 434.3 .01700 16.6 421.6 .01750 16.1 408.9 .01800 15.6 396.2 .01860 15.1 383.5 .01910 14.7 373.4 .01980 14.2 360.7 .02040 13.8 350.5 .02100 13.4 340.4 .02160 13.0 330.2 .02250 12.5 317.5 .02340 12.0 304.8 .02450 11.5 292.1 .02560 11.0 279.4 .02680 10.5 266.7 .02810 10.0 254.0 .02960 9.5 241.3 .03130 9.0 228.6 .03310 8.5 215.9 S13. School bus mirror test procedures. S13.1 The cylinders shall be a color which provides a high contrast with the surface on which the bus is parked. S13.2 The cylinders are 0.3048 m high and 0.3048 m in diameter, except for cylinder P which is 0.9144 m high and 0.3048 m in diameter. S13.3 Place cylinders at locations as specified in S13.3(a) through S13.3(g) and illustrated in Figure 2. Measure the distances shown in Figure 2 from a cylinder to another object from the center of the cylinder as viewed from above. (a) Place cylinders G, H, and I so that they are tangent to a transverse vertical plane tangent to the forward-most surface of the bus's front bumper. Place cylinders D, E, F so that their centers are located in a transverse vertical plane that is 1.8288 meters (6 feet) forward of a transverse vertical plane passing through the centers of cylinders G, H, and I. Place cylinders A, B, and C so that their centers are located in a transverse vertical plane that is 3.6576 meters (12 feet) forward of the transverse vertical plane passing through the centers of cylinders G, H, and I. (b) Place cylinders B, E, and H so that their centers are in a longitudinal vertical plane that passes through the bus's longitudinal centerline. (c) Place cylinders A, D, and G so that their centers are in a longitudinal vertical plane that is tangent to the most outboard edge of the left side of the bus's front bumper. (d) Place cylinders C, F, and I so that their centers are in a longitudinal vertical plane that is tangent to the most outboard edge of the right side of the bus's front bumper. (e) Place cylinder J so that its center is in a longitudinal vertical plane 0.3048 meters (1 foot) to the left of the longitudinal vertical plane passing through the centers of cylinders A, D, and G, and is in the transverse vertical plane that passes through the centerline of the bus's front axle. (f) Place cylinder K so that its center is in a longitudinal vertical plane 0.3048 meters (1 foot) to the right of the longitudinal vertical plane passing through the centers of cylinders C, F, and I, and is in the transverse vertical plane that passes through the centerline of the bus's front axle. (g) Place cylinders L, M, N, O, and P so that their centers are in the transverse vertical plane that passes through the centerline of the bus's rear axle. Place cylinder L so that its center is in a longitudinal vertical plane that is 1.8288 meters (6 feet) to the left of the longitudinal vertical plane tangent to the bus's most outboard left surface (excluding the mirror system). Place cylinder M so that its center is in a longitudinal vertical plane that is 0.3048 meters (1 foot) to the left of the longitudinal vertical plane tangent to the left side of the bus. Place cylinder N so that its center is in a longitudinal vertical plane that is 0.3048 meters (1 foot) to the right of the longitudinal vertical plane tangent to the right side of the bus. Place cylinder O so that its center is in a longitudinal vertical plane that is 1.8288 meters (6 feet) to the right of the longitudinal vertical plane tangent to the right side of the bus. Place cylinder P so that its center is in a longitudinal vertical plane that is 3.6576 meters (12 feet) to the right of the longitudinal vertical plane tangent to the right side of the bus. S13.4 The driver's eye location is the eye location of a 25th percentile adult female, when seated in the driver's seat as follows: (a) The center point of the driver's eye location is the point located 68.58 centimeters (27 inches) vertically above the intersection of the seat cushion and the seat back at the longitudinal centerline of the seat. (b) Adjust the driver's seat to the midway point between the forward-most and rear-most positions, and if separately adjustable in the vertical direction, adjust to the lowest position. If an adjustment position does not exist at the midway point, use the closest adjustment position to the rear of the midpoint. If a seat back is adjustable, adjust the seat back angle to the manufacturer's nominal design riding position in accordance with the manufacturer's recommendations. S13.5 Adjustable mirrors are adjusted before the test in accordance with the manufacturer's recommendations. Such mirrors are not moved or readjusted at any time during the test. 13.6 Place a 35 mm or larger format camera, or video camera, so that its image plane is located at the center point of the driver's eye location or at any single point within a semicircular area established by a 15.24 centimeter (6 inch) radius parallel to and forward of the center point (see figure 3). With the camera at any single location on or within that semicircle look through the camera and the windows of the bus and determine whether the entire top surface of each cylinder is directly visible. S13.7 For each cylinder whose entire top surface is determined under paragraph 13.4 of this section not to be directly visible at the driver's eye location, (a) Place a comparison chart (see figure 4) above the mirror that provides the fullest view of the cylinder in situations where a cylinder is partially visible through more than one mirror. The width of the bars in Figure 4 indicating three minutes of arc and nine minutes of arc are derived from the following formula: For 3 minutes of arc: X = D × 0.000873, Where: X = the width of a line, in the unit of measurement D, representing 3 minutes of arc; D = distance from center point of driver's eye location to the center of the mirror's surface; and 0.000873 = tangent of 3 minutes of arc. For 9 minutes of arc: X = D × 0.002618, Where: X = the width of a line, in the unit of measurement D, representing 9 minutes of arc; D = distance from center point of driver's eye location to the center of the mirror's surface; and 0.002618 = tangent of 9 minutes of arc. (b) Photograph each cylinder through the mirror(s) that provides a view of the cylinder. Photograph each cylinder with the camera located so that the view through its film or image plane is located at any single location within the semicircle established under 13.4, [POINT A,B,C, OR D] ensuring that the image of the mirror and comparison chart fill the camera's view finder to the extent possible. 13.8 Make all observations and take all photographs with the service/entry door in the closed position and the stop signal arm(s) in the fully retracted position. S14. Rear visibility test procedure. S14.1 Field of view and image size test procedure. S14.1.1 Lighting. S14.1.2 Vehicle conditions. S14.1.2.1 Tires. S14.1.2.2 Fuel tank loading. S14.1.2.3 Vehicle load. S14.1.2.4 Rear hatch and trunk lids. S14.1.2.5 Driver's seat positioning. S14.1.2.5.1 Adjust the driver's seat to the midpoint of the longitudinal adjustment range. If the seat cannot be adjusted to the midpoint of the longitudinal adjustment range, the closest adjustment position to the rear of the midpoint shall be used. S14.1.2.5.2 Adjust the driver's seat to the lowest point of all vertical adjustment ranges present. S14.1.2.5.3 Using the three dimensional SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin, adjust the driver's seat back angle at the vertical portion of the H-point machine's torso weight hanger to 25 degrees. If this adjustment setting is not available, adjust the seat-back angle to the positional detent setting closest to 25 degrees in the direction of the manufacturer's nominal design riding position. S14.1.3 Test object. (a) Test objects A, B, C, D, and E are marked with a horizontal band encompassing the uppermost 150 mm of the side of the cylinder. (b) Test objects F and G are marked on the side with a solid vertical stripe of 150 mm width extending from the top to the bottom of each cylinder. (c) Both the horizontal band and vertical stripe shall be of a color that contrasts with both the rest of the cylinder and the test surface. S14.1.4 Test object locations and orientation. (a) Place test objects F and G so that their centers are in a transverse vertical plane that is 0.3 m to the rear of a transverse vertical plane tangent to the rearmost surface of the rear bumper. (b) Place test objects D and E so that their centers are in a transverse vertical plane that is 3.05 m to the rear of a transverse vertical plane tangent to the rearmost surface of the rear bumper. (c) Place test objects A, B and C so that their centers are in a transverse vertical plane that is 6.1 m to the rear of a transverse vertical plane tangent to the rearmost surface of the rear bumper. (d) Place test object B so that its center is in a longitudinal vertical plane passing through the vehicle's longitudinal centerline. (e) Place test objects C, E, and G so that their centers are in a longitudinal vertical plane located 1.52 m, measured laterally and horizontally, to the right of the vehicle longitudinal center line. (f) Place test objects A, D, and F so that their centers are in a longitudinal vertical plane located 1.52 m, measured laterally and horizontally, to the left of the vehicle longitudinal center line. S14.1.5 Test reference point. (a) Locate the center of the forward-looking eye midpoint (M f (b) Locate the head/neck joint center (J) illustrated in Figure 6 so that it is 100 mm rearward of M f (c) Draw an imaginary horizontal line between M f 2 (d) Rotate the imaginary line about J 2 f (e) Define this new, rotated location of M f r S14.1.6 Display adjustment. r 2 S14.1.7 Steering wheel adjustment. S14.1.8 Measurement procedure. (a) Locate a 35 mm or larger format still camera, video camera, or digital equivalent such that the center of the camera's image plane is located at M r (b) Affix a ruler at the base of the rearview image in an orientation perpendicular with a test object cylinder centerline. If the vehicle head restraints obstruct the camera's view of the display, they may be adjusted or removed. (c) Photograph the image of the visual display with the ruler included in the frame and the rearview image displayed. S14.1.8.1 Extract photographic data. (a) Using the photograph, measure the apparent length, of a 50 mm delineated section of the in-photo ruler, along the ruler's edge, closest to the rearview image and at a point near the horizontal center of the rearview image. (b) Using the photograph, measure the horizontal width of the colored band at the upper portion of each of the three test objects located at positions A, B, and C in Figure 5. (c) Define the measured horizontal widths of the colored bands of the three test objects as d a d b d c S14.1.8.2 Obtain scaling factor. s scale S14.1.8.3 Determine viewing distance. r a eye S14.1.8.4 Calculate visual angle subtended by test objects. where i test object A, B, C, S14.2 Image response time test procedure. (a) Open the driver's door to any width, (b) Close the driver's door (c) Activate the starting system using the key, and (d) Select the vehicle's reverse direction at any time not less than 4.0 seconds and not more than 6.0 seconds after the driver's door is opened. The driver door is open when the edge of the driver's door opposite of the door's hinge is no longer flush with the exterior body panel. S14.3 Durability test procedures. S14.3.1 Corrosion test procedure. S14.3.2 Humidity exposure test procedure. S14.3.3 Temperature exposure test procedure. S15 Rear visibility phase-in schedule. S15.1 Vehicles manufactured on or after May 1, 2016 and before May 1, 2018. S15.2 Vehicles manufactured on or after May 1, 2016 and before May 1, 2017. (a) Production of such vehicles during that period; or (b) Average annual production of such vehicles manufactured in the three previous production years. S15.3 Vehicles manufactured on or after May 1, 2017 and before May 1, 2018. (a) Production of such vehicles during that period; or (b) Average annual production of such vehicles manufactured in the three previous production years. S15.4 Exclusions from phase-in. (a) Vehicles that are manufactured by small manufacturers or by limited line manufacturers. (b) Vehicles that are altered (within the meaning of 49 CFR 567.7 S15.5 Vehicles produced by more than one manufacturer. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S15.6 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S15.5. S15.7 Calculation of complying vehicles. (a) For the purposes of calculating the vehicles complying with S15.2, a manufacturer may count a vehicle if it is manufactured on or after May 1, 2016 but before May 1, 2017. (b) For purposes of complying with S15.3, a manufacturer may count a vehicle if it is manufactured on or after May 1, 2017 but before May 1, 2018 and, (c) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer, each vehicle that is excluded from having to meet the applicable requirement is not counted. [41 FR 36025, Aug. 26, 1976, as amended at 41 FR 56813, Dec. 30, 1976; 47 FR 38700, Sept. 2, 1982; 48 FR 38844, Aug. 26, 1983; 48 FR 40262, Sept. 6, 1983; 56 FR 58516, Nov. 20, 1991; 57 FR 57015, Dec. 2, 1992; 58 FR 60402, Nov. 16, 1993; 60 FR 15692, Mar. 27, 1995; 63 FR 28929, May 27, 1998; 63 FR 51000, Sept. 24, 1998; 69 FR 18497, Apr. 8, 2004; 77 FR 758, Jan. 6, 2012; 79 FR 19243, Apr. 7, 2014] § 571.112 [Reserved] § 571.113 Standard No. 113; Hood latch system. S1. Purpose and scope. S2. Application. S3. Definitions. Hood S4. Requirements. S4.1 Each hood must be provided with a hood latch system. S4.2 A front opening hood which, in any open position, partially or completely obstructs a driver's forward view through the windshield must be provided with a second latch position on the hood latch system or with a second hood latch system. § 571.114 Standard No. 114; Theft protection and rollaway prevention. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Combination Key Open-body type vehicle Starting system Vehicle type S5 Requirements. S5.1 Theft protection. S5.1.1 Each vehicle must have a starting system which, whenever the key is removed from the starting system prevents: (a) The normal activation of the vehicle's engine or motor; and (b) Either steering, or forward self-mobility, of the vehicle, or both. S5.1.2 For each vehicle type manufactured by a manufacturer, the manufacturer must provide at least 1,000 unique key combinations, or a number equal to the total number of the vehicles of that type manufactured by the manufacturer, whichever is less. The same combinations may be used for more than one vehicle type. S5.1.3 Except as specified below, an audible warning to the vehicle operator must be activated whenever the key is in the starting system and the door located closest to the driver's designated seating position is opened. An audible warning to the vehicle operator need not activate: (a) After the key has been inserted into the starting system, and before the driver takes further action; or (b) If the key is in the starting system in a manner or position that allows the engine or motor to be started or to continue operating; or (c) For mechanical keys and starting systems, after the key has been withdrawn to a position from which it may not be turned. S5.1.4 If a vehicle is equipped with a transmission with a “park” position, the means for deactivating the vehicle's engine or motor must not activate any device installed pursuant to S5.1.1(b), unless the transmission is locked in the “park” position. S5.2 Rollaway prevention in vehicles equipped with transmissions with a “park” position. S5.2.1 Except as specified in S5.2.3, the starting system required by S5.1 must prevent key removal when tested according to the procedures in S6, unless the transmission or gear selection control is locked in “park” or becomes locked in “park” as a direct result of key removal. S5.2.2 Except as specified in S5.2.4, the vehicle must be designed such that the transmission or gear selection control cannot move from the “park” position, unless the key is in the starting system. S5.2.3 Key removal override option. (a) In the event of electrical failure, including battery discharge, the vehicle may permit key removal from the starting system without the transmission or gear selection control locked in the “park” position; or (b) Provided that steering or self-mobility is prevented, the vehicle may have a device by which the user can remove the key from the starting system without the transmission or gear selection control locked in “park.” This device must require: (i) The use of a tool, and (ii) Simultaneous activation of the device and removal of the key; or (c) Provided that steering or self-mobility is prevented, the vehicle may have a device by which the user can remove the key from the starting system without the transmission or gear selection control locked in “park.” This device must be covered by an opaque surface which, when installed: (i) Prevents sight of and use of the device, and (ii) Can be removed only by using a screwdriver or other tool. S5.2.4 Gear selection control override option. (a) By use of the key; or (b) By a means other than the key, provided steering or forward self-mobility is prevented when the key is removed from the starting system. Such a means must require: (i) The use of a tool, and (ii) Simultaneous activation of this means and movement of the gear selection control from “park;” or (c) By a means other than the key, provided steering or forward self-mobility is prevented when the key is removed from the starting system. This device must be covered by an opaque surface which, when installed: (i) Prevents sight of and use of the device, and (ii) Can be removed only by using a screwdriver or other tool. S5.2.5 When tested in accordance with S6.2.2, each vehicle must not move more than 150 mm on a 10 percent grade when the gear selection control is locked in “park.” S5.3 Brake transmission shift interlock. S6. Compliance test procedure for vehicles with transmissions with a “park” position. S6.1 Test conditions. S6.1.1 The vehicle shall be tested at curb weight plus 91 kg (including the driver). S6.1.2 Except where specified otherwise, the test surface shall be level. S6.2 Test procedure. S6.2.1 (a) Activate the starting system using the key. (b) Move the gear selection control to any gear selection position or any other position where it will remain without assistance, including a position between any detent positions, except for the “park” position. (c) Attempt to remove the key in each gear selection position. S6.2.2 (a) Drive the vehicle forward up a 10 percent grade and stop it with the service brakes. (b) Apply the parking brake (if present). (c) Move the gear selection control to “park.” (d) Note the vehicle position. (e) Release the parking brake. Release the service brakes. (f) Remove the key. (g) Verify that the gear selection control or transmission is locked in “park.” (h) Verify that the vehicle, at rest, has moved no more than 150 mm from the position noted prior to release of the brakes. S6.2.3 (a) Drive the vehicle forward down a 10 percent grade and stop it with the service brakes. (b) Apply the parking brake (if present). (c) Move the gear selection control to “park.” (d) Note the vehicle position. (e) Release the parking brake. Release the service brakes. (f) Remove the key. (g) Verify that the gear selection control or transmission is locked in “park.” (h) Verify that the vehicle, at rest, has moved no more than 150 mm from the position noted prior to release of the brakes. [71 FR 17755, Apr. 7, 2006, as amended at 75 FR 15624, Mar. 30, 2010] § 571.115 [Reserved] § 571.116 Standard No. 116; Motor vehicle brake fluids. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Blister Brake fluid Chipping Duplicate samples Hydraulic system mineral oil Packager Packaged lot Scuffing A silicone base brake fluid Sloughing Stickiness S5. Requirements. S5.1 Brake fluid. S5.1.1 Equilibrium reflux boiling point ERBP (a) DOT 3: 205 °C. (401 °F.). (b) DOT 4: 230 °C. (446 °F.). (c) DOT 5: 260 °C. (500 °F.). S5.1.2 Wet ERBP. (a) DOT 3: 140 °C. (284 °F.). (b) DOT 4: 155 °C. (311 °F.). (c) DOT 5: 1 180 °C. (356 °F.). S5.1.3. Kinematic viscosities. 2 (a) DOT 3: 1,500 mm 2 (b) DOT 4: 1,800 mm 2 (c) DOT 5: 900 mm 2 S5.1.4 pH value. S5.1.5 Brake fluid stability. S5.1.5.1 High-temperature stability. S5.1.5.2 Chemical stability. S5.1.6 Corrosion. (a) The metal test strips shall not show weight changes exceeding the limits stated in Table I. Table I Test strip material Maximum permissible weight change, mg./sq. cm. of surface Steel, tinned iron, cast iron 0.2 Aluminum .1 Brass, copper .4 (b) Excluding the area of contact (13 ±1 mm. ( 1/2 1/32 (c) The water-wet brake fluid at the end of the test shall show no jelling at 23 ±5 °C (73.4 ±9 °F.); (d) No crystalline deposit shall form and adhere to either the glass jar walls or the surface of the metal strips; (e) At the end of the test, sedimentation of the water-wet brake fluid shall not exceed 0.10 percent by volume; (f) The pH value of water-wet brake fluid, except DOT 5 SBBF, at the end of the test shall not be less than 7.0 nor more than 11.5; (g) The cups at the end of the test shall show no disintegration, as evidenced by blisters or sloughing; (h) The hardness of the cup shall not decrease by more than 15 International Rubber Hardness Degrees (IRHD); and (i) The base diameter of the cups shall not increase by more than 1.4 mm. (0.055 inch). S5.1.7 Fluidity and appearance at low temperature. (a) The fluid shall show no sludging, sedimentation, crystallization, or stratification; (b) Upon inversion of the sample bottle, the time required for the air bubble to travel to the top of the fluid shall not exceed the bubble flow times shown in Table II; and (c) On warming to room temperature, the fluid shall resume the appearance and fluidity that it had before chilling. Table II—Fluidity and Appearance at Low Temperatures Storage temperature Storage time (hours) Maximum bubble flow time (seconds) Minus 40 ±2 °C. (minus 40 ±3.6 °F.) 144 ±4.0 10 Minus 50 ±2 °C. (minus 58 ±3.6 °F.) 6 ±0.2 35 S5.1.8 [Reserved] S5.1.9 Water tolerance. At low temperature. (1) The fluid shall show no sludging, sedimentation, crystallization, or stratification; (2) Upon inversion of the centrifuge tube, the air bubble shall travel to the top of the fluid in not more than 10 seconds; (3) If cloudiness has developed, the wet fluid shall regain its original clarity and fluidity when warmed to room temperature; and (b) At 60 C. (140 F.). (1) The fluid shall show no stratification; and (2) Sedimentation shall not exceed 0.15 percent by volume after centrifuging. S5.1.10 Compatibility. (a) At low temperature. (b) At 60 °C. 140 °F. (1) Sedimentation shall not exceed 0.05 percent by volume after centrifuging; and (2) Fluids, except DOT 5 SBBF, shall show no stratification. S5.1.11 Resistance to oxidation. (a) The metal test strips outside the areas in contact with the tinfoil shall not show pitting or etching to an extent discernible without magnification; (b) No more than a trace of gum shall be deposited on the test strips outside the areas in contact with the tinfoil; (c) The aluminum strips shall not change in weight by more than 0.05 mg./sq. cm.; and (d) The cast iron strips shall not change in weight by more than 0.3 mg./sq. cm. S5.1.12 Effects on cups. (a) The increase in the diameter of the base of the cups shall be not less than 0.15 mm. (0.006 inch) or more than 1.40 mm. (0.055 inch); (b) The decrease in hardness of the cups shall be not more than 10 IRHD at 70 °C. (158 °F.) or more than 15 IRHD at 120 °C. (248 °F.), and there shall be no increase in hardness of the cups; and (c) The cups shall show no disintegration as evidenced by stickiness, blisters, or sloughing. S5.1.13 Stroking properties. (a) Metal parts of the test system shall show no pitting or etching to an extent discernible without magnification; (b) The change in diameter of any cylinder or piston shall not exceed 0.13 mm. (0.005 inch); (c) The average decrease in hardness of seven of the eight cups tested (six wheel cylinder and one master cylinder primary) shall not exceed 15 IRHD. Not more than one of the seven cups shall have a decrease in hardness greater than 17 IRHD; (d) None of the eight cups shall be in an unsatisfactory operating condition as evidenced by stickiness, scuffing, blisters, cracking, chipping, or other change in shape from its original appearance; (e) None of the eight cups shall show an increase in base diameter greater than 0.90 mm (0.035 inch); (f) The average lip diameter set of the eight cups shall not be greater than 65 percent. (g) During any period of 24,000 strokes, the volume loss of fluid shall not exceed 36 milliliters; (h) The cylinder pistons shall not freeze or function improperly throughout the test; (i) The total loss of fluid during the 100 strokes at the end of the test shall not exceed 36 milliliters; (j) The fluid at the end of the test shall show no formation of gels; (k) At the end of the test the amount of sediment shall not exceed 1.5 percent by volume; and (l) Brake cylinders shall be free of deposits that are abrasive or that cannot be removed when rubbed moderately with a nonabrasive cloth wetted with ethanol. S5.1.14 Fluid color. DOT 3, DOT 4, and DOT 5.1 non-SBBF—colorless to amber. DOT 5 SBBF—purple. Hydraulic system mineral oil—green. S5.2 Packaging and labeling requirements for motor vehicle brake fluids. S5.2.1 Container sealing. S5.2.2 Certification, marking, and labeling. S5.2.2.1 Each manufacturer of a DOT grade brake fluid shall furnish to each packager, distributor, or dealer to whom he delivers brake fluid, the following information: (a) A serial number identifying the production lot and the date of manufacture of the brake fluid. (b) The grade (DOT 3, DOT 4, DOT 5) of the brake fluid. If DOT 5 grade brake fluid , it shall be further distinguished as “DOT 5 SILICONE BASE” or “DOT 5.1 NON-SILICONE BASE.” (c) The minimum wet boiling point in Fahrenheit of the brake fluid. (d) Certification that the brake fluid conforms to § 571.116. S5.2.2.2 Each packager of brake fluid shall furnish the information specified in paragraphs (a) through (g) of this S5.2.2.2 by clearly marking it on each brake fluid container or on a label (labels) permanently affixed to the container, in any location except a removable part such as a lid. After being subjected to the operations and conditions specified in S6.14, the information required by this section shall be legible to an observer having corrected visual acuity of 20/40 (Snellen ratio) at a distance of 305 mm, and any label affixed to the container in compliance with this section shall not be removable without its being destroyed or defaced. (a) Certification that the brake fluid conforms to § 571.116. (b) The name of the packager of the brake fluid, which may be in code form. (c) The name and complete mailing address of the distributor. (d) A serial number identifying the packaged lot and date of packaging. (e) Designation of the contents as “DOT—MOTOR VEHICLE BRAKE FLUID” (Fill in DOT 3, DOT 4, DOT 5 SILICONE BASE, or DOT 5.1 NON-SILICONE BASE as applicable). (f) The minimum wet boiling point in Fahrenheit of the DOT brake fluid in the container. (g) The following safety warnings in capital and lower case letters as indicated: (1) FOLLOW VEHICLE MANUFACTURER'S RECOMMENDATIONS WHEN ADDING BRAKE FLUID. (2) KEEP BRAKE FLUID CLEAN AND DRY. Contamination with dirt, water, petroleum products or other materials may result in brake failure or costly repairs. (3) STORE BRAKE FLUID ONLY IN ITS ORIGINAL CONTAINER. KEEP CONTAINER CLEAN AND TIGHTLY CLOSED TO PREVENT ABSORPTION OF MOISTURE. (4) CAUTION: S5.2.2.3 Each packager of hydraulic system mineral oil shall furnish the information specified in paragraphs (a) through (e) of this S5.2.2.3 by clearly marking it on each brake fluid container or on a label (labels) permanently affixed to the container, in any location except a removable part such as a lid. After being subjected to the operations and conditions specified in S6.14, the information required by this section shall be legible to an observer having corrected visual acuity of 20/40 (Snellen ratio) at a distance of 305 mm and any label affixed to the container in compliance with this section shall not be removable without its being destroyed or defaced. (a) The name of the packager of the hydraulic system mineral oil, which may be in code form. (b) The name and complete mailing address of the distributor. (c) A serial number identifying the packaged lot and date of packaging. (d) Designation of the contents as “HYDRAULIC SYSTEM MINERAL OIL” in capital letters at least 3 mm high. (e) The following safety warnings in capital and lower case letters as indicated: (1) FOLLOW VEHICLE MANUFACTURER'S RECOMMENDATIONS WHEN ADDING HYDRAULIC SYSTEM MINERAL OIL. (2) Hydraulic System Mineral Oil is NOT COMPATIBLE with the rubber components of brake systems designed for use with DOT brake fluids. (3) KEEP HYDRAULIC SYSTEM MINERAL OIL CLEAN. Contamination with dust or other materials may result in brake failure or costly repair. (4) CAUTION: S5.2.2.4 If a container for brake fluid or hydraulic system mineral oil is not normally visible but designed to be protected by an outer container or carton during use, the outer container or carton rather than the inner container shall meet the labeling requirements of S5.2.2.2 or S5.2.2.3, as appropriate. S5.3 Motor vehicle requirement. S6. Test procedures. S6.1 Equilibrium reflux boiling point. S6.1.1 Summary of procedure. S6.1.2 Apparatus. (a) Flask. 19/38 (b) Condenser. 19/38 (c) Boiling stones. (d) Thermometer. (e) Heat source. Fig. 1—Boiling Point Test Apparatus Fig. 2—Detail of 100 ml Short-Neck Flask S6.1.3 Preparation of apparatus. (b) Insert thermometer through the side tube until the tip of the bulb is 6.5 mm. ( 1/4 (c) Place 60 ±1 ml. of brake fluid and the silicon carbide grains into the flask. (d) Attach the flask to the condenser. When using a heating mantle, place the mantle under the flask and support it with a ring-clamp and laboratory-type stand, holding the entire assembly in place by a clamp. When using a rheostat-controlled heater, center a standard porcelain or hard asbestos refractory, having a diameter opening 32 to 38 mm., over the heating element and mount the flask so that direct heat is applied only through the opening in the refractory. Place the assembly in an area free from drafts or other types of sudden temperature changes. Connect the cooling water inlet and outlet tubes to the condenser. Turn on the cooling water. The water supply temperature shall not exceed 28 °C. (82.4 °F.) and the temperature rise through the condenser shall not exceed 2 °C. (3.6 °F.). S6.1.4 Procedure. S6.1.5 Calculation. Thermometer inaccuracy. (b) Variation from standard barometric pressure. Table III—Correction for Barometric Pressure Observed ERBP corrected for thermometer inaccuracy Correction per 1 mm difference in pressure a °C. (°F.) 100 °C. (212 °F.) to 190 °C. (374 °F.) 0.039 (0.07) Over 190 °C. (374 °F.) 0.04 (0.08) a (c) If the two corrected observed ERBP's agree within 2 °C. (4 °C. for brake fluids having an ERBP over 230 °C./446 °F.) average the duplicate runs as the ERBP; otherwise, repeat the entire test, averaging the four corrected observed values to determine the original ERBP. S6.2 Wet ERBP. S6.2.1. Summary of procedure. S6.2.2 Apparatus for humidification. Test apparatus shall consist of— (a) Glass jars. (b) Desiccator and cover. (c) Desiccator plate. S6.2.3 Reagents and materials. (b) SAE TEGME referee material (see appendix E of SAE Standard J1703 NOV83 (incorporated by reference, see § 571.5)). S6.2.4 Preparation of apparatus. S6.2.5 Procedure. S6.3 Kinematic viscosities. 2 S6.3.1 Summary of the procedure. S6.3.2 Apparatus. (a) Viscometers. (b) Viscometer holders and frames. (c) Viscometer bath. (d) Thermometers. Table IV—Kinematic Viscosity Thermometers Temperature range For tests at Subdivisions Thermometer number °C. °F. °C. °F. °C. °F. ASTM IP Minus 55.3 to minus 52.5 Minus 67.5 to minus 62.5 Minus 55 Minus 67 0.05 0.1 74 F 69 F. or C. Minus 41.4 to minus 38.6 Minus 42.5 to minus 37.5 Minus 40 Minus 40 0.05 0.1 73 F 68 F. or C. 98.6 to 101.4 207.5 to 212.5 100 212 0.05 0.1 30 F 32 F. or C. (e) Timing device. S6.3.3 Standardization. (a) Viscometers. C, g, C 2 g 2 g 1 C 1 where the subscripts 1 and 2 indicate respectively the standardization laboratory and the testing laboratory. (b) Thermometers. (c) Timers. S6.3.4 Procedure. (b) Select a clean, dry, calibrated viscometer giving a flow time not less than its specified minimum, or 200 seconds, whichever is the greater. (c) Charge the viscometer in the manner used when the instrument was calibrated. Do not filter or dry the brake fluid, but protect it from contamination by dirt and moisture during filling and measurements. (1) Charge the suspended level viscometers by tilting about 30° from the vertical and pouring sufficient brake fluid through the fill tube into the lower reservoir so that when the viscometer is returned to vertical position the meniscus is between the fill marks. For measurements below 0 °C. (32 °F.), before placing the filled viscometer into the constant temperature bath, draw the sample into the working capillary and timing bulb and insert small rubber stoppers to suspend the fluid in this position, to prevent accumulation of water condensate on the walls of the critical portions of the viscometer. Alternatively, fit loosely packed drying tubes into the open ends of the viscometer to prevent water condensation, but do not restrict the flow of the sample under test by the pressures created in the instrument. (2) If a Cannon-Fenske Routine viscometer is used, charge by inverting and immersing the smaller arm into the brake fluid and applying vacuum to the larger arm. Fill the tube to the upper timing mark, and return the viscometer to an upright position. (d) Mount the viscometer in the bath in a true vertical position (see S6.3.2(b)). (e) The viscometer shall remain in the bath until it reaches the test temperature. (f) At temperatures below 0 °C. (32 °F.) conduct an untimed preliminary run by allowing the brake fluid to drain through the capillary into the lower reservoir after the test temperature has been established. (g) Adjust the head level of the brake fluid to a position in the capillary arm about 5 mm. above the first timing mark. (h) With brake fluid flowing freely measure to within 0.2 second the time required for the meniscus to pass from the first timing mark to the second. If this flow time is less than the minimum specified for the viscometer, or 200 seconds, whichever is greater, repeat using a viscometer with a capillary of smaller diameter. (i) Repeat S6.3.4 (g) and (h). If the two timed runs do not agree within 0.2 percent, reject and repeat using a fresh sample of brake fluid. S6.3.5 Cleaning the viscometers. (b) Between successive samples rinse the viscometer with ethanol (isopropanol when testing DOT 5 fluids) followed by an acetone or ether rinse. Pass a slow stream of filtered dry air through the viscometer until the last trace of solvent is removed. S6.3.6 Calculation. C (b) Average the four timed runs on the duplicate samples to determine the kinematic viscosities. S6.3.7 Precision at 95 percent confidence level (a) Repeatability. S6.4 pH value. S6.4.1 Summary of the procedure. S6.4.2 Apparatus. S6.4.3 Reagents. (a) Distilled water. (b) Standard buffer solutions. (1) Potassium hydrogen phthalate buffer solution (0.05 M, pH = 4.01 at 25 °C. (77 °F.)). Dissolve 10.21 g. of potassium hydrogen phthalate (KHC 8 4 4 (2) Neutral phosphate buffer solution (0.025 M with respect to each phosphate salt, pH = 6.86 at 25 °C. (77 °F.)). Dissolve 3.40 g. of potassium dihydrogen phosphate (KH 2 4 2 4 (3) Borax buffer solution (0.01 M, pH = 9.18 at 25 °C. (77 °F.)). Dissolve 3.81 g. of disodium tetraborate decahydrate (Na 2 4 7 2 (4) Alkaline phosphate buffer solution (0.01 M trisodium phosphate, pH = 11.72 at 25 °C. (77 °F.)). Dissolve 1.42 g. of anhydrous disodium hydrogen phosphate (Na 2 4 (5) Potassium chloride electrolyte. Prepare a saturated solution of potassium chloride (KCl) in distilled water. (c) Ethanol-water mixture. S6.4.4 Preparation of electrode system. (a) Maintenance of electrodes. (b) Preparation of electrodes. S6.4.5 Standardization of the pH assembly and testing of the electrodes. (b) Allow instrument to warm up, and adjust according to the manufacturer's instructions. Immerse the tips of the electrodes in a standard buffer solution and allow the temperature of the buffer solution and the electrodes to equalize. Set the temperature knob at the temperature of the buffer solution. Adjust the standardization or asymmetry potential control until the meter registers a scale reading, in pH units, equal to the known pH of the standardizing buffer solution. (c) Rinse the electrodes with distilled water and remove excess water from the tips. Immerse the electrodes in a second standard buffer solution. The reading of the meter shall agree with the known pH of the second standard buffer solution within ±0.05 unit without changing the setting of the standardization of asymmetry potential control. (d) A faulty electrode is indicated by failure to obtain a correct value for the pH of the second standard buffer solution after the meter has been standardized with the first. S6.4.6 Procedure. S6.5 Fluid stability. S6.5.1 Summary of the procedure. S6.5.2 Apparatus. S6.5.3 High temperature stability. S6.5.3.1 Procedure. S6.5.3.2 Calculation. S6.5.4 Chemical stability. S6.5.4.1 Materials. S6.5.4.2 Procedure. (b) Thermometer and barometric corrections are not required. S6.5.4.3 Calculation. S6.6 Corrosion. S6.6.1 Summary of the procedure. S6.6.2 Equipment. Balance. (b) Desiccators. (c) Oven. (d) Micrometer. S6.6.3 Materials. Corrosion test strips. (b) SBR cups. (c) Corrosion test jars and lids. (d) Machine screws and nuts. (e) Supplies for polishing strips. (f) Distilled water (g) Ethanol (h) Isopropanol as specified in S7.7. S6.6.4 Preparation. (a) Corrosion test strips. 1/2 1/8 1/64 Fig. 4—Corrosion Strip Assembly (b) SBR WC cups. S6.6.5 Procedure. Fig. 5—Corrosion Test Apparatus S6.6.6 Calculation. (b) Note other data and evaluations indicating compliance with S5.1.6. In the event of a marginal pass on inspection by attributes, or of a failure in one of the duplicates, run another set of duplicate samples. Both repeat samples shall meet all requirements of S5.1.6. S6.7 Fluidity and appearance at low temperatures. S6.7.1 Summary of procedure. S6.7.2 Apparatus. Oil sample bottle. (b) Cold chamber. (c) Timing device. S6.7.3 Procedure. (b) Repeat S6.7.3(a), substituting the lower cold chamber temperature specified in Table II, and a storage period of 6 hours ±12 minutes. Note: Test specimens from either storage temperature may be used for the other only after warming up to room temperature. S6.8 [Reserved] S6.9 Water tolerance. S6.9.1 Summary of the procedure. Brake fluid, except DOT 5 SBBF, is diluted with 3.5 percent water (DOT 5 SBBF is humidified), then stored at minus 40 °C. (minus 40 °F.) for 120 hours. The cold, water-wet fluid is first examined for clarity, stratification, and sedimentation, then placed in an oven at 60 °C. (140 °F.) for 24 hours. On removal, it is again examined for stratification, and the volume percent of sediment determined by centrifuging. S6.9.2 Apparatus. (a) Centrifuge tube. (b) Centrifuge. (c) Cold chamber. (d) Oven. (e) Timing device. S6.9.3 Procedure. (a) At low temperature. (b) At 60 °C. 140 °F. S6.10 Compatibility. S6.10.1 Summary of the procedure. Brake fluid is mixed with an equal volume of SAE RM-66-04 Compatibility Fluid, then tested in the same way as for water tolerance (S6.9) except that the bubble flow time is not measured. This test is an indication of the compatibility of the test fluid with other motor vehicle brake fluids at both high and low temperatures. S6.10.2 Apparatus and materials. (a) Centrifuge tube. (b) Centrifuge. (c) Cold Chamber. (d) Oven. (e) SAE RM-66-04 Compatibility Fluid. S6.10.3 Procedure. (a) At low temperature. Mix 50 ±0.5 mL of brake fluid with 50 ±0.5 mL of SAE RM-66-04 Compatibility Fluid. Pour this mixture into a centrifuge tube and stopper with a clean dry cork. Place tube in the cold chamber maintained at minus 40° ±2 °C. (minus 40° ±4 °F). After 24 ±2 hours, remove tube, quickly wipe with a clean lint-free cloth saturated with ethanol (isopropanol when testing DOT 5 fluids) or acetone. Examine the test specimen for evidence of slugging, sedimentation, or crystallization. Test fluids, except DOT 5 SBBF, shall be examined for stratification. S6.11 Resistance to oxidation. S6.11.1 Summary of procedure. Brake fluids, except DOT 5 SBBF, are activated with a mixture of approximately 0.2 percent benzoyl peroxide and 5 percent water. DOT 5 SBBF is humidified in accordance with S6.2 eliminating determination of the ERBP, and then approximately 0.2 percent benzoyl peroxide is added. A corrosion test strip assembly consisting of cast iron and an aluminum strip separated by tinfoil squares at each end is then rested on a piece of SBR WC cup positioned so that the test strip is half immersed in the fluid and oven aged at 70 °C. (158 °F.) for 168 hours. At the end of this period, the metal strips are examined for pitting, etching, and loss of mass. S6.11.2 Equipment. (a) Balance. (b) Desiccators. (c) Oven. (d) Three glass test tubes approximately 22 mm. outside diameter by 175 mm. in length. S6.11.3 Reagents and materials. (a) Benzoyl peroxide, reagent grade, 96 percent. (b) Corrosion test strips. (c) Tinfoil. 1/2 (d) SBR cups. (e) Machine screw and nut. 3/8 1/2 S6.11.4 Preparation. (a) Corrosion test strips. (b) Test mixture. S6.11.5 Procedure. S6.11.6 Calculation. 2 2 2 S6.12 Effect on SBR cups. S6.12.1 Summary of the procedure. S6.12.2 Equipment and supplies. (a) Oven. (b) Glass jars and lids. (c) SBR cups. S6.12.3 Preparation. S6.12.4 Procedure. S6.12.5 Calculation. (b) Calculate the change in hardness for each cup. The average of the two values for each pair is the change in hardness. (c) Note disintegration as evidenced by stickiness, blisters, or sloughing. S6.13 Stroking properties. S6.13.1 Summary of the procedure. S6.13.2 Apparatus and equipment. Either the drum and shoe type of stroking apparatus (see Figure 1 of SAE Standard J1703b (1970) (incorporated by reference, see § 571.5)), except using only three sets of drum and shoe assemblies, or the stroking fixture type apparatus as shown in Figure 2 of SAE Standard J1703 NOV83 (incorporated by reference, see § 571.5) with the components arranged as shown in Figure 1 of SAE Standard J1703 NOV83. The following components are required. (a) Brake assemblies. (b) Braking pressure actuation mechanism. (c) Heated air bath cabinet. (d) Master cylinder MC assembly SAE RM-15a 1/8 (e) Filler cap and standpipe. (f) Wheel cylinder (WC) assemblies (SAE RM-14a). 1/8 (g) Micrometer. S6.13.3 Materials. (a) Standard SBR brake cups. (b) Steel tubing. S6.13.4 Preparation of test apparatus. (a) Wheel cylinder assemblies. (b) Master cylinder assembly. (c) Assembly and adjustment of test apparatus. (1) When using a shoe and drum type apparatus, adjust the brake shoe toe clearances to 1.0 ±0.1 mm (0.040 ±0.004 inch). Fill the system with brake fluid, bleeding all wheel cylinders and the pressure gage to remove entrapped air. Operate the actuator manually to apply a pressure greater than the required operating pressure and inspect the system for leaks. Adjust the actuator and/or pressure relief valve to obtain a pressure of 6895 kPa ±345 kPa (1,000 ±50 p.s.i.). A smooth pressure stroke pattern is required when using a shoe and drum type apparatus. The pressure is relatively low during the first part of the stroke and then builds up smoothly to the maximum stroking pressure at the end of the stroke, to permit the primary cup to pass the compensating hole at a relatively low pressure. Using stroking fixtures, adjust the actuator and/or pressure relief valve to obtain a pressure of 6895 kPa ±345 kPa (1,000 ±50 p.s.i.). (2) Adjust the stroking rate to 1,000 ±100 strokes per hour. Record the fluid level in the master cylinder standpipe. S6.13.5 Procedure. S6.13.6 Calculation. (b) Calculate the average decrease in hardness of the seven cups tested, as well as the individual values (see S5.1.13(c)). (c) Calculate the increases in base diameters of the eight cups (see S5.1.13(e)). (d) Calculate the lip diameter interference set for each of the eight cups by the following formula and average the eight values (see S5.1.13(f)). [( D 1 D 2 D 1 D 3 where: D 1 D 2 D 3 S6.14 Container information. (a) If the container has a label affixed to it, make a single vertical cut all the way through the label with the container in the vertical position. (b) Immerse the container in the same brake fluid or hydraulic system mineral oil contained therein for 15 minutes at room temperature (23 ±5 °C; 73.4 ±9 °F). (c) Within 5 minutes after removing the container from the fluid or oil, remove excess liquid from the surface of the container by wiping with a clean dry cloth. S7. Auxiliary test methods and reagent standards. S7.1 Distilled water. S7.2 Water content of motor vehicle brake fluids. S7.3 Ethanol. S7.4 Measuring the hardness of SBR brake cups. S7.4.1 Apparatus. (a) Anvil. 13/16 1/16 3/8 (b) Hardness tester. S7.4.2 Procedure. S7.5 Sediment by centrifuging. S7.5.1 Apparatus. (a) Centrifuge tube. Fig. 6—ASTM 8-in. Centrifuge Tube Table V—Calibration Tolerances for 8-Inch Centrifuge Tube Range, ml Subdivision, ml Volume tolerance, ml 0 to 0.1 0.05 ±0.02 Above 0.1 to 0.3 0.05 ±0.03 Above 0.3 to 0.5 0.05 ±0.05 Above 0.5 to 1 0.10 ±0.05 Above 1 to 2 0.10 ±0.10 Above 2 to 3 0.20 ±0.10 Above 3 to 5 0.5 ±0.20 Above 5 to 10 1. ±0.50 Above 10 to 25 5. ±1.00 Above 25 to 100 25. ±1.00 (b) Centrifuge. r.p.m. = 265[√25.4 × r.c.f./d] Where: r.c.f. = Relative centrifugal force, and d = Diameter of swing, in millimeters, measured between tips of opposing tubes when in rotating position. Table VI shows the relationship between diameter, swing, relative centrifugal force (r.c.f.), and revolutions per minute. Table VI—Rotation Speeds for Centrifuges of Various Diameters Diameter of swing in millimeters a r.p.m. at 600 r.c.f r.p.m. at 700 r.c.f. 483 1490 1610 508 1450 1570 533 1420 1530 559 1390 1500 a S7.5.2 Procedure. S7.5.3 Calculation. S7.6 Standard styrene-butadiene rubber SBR brake cups. Formulation of Rubber Compound Ingredient Parts by weight SBR type 1503 a 100 Oil furnace black (NBS 378) 40 Zinc oxide (NBS 370) 5 Sulfur (NBS 371) 0.25 Stearic Acid (NBS 372) 1 n-tertiary butyl-2-benzothiazole sulfenamide (NBS 384) 1 Symmetrical dibetanaphthyl-p-phenylenediamine 1.5 Dicumyl peroxide (40 percent on precipitated CaCO 3 b 4.5 Total 153.25 a b Note: Compounding, vulcanization, physical properties, size of the finished cups, and other details shall be as specified in appendix B of SAE Standard J1703b (1970) (incorporated by reference, see § 571.5). The cups shall be used in testing brake fluids either within 6 months from date of manufacture when stored at room temperature below 30 °C. (86 °F.) or within 36 months from date of manufacture when stored at temperatures below minus 15 °C. (+5 °F.). After removal of cups from refrigeration they shall be conditioned base down on a flat surface for at least 12 hours at room temperature in order to allow cups to reach their true configuration before measurement. S7.7 Isopropanol. [36 FR 22902, Dec. 2, 1971] Editorial Note: For Federal Register www.govinfo.gov. § 571.117 Standard No. 117; Retreaded pneumatic tires. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. S4.1 Casing Retreaded S4.2 All terms defined in §§ 571.109 and 571.110 are used as defined therein. S5. Requirements. S5.1 Retreaded tires. S5.1.1 Except as specified in S5.1.3, each retreaded tire, when mounted on a test rim of the width specified for the tire's size designation in appendix A of § 571.109 shall comply with the following requirements of § 571.109: (a) S4.1 (Size and construction). (b) S4.2.1 (General). (c) S4.2.2.3 (Tubeless tire resistance to bead unseating). (d) S4.2.2.4 (Tire strength). S5.1.2 Except as specified in S5.1.3, each retreaded tire, when mounted on a test rim of the width specified for the tire's size designation in appendix A of § 571.109, shall comply with the requirements of S4.2.2.2 of § 571.109, except that the tire's section width shall not be more than 110 percent of the section width specified, and the tire's size factor shall be at least 97 percent of the size factor specified, in appendix A of § 571.109 for the tire's size designation. S5.1.3 Each retreaded tire shall be capable of meeting the requirements of S5.1.1 and S5.1.2 when mounted on any rim in accordance with those sections. S5.1.4 No retreaded tire shall have a size designation, recommended maximum load rating, or maximum permissible inflation pressure that is greater than that originally specified on the casing pursuant to S4.3 of § 571.109, or specified for the casing in Table I. S5.2 Casings. S5.2.1 No retreaded tire shall be manufactured with a casing— (a) On which bead wire or cord fabric is exposed before processing. (b) On which any cord fabric is exposed during processing, except that cord fabric that is located at a splice, i.e., where two or more segments of the same ply overlap, or cord fabric that is part of the belt material, may be exposed but shall not be penetrated or removed to any extent whatsoever. S5.2.2 No retreaded tire shall be manufactured with a casing— (a) From which a belt or ply, or part thereof, is removed during processing; or (b) On which a belt or ply, or part thereof, is added or replaced during processing. S5.2.3 Each retreaded tire shall be manufactured with a casing that bears, permanently molded at the time of its original manufacture into or onto the tire sidewall, each of the following: (a) The symbol DOT; (b) The size of the tire; and (c) The actual number of plies or ply rating. S5.2.4 [Reserved] S6. Certification and labeling. S6.1 Each manufacturer of a retreaded tire shall certify that its product complies with this standard pursuant to Section 30115 of Title 49, United States Code, by labeling the tire with the symbol DOT in the location specified in section 574.5 of this chapter. S6.2 [Reserved] S6.3. Labeling. S7. Phase-In Schedule for labeling S7.1. Tires retreaded on or after September 1, 2005 and before September 1, 2006. S7.2. Tires retreaded on or after September 1, 2006 and before September 1, 2007. S7.3. Tires retreaded on or after September 1, 2007. [37 FR 5952, Mar. 23, 1972, as amended at 37 FR 11775, June 14, 1972; 38 FR 2982, Jan. 31, 1973; 38 FR 6999, Mar. 15, 1973; 38 FR 9688, Apr. 19, 1973; 39 FR 1443, Jan. 9, 1974; 39 FR 3553, Jan. 28, 1974; 39 FR 36016, Oct. 7, 1974; 39 FR 39884, Nov. 12, 1974; 61 FR 29494, June 11, 1996; 63 FR 28920, May 27, 1998; 67 FR 69627, Nov. 18, 2002; 69 FR 31319, June 3, 2004] Editorial Note: For an interpretation of § 571.117, see 38 FR 10940, May 3, 1973. § 571.118 Standard No. 118; Power-operated window, partition, and roof panel systems. S1. Purpose and scope. S2. Application. S3. Definitions. Infrared reflectance Power operated roof panel systems S4. Operating requirements. (a) When the key that controls activation of the vehicle's engine is in the “ON”, “START”, or “ACCESSORY” position; (b) By muscular force unassisted by vehicle supplied power; (c) Upon continuous activation by a locking system on the exterior of the vehicle; (d) Upon continuous activation of a remote actuation device, provided that the remote actuation device shall be incapable of closing the power window, partition or roof panel from a distance of more than 6 meters from the vehicle; (e) During the interval between the time the locking device which controls the activation of the vehicle's engine is turned off and the opening of either of a two-door vehicle's doors or, in the case of a vehicle with more than two doors, the opening of either of its front doors; (f) If the window, partition, or roof panel is in a static position before starting to close and in that position creates an opening so small that a 4 mm diameter semi-rigid cylindrical rod cannot be placed through the opening at any location around its edge in the manner described in S5(b); or (g) Upon continuous activation of a remote actuation device, provided that the remote actuation device shall be incapable of closing the power window, partition or roof panel if the device and the vehicle are separated by an opaque surface and provided that the remote actuation device shall be incapable of closing the power window, partition or roof panel from a distance of more than 11 meters from the vehicle. S5. Automatic reversal systems. S5.1. While closing, the power-operated window, partition, or roof panel shall stop and reverse direction either before contacting a test rod with properties described in S8.2 or S8.3, or before exerting a squeezing force of 100 newtons (N) or more on a semi-rigid cylindrical test rod with the properties described in S8.1, when such test rod is placed through the window, partition, or roof panel opening at any location in the manner described in the applicable test under S7. S5.2. Upon reversal, the power-operated window, partition, or roof panel system must open to one of the following positions, at the manufacturer's option: (a) A position that is at least as open as the position at the time closing was initiated; (b) A position that is not less than 125 millimeters (mm) more open than the position at the time the window reversed direction; or (c) A position that permits a semi-rigid cylindrical rod that is 200 mm in diameter to be placed through the opening at the same location as the rod described in S7.1 or S7.2(b). S5.3. If a vehicle uses proximity detection by infrared reflection to stop and reverse a power-operated window, partition, or roof panel, the infrared source shall project infrared light at a wavelength of not less than 850 nm and not more than 1050 nm. The system shall meet the requirements in S5.1 and S5.2 in all ambient light conditions from total darkness to 64,500 lux (6,000 foot candles) incandescent light intensity. S6. Actuation Devices. (a) An actuation device must not cause a window, partition, or roof panel to begin to close from any open position when tested as follows: (1) Using a stainless steel sphere having a surface finish between 8 and 4 micro inches and a radius of 20 mm ±0.2 mm, place the surface of the sphere against any portion of the actuation device. (2) Apply a force not to exceed 135 Newtons (30 pounds) through the geometric center of the sphere. This force may be applied at any angle with respect to the actuation device. (3) For actuation devices that cannot be contacted by the sphere specified in S6(a)(1) prior to the application of force, apply a force up to the level specified in S6(a)(2) at any angle in an attempt to make contact with the actuation device. The sphere is directionally applied in such a manner that, if unimpeded, it would make contact with the actuation device. (b) The requirement in S6(a) does not apply to either— (1) actuation devices that are mounted in a vehicle's roof, headliner, or overhead console that can close power-operated windows, partitions, or roof panels only by continuous rather than momentary switch actuation, or (2) actuation devices for closing power-operated windows, partitions, or roof panels which comply with paragraph S5. (c) Any actuation device for closing a power-operated window must operate by pulling away from the surface in the vehicle on which the device is mounted. An actuation device for closing a power-operated window must operate only when pulled vertically up (if mounted on the top of a horizontal surface), or out (if mounted on a vertical surface), or down (if mounted on the underside of an overhead surface), or in a direction perpendicular to the surrounding surface if mounted in a sloped orientation, in order to cause the window to move in the closing direction. S7. Test procedures. S7.1. Test procedure for testing power-operated window, partition, or roof panel systems designed to detect obstructions by physical contact or by light beam interruption: S7.2. Test procedure for testing power-operated window, partition, or roof panel systems designed to detect the proximity of obstructions using infrared reflectance: (a) Place the vehicle under incandescent lighting that projects 64,500 lux (6,000 foot candles) onto the infrared sensor. The light is projected onto the infrared sensor by aiming the optical axis of a light source outside the vehicle as perpendicular as possible to the lens of the infrared sensor. The intensity of light is measured perpendicular to the plane of the lens of the infrared sensor, as close as possible to the center of the lens of the infrared sensor. (b) Place a test rod of the type specified in S8.3 in the window, partition, or roof panel opening, with the window, partition, or roof panel in any position. While keeping the rod stationary, attempt to close the window, partition, or roof panel by operating the actuation device provided in the vehicle for that purpose. Remove the test rod. Fully open the window, partition, or roof panel, and then begin to close it. While the window, partition, or roof panel is closing, move a test rod so that it approaches and ultimately extends through (if necessary) the window, partition, or roof panel opening, or its frame, in any orientation from the interior of the vehicle. For power partitions that have occupant compartment space on both sides of the partition, move the test rod into the partition opening from either side of the partition. (c) Repeat the steps in S7.2(a) and (b) with other ambient light conditions within the range specified in S5.3. S8. Test rods. S8.1. Rods for testing systems designed to detect obstructions by physical contact: (a) Each test rod is of cylindrical shape with any diameter in the range from 4 mm to 200 mm and is of sufficient length that it can be hand-held during the test specified in S7 with only the test rod making any contact with any part of the window, partition, or roof panel or mating surfaces of the window, partition, or roof panel. (b) Each test rod has a force-deflection ratio of not less than 65 N/mm for rods 25 mm or smaller in diameter, and not less than 20 N/mm for rods larger than 25 mm in diameter. S8.2. Rods for testing systems designed to detect obstructions by light beam interruption: S8.3. Rods for testing systems designed to detect the proximity of obstructions using infrared reflection: (a) Each rod is constructed so that its surface has an infrared reflectance of not more than 1.0 percent when measured by the apparatus in Figure 2, in accordance with the procedure in S9. (b) Each rod has the shape and dimensions specified in Figure 3. S9. Procedure for measuring infrared reflectance of test rod surface material. (a) The infrared reflectance of the rod surface material is measured using a flat sample and an infrared light source and sensor operating at a wavelength of 950 ±100 nm. (b) The intensity of incident infrared light is determined using a reference mirror of nominally 100 percent reflectance mounted in place of the sample in the test apparatus in Figure 2. (c) Infrared reflectance measurements of each sample of test rod surface material and of the reference mirror are corrected to remove the contribution of infrared light reflected and scattered by the sample holder and other parts of the apparatus before computation of the infrared reflectance ratio. [56 FR 15294, Apr. 16, 1991, as amended at 57 FR 23963, June 5, 1992; 57 FR 28012, June 23, 1992; 58 FR 16785, Mar. 31, 1993; 60 FR 13644, Mar. 14, 1995; 69 FR 55531, 55544, Sept. 15, 2004; 71 FR 18683, Apr. 12, 2006; 71 FR 25285, Apr. 28, 2006; 73 FR 38339, July 7, 2008] § 571.119 Standard No. 119; New pneumatic tires for motor vehicles with a GVWR of more than 4,536 kilograms (10,000 pounds), specialty tires, and tires for motorcycles. S1. Scope. S2. Purpose. S3. Application. (a) New pneumatic tires for use on motor vehicles with a GVWR of more than 4,536 kilograms (10,000 pounds) manufactured after 1948; (b) New pneumatic light truck tires with a tread depth of 18/32 (c) Tires for use on special-use trailers (ST, FI and 8-12 rim or lower diameter code); and (d) Tires for use on motorcycles manufactured after 1948. S4. Definitions. Light truck tire Model rim assembly S5. Tire and rim matching information. S5.1 Each manufacturer of tires shall ensure that a listing of the rims that may be used with each tire that he produces is provided to the public. For purposes of this section each rim listing shall include dimensional specifications and a diagram of the rim. However a listing compiled in accordance with paragraph (a) of this section need not include dimensional specifications or a diagram of a rim if the rim's dimensional specifications and diagram are contained in each listing published in accordance with paragraph (b) of this standard. The listing shall be in one of the following forms: (a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires, to any person upon request, and in duplicate to: Docket Section, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590; or (b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations: The Tire and Rim Association The European Tyre and Rim Technical Organisation Japan Automobile Tire Manufacturers' Association, Inc. Deutsche Industrie Norm British Standards Institution Scandinavian Tire and Rim Organization The Tyre and Rim Association of Australia S5.2 Information contained in a publication specified in S5.1(b) which lists general categories of tires and rims by size designation, type of construction, and/or intended use, shall be considered to be manufacturer's information pursuant to S5.1 for the listed tires, unless the publication itself or specific information provided according to S5.1(a) indicates otherwise. S6. Requirements. S6.1 Endurance. S6.1.1 Prior to testing in accordance with the procedures of S7.2, a tire shall exhibit no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices. S6.1.2 When tested in accordance with the procedures of S7.2: (a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, or bead separation, chunking, broken cords, cracking, or open splices. (b) The tire pressure at the end of the test shall be not less than the initial pressure specified in S7.2(a). S6.2 Strength. S6.3 High speed performance. S6.4 Treadwear indicators. S6.5 Tire markings. (a) The symbol DOT, which shall constitute a certification that the tire conforms to applicable Federal motor vehicle safety standards. This symbol may be marked on only one sidewall. (b) The tire identification number required by part 574 of this chapter. This number may be marked on only one sidewall. (c) The tire size designation as listed in the documents and publications designated in S5.1. (d) The maximum load rating and corresponding inflation pressure of the tire, shown as follows: (Mark on tires rated for single and dual load): Max load single ____kg (____lb) at ____kPa (____psi) cold. Max load dual ____kg (____lb) at ____kPa (____psi) cold. (Mark on tires rated only for single load): Max load ____kg (____lb) at ____kPa (____psi) cold. (e) The speed restriction of the tire, if 90 km/h (55 mph) or less, shown as follows: Max speed ____km/h (____mph). (f) The actual number of plies and the composition of the ply cord material in the sidewall and, if different, in the tread area; (g) The words “tubeless” or “tube type” as applicable. (h) The word “regroovable” if the tire is designed for regrooving. (i) The word “radial” if a radial tire. (j) The letter designating the tire load range. S6.6 Maximum load rating. S7. Test procedures. S7.1 General conditions. S7.1.1 The tests are performed using an appropriate new tube, tube valve and flap assembly (as required) that allows no loss of air for testing of tube-type tires under S7.2, S7.3, and S7.4, and tubeless tires under S7.3. S7.1.2 The tire must be capable of meeting the requirements of S7.2 and S7.4 when conditioned to a temperature of 35 °C (95 °F) for 3 hours before the test is conducted, and with an ambient temperature maintained at 35 °C (95 °F) during all phases of testing. The tire must be capable of meeting the requirements of S7.3 when conditioned at a temperature of 21 °C (70 °F) for 3 hours before the test is conducted. S7.2 Endurance. (b) After conditioning the tire-rim assembly in accordance with S7.1.2, adjust the tire pressure to that specified in (a) immediately before mounting the tire rim assembly. (c) Mount the tire-rim assembly on an axle and press it against a flat-faced steel test wheel that is 1708 mm (67.23 inches) in diameter and at least as wide as the tread of the tire. (d) Apply the test load and rotate the test wheel as indicated in Table III for the type of tire tested conducting each successive phase of the test without interruption. (e) Immediately after running the tire the required time, measure the tire inflation pressure. Remove the tire from the model rim assembly, and inspect the tire. S7.3 Strength. (b) After conditioning the tire-rim assembly in accordance with S7.1.2, adjust the tire pressure to that specified in (a). (c) Force a cylindrical steel plunger, with a hemispherical end and of the diameter specified in Table I for the tire size, perpendicularly into a raised tread element as near as possible to the centerline of the tread, at a rate of 50 mm (2 inches) per minute, until the tire breaks or the plunger is stopped by the rim. (d) Record the force and the distance of penetration just before the tire breaks, or if it fails to break, just before the plunger is stopped by the rim. (e) Repeat the plunger application at 72° intervals around the circumference of the tire, until five measurements are made. However, in the case of tires of 12 inch rim diameter code or smaller, repeat the plunger application at 120° intervals around the circumference of the tire, until three measurements are made. (f) Compute the breaking energy for each test point by one of the two following formulas: (1) W = [(F × P)/2] × 10 −3 Where: W = Breaking energy in joules (J), F = Force in newtons (N), and P = Penetration in millimeters (mm), or; (2) W = (F × P)/2 Where: W = Breaking energy in inch-pounds (in-lb), F = Force in pounds (lb), and P = Penetration in inches (in). (g) Determine the average breaking energy value for the tire by computing the average of the values obtained in accordance with paragraph (f). S7.4 High speed performance. (b) Apply a force of 88 percent of the maximum load rating marked on the tire (use single maximum load value when the tire is marked with both single and dual maximum loads), and rotate the test wheel at 250 rpm for 2 hours. (c) Remove the load, allow the tire to cool to 35 °C (95 °F), and then adjust the pressure to that marked on the tire for single tire use. (d) Reapply the same load, and without interruption or readjustment of inflation pressure, rotate the test wheel at 375 rpm for 30 minutes, then at 400 rpm for 30 minutes, and then at 425 rpm for 30 minutes. (e) Immediately after running the tire the required time, measure the tire inflation pressure. Remove the tire from the model rim assembly, and inspect the tire. Table I—Strength Test Plunger Diameter Tire type Plunger diameter (mm) (inches) Light truck 19.05 3 4 Motorcycle 7.94 5 16 ≤12 rim diameter code (except motorcycle) 19.05 3 4 Tubeless: ≤17.5 rim diameter code 19.05 3 4 >17.5 rim diameter code, load range F or less 31.75 1 1 4 >17.5 rim diameter code, load range over F 38.10 1 1 2 Tube-type: Load range F or less 31.75 1 1 4 Load range over F 38.10 1 1 2 Table II—Minimum Static Breaking Energy [Joules (J) and Inch-Pounds (in-lb)] Tire characteristic Motorcycle All 12 rim Light Truck greater than 12 rim diameter code Tires other than light truck, motorcycle, 12 rim diameter code or smaller Plunger diameter 7.94 mm 5 16 19.05 mm 3 4 19.05 mm 3 4 Tube type greater than 12 rim Tubeless 17.5 rim diameter code or smaller Tubeless greater than 17.5 rim Breaking Energy J in-lb J in-lb J in-lb 31.75 mm 1 1 4 38.10 mm 1 1 2 19.05 mm 3 4 31.75 mm 1 1 4 38.10 mm 1 1 2 J in-lb J in-lb J in-lb J in-lb J in-lb Load Range: A 16 150 67 600 225 2,000 225 2,000 B 33 300 135 1,200 293 2,600 293 2,600 C 45 400 203 1,800 361 3,200 768 6,800 361 3,200 576 5,100 D 271 2,400 514 4,550 892 7,900 514 4,550 734 6,500 E 338 3,000 576 5,100 1,412 12,500 576 5,100 971 8,600 F 406 3,600 644 5,700 1,785 15,800 644 5,700 1,412 12,500 G 711 6,300 2,282 20,200 711 6,300 1,694 15,000 H 768 6,800 2,598 23,000 768 6,800 2,090 18,500 J 2,824 25,000 2,203 19,500 L 3,050 27,000 M 3,220 28,500 N 3,389 30,000 Note: Table III—Endurance Test Schedule Description Load range Test wheel speed Test load: Percent of maximum load Total test km/h r/m Step I Step II Step III Speed-restricted service: 90 km/h (55 mph) All 40 125 66 84 101 352.5 80 km/h (50 mph) C, D 48 150 75 97 114 423.0 56 km/h (35 mph) All 24 75 66 84 101 211.5 Motorcycle All 80 250 a b 117 510.0 All other A, B, C, D 80 250 a b 114 510.0 a b (Authority: Secs. 113, 201, 80 Stat. 718 (15 U.S.C. 1402, 1421); secs. 103, 112, 119, 201, 203, Pub. L. 89-563, 80 Stat. 718 (15 U.S.C. 1392, 1401, 1421, 1423); delegation of authority at 49 CFR 1.50) [38 FR 31301, Nov. 13, 1973] Editorial Note: For Federal Register www.govinfo.gov. § 571.120 Tire selection and rims and motor home/recreation vehicle trailer load carrying capacity information for motor vehicles with a GVWR of more than 4,536 kilograms (10,000 pounds). S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Rim base Rim size designation Rim diameter Rim width Rim type designation Weather side S5. Requirements. S5.1 Tire and rim selection. S5.1.1 Except as specified in S5.1.3, each vehicle equipped with pneumatic tires for highway service shall be equipped with tires that meet the requirements of § 571.109, § 571.119 or § 571.139, and rims that are listed by the manufacturer of the tires as suitable for use with those tires, in accordance with S4.4 of § 571.109 or S5.1 of § 571.119, as applicable, except that vehicles may be equipped with a non-pneumatic spare tire assembly that meets the requirements of § 571.129, New non-pneumatic tires for passenger cars, and S8 of this standard. Vehicles equipped with such an assembly shall meet the requirements of S5.3.3, S7, and S9 of this standard. S5.1.2 Except in the case of a vehicle which has a speed attainable in 3.2 kilometers of 80 kilometers per hour or less, the sum of the maximum load ratings of the tires fitted to an axle shall be not less than the gross axle weight rating (GAWR) of the axle system as specified on the vehicle's certification label required by 49 CFR part 567. Except in the case of a vehicle which has a speed attainable in 2 miles of 50 mph or less, the sum of the maximum load ratings of the tires fitted to an axle shall be not less than the gross axle weight rating (GAWR) of the axle system as specified on the vehicle's certification label required by 49 CFR part 567. If the certification label shows more than one GAWR for the axle system, the sum shall be not less than the GAWR corresponding to the size designation of the tires fitted to the axle. If the size designation of the tires fitted to the axle does not appear on the certification label, the sum shall be not less than the lowest GAWR appearing on the label. When a passenger car tire is installed on a multipurpose passenger vehicle, truck, bus, or trailer, the tire's load rating shall be reduced by dividing by 1.10 before calculating the sum (i.e., the sum of the load ratings of the tires on each axle, when the tires' load carrying capacity at the recommended tire cold inflation pressure is reduced by dividing by 1.10, must be appropriate for the GAWR). S5.1.3 In place of tires that meet the requirements of Standard No. 119, a truck, bus, or trailer may at the request of a purchaser be equipped at the place of manufacture of the vehicle with retreaded or used tires owned or leased by the purchaser, if the sum of the maximum load ratings meets the requirements of S5.1.2. Used tires employed under this provision must have been originally manufactured to comply with Standard No. 119, as evidenced by the DOT symbol. S5.2 Rim marking. (a) A designation which indicates the source of the rim's published nominal dimensions, as follows: (1) “T” indicates The Tire and Rim Association. (2) “E” indicates The European Tyre and Rim Technical Organisation (3) “J” indicates Japan Automobile Tire Manufacturers' Association, Inc. (4) “D” indicates Deutsche Industrie Norm. (5) “B” indicates British Standards Institution. (6) “S” indicates Scandinavian Tire and Rim Organization. (7) “A” indicates The Tyre and Rim Association of Australia. (8) “N” indicates an independent listing pursuant to S4.4.1(a) of Standard No. 109 or S5.1(a) of Standard No. 119. (b) The rim size designation, and in case of multipiece rims, the rim type designation. For example: 20 × 5.50, or 20 × 5.5. (c) The symbol DOT, constituting a certification by the manufacturer of the rim that the rim complies with all applicable motor vehicle safety standards. (d) A designation that identifies the manufacturer of the rim by name, trademark, or symbol. (e) The month, day and year or the month and year of manufacture, expressed either numerically or by use of a symbol, at the option of the manufacturer. For example: “September 4, 1976” may be expressed numerically as: 90476, 904, or 76 76 904 “September 1976” may be expressed as: 976, 9, or 76 76 9 (1) Any manufacturer that elects to express the date of manufacture by means of a symbol shall notify NHTSA in writing of the full names and addresses of all manufacturers and brand name owners utilizing that symbol and the name and address of the trademark owner of that symbol, if any. The notification shall describe in narrative form and in detail how the month, day, and year or the month and year are depicted by the symbol. Such description shall include an actual size graphic depiction of the symbol, showing and/or explaining the interrelationship of the component parts of the symbol as they will appear on the rim or single piece wheel disc, including dimensional specifications, and where the symbol will be located on the rim or single piece wheel disc. The notification shall be received by NHTSA at least 60 calendar days prior to first use of the symbol. The notification shall be mailed to the Office of Vehicle Safety Compliance, National Highway Traffic Safety Administration, 400 Seventh Street SW., Washington, DC 20590. All information provided to NHTSA under this paragraph will be placed in the public docket. (2) Each manufacturer of wheels shall provide an explanation of its date of manufacture symbol to any person upon request. S5.3 Each vehicle shall show the information specified in S5.3.1 and S5.3.2 and, in the case of a vehicle equipped with a non-pneumatic spare tire, the information specified in S5.3.3, in the English language, lettered in block capitals and numerals not less than 2.4 millimeters high and in the format set forth following this paragraph. This information shall appear either— (a) After each GAWR listed on the certification label required by § 567.4 or § 567.5 of this chapter; or at the option of the manufacturer, (b) On the tire information label affixed to the vehicle in the manner, location, and form described in § 567.4 (b) through (f) of this chapter as appropriate of each GVWR-GAWR combination listed on the certification label. S5.3.1 Tires. S5.3.2. Rims. TRUCK EXAMPLE—SUITABLE TIRE-RIM CHOICE GVWR: 7,840 KG (17,289 LB) GAWR: FRONT—2,850 KG (6,280 LB) WITH 7.50-20(D) TIRES, 20 × 6.00 RIMS AT 520 KPA (75 PSI) COLD SINGLE GAWR: REAR—4,990 KG (11,000 LB) WITH 7.50-20(D) TIRES, 20 × 6.00 RIMS, AT 450 KPA (65 PSI) COLD DUAL GVWR: 13,280 KG (29,279 LB) GAWR: FRONT—4,826 KG (10,640 LB) WITH 10.00-20(F) TIRES, 20 × 7.50 RIMS, AT 620 KPA (90 PSI) COLD SINGLE GAWR: REAR—8,454 KG (18,639 LB) WITH 10.00-20(F) TIRES, 20 × 2.70 RIMS, AT 550 KPA (80 PSI) COLD DUAL S5.3.3 The non-pneumatic tire identification code, with which that assembly is labeled pursuant to S4.3(a) of § 571.129. S6. Load Limits for Non-Pneumatic Spare Tires. S7 Labeling Requirements for Non-Pneumatic Spare Tires or Tire Assemblies. (a) FOR TEMPORARY USE ONLY; and (b) MAXIMUM 80 KM/H (50 M.P.H.). S8. Requirements for Vehicles Equipped with Non-Pneumatic Spare Tire Assemblies S8.1 Vehicle Placarding Requirements. S8.2 Supplementary Information. (a) A statement indicating the information related to appropriate use for the non-pneumatic spare tire including at a minimum the information set forth in S8 (a) and (b) and either the information set forth in S5.3.6 or a statement that the information set forth in S5.3.6 is located on the vehicle placard and on the non-pneumatic tire; (b) An instruction to drive carefully when the non-pneumatic spare tire is in use, and to install the proper pneumatic tire and rim at the first reasonable opportunity; and (c) A statement that operation of the vehicle is not recommended with more than one non-pneumatic spare tire in use at the same time. S9 Non-Pneumatic Rims and Wheel Center Members S9.1 Non-Pneumatic Rim Requirements. S9.2 Wheel Center Member Requirements. S10. Each motor home and recreation vehicle (RV) trailer must meet the applicable requirements in S10. S10.1 On motor homes, the sum of the gross axle weight ratings (GAWR) of all axles on the vehicle must not be less than the gross vehicle weight rating (GVWR). S10.2 On RV trailers, the sum of the GAWRs of all axles on the vehicle plus the vehicle manufacturer's recommended tongue weight must not be less than the GVWR. If tongue weight is specified as a range, the minimum value must be used. S10.3 The tires on each motor home and RV trailer at first retail sale must be the same size as the tire size on the labeling required by S5.3. S10.4 Each motor home and RV trailer single stage or final stage manufacturer must affix either a motor home occupant and cargo carrying capacity (OCCC) label (Figure 1) or a RV trailer cargo carrying capacity (CCC) label (Figure 2) to its vehicles that meets the following criteria: S10.4.1 The RV load carrying capacity labels (Figures 1 and 2) must be legible, visible, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters ( 3/32 S10.4.2 The weight value for load carrying capacity on the RV load carrying capacity labels (Figures 1 and 2) must be displayed to the nearest kilogram with conversion to the nearest pound and must be such that the vehicle's weight does not exceed its GVWR when loaded with the stated load carrying capacity. The UVW and the GVWR used to determine the RV's load carrying capacity must reflect the weights and design of the motor home or RV trailer as configured for delivery to the dealer/service facility. If applicable, the weight of full propane tanks must be included in the RV's UVW and the weight of on-board potable water must be treated as cargo. S10.4.3 The RV load carrying capacity labels (Figures 1 and 2) must be: (a) Permanently affixed and must be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle; or (b) If a permanent RV load carrying capacity label (Figure 1 or 2) is affixed in the location specified at S5.3(b), a temporary version of the RV load carrying capacity label (Figure 1 or 2) may be visibly located on the interior of the forward-most exterior passenger door on the right side of the vehicle. S10.4.4 Permanent and temporary motor home OCCC labels must contain the following information in accordance with Figure 1: (a) The statement: “MOTOR HOME OCCUPANT AND CARGO CARRYING CAPACITY” in block letters. (b) The Vehicle Identification Number (VIN). (c) The statement “THE COMBINED WEIGHT OF OCCUPANTS AND CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement “Safety belt equipped seating capacity: XXX” with the appropriate value included. This is the total number of safety belt equipped seating positions. (e) The statement: “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal) and the tongue weight of a towed trailer counts as cargo” with appropriate values included. S10.4.5 Permanent and temporary RV trailer CCC labels must contain the following information in accordance with Figure 2: (a) The statement: “RECREATION VEHICLE TRAILER CARGO CARRYING CAPACITY” in block letters. (b) The Vehicle Identification Number (VIN). (c) The statement: “THE WEIGHT OF CARGO SHOULD NEVER EXCEED: XXX kg or XXX lbs” in block letters with appropriate values included. (d) The statement: “CAUTION: A full load of water equals XXX kg or XXX lbs of cargo @ 1 kg/L (8.3 lb/gal)” with appropriate values included. S10.5 Weight added to motor homes and RV trailers between final vehicle certification and first retail sale of the vehicle. S10.5.1 If weight exceeding 45.4 kg (100 pounds) is added to a motor home or RV trailer between final vehicle certification and first retail sale of the vehicle, the load carrying capacity values on the RV load carrying capacity labels (Figures 1 and 2) required by S10.4 must be corrected using one or a combination of the following methods: (a) Permanently affix the load carrying capacity modification label (Figure 3) which displays the amount the load carrying capacity is reduced to the nearest kilogram with conversion to the nearest pound, within 25 millimeters of the original, permanent RV load carrying capacity label (Figure 1 or 2). The load carrying capacity modification label must be legible, visible, permanent, moisture resistant, presented in the English language, have a minimum print size of 2.4 millimeters (3/32 inches) high and be printed in black print on a yellow background. If the manufacturer selects S10.4.3(b), apply a temporary version of the load carrying capacity modification label (Figure 3) within 25 millimeters of the original, temporary RV load carrying capacity label (Figure 1 or 2) on the interior of the forward-most exterior passenger door on the right side of the vehicle. Both temporary and permanent versions of the load carrying capacity modification label (Figure 3) may be printed without values and values may be legibly applied to the label with a black, fine point, indelible marker. The label must contain the statements “CAUTION—LOAD CARRYING CAPACITY REDUCED” in block letters and “Modifications to this vehicle have reduced the original load carrying capacity by XXX kg or XXX lbs” in accordance with Figure 3 with appropriate values in place of XXX. If two load carrying capacity modification labels are required (one permanent and one temporary), the weight values on each must agree, or (b) Modify the original permanent RV load carrying capacity label (Figure 1 or 2) with correct load carrying capacity weight values. If the manufacturer selects S10.4.3(b), the temporary RV load carrying capacity label (Figure 1 or 2) must also be modified with correct load carrying capacity weight values. Modification of labels requires a machine printed overlay with printed corrected values or blanks for corrected values that may be entered with a black, fine-point, indelible marker. Crossing out old values and entering corrected values on the original label is not permissible, or (c) Replace the original, permanent RV load carrying capacity label (Figure 1 or 2) with the same label containing correct load carrying capacity weight values. If the manufacturer selects S10.4.3(b), the temporary RV load carrying capacity label (Figure 1 or 2) must also be replaced with the same label containing correct load carrying capacity weight values. S10.5.2 Corrected load carrying capacity weight values or the weight amount the load carrying capacity is reduced, must reflect the total weight added between final vehicle certification and first retail sale and must be accurate within one percent of the actual added weight. No re-labeling is required if the weight of the vehicle is reduced between final vehicle certification and the first retail sale. (Authority: Secs. 102, 119, and 202, Pub. L. 89-563, 80 Stat. 718 (15 U.S.C. 1392, 1407, and 1422); delegation of authority at 49 CFR 1.50) [42 FR 7144, Feb. 7, 1977] Editorial Note: For Federal Register www.govinfo.gov. § 571.121 Standard No. 121; Air brake systems. S1. Scope. S2. Purpose. S3. Application. (a) Any trailer that has a width of more than 102.36 inches with extendable equipment in the fully retracted position and is equipped with two short track axles in a line across the width of the trailer. (b) Any vehicle equipped with an axle that has a gross axle weight rating (GAWR) of 29,000 pounds or more; (c) Any truck or bus that has a speed attainable in 2 miles of not more than 33 mph; (d) Any truck that has a speed attainable in 2 miles of not more than 45 mph, an unloaded vehicle weight that is not less than 95 percent of its gross vehicle weight rating (GVWR), and no capacity to carry occupants other than the driver and operating crew; (e) Any trailer that has a GVWR of more than 120,000 pounds and whose body conforms to that described in the definition of heavy hauler trailer set forth in S4; (f) Any trailer that has an unloaded vehicle weight which is not less than 95 percent of its GVWR; and (g) Any load divider dolly. S4. Definitions. Agricultural commodity trailer Air brake system Air-over-hydraulic brake subsystem Antilock brake system ABS (1) Sensing the rate of angular rotation of the wheels; (2) Transmitting signals regarding the rate of wheel angular rotation to one or more controlling devices which interpret those signals and generate responsive controlling output signals; and (3) Transmitting those controlling signals to one or more modulators which adjust brake actuating forces in response to those signals. Auto transporter Common diaphragm Container chassis trailer Directly controlled wheel Effective projected luminous lens area 1/2 Full-treadle brake application Heavy hauler trailer (1) Its brake lines are designed to adapt to separation or extension of the vehicle frame; or (2) Its body consists only of a platform whose primary cargo-carrying surface is not more than 40 inches above the ground in an unloaded condition, except that it may include sides that are designed to be easily removable and a permanent “front end structure” as that term is used in § 393.106 of this title. Independently controlled wheel Indirectly controlled wheel Initial brake temperature Intermodal shipping container Load divider dolly Maximum drive-through speed Maximum treadle travel Peak friction coefficient PFC Pulpwood trailer Tandem axle Straddle trailer Wheel lockup S5. Requirements. S5.1 Required equipment for trucks and buses. S5.1.1 Air compressor. S5.1.1.1 Air compressor cut-in pressure. S5.1.2 Reservoirs. S5.1.2.1 The combined volume of all service reservoirs and supply reservoirs shall be at least 12 times the combined volume of all service brake chambers. For each brake chamber type having a full stroke at least as great as the first number in Column 1 of Table V, but no more than the second number in Column 1 of Table V, the volume of each brake chamber for purposes of calculating the required combined service and supply reservoir volume shall be either that specified in Column 2 of Table V or the actual volume of the brake chamber at maximum travel of the brake piston or pushrod, whichever is lower. The volume of a brake chamber not listed in Table V is the volume of the brake chamber at maximum travel of the brake piston or pushrod. The reservoirs of the truck portion of an auto transporter need not meet this requirement for reservoir volume. S5.1.2.2 Each reservoir shall be capable of withstanding an internal hydrostatic pressure of five times the compressor cutout pressure or 500 psi, whichever is greater, for 10 minutes. S5.1.2.3 Each service reservoir system shall be protected against loss of air pressure due to failure or leakage in the system between the service reservoir and the source of air pressure, by check valves or equivalent devices whose proper functioning can be checked without disconnecting any air line or fitting. S5.1.2.4 Each reservoir shall have a condensate drain valve that can be manually operated. S5.1.3 Towing vehicle protection system. S5.1.4 Pressure gauge. S5.1.5 Warning signal. S5.1.6 Antilock brake system. S5.1.6.1(a) Each single-unit vehicle manufactured on or after March 1, 1998, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle and the wheels of at least one rear axle of the vehicle. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system. (b) Each truck tractor manufactured on or after March 1, 1997, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle and the wheels of at least one rear axle of the vehicle, with the wheels of at least one axle being independently controlled. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system. A truck tractor shall have no more than three wheels controlled by one modulator. S5.1.6.2 Antilock malfunction signal and circuit. (a) Each truck tractor manufactured on or after March 1, 1997, and each single unit vehicle manufactured on or after March 1, 1998, shall be equipped with an indicator lamp, mounted in front of and in clear view of the driver, which is activated whenever there is a malfunction that affects the generation or transmission of response or control signals in the vehicle's antilock brake system. The indicator lamp shall remain activated as long as such a malfunction exists, whenever the ignition (start) switch is in the “on” (“run”) position, whether or not the engine is running. Each message about the existence of such a malfunction shall be stored in the antilock brake system after the ignition switch is turned to the “off” position and automatically reactivated when the ignition switch is again turned to the “on” (“run”) position. The indicator lamp shall also be activated as a check of lamp function whenever the ignition is turned to the “on” (“run”) position. The indicator lamp shall be deactivated at the end of the check of lamp function unless there is a malfunction or a message about a malfunction that existed when the key switch was last turned to the “off” position. (b) Each truck tractor manufactured on or after March 1, 2001, and each single unit vehicle manufactured on or after March 1, 2001, that is equipped to tow another air-braked vehicle, shall be equipped with an electrical circuit that is capable of transmitting a malfunction signal from the antilock brake system(s) on one or more towed vehicle(s) (e.g., trailer(s) and dolly(ies)) to the trailer ABS malfunction lamp in the cab of the towing vehicle, and shall have the means for connection of this electrical circuit to the towed vehicle. Each such truck tractor and single unit vehicle shall also be equipped with an indicator lamp, separate from the lamp required in S5.1.6.2(a), mounted in front of and in clear view of the driver, which is activated whenever the malfunction signal circuit described above receives a signal indicating an ABS malfunction on one or more towed vehicle(s). The indicator lamp shall remain activated as long as an ABS malfunction signal from one or more towed vehicle(s) is present, whenever the ignition (start) switch is in the “on” (“run”) position, whether or not the engine is running. The indicator lamp shall also be activated as a check of lamp function whenever the ignition is turned to the “on” (“run”) position. The indicator lamp shall be deactivated at the end of the check of lamp function unless a trailer ABS malfunction signal is present. (c) [Reserved] S5.1.6.3 Antilock power circuit for towed vehicles. S5.1.7 Service brake stop lamp switch. S5.1.8 Brake distribution and automatic adjustment. (a) Brake adjuster. (b) Brake indicator. S5.2 Required equipment for trailers. S5.2.1 Reservoirs. S5.2.1.1 The total volume of each service reservoir shall be at least eight times the combined volume of all service brake chambers serviced by that reservoir. For each brake chamber type having a full stroke at least as great as the first number in Column 1 of Table V, but no more than the second number in column 1, the volume of each brake chamber for purposes of calculating the required total service reservoir volume shall be either the number specified in Column 2 of Table V or the actual volume of the brake chamber at maximum travel of the brake piston or pushrod, whichever is lower. The volume of a brake chamber not listed in Table V is the volume of the brake chamber at maximum travel of the brake piston or pushrod. The reservoirs on a heavy hauler trailer and the trailer portion of an auto transporter need not meet this requirement for reservoir volume. S5.2.1.2 Each reservoir shall be capable of withstanding an internal hydrostatic pressure of 500 psi for 10 minutes. S5.2.1.3 Each reservoir shall have a condensate drain valve that can be manually operated. S5.2.1.4 Each service reservoir shall be protected against loss of air pressure due to failure or leakage in the system between the service reservoir and its source of air pressure by check valves or equivalent devices. S5.2.2 Brake distribution and automatic adjustment. (a) Brake adjuster. (b) Brake indicator. S5.2.3 Antilock brake system. S5.2.3.1(a) Each semitrailer (including a trailer converter dolly) manufactured on or after March 1, 1998, shall be equipped with an antilock brake system that directly controls the wheels of at least one axle of the vehicle. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system. (b) Each full trailer manufactured on or after March 1, 1998, shall be equipped with an antilock brake system that directly controls the wheels of at least one front axle of the vehicle and at least one rear axle of the vehicle. Wheels on other axles of the vehicle may be indirectly controlled by the antilock brake system. S5.2.3.2 Antilock malfunction signal. S5.2.3.3 Antilock malfunction indicator. (a) In addition to the requirements of S5.2.3.2, each trailer and trailer converter dolly shall be equipped with an external antilock malfunction indicator lamp that meets the requirements of S5.2.3.3 (b) through (d). (b)(1) The lamp shall be designed to conform to the performance requirements of SAE Recommended Practice J592 JUN92 (incorporated by reference, see § 571.5), or SAE Recommended Practice J592e (1972) (incorporated by reference, see § 571.5), for combination, clearance, and side marker lamps, which are marked with a “PC” or “P2” on the lens or housing, in accordance with SAE Recommended Practice J759 JAN95 (incorporated by reference, see § 571.5). (2) The color of the lamp shall be yellow. (3) The letters “ABS” shall be permanently molded, stamped, or otherwise marked or labeled in letters not less than 10 mm (0.4 inches) high on the lamp lens or its housing to identify the function of the lamp. Alternatively, the letters “ABS” may be painted on the trailer body or dolly or a plaque with the letters “ABS” may be affixed to the trailer body or converter dolly; the letters “ABS” shall be not less than 25 mm (1 inch) high. A portion of one of the letters in the alternative identification shall be not more than 150 mm (5.9 inches) from the edge of the lamp lens. (c) Location requirements. (2) Each trailer converter dolly shall be equipped with a lamp mounted on a permanent structure of the dolly so that the lamp is not less than 375 mm (14.8 inches) above the road surface when measured from the center of the lamp with the dolly at curb weight. When a person, standing 3 meters (9.8 feet) from the lamp, views the lamp from a perspective perpendicular to the vehicle's centerline, no portion of the lamp shall be obscured by any structure on the dolly. (3) Each trailer that is not a trailer converter dolly and on which the malfunction indicator lamp cannot be placed within the location specified in S5.2.3.3(c)(1) shall be equipped with a lamp mounted on a permanent structure on the left side of the trailer as viewed from the rear, near the red rear side marker lamp or on the front face of the left rear fender of a trailer equipped with fenders. (d) The lamp shall be illuminated whenever power is supplied to the antilock brake system and there is a malfunction that affects the generation or transmission of response or control signals in the trailer's antilock brake system. The lamp shall remain illuminated as long as such a malfunction exists and power is supplied to the antilock brake system. Each message about the existence of such a malfunction shall be stored in the antilock brake system whenever power is no longer supplied to the system. The lamp shall be automatically reactivated when power is again supplied to the trailer's antilock brake system. The lamp shall also be activated as a check of lamp function whenever power is first supplied to the antilock brake system and the vehicle is stationary. The lamp shall be deactivated at the end of the check of lamp function, unless there is a malfunction or a message about a malfunction that existed when power was last supplied to the antilock brake system. S5.3 Service brakes—road tests. The service brake system on each truck tractor shall, under the conditions of S6, meet the requirements of S5.3.1, S5.3.3, S5.3.4, and S5.3.6, when tested without adjustments other than those specified in this standard. The service brake system on each bus and truck (other than a truck tractor shall) manufactured before July 1, 2005 and each bus and truck (other than a truck tractor) manufactured in two or more stages shall, under the conditions of S6, meet the requirements of S5.3.1, S5.3.3, and S5.3.4 when tested without adjustments other than those specified in this standard. The service brake system on each bus and truck (other than a truck tractor) manufactured on or after July 1, 2005 and each bus and truck (other than a truck tractor) manufactured in two or more stages on or after July 1, 2006 shall, under the conditions of S6, meet the requirements of S5.3.1, S5.3.3, S5.3.4, and S5.3.6, when tested without adjustments other than those specified in this standard. The service brake system on each trailer shall, under the conditions of S6, meet the requirements of S5.3.3, S5.3.4, and S5.3.5 when tested without adjustments other than those specified in this standard. However, a heavy hauler trailer and the truck and trailer portions of an auto transporter need not met the requirements of S5.3. S5.3.1 Stopping distance—trucks and buses. (a) At vehicle speeds above 20 mph, any wheel on a nonsteerable axle other than the two rearmost nonliftable, nonsteerable axles may lock up, for any duration. The wheels on the two rearmost nonliftable, nonsteerable axles may lock up according to S5.3.1(b). (b) At vehicle speeds above 20 mph, one wheel on any axle or two wheels on any tandem may lock up for any duration. (c) At vehicle speeds above 20 mph, any wheel not permitted to lock in S5.3.1 (a) or (b) may lock up repeatedly, with each lockup occurring for a duration of one second or less. (d) At vehicle speeds of 20 mph or less, any wheel may lock up for any duration. S5.3.1.1 Stop the vehicle from 60 mph on a surface with a peak friction coefficient of 1.02 with the vehicle loaded as follows: (a) Loaded to its GVWR so that the load on each axle, measured at the tire-ground interface, is most nearly proportional to the axles' respective GAWRs, without exceeding the GAWR of any axle. (b) In the truck tractor only configuration plus up to 500 lbs. or, at the manufacturer's option, at its unloaded weight plus up to 500 lbs. (including driver and instrumentation) and plus not more than an additional 1,000 lbs. for a roll bar structure on the vehicle, and (c) At its unloaded vehicle weight (except for truck tractors) plus up to 500 lbs. (including driver and instrumentation) or, at the manufacturer's option, at its unloaded weight plus up to 500 lbs. (including driver and instrumentation) plus not more than an additional 1,000 lbs. for a roll bar structure on the vehicle. If the speed attainable in two miles is less than 60 mph, the vehicle shall stop from a speed in Table II that is four to eight mph less than the speed attainable in two miles. S5.3.2 [Reserved] S5.3.3 Brake actuation time. S5.3.3.1(a) With an initial service reservoir system air pressure of 100 psi, the air pressure in each brake chamber shall, when measured from the first movement of the service brake control, reach 60 psi in not more than 0.45 second in the case of trucks and buses, 0.50 second in the case of trailers, other than trailer converter dollies, designed to tow another vehicle equipped with air brakes, 0.55 second in the case of trailer converter dollies, and 0.60 second in the case of trailers other than trailers designed to tow another vehicle equipped with air brakes. A vehicle designed to tow another vehicle equipped with air brakes shall meet the above actuation time requirement with a 50-cubic-inch test reservoir connected to the control line output coupling. A trailer, including a trailer converter dolly, shall meet the above actuation time requirement with its control line input coupling connected to the test rig shown in Figure 1. (b) For a vehicle that is designed to tow another vehicle equipped with air brakes, the pressure in the 50-cubic-inch test reservoir referred to in S5.3.3.1(a) shall, when measured from the first movement of the service brake control, reach 60 psi not later than the time the fastest brake chamber on the vehicle reaches 60 psi or, at the option of the manufacturer, in not more than 0.35 second in the case of trucks and buses, 0.55 second in the case of trailer converter dollies, and 0.50 second in the case of trailers other than trailer converter dollies. S5.3.4 Brake release time. S5.3.4.1(a) With an initial service brake chamber air pressure of 95 psi, the air pressure in each brake chamber shall, when measured from the first movement of the service brake control, fall to 5 psi in not more than 0.55 second in the case of trucks and buses; 1.00 second in the case of trailers, other than trailer converter dollies, designed to tow another vehicle equipped with air brakes; 1.10 seconds in the case of trailer converter dollies; and 1.20 seconds in the case of trailers other than trailers designed to tow another vehicle equipped with air brakes. A vehicle designated to tow another vehicle equipped with air brakes shall meet the above release time requirement with a 50-cubic-inch test reservoir connected to the control line output coupling. A trailer, including a trailer converter dolly, shall meet the above release time requirement with its control line input coupling connected to the test rig shown in Figure 1. (b) For vehicles designed to tow another vehicle equipped with air brakes, the pressure in the 50-cubic-inch test reservoir referred to in S5.3.4.1(a) shall, when measured from the first movement of the service brake control, fall to 5 psi in not more than 0.75 seconds in the case of trucks and buses, 1.10 seconds in the case of trailer converter dollies, and 1.00 seconds in the case of trailers other than trailer converter dollies. S5.3.5 Control signal pressure differential—converter dollies and trailers designed to tow another vehicle equipped with air brakes. (a) For a trailer designed to tow another vehicle equipped with air brakes, the pressure differential between the control line input coupling and a 50-cubic-inch test reservoir attached to the control line output coupling shall not exceed the values specified in S5.3.5(a) (1), (2), and (3) under the conditions specified in S5.3.5(b) (1) through (4): (1) 1 psi at all input pressures equal to or greater than 5 psi, but not greater than 20 psi; (2) 2 psi at all input pressures equal to or greater than 20 psi but not greater than 40 psi; and (3) Not more than a 5-percent differential at any input pressure equal to or greater than 40 psi. (b) The requirements in S5.3.5(a) shall be met— (1) When the pressure at the input coupling is steady, increasing or decreasing; (2) When air is applied to or released from the control line input coupling using the trailer test rig shown in Figure 1; (3) With a fixed orifice consisting of a 0.0180 inch diameter hole (no. 77 drill bit) in a 0.032 inch thick disc installed in the control line between the trailer test rig coupling and the vehicle's control line input coupling; and (4) Operating the trailer test rig in the same manner and under the same conditions as it is operated during testing to measure brake actuation and release times, as specified in S5.3.3 and S5.3.4, except for the installation of the orifice in the control line to restrict airflow rate. S5.3.6 Stability and control during braking—trucks and buses. When stopped four consecutive times for each combination of weight, speed, and road conditions specified in S5.3.6.1 and S5.3.6.2, each truck tractor shall stop at least three times within the 12-foot lane, without any part of the vehicle leaving the roadway. When stopped four consecutive times for each combination of weight, speed, and road conditions specified in S5.3.6.1 and S5.3.6.2, each bus and truck (other than a truck tractor) manufactured on or after July 1, 2005, and each bus and truck (other than a truck tractor) manufactured in two or more stages on or after July 1, 2006, shall stop at least three times within the 12-foot lane, without any part of the vehicle leaving the roadway. S5.3.6.1 Using a full-treadle brake application for the duration of the stop, stop the vehicle from 30 mph or 75 percent of the maximum drive-through speed, whichever is less, on a 500-foot radius curved roadway with a wet level surface having a peak friction coefficient of 0.55 when measured on a straight or curved section of the curved roadway using an ASTM F2493 standard reference tire, in accordance with ASTM E1337-19 (incorporated by reference, see § 571.5), at a speed of 40 mph, with water delivery. S5.3.6.2 Stop the vehicle, with the vehicle: (a) Loaded to its GVWR, for a truck tractor, and (b) At its unloaded weight plus up to 500 pounds (including driver and instrumentation), or at the manufacturer's option, at its unloaded weight plus up to 500 pounds (including driver and instrumentation) and plus not more than an additional 1000 pounds for a roll bar structure on the vehicle, for a truck, bus, or truck tractor. S5.4 Service brake system—dynamometer tests. S5.4.1 Brake retardation force. S5.4.1.1 After burnishing the brake pursuant to S6.2.6, retain the brake assembly on the inertia dynamometer. With an initial brake temperature between 125 °F. and 200 °F., conduct a stop from 50 m.p.h., maintaining brake chamber air pressure at a constant 20 psi. Measure the average torque exerted by the brake from the time the specified air pressure is reached until the brake stops and divide by the static loaded tire radius specified by the tire manufacturer to determine the retardation force. Repeat the procedure six times, increasing the brake chamber air pressure by 10 psi each time. After each stop, rotate the brake drum or disc until the temperature of the brake falls to between 125 °F. and 200 °F. S5.4.2 Brake power. S5.4.2.1 With an initial brake temperature between 150 °F. and 200 °F. for the first brake application, and the drum or disc rotating at a speed equivalent to 50 m.p.h., apply the brake and decelerate at an average deceleration rate of 9 f.p.s.p.s. to 15 m.p.h. Upon reaching 15 m.p.h., accelerate to 50 m.p.h. and apply the brake for a second time 72 seconds after the start of the first application. Repeat the cycle until 10 decelerations have been made. The service line air pressure shall not exceed 100 psi during any deceleration. S5.4.2.2 One minute after the end of the last deceleration required by S5.4.2.1 and with the drum or disc rotating at a speed of 20 m.p.h., decelerate to a stop at an average deceleration rate of 14 f.p.s.p.s. S5.4.3 Brake recovery. 2 2 2 (a) Notwithstanding S5.4.3, neither front axle brake of a truck-tractor is subject to the requirements set forth in S5.4.3. (b) Notwithstanding S5.4.3, neither front axle brake of a bus or a truck other than a truck-tractor is subject to the requirement set forth in S5.4.3 prohibiting the service line air pressure from being less than 20 lb/in 2 2 S5.5 Antilock system. S5.5.1 Antilock system malfunction. S5.5.2 Antilock system power—trailers. S5.6 Parking brakes. (a) Except as provided in S5.6(b) and S5.6(c), each vehicle other than a trailer converter dolly shall have a parking brake system that under the conditions of S6.1 meets the requirements of: (1) S5.6.1 or S5.6.2, at the manufacturer's option, and (2) S5.6.3, S5.6.4, S5.6.5, and S5.6.6. (b) At the option of the manufacturer, for vehicles equipped with brake systems which incorporate a common diaphragm, the performance requirements specified in S5.6(a) which must be met with any single leakage-type failure in a common diaphragm may instead be met with the level of leakage-type failure determined in S5.6.7. The election of this option does not affect the performance requirements specified in S5.6(a) which apply with single leakage-type failures other than failures in a common diaphragm. (c) At the option of the manufacturer, the trailer portion of any agricultural commodity trailer, heavy hauler trailer, or pulpwood trailer may meet the requirements of § 393.43 of this title instead of the requirements of S5.6(a). S5.6.1 Static retardation force. (a) In the case of a vehicle other than a truck-tractor that is equipped with more than two axles, such that the quotient static retardation force/GAWR is not less than 0.28 for any axle other than a steerable front axle; and (b) In the case of a truck-tractor that is equipped with more than two axles, such that the quotient static retardation force/GVWR is not less than 0.14. S5.6.2 Grade holding. (a) When loaded to its GVWR, and (b) At its unloaded vehicle weight plus 1500 pounds (including driver and instrumentation and roll bar). S5.6.3 Application and holding. S5.6.3.1 The parking brake system shall be capable of achieving the minimum performance specified either in S5.6.1 or S5.6.2 with any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (excluding failure of a component of a brake chamber housing but including failure of any brake chamber diaphragm that is part of any other brake system including a diaphragm which is common to the parking brake system and any other brake system), when the pressures in the vehicle's parking brake chambers are at the levels determined in S5.6.3.4. S5.6.3.2 A mechanical means shall be provided that, after a parking brake application is made with the pressures in the vehicle's parking brake chambers at the levels determined in S5.6.3.4, and all air and fluid pressures in the vehicle's braking systems are then bled down to zero, and without using electrical power, holds the parking brake application with sufficient parking retardation force to meet the minimum performance specified in S5.6.3.1 and in either S5.6.1 or S5.6.2. S5.6.3.3 For trucks and buses, with an initial reservoir system pressure of 100 psi and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the supply line coupling, no later than three seconds from the time of actuation of the parking brake control, the mechanical means referred to in S5.6.3.2 shall be actuated. For trailers, with the supply line initially pressurized to 100 psi using the supply line portion of the trailer test rig (Figure 1) and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the rear supply line coupling, no later than three seconds from the time venting to the atmosphere of the front supply line coupling is initiated, the mechanical means referred to in S5.6.3.2 shall be actuated. This requirement shall be met for trucks, buses and trailers both with and without any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1). S5.6.3.4 The parking brake chamber pressures for S5.6.3.1 and S5.6.3.2 are determined as follows. For trucks and buses, with an initial reservoir system pressure of 100 psi and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the supply line coupling, any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is introduced in the brake system. The parking brake control is actuated and the pressures in the vehicle's parking brake chambers are measured three seconds after that actuation is initiated. For trailers, with the supply line initially pressurized to 100 psi using the supply line portion of the trailer test rig (Figure 1) and, if designed to tow a vehicle equipped with air brakes, with a 50 cubic inch test reservoir connected to the rear supply line coupling, any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is introduced in the brake system. The front supply line coupling is vented to the atmosphere and the pressures in the vehicle's parking brake chambers are measured three seconds after that venting is initiated. S5.6.4 Parking brake control—trucks and buses. S5.6.5 Release Performance. S5.6.5.1 For trucks and buses, with initial conditions as specified in S5.6.5.2, at all times after an application actuation of the parking brake control, and with any subsequent level of pressure, or combination of levels of pressure, in the reservoirs of any of the vehicle's brake systems, no reduction in parking brake retardation force shall result from a release actuation of the parking brake control unless the parking brakes are capable, after such release, of being reapplied at a level meeting the minimum performance specified either in S5.6.1 or S5.6.2. This requirement shall be met both with and without the engine on, and with and without single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1). S5.6.5.2 The initial conditions for S5.6.5.1 are as follows: The reservoir system pressure is 100 psi. If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the supply line coupling. S5.6.5.3 For trailers, with initial conditions as specified in S5.6.5.4, at all times after actuation of the parking brakes by venting the front supply line coupling to the atmosphere, and with any subsequent level of pressure, or combination of levels of pressure, in the reservoirs of any of the vehicle's brake systems, the parking brakes shall not be releasable by repressurizing the supply line using the supply line portion of the trailer test rig (Figure 1) to any pressure above 70 psi, unless the parking brakes are capable, after such release, of reapplication by subsequent venting of the front supply line coupling to the atmosphere, at a level meeting the minimum performance specified either in S5.6.1 or S5.6.2. This requirement shall be met both with and without any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1). S5.6.5.4 The initial conditions for S5.6.5.3 are as follows: The reservoir system and supply line are pressurized to 100 psi, using the supply line portion of the trailer test rig (Figure 1). If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the rear supply line coupling. S5.6.6 Accumulation of actuation energy. S5.6.6.1 For trucks and buses, with initial conditions as specified in S5.6.6.2, the parking brake system shall be capable of meeting the minimum performance specified either in S5.6.1 or S5.6.2, with any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1) at the conclusion of the test sequence specified in S5.6.6.3. S5.6.6.2 The initial conditions for S5.6.6.1 are as follows: The engine is on. The reservoir system pressure is 100 psi. If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the supply line coupling. S5.6.6.3 The test sequence for S5.6.6.1 is as follows: The engine is turned off. Any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is then introduced in the brake system. An application actuation of the parking brake control is then made. Thirty seconds after such actuation, a release actuation of the parking brake control is made. Thirty seconds after the release actuation, a final application actuation of the parking brake control is made. S5.6.6.4 For trailers, with initial conditions as specified in S5.6.6.5, the parking brake system shall be capable of meeting the minimum performance specified either in S5.6.1 or S5.6.2, with any single leakage-type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), at the conclusion of the test sequence specified in S5.6.6.6. S5.6.6.5 The initial conditions for S5.6.6.4 are as follows: The reservoir system and supply line are pressurized to 100 psi, using the supply line portion of the trailer test rig (Figure 1). If the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir is connected to the rear supply line coupling. S5.6.6.6 The test sequence for S5.6.6.4 is as follows. Any single leakage type failure, in any other brake system, of a part designed to contain compressed air or brake fluid (consistent with the parenthetical phrase specified in S5.6.3.1), is introduced in the brake system. The front supply line coupling is vented to the atmosphere. Thirty seconds after the initiation of such venting, the supply line is repressurized with the trailer test rig (Figure 1). Thirty seconds after the initiation of such repressurizing of the supply line, the front supply line is vented to the atmosphere. This procedure is conducted either by connection and disconnection of the supply line coupling or by use of a valve installed in the supply line portion of the trailer test rig near the supply line coupling. S5.6.7 Maximum level of common diaphragm leakage-type failure/ Equivalent level of leakage from the air chamber containing that diaphragm. S5.6.7.1 Trucks and buses. S5.6.7.1.1 According to the following procedure, determine the threshold level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which the vehicle's parking brakes become unreleasable. With an initial reservoir system pressure of 100 psi, the engine turned off, no application of any of the vehicle's brakes, and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, introduce a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm). Apply the parking brakes by making an application actuation of the parking brake control. Reduce the pressures in all of the vehicle's reservoirs to zero, turn on the engine and allow it to idle, and allow the pressures in the vehicle's reservoirs to rise until they stabilize or until the compressor shut-off point is reached. At that time, make a release actuation of the parking brake control, and determine whether all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation force to meet the minimum performance specified in either S5.6.1 or S5.6.2. Repeat this procedure with progressively decreasing or increasing levels (whichever is applicable) of leakage-type diaphragm failures or equivalent leakages, to determine the minimum level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation forces to meet the minimum performance specified in either S5.6.1 or S5.6.2. S5.6.7.1.2 At the level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) determined in S5.6.7.1.1, and using the following procedure, determine the threshold maximum reservoir rate (in psi per minute). With an initial reservoir system pressure of 100 psi, the engine turned off, no application of any of the vehicle's brakes and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, make an application actuation of the parking brake control. Determine the maximum reservoir leakage rate (in psi per minute), which is the maximum rate of decrease in air pressure of any of the vehicle's reservoirs that results after that parking brake application. S5.6.7.1.3 Using the following procedure, introduce a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm) that results in a maximum reservoir leakage rate that is three times the threshold maximum reservoir leakage rate determined in S5.6.7.1.2. With an initial reservoir system pressure of 100 psi, the engine turned off, no application of any of the vehicle's brakes and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, make an application actuation of the parking brake control. Determine the maximum reservoir leakage rate (in psi per minute), which is the maximum rate of decrease in air pressure of any of the vehicle's reservoirs that results after that parking brake application. The level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) associated with this reservoir leakage rate is the level that is to be used under the option set forth in S5.6(b). S5.6.7.2 Trailers. S5.6.7.2.1 According to the following procedure, determine the threshold level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which the vehicle's parking brakes become unreleasable. With an initial reservoir system and supply line pressure of 100 psi, no application of any of the vehicle's brakes, and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the supply line coupling, introduce a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm). Make a parking brake application by venting the front supply line coupling to the atmosphere, and reduce the pressures in all of the vehicle's reservoirs to zero. Pressurize the supply line by connecting the trailer's front supply line coupling to the supply line portion of the trailer test rig (Figure 1) with the regulator of the trailer test rig set at 100 psi, and determine whether all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation forces to meet the minimum performance specified in either S5.6.1 or S5.6.2. Repeat this procedure with progressively decreasing or increasing levels (whichever is applicable) of leakage-type diaphragm failures or equivalent leakages, to determine the minimum level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) at which all of the mechanical means referred to in S5.6.3.2 continue to be actuated and hold the parking brake applications with sufficient parking retardation forces to meet the minimum performance specified in either S5.6.1 or S5.6.2. S5.6.7.2.2 At the level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) determined in S5.6.7.2.1, and using the following procedure, determine the threshold maximum reservoir leakage rate (in psi per minute). With an initial reservoir system and supply line pressure of 100 psi, no application of any of the vehicle's brakes and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the rear supply line coupling, make a parking brake application by venting the front supply line coupling to the atmosphere. Determine the maximum reservoir leakage rate (in psi per minute), which is the maximum rate of decrease in air pressure of any of the vehicle's reservoirs that results after that parking brake application. S5.6.7.2.3 Using the following procedure, a leakage-type failure of the common diaphragm (or equivalent leakage from the air chamber containing that diaphragm) that results in a maximum reservoir leakage rate that is three times the threshold maximum reservoir leakage rate determined in S5.6.7.2.2. With an initial reservoir system and supply line pressure of 100 psi, no application of any of the vehicle's brakes and, if the vehicle is designed to tow a vehicle equipped with air brakes, a 50 cubic inch test reservoir connected to the rear supply line coupling, make a parking brake application by venting the front supply line coupling to the atmosphere. Determine the maximum reservoir leakage rate (in psi per minute), which is the maximum rate of decrease in air pressure of any of the vehicle's reservoirs that results after that parking brake application. The level of common diaphragm leakage-type failure (or equivalent level of leakage from the air chamber containing that diaphragm) associated with this reservoir leakage rate is the level that is to be used under the option set forth in S5.6(b). S5.7 Emergency brake system for trucks and buses. S5.7.1 Emergency brake system performance. S5.7.2 Emergency brake system operation. S5.7.3 Towing vehicle emergency brake requirements. (a) In the case of a truck-tractor in the unloaded condition and a single unit truck which is capable of towing an airbrake equipped vehicle and is loaded to GVWR, be capable of meeting the requirements of S5.7.1 by operation of the service brake control only, with the trailer air supply line and air control line from the towing vehicle vented to the atmosphere in accordance with S6.1.14; (b) Be capable of modulating the air in the supply or control line to the trailer by means of the service brake control with a single failure in the towing vehicle service brake system as specified in S5.7.1. (c) [Reserved] S5.8 Emergency brakes for trailers. S5.8.1 Emergency braking capability. (a) A parking brake system that conforms to S5.6 and that applies with the force specified in S5.6.1 or S5.6.2 when the air pressure in the supply line is at atmospheric pressure, or (b) An emergency system that automatically applies the service brakes when the service reservoir is at any pressure above 20 lb/in 2 S5.8.2 Supply line pressure retention. S5.8.3 Automatic application of parking brakes. S5.8.4 Automatic application of air-applied, mechanically held parking brakes. S5.9 Final inspection. S6. Conditions. S6.1 Road test conditions. S6.1.1 Except as otherwise specified, the vehicle is loaded to its GVWR, distributed proportionally to its GAWRs. During the burnish procedure specified in S6.1.8, truck tractors shall be loaded to their GVWR, by coupling them to an unbraked flatbed semitrailer, which semitrailer shall be loaded so that the weight of the tractor-trailer combination equals the GVWR of the truck tractor. The load on the unbraked flatbed semitrailer shall be located so that the truck tractor's wheels do not lock during burnish. S6.1.2 The inflation pressure is as specified by the vehicle manufacturer for the GVWR. S6.1.3 Unless otherwise specified, the transmission selector control is in neutral or the clutch is disengaged during all decelerations and during static parking brake tests. S6.1.4 All vehicle openings (doors, windows, hood, trunk, cargo doors, etc.) are in a closed position except as required for instrumentation purposes. S6.1.5 The ambient temperature is between 32 °F. and 100 °F. S6.1.6 The wind velocity is zero. S6.1.7 Unless otherwise specified, stopping tests are conducted on a 12-foot wide level, straight roadway having a peak friction coefficient of 1.02. For road tests in S5.3, the vehicle is aligned in the center of the roadway at the beginning of a stop. Peak friction coefficient is measured using an ASTM F2493 standard reference test tire in accordance with ASTM E1337-19 (incorporated by reference, see § 571.5), at a speed of 40 mph, without water delivery for the surface with PFC of 1.02, and with water delivery for the surface with PFC of 0.55. S6.1.8 For vehicles with parking brake systems not utilizing the service brake friction elements, burnish the friction elements of such systems prior to the parking brake test according to the manufacturer's recommendations. For vehicles with parking brake systems utilizing the service brake friction elements, burnish the brakes as follows: With the transmission in the highest gear appropriate for a speed of 40 mph, make 500 snubs between 40 mph and 20 mph at a deceleration rate of 10 f.p.s.p.s., or at the vehicle's maximum deceleration rate if less than 10 f.p.s.p.s. Except where an adjustment is specified, after each brake application accelerate to 40 mph and maintain that speed until making the next brake application at a point 1 mile from the initial point of the previous brake application. If the vehicle cannot attain a speed of 40 mph in 1 mile, continue to accelerate until the vehicle reaches 40 mph or until the vehicle has traveled 1.5 miles from the initial point of the previous brake application, whichever occurs first. Any automatic pressure limiting valve is in use to limit pressure as designed. The brakes may be adjusted up to three times during the burnish procedure, at intervals specified by the vehicle manufacturer, and may be adjusted at the conclusion of the burnishing, in accordance with the vehicle manufacturer's recommendation. S6.1.9 Static parking brake tests for a semitrailer are conducted with the front-end supported by an unbraked dolly. The weight of the dolly is included as part of the trailer load. S6.1.10 In a test other than a static parking test, a truck tractor is tested at its GVWR by coupling it to an unbraked flatbed semi-trailer (hereafter, control trailer) as specified in S6.1.10.2 to S6.1.10.4. S6.1.10.1 [Reserved] S6.1.10.2 The center of gravity height of the ballast on the loaded control trailer shall be less than 24 inches above the top of the tractor's fifth wheel. S6.1.10.3 The control trailer has a single axle with a GAWR of 18,000 pounds and a length, measured from the transverse centerline of the axle to the centerline of the kingpin, of 258 ±6 inches. S6.1.10.4 The control trailer is loaded so that its axle is loaded at 4,500 pounds and the tractor is loaded to its GVWR, loaded above the kingpin only, with the tractor's fifth wheel adjusted so that the load on each axle measured at the tire-ground interface is most nearly proportional to the axles' respective GAWRs, without exceeding the GAWR of the tractor's axle or axles or control trailer's axle. S6.1.11 Special drive conditions. S6.1.12 Liftable axles. S6.1.13 Trailer test rig. The trailer test rig shown in Figure 1 is calibrated in accordance with the calibration curves shown in Figure 3. For the requirements of S5.3.3.1 and S5.3.4.1, the pressure in the trailer test rig reservoir is initially set at 100 psi for actuation tests and 95 psi for release tests. S6.1.14 In testing the emergency braking system of towing vehicles under S5.7.3(a), the hose(s) is vented to the atmosphere at any time not less than 1 second and not more than 1 minute before the emergency stop begins, while the vehicle is moving at the speed from which the stop is to be made and any manual control for the towing vehicle protection system is in the position to supply air and brake control signals to the vehicle being towed. No brake application is made from the time the line(s) is vented until the emergency stop begins and no manual operation of the parking brake system or towing vehicle protection system occurs from the time the line(s) is vented until the stop is completed. S6.1.15 Initial brake temperature. S6.1.16 Thermocouples. The brake temperature is measured by plug-type thermocouples installed in the approximate center of the facing length and width of the most heavily loaded shoe or disc pad, one per brake, as shown in Figure 2. A second thermocouple may be installed at the beginning of the test sequence if the lining wear is expected to reach a point causing the first thermocouple to contact the rubbing surface of a drum or rotor. The second thermocouple shall be installed at a depth of .080 inch and located within 1 inch circumferentially of the thermocouple installed at .040 inch depth. For centergrooved shoes or pads, thermocouples are installed within one-eighth of an inch to one-quarter of an inch of the groove and as close to the center as possible. S6.1.17 Selection of compliance options. Where manufacturer options are specified, the manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle. Each manufacturer shall, upon request from the National Highway Traffic Safety Administration, provide information regarding which of the compliance options it has selected for a particular vehicle or make/model. S6.2 Dynamometer test conditions. S6.2.1 The dynamometer inertia for each wheel is equivalent to the load on the wheel with the axle loaded to its GAWR. For a vehicle having additional GAWRs specified for operation at reduced speeds, the GAWR used is that specified for a speed of 50 mph, or, at the option of the manufacturer, any speed greater than 50 mph. S6.2.2 The ambient temperature is between 75 °F. and 100 °F. S6.2.3 Air at ambient temperature is directed uniformly and continuously over the brake drum or disc at a velocity of 2,200 feet per minute. S6.2.4 The temperature of each brake is measured by a single plug-type thermocouple installed in the center of the lining surface of the most heavily loaded shoe or pad as shown in Figure 2. The thermocouple is outside any center groove. S6.2.5 The rate of brake drum or disc rotation on a dynamometer corresponding to the rate of rotation on a vehicle at a given speed is calculated by assuming a tire radius equal to the static loaded radius specified by the tire manufacturer. S6.2.6 Brakes are burnished before testing as follows: place the brake assembly on an inertia dynamometer and adjust the brake as recommended by the vehicle manufacturer. Make 200 stops from 40 mph at a deceleration of 10 f.p.s.p.s., with an initial brake temperature on each stop of not less than 315 °F and not more than 385 °F. Make 200 additional stops from 40 mph at a deceleration of 10 f.p.s.p.s. with an initial brake temperature on each stop of not less than 450 °F and not more than 550 °F. The brakes may be adjusted up to three times during the burnish procedure, at intervals specified by the vehicle manufacturer, and may be adjusted at the conclusion of the burnishing, in accordance with the vehicle manufacturer's recommendation. S6.2.7 The brake temperature is increased to a specified level by conducting one or more stops from 40 m.p.h. at a deceleration of 10 f.p.s.p.s. The brake temperature is decreased to a specified level by rotating the drum or disc at a constant 30 m.p.h. Table I—Stopping Sequence Truck tractors Single unit Burnish (S6.1.8) 1 1 Stability and Control at GVWR (S5.3.6) 2 N/A Stability and Control at LLVW (S5.3.6) 3 5 Manual Adjustment of Brakes 4 N/A 60 mph Service Brake Stops at GVWR (S5.3.1) 5 2 60 mph Emergency Service Brake Stops at GVWR (S5.7.1) N/A 3 Parking Brake Test at GVWR (S5.6) 6 4 Manual Adjustment of Brakes 7 6 60 mph Service Brake Stops at LLVW (S5.3.1) 8 7 60 mph Emergency Service Brake Stops at LLVW (S5.7.1) 9 8 Parking Brake Test at LLVW (S5.6) 10 9 Final Inspection 11 10 Table II—Stopping Distance in Feet Vehicle speed in Service brake Emergency brake (1) (2) (3) (4) (5) (6) (7) (8) 30 70 78 65 78 84 61 170 186 35 96 106 89 106 114 84 225 250 40 125 138 114 138 149 108 288 325 45 158 175 144 175 189 136 358 409 50 195 216 176 216 233 166 435 504 55 236 261 212 261 281 199 520 608 60 280 310 250 310 335 235 613 720 Note: (1) Loaded and Unloaded Buses. (2) Loaded Single-Unit Trucks. (3) Loaded Tractors with Two Axles; or with Three Axles and a GVWR of 70,000 lbs. or less; or with Four or More Axles and a GVWR of 85,000 lbs. or less. Tested with an Unbraked Control Trailer. (4) Loaded Tractors with Three Axles and a GVWR greater than 70,000 lbs.; or with Four or More Axles and a GVWR greater than 85,000 lbs. Tested with an Unbraked Control Trailer. (5) Unloaded Single-Unit Trucks. (6) Unloaded Tractors (Bobtail). (7) All Vehicles except Tractors, Loaded and Unloaded. (8) Unloaded Tractors (Bobtail). Table IIa—Stopping Distance in Feet: Optional Requirements for: (1) Three-Axle Tractors With a Front Axle That Has a GAWR of 14,600 Pounds or Less, and With Two Rear Drive Axles That Have a Combined GAWR of 45,000 Pounds or Less, Manufactured Before August 1, 2011; and (2) All Other Tractors Manufactured Before August 1, 2013 Vehicle speed in miles per hour Service brake Emergency brake (1) (2) (3) (4) (5) (6) 30 70 78 84 89 170 186 35 96 106 114 121 225 250 40 125 138 149 158 288 325 45 158 175 189 200 358 409 50 195 216 233 247 435 504 55 236 261 281 299 520 608 60 280 310 335 355 613 720 Note: Table III—Brake Retardation Force Column 1 brake retardation force/GAWR Column 2 0.05 20 0.12 30 0.18 40 0.25 50 0.31 60 0.37 70 0.41 80 Table IV [Reserved] Table V—Brake Chamber Rated Volumes Brake Chamber type Column 1 full stroke Column 2 Type 9 1.75/2.10 25 Type 12 1.75/2.10 30 Type 14 2.25/2.70 40 Type 16 2.25/2.70 46 Type 18 2.25/2.70 50 Type 20 2.25/2.70 54 Type 24 2.50/3.20 67 Type 30 2.50/3.20 89 Type 36 3.00/3.60 135 [61 FR 27290, May 31, 1996, as amended at 61 FR 49695, Sept. 23, 1996; 61 FR 60636, Nov. 29, 1996; 63 FR 7727, Feb. 17, 1998; 66 FR 64158, Dec. 12, 2001; 67 FR 36820, May 28, 2002; 68 FR 47497, Aug. 11, 2003; 74 FR 9176, Mar. 3, 2009; 74 FR 42785, Aug. 25, 2009; 75 FR 15620, Mar. 30, 2010; 76 FR 44833, July 27, 2011; 77 FR 759, Jan. 6, 2012; 78 FR 9628, Feb. 11, 2013; 78 FR 21853, Apr. 12, 2013; 87 FR 34808, June 8, 2022] § 571.122 Standard No. 122; Motorcycle brake systems. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Antilock brake system ABS Baseline test Brake Brake system Category 3-1 motorcycle 3 Category 3-2 motorcycle 3 Category 3-3 motorcycle 3 Category 3-4 motorcycle 3 Category 3-5 motorcycle 3 Combined brake system CBS (a) For motorcycle categories 3-1 and 3-3: a service brake system where at least two brakes on different wheels are actuated by the operation of a single control. (b) For motorcycle categories 3-2 and 3-5: a service brake system where the brakes on all wheels are actuated by the operation of a single control. (c) For motorcycle category 3-4: a service brake system where the brakes on at least the front and rear wheels are actuated by the operation of a single control. (If the rear wheel and the asymmetrical wheel are braked by the same brake system, this is regarded as the rear brake.) Control Driver mass Engine disconnected Gross vehicle mass Initial brake temperature Laden Lightly loaded Mass in running order Peak braking coefficient PBC Power-assisted braking system Secondary brake system Service brake system Sidecar Single brake system Split service brake system SSBS Stopping distance Test speed Unladen vehicle mass (a) Mass of the vehicle with bodywork and all factory fitted equipment, electrical and auxiliary equipment for normal operation of vehicle, including liquids, tools, fire extinguisher, standard spare parts, chocks and spare wheel, if fitted. (b) The fuel tanks filled to at least 90 percent of rated capacity and the other liquid containing systems (except those for used water) to 100 percent of the capacity specified by the manufacturer. Vmax Wheel lock S5. General requirements. S5.1 Brake system requirements. S5.1.1 Service brake system control operation. S5.1.2 Secondary brake system control operation. S5.1.3 Parking brake system. (a) If a parking brake system is fitted, it shall hold the motorcycle stationary on the slope prescribed in S6.8.2. The parking brake system shall: (1) have a control which is separate from the service brake system controls; and (2) be held in the locked position by solely mechanical means. (b) Each motorcycle equipped with a parking brake shall have a configuration that enables a rider to be able to actuate the parking brake system while seated in the normal driving position. S5.1.4 Two-wheeled motorcycles of categories 3-1 and 3-3. S5.1.5 Three-wheeled motorcycles of category 3-4. S5.1.6 Three-wheeled motorcycles of category 3-2. (a) Two separate service brake systems, except CBS, which, when applied together, operate the brakes on all wheels; or (b) A split service brake system; or (c) A CBS that operates the brake on all wheels and a secondary brake system which may be the parking brake system. S5.1.7 Three-wheeled motorcycles of categories 3-5. (a) A parking brake system; and (b) A foot actuated service brake system which operates the brakes on all wheels by way of either: (1) A split service brake system; or (2) A CBS and a secondary brake system, which may be the parking brake system. S5.1.8 Two separate service brake systems. S5.1.9 Hydraulic service brake system. (a) Have a sealed, covered, separate reservoir for each brake system; and (b) Have a minimum reservoir capacity equivalent to 1.5 times the total fluid displacement required to satisfy the new to fully worn lining condition with the worst case brake adjustment conditions; and (c) Have a reservoir where the fluid level is visible for checking without removal of the cover. (d) Have a brake fluid warning statement that reads as follows, in letters at least 3/32 of an inch high: Warning: Clean filler cap before removing. Use only ________ fluid from a sealed container (1) Permanently affixed, engraved, or embossed; (2) Located so as to be visible by direct view, either on or within 4 inches of the brake-fluid reservoir filler plug or cap; and (3) Of a color that contrasts with its background, if it is not engraved or embossed. S5.1.10 Warning lamps. S5.1.10.1 Split service brake system warning lamps. (a) Each motorcycle that is equipped with a split service brake system shall be fitted with a red warning lamp, which shall be activated: (1) When there is a hydraulic failure on the application of a force of ≤90 N on the control; or (2) Without actuation of the brake control, when the brake fluid level in the master cylinder reservoir falls below the greater of: (i) That which is specified by the manufacturer; or (ii) That which is less than or equal to half of the fluid reservoir capacity. (b) To permit function checking, the warning lamp shall be illuminated by the activation of the ignition switch and shall be extinguished when the check has been completed. The warning lamp shall remain on while a failure condition exists whenever the ignition switch is in the “on” position. (c) Each indicator lamp shall have the legend “Brake Failure” on or adjacent to it in letters not less than 3/32 of an inch high that shall be legible to the driver in daylight when lighted. S5.1.10.2 Antilock brake system warning lamps. (a) Each motorcycle equipped with an ABS system shall be fitted with a yellow warning lamp. The lamp shall be activated whenever there is a malfunction that affects the generation or transmission of signals in the motorcycle's ABS system. (b) To permit function checking, the warning lamp shall be illuminated by the activation of the ignition switch and extinguished when the check has been completed. The warning lamp shall remain on while a failure condition exists whenever the ignition switch is in the “on” position. (c) The warning lamp shall be labeled in accordance with the specifications in Table 3 of Standard No. 123 (49 CFR 571.123) for “ABS Malfunction” (Item No. 13). S5.2 Durability. S5.2.1 Compensation for wear. S5.2.2 Notice of wear. S5.2.3 Testing. S5.3 Measurement of dynamic performance. S5.3.1 Stopping distance. (a) Based on the basic equations of motion: S = 0.1 · V + (X) · V 2 Where: S = stopping distance in meters V = initial vehicle speed in km/h X = a variable based on the requirement for each test (b) To calculate the corrected stopping distance using the actual vehicle test speed, the following formula is used: Ss = 0.1·Vs + (Sa−0.1·Va) · Vs 2 2 Where: Ss = corrected stopping distance in meters Vs = specified vehicle test speed in km/h Sa = actual stopping distance in meters Va = actual vehicle test speed in km/h Note to S5.3.1( b This equation is only valid when the actual test speed (Va) is within ±5 km/h of the specified test speed (Vs). S5.3.2 Continuous deceleration recording. S6. Test conditions, procedures and performance requirements. S6.1 General. S6.1.1 Test surfaces. S6.1.1.1 High friction surface. S6.1.1.2 Low-friction surface. S6.1.1.3 Measurement of PBC. S6.1.1.4 Parking brake system tests. S6.1.1.5 Test lane width. S6.1.2 Ambient temperature. S6.1.3 Wind speed. S6.1.4 Test speed tolerance. S6.1.5 Automatic transmission. S6.1.6 Vehicle position and wheel lock. S6.1.7 Test sequence. S6.2 Preparation. S6.2.1 Engine idle speed. S6.2.2 Tire pressures. S6.2.3 Control application points and direction. S6.2.4 Brake temperature measurement. S6.2.5 Burnishing procedure. S6.2.5.1 Vehicle condition. (a) Vehicle lightly loaded. (b) Engine disconnected. S6.2.5.2 Conditions and procedure. (a) Initial brake temperature. (b) Test speed. (1) Initial speed: 50 km/h or 0.8 Vmax, whichever is lower. (2) Final speed = 5 to 10 km/h. (c) Brake application. (d) Vehicle deceleration. (1) Single front brake system only: (i) 3.0-3.5 meters per second squared (m/s 2 (ii) 1.5-2.0 m/s 2 (2) Single rear brake system only: 1.5-2.0 m/s 2 (3) CBS or split service brake system, and category 3-5: 3.5-4.0 m/s 2 (e) Number of decelerations. (f) For the first stop, accelerate the vehicle to the initial speed and then actuate the brake control under the conditions specified until the final speed is reached. Then reaccelerate to the initial speed and maintain that speed until the brake temperature falls to the specified initial value. When these conditions are met, reapply the brake as specified. Repeat this procedure for the number of specified decelerations. After burnishing, adjust the brakes in accordance with the manufacturer's recommendations. S6.3 Dry stop test—single brake control actuated. S6.3.1 Vehicle condition. (a) The test is applicable to all motorcycle categories. (b) Laden. For vehicles fitted with CBS and split service brake system, the vehicle is tested in the lightly loaded condition in addition to the laden condition. (c) Engine disconnected. S6.3.2 Test conditions and procedure. (a) Initial brake temperature. (b) Test speed. (1) Motorcycle categories 3-1 and 3-2: 40 km/h or 0.9 Vmax, whichever is lower. (2) Motorcycle categories 3-3, 3-4 and 3-5: 60 km/h or 0.9 Vmax, whichever is lower. (c) Brake application. (d) Brake actuation force. (1) Hand control: ≤200 N. (2) Foot control: (i) ≤350 N for motorcycle categories 3-1, 3-2, 3-3, and 3-4. (ii) ≤500 N for motorcycle category 3-5. (e) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops. (f) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph. S6.3.3 Performance requirements. S6.4 Dry stop test—all service brake controls actuated. S6.4.1 Vehicle condition. (a) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5. (b) Lightly loaded. (c) Engine disconnected. S6.4.2 Test conditions and procedure. (a) Initial brake temperature. (b) Test speed. (c) Brake application. (d) Brake actuation force. (1) Hand control: ≤250 N. (2) Foot control: (i) ≤400 N for motorcycle categories 3-3 and 3-4. (ii) ≤500 N for motorcycle category 3-5. (e) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops. (f) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph. S6.4.3 Performance requirements. 2 S6.5 High speed test. S6.5.1 Vehicle condition. (a) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5. (b) Test is not required for vehicles with Vmax ≤125 km/h. (c) Lightly loaded. (d) Engine connected (clutch engaged) with the transmission in the highest gear. S6.5.2 Test conditions and procedure. (a) Initial brake temperature. (b) Test speed. (1) Test speed is 0.8 Vmax for motorcycles with Vmax >125 km/h and <200 km/h. (2) Test speed is 160 km/h for motorcycles with Vmax ≥200 km/h. (c) Brake application. (d) Brake actuation force. (1) Hand control: ≤200 N. (2) Foot control: (i) ≤350 N for motorcycle categories 3-3 and 3-4. (ii) ≤500 N for motorcycle category 3-5. (e) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops. (f) For each stop, accelerate the vehicle to the test speed and then actuate the brake control(s) under the conditions specified in this paragraph. S6.5.3 Performance requirements. 2 S6.6 Wet brake test. S6.6.1 General information. (a) The test is comprised of two parts that are carried out consecutively for each brake system: (1) A baseline test based on the dry stop test—single brake control actuated (S6.3). (2) A single wet brake stop using the same test parameters as in (1), but with the brake(s) being continuously sprayed with water while the test is conducted in order to measure the brakes' performance in wet conditions. (b) The test is not applicable to parking brake systems unless it is the secondary brake. (c) Drum brakes or fully enclosed disc brakes are excluded from this test unless ventilation or open inspection ports are present. (d) This test requires the vehicle to be fitted with instrumentation that gives a continuous recording of brake control force and vehicle deceleration. S6.6.2 Vehicle condition. (a) The test is applicable to all motorcycle categories. (b) Laden. For vehicles fitted with CBS and split service brake system, the vehicle is tested in the lightly loaded condition in addition to the laden condition. (c) Engine disconnected. (d) Each brake is fitted with water spray equipment as shown in Figure 3. (1) Disc brakes—sketch of water spray equipment. (i) Water is sprayed onto each brake with a flow rate of 15 liters/hr. The water is equally distributed on each side of the rotor. (ii) If the surface of the rotor has any shielding, the spray is applied 45° prior to the shield. (iii) If it is not possible to locate the spray in the position shown on the sketch, or if the spray coincides with a brake ventilation hole or similar, the spray nozzle may be advanced by an additional 90° maximum from the edge of the pad, using the same radius. (2) Drum brakes with ventilation and open inspection ports. (i) Water is sprayed equally onto both sides of the drum brake assembly (on the stationary back plate and on the rotating drum) with a flow rate of 15 liters/hr. (ii) The spray nozzles are positioned two thirds of the distance from the outer circumference of the rotating drum to the wheel hub center. (iii) The nozzle position is >15° from the edge of any opening in the drum back plate. S6.6.3 Baseline test—test conditions and procedure. (a) The test in paragraph S6.3 (dry stop test—single brake control actuated) is carried out for each brake system but with the brake control force that results in a vehicle deceleration of 2.5-3.0 m/s 2 (1) The average brake control force measured when the vehicle is traveling between 80 percent and 10 percent of the specified test speed. (2) The average vehicle deceleration in the period 0.5 to 1.0 seconds after the point of actuation of the brake control. (3) The maximum vehicle deceleration during the complete stop but excluding the final 0.5 seconds. (b) Conduct 3 baseline stops and average the values obtained in (1), (2), and (3). S6.6.4 Wet brake test—test conditions and procedure. (a) The vehicle is ridden at the test speed used in the baseline test set out in S6.6.3 with the water spray equipment operating on the brake(s) to be tested and with no application of the brake system. (b) After a distance of ≥500 m, apply the average brake control force determined in the baseline test for the brake system being tested. (c) Measure the average vehicle deceleration in the period 0.5 to 1.0 seconds after the point of actuation of the brake control. (d) Measure the maximum vehicle deceleration during the complete stop but excluding the final 0.5 seconds. S6.6.5 Performance requirements. (a) The value measured in paragraph S6.6.4(c) shall be ≥60 percent of the average deceleration values recorded in the baseline test in paragraph S6.6.3(a)(2), i.e., in the period 0.5 to 1.0 seconds after the point of actuation of the brake control; and (b) The value measured in S6.6.4(d) shall be ≤120 percent of the average deceleration values recorded in the baseline test S6.6.3(a)(3), i.e., during the complete stop but excluding the final 0.5 seconds. S6.7 Heat fade test. S6.7.1 General information. (a) The test comprises three parts that are carried out consecutively for each brake system: (1) A baseline test using the dry stop test—single brake control actuated (S6.3). (2) A heating procedure which consists of a series of repeated stops in order to heat the brake(s). (3) A hot brake stop using the dry stop test—single brake control actuated (S6.3), to measure the brake's performance after the heating procedure. (b) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5. (c) The test is not applicable to parking brake systems and secondary service brake systems. (d) All stops are carried out with the motorcycle laden. (e) The heating procedure requires the motorcycle to be fitted with instrumentation that gives a continuous recording of brake control force and vehicle deceleration. S6.7.2 Baseline test. S6.7.2.1 Vehicle condition—baseline test. S6.7.2.2 Test conditions and procedure—baseline test. (a) Initial brake temperature. (b) Test speed. (c) Brake application. (d) Brake actuation force. (1) Hand control: ≤200 N. (2) Foot control: (i) ≤350 N for motorcycle categories 3-3 and 3-4. (ii) ≤500 N for motorcycle category 3-5. (e) Accelerate the vehicle to the test speed, actuate the brake control under the conditions specified and record the control force required to achieve the vehicle braking performance specified in the table to S6.3.3 (Table 2). S6.7.3 Heating procedure. S6.7.3.1 Vehicle condition—heating procedure. (a) From the specified test speed to 50 per cent specified test speed: connected, with the highest appropriate gear selected such that the engine speed remains above the manufacturer's specified idle speed. (b) From 50 per cent specified test speed to standstill: disconnected. S6.7.3.2 Test conditions and procedure—heating procedure. (a) Initial brake temperature. (b) Test speed. (1) Single brake system, front wheel braking only: 100 km/h or 0.7 Vmax, whichever is the lower. (2) Single brake system, rear wheel braking only: 80 km/h or 0.7 Vmax, whichever is the lower. (3) CBS or split service brake system: 100 km/h or 0.7 Vmax, whichever is the lower. (c) Brake application. (d) Brake actuation force. (1) For the first stop: The constant control force that achieves a vehicle deceleration rate of 3.0—3.5 m/s 2 (2) For the remaining stops: (i) The same constant brake control force as used for the first stop. (ii) Number of stops: 10. (iii) Interval between stops: 1000 m. (e) Carry out a stop to the conditions specified in this paragraph and then immediately use maximum acceleration to reach the specified speed and maintain that speed until the next stop is made. S6.7.4 Hot brake stop—test conditions and procedure. S6.7.5 Performance requirements. 2 1 Where: S 1 S 2 V = specified test speed in km/h. S6.8 Parking brake system test—for motorcycles with parking brakes. S6.8.1 Vehicle condition. (a) The test is applicable to motorcycle categories 3-2, 3-4 and 3-5. (b) Laden. (c) Engine disconnected. S6.8.2 Test conditions and procedure. (a) Initial brake temperature. (b) Test surface gradient. (c) Brake actuation force. (1) Hand control: ≤400 N. (2) Foot control: ≤500 N. (d) For the first part of the test, park the vehicle on the test surface gradient facing up the slope by applying the parking brake system under the conditions specified in this paragraph. If the vehicle remains stationary, start the measurement of the test period. (e) The vehicle must remain stationary to the limits of traction of the braked wheels. (f) On completion of the test with vehicle facing up the gradient, repeat the same test procedure with the vehicle facing down the gradient. S6.8.3 Performance requirements. S6.9 ABS tests. S6.9.1 General. (a) The tests are only applicable to the ABS fitted on motorcycle categories 3-1 and 3-3. (b) The tests are to confirm the performance of brake systems equipped with ABS and their performance in the event of ABS electrical failure. (c) Fully cycling (d) Wheel-lock is allowed as long as the stability of the vehicle is not affected to the extent that it requires the operator to release the control or causes a vehicle wheel to pass outside the test lane. (e) The test series comprises the individual tests in Table 3, which may be carried out in any order. S6.9.2 Vehicle condition. (a) Lightly loaded. (b) Engine disconnected. S6.9.3 Stops on a high friction surface. S6.9.3.1 Test conditions and procedure. (a) Initial brake temperature. (b) Test speed. (c) Brake application. (d) Brake actuation force. (e) If one wheel is not equipped with ABS, the control for the service brake on that wheel is actuated with a force that is lower than the force that will cause the wheel to lock. (f) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops. (g) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph. S6.9.3.2 Performance requirements. (a) The stopping distance (S) shall be ≤0.0063 V 2 (b) there shall be no wheel lock beyond that allowed for in paragraph S6.9.1(d), and the vehicle wheels shall stay within the test lane. S6.9.4 Stops on a low friction surface. S6.9.4.1 Test conditions and procedure. S6.9.4.2 Performance requirements. (a) the stopping distance (S) shall be ≤0.0056 V 2 (b) there shall be no wheel lock beyond that allowed for in paragraph S6.9.1(d), and the vehicle wheels shall stay within the test lane. S6.9.5 Wheel lock checks on high and low friction surfaces. S6.9.5.1 Test conditions and procedure. (a) Test surfaces. (b) Initial brake temperature. (c) Test speed. (1) On the high friction surface: 80 km/h or 0.8 Vmax, whichever is lower. (2) On the low friction surface: 60 km/h or 0.8 Vmax, whichever is lower. (d) Brake application. (1) Each service brake system control actuated separately. (2) Where ABS is fitted to both brake systems, simultaneous actuation of both brake controls in addition to (1). (e) Brake actuation force. (f) Brake application rate. (g) Number of stops: until the vehicle meets the performance requirements, with a maximum of 3 stops. (h) For each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph. S6.9.5.2 Performance requirements. S6.9.6 Wheel lock check—high to low friction surface transition. S6.9.6.1 Test conditions and procedure. (a) Test surfaces. (b) Initial brake temperature. (c) Test speed. (d) Brake application. (1) Each service brake system control actuated separately. (2) Where ABS is fitted to both brake systems, simultaneous actuation of both brake controls in addition to (1). (e) Brake actuation force. (f) Number of stops: until the vehicle meets the performance requirements, with a maximum of 3 stops. (g) For each stop, accelerate the vehicle to the test speed and then actuate the brake control before the vehicle reaches the transition from one friction surface to the other. S6.9.6.2 Performance requirements. S6.9.7 Wheel lock check—low to high friction surface transition. S6.9.7.1 Test conditions and procedure. (a) Test surfaces. (b) Initial brake temperature. (c) Test speed. (d) Brake application. (1) Each service brake system control applied separately. (2) Where ABS is fitted to both brake systems, simultaneous application of both brake controls in addition to (1). (e) Brake actuation force. (f) Number of stops: until the vehicle meets the performance requirements, with a maximum of 3 stops. (g) For each stop, accelerate the vehicle to the test speed and then actuate the brake control before the vehicle reaches the transition from one friction surface to the other. (h) Record the vehicle's continuous deceleration. S6.9.7.2 Performance requirements. (a) There shall be no wheel lock beyond that allowed for in paragraph S6.9.1(d), and the vehicle wheels shall stay within the test lane, and (b) within 1 second of the rear wheel passing the transition point between the low and high friction surfaces, the vehicle deceleration shall increase. S6.9.8 Stops with an ABS electrical failure. S6.9.8.1 Test conditions and procedure. S6.9.8.2 Performance requirements. (a) The system shall comply with the failure warning requirements of S5.1.10.2; and (b) the minimum requirements for stopping distance shall be as specified in column 2 under the heading “Single brake system, rear wheel(s) braking only” in Table 2. S6.10 Partial failure test—for split service brake systems. S6.10.1 General information. (a) The test is only applicable to vehicles that are equipped with split service brake systems. (b) The test is to confirm the performance of the remaining subsystem in the event of a hydraulic system leakage failure. S6.10.2 Vehicle condition. (a) The test is applicable to motorcycle categories 3-3, 3-4 and 3-5. (b) Lightly loaded. (c) Engine disconnected. S6.10.3 Test conditions and procedure. (a) Initial brake temperature. (b) Test speed. (c) Brake actuation force. (1) Hand control: ≤250 N. (2) Foot control: ≤400 N. (d) Number of stops: until the vehicle meets the performance requirements, with a maximum of 6 stops for each test speed. (e) Alter the service brake system to induce a complete loss of braking in any one subsystem. Then, for each stop, accelerate the vehicle to the test speed and then actuate the brake control under the conditions specified in this paragraph. (f) Repeat the test for each subsystem. S6.10.4 Performance requirements. (a) the system shall comply with the failure warning requirements set out in paragraph S5.1.10.1; and (b) the stopping distance (S) shall be ≤0.1 V + 0.0117 V 2 S6.11 Power-assisted braking system failure test. S6.11.1 General information. (a) The test is not conducted when the vehicle is equipped with another separate service brake system. (b) The test is to confirm the performance of the service brake system in the event of failure of the power assistance. S6.11.2 Test conditions and procedure. S6.11.3 Performance requirements. Tables and Figures to § 571.122 Table 1—Test Sequence Test order Paragraph 1. Dry stop—single brake control actuated S6.3 2. Dry stop—all service brake controls actuated S6.4 3. High speed S6.5 4. Wet brake S6.6 5. If fitted: 6.1. Parking brake system S6.8 6.2. ABS S6.9 6.3. Partial failure, for split service brake systems S6.10 6.4. Power-assisted braking system failure S6.11 6. Heat fade S6.7 Table 2—Performance Requirements, Dry Stop Test—Single Brake Control Actuated Column 1 Column 2 Motorcycle Stopping Distance(s) Single brake system, front wheel(s) braking only 3-1 S ≤0.1 V + 0.0111 V 2 3-2 S ≤0.1 V + 0.0143 V 2 3-3 S ≤0.1 V + 0.0087 V 2 3-4 S ≤0.1 V + 0.0105 V 2 3-5 Not applicable. Single brake system, rear wheel(s) braking only 3-1 S ≤0.1 V + 0.0143 V 2 3-2 S ≤0.1 V + 0.0143 V 2 3-3 S ≤0.1 V + 0.0133 V 2 3-4 S ≤0.1 V + 0.0105 V 2 3-5 Not applicable. Vehicles with CBS or split service brake systems: For laden and lightly loaded conditions 3-1 and 3-2 S ≤0.1 V + 0.0087 V 2 3-3 S ≤0.1 V + 0.0076 V 2 3-4 S ≤0.1 V + 0.0071 V 2 3-5 S ≤0.1 V + 0.0077 V 2 Vehicles with CBS—secondary service brake system ALL S ≤0.1 V + 0.0154 V. 2 Table 3—ABS Tests ABS Tests Paragraph a. Stops on a high friction surface—as specified in S6.1.1.1 S6.9.3 b. Stops on a low friction surface—as specified in S6.1.1.2 S6.9.4 c. Wheel lock checks on high and low friction surfaces S6.9.5 d. Wheel lock check—high to low friction surface transition S6.9.6 e. Wheel lock check—low to high friction surface transition S6.9.7 f. Stops with an ABS electrical failure S6.9.8 Table 4—Performance Requirements, Power-Assisted Braking System Failure Test Column 1 Column 2 Vehicle category Stopping Distance(s) Single brake system 3-1 S ≤0.1 V + 0.0143 V 2 3-2 S ≤0.1 V + 0.0143 V 2 3-3 S ≤0.1 V + 0.0133 V 2 3-4 S ≤0.1 V + 0.0105 V 2 Vehicles with CBS or split service brake systems All S ≤0.1 V + 0.0154 V. 2 [77 FR 51671, Aug. 24, 2012, as amended at 86 FR 1298, Jan. 8, 2021; 87 FR 34810, June 8, 2022] § 571.122a Standard No. 122; Motorcycle brake systems. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Braking interval Initial brake temperature Skid number Stopping distance Split service brake system S5. Requirements. S5.1 Required equipment—split service brake system. S5.1.1 Mechanical service brake system. S5.1.2 Hydraulic service brake system. S5.1.2.1 Master cylinder reservoirs. S5.1.2.2 Reservoir labeling. Warning: Clean filler cap before removing. Use only ______ fluid from a sealed container. (Inserting the recommended type of brake fluid as specified in 49 CFR 571.116, e.g., DOT 3.) The lettering shall be: (a) Permanently affixed, engraved, or embossed; (b) Located so as to be visible by direct view, either on or within 4 inches of the brake-fluid reservoir filler plug or cap; and (c) Of a color that contrasts with its background, if it is not engraved or embossed. S5.1.3 Split service brake system. S5.1.3.1 Failure indicator lamp. (a) One or more electrically operated service brake system failure indicator lamps that is mounted in front of and in clear view of the driver, and that is activated— (1) In the event of pressure failure in any part of the service brake system, other than a structural failure of either a brake master cylinder body in a split integral body type master cylinder system or a service brake system failure indicator body, before or upon application of not more than 20 pounds of pedal force upon the service brake. (2) Without the application of pedal force, when the level of brake fluid in a master cylinder reservoir drops to less than the recommended safe level specified by the manufacturer or to less than one-half the fluid reservoir capacity, whichever is the greater. (b) All failure indicator lamps shall be activated when the ignition switch is turned from the “off” to the “on” or to the “start” position. (c) Except for the momentary activation required by S5.1.3.1(b), each indicator lamp, once activated, shall remain activated as long as the condition exists, whenever the ignition switch is in the “on” position. An indicator lamp activated when the ignition is turned to the “start” position shall be deactivated upon return of the switch to the “on” position unless a failure exists in the service brake system. (d) Each indicator lamp shall have a red lens with the legend “Brake Failure” on or adjacent to it in letters not less than three thirty-seconds of an inch high that shall be legible to the driver in daylight when lighted. S5.1.4 Parking brake. S5.1.5 Other requirements. S5.2 Service brake system—first (preburnish) effectiveness. S5.2.1 Service brake system. S5.2.2 Partial service brake system. S5.3 Service brake system—second effectiveness. S5.4 Service brake system—fade and recovery. S5.4.1 Baseline check—minimum and maximum pedal forces. S5.4.2 Fade. S5.4.3 Fade recovery. S5.5 Service brake system—final effectiveness. S5.5.1 Service brake system. S5.5.2 Hydraulic service brake system—partial failure. S5.6 Parking brake system. S5.7 Service brake system—water recovery. S5.7.1 Baseline check. S5.7.2 Water recovery test. S5.8 Service brake system design durability. S6 Test conditions. S6.1 Vehicle weight. S6.2 Tire inflation pressure. S6.3 Transmission. S6.4 Engine. S6.5 Ambient temperature. S6.6 Wind velocity. S6.7 Road surface. S6.8 Vehicle position. S6.9 Thermocouples. S6.10 Brake actuation forces. S7. Test procedures and sequence. S7.1 Braking warming. S7.2 Pretest instrumentation check. S7.3 Service brake system—first preburnished effectiveness test. S7.3.1 Service brake system. S7.3.2 Partial service brake system. S7.4 Service brake system—burnish procedure. S7.5 Service brake system—second effectiveness test. S7.6 Service brake system—fade and recovery test. S7.6.1 Baseline check stops. S7.6.2 Fade stops. S7.6.3 Recovery test. S7.7 Service brake system—reburnish. S7.8 Service brake system—final effectiveness test. S7.8.1 Service brake system. S7.8.2 Partial service brake system test. S7.9 Parking brake test. S7.10 Service brake system—water recovery test. S7.10.1 Baseline check stops. S7.10.2 Wet brake recovery stops. 2 S7.11 Final inspection. (a) The entire brake system for detachment or fracture of any component. (b) Brake linings for detachment from the shoe or pad. (c) Wheel cylinder, master cylinder, and axle seals for fluid or lubricant leakage. (d) Master cylinder for reservoir capacity and retention device. (e) Master cylinder label for compliance with S5.1.2.2. Table I—Stopping Distances for Effectiveness, Fade and Partial System Tests Vehicle test speed, m.p.h. Stopping distance, feet—Effectiveness tests Preburnish effectiveness total system (S5.2.1)—I Preburnish effectiveness partial mechanical systems (S5.2.2)—II Effectiveness total system (S5.4) (SS5.7.1)—III Effectiveness partial hydraulic systems (S5.7.2)—IV 15 13 30 11 25 20 24 54 19 44 25 37 84 30 68 30 54 121 43 97 35 74 165 58 132 40 96 216 75 173 45 121 273 95 218 50 150 337 128 264 55 181 407 155 326 60 216 484 185 388 65 217 455 70 264 527 75 303 606 80 345 689 85 389 778 90 484 872 95 540 971 100 598 1076 105 659 1188 110 723 1302 115 791 1423 120 861 1549 Table II—Brake Test Sequence and Requirements Sequence L.C. Test procedure Requirements 1. Instrumentation check S7.2 2. First (Preburnish) effectiveness test: (a) Service brake system S7.3.1 S5.2.1 (b) Partial service brake system S7.3.2 S5.2.2 3. Burnish procedure S7.4 4. Second effectiveness test S7.5 S5.3 5. First fade and recovery test S7.6 S5.4 6. Reburnish S7.7 7. Final effectiveness test: (a) Service brake system S7.8.1 S5.5.1 (b) Partial service brake system S7.8.2 S5.5.2 8. Parking brake test (three-wheeled motorcycles only) S7.9 S5.6 9. Water recovery test S7.10 S5.7 10. Design durability S7.11 S5.8 (Authority: Delegation of authority at 38 FR 12147; secs. 102, 103, 119, Pub. L. 89-563, 80 Stat. 718 (15 U.S.C. 1391, 1392, 1407); delegations of authority at 49 CFR 1.50 and 49 CFR 501.8) [37 FR 5034, Mar. 9, 1972, as amended at 37 FR 11974, June 16, 1972; 38 FR 14753, June 5, 1973; 39 FR 32914, Sept. 12, 1974; 39 FR 43075, Dec. 10, 1974; 41 FR 24593, June 17, 1976; 43 FR 9606, Mar. 9, 1978; 43 FR 46548, Oct. 10, 1978; 66 FR 42617, Aug. 14, 2001; 77 FR 760, Jan. 6, 2012. Redesignated and amended at 77 FR 51671, Aug. 24, 2012] § 571.123 Standard No. 123; Motorcycle controls and displays. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Clockwise counterclockwise (a) The operational axis of the ignition control, viewed from in front of the ignition lock opening; (b) The axis of the right handlebar on which the twist-grip throttle is located, viewed from the end of that handlebar; (c) The axis perpendicular to the center of the speedometer, viewed from the operator's normal eye position. Scooter (1) Has a platform for the operator's feet or has integrated footrests, and (2) Has a step-through architecture, meaning that the part of the vehicle forward of the operator's seat and between the legs of an operator seated in the riding position, is lower in height than the operator's seat. S5. Requirements. S5.1. Each motorcycle shall be equipped with a supplemental engine stop control, located and operable as specified in Table 1. S5.2 Each motorcycle to which this standard applies shall meet the following requirements: S5.2.1 Control location and operation. S5.2.2 Display illumination and operation. S5.2.3 Control and display identification. (a) A symbol substantially in the form shown in Column 3; or (b) Wording shown in both Column 2 and Column 4; or (c) A symbol substantially in the form shown in Column 3 and wording shown in both Column 2 and Column 4. (d) The abbreviations “M.P.H.”, “km/h”, “r/min”, “Hi”, “Lo”, “L”, “R”, and “Res” appearing in Column 2 and Column 4 may be spelled in full. Symbols and words may be provided for equipment items where none are shown in Column 2, Column 3, and Column 4. Any identification provided shall be placed on or adjacent to the control or display position, and shall appear upright to the operator. S5.2.4 Stands. S5.2.5 Footrests. Table 2—Motorcycle Display Illumination and Operation Requirements Display—Column 1 Illumination—Column 2 Operation—Column 3 1. Speedometer Yes The display is illuminated whenever the headlamp is activated. 2. Neutral indication Green display lamp The display lamp illuminates when the gear selector is in neutral position. [37 FR 7207, Apr. 12, 1972, as amended at 37 FR 17475, Aug. 29, 1972; 39 FR 32915, Sept. 12, 1974; 48 FR 42819, Sept. 20, 1983; 49 FR 35381, Sept. 7, 1984; 49 FR 35504, Sept. 10, 1984; 56 FR 61387, Dec. 3, 1991; 63 FR 28933, May 27, 1998; 63 FR 51001, Sept. 24, 1998; 70 FR 51295, Aug. 30, 2005; 86 FR 1298, Jan. 8, 2020] § 571.124 Standard No. 124; Accelerator control systems. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. S4.1 Driver-operated accelerator control system Fuel metering device Throttle Idle position Ambient temperature S4.2 In the case of vehicles powered by electric motors, the words throttle idle S5. Requirements. S5.1 There shall be at least two sources of energy capable of returning the throttle to the idle position within the time limit specified by S5.3 from any accelerator position or speed whenever the driver removes the opposing actuating force. In the event of failure of one source of energy by a single severance or disconnection, the throttle shall return to the idle position within the time limits specified by S5.3, from any accelerator position or speed whenever the driver removes the opposing actuating force. S5.2 The throttle shall return to the idle position from any accelerator position or any speed of which the engine is capable whenever any one component of the accelerator control system is disconnected or severed at a single point. The return to idle shall occur within the time limit specified by S5.3, measured either from the time of severance or disconnection or from the first removal of the opposing actuating force by the driver. S5.3 Except as provided below, maximum time to return to idle position shall be 1 second for vehicles of 4536 kilograms or less GVWR, and 2 seconds for vehicles of more than 4536 kilograms GVWR. Maximum time to return to idle position shall be 3 seconds for any vehicle that is exposed to ambient air at −18 degrees Celsius to −40 degrees Celsius during the test or for any portion of the 12-hour conditioning period. [38 FR 2980, Jan. 31, 1973, as amended at 60 FR 13645, Mar. 14, 1995] § 571.125 Standard No. 125; Warning devices. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Entrance angle Fluorescent Observation angle Reflex reflective S5. Requirements. S5.1 Equipment. S5.1.1 Reflex reflective material and fluorescent material that meet the requirements of this standard shall be affixed to both faces of the warning device. Alternatively, a dual purpose orange fluorescent and red reflective material that meets the requirements of this standard (hereafter referred to as “dual purpose material”) may be affixed to both faces in places of the reflective and fluorescent materials. S5.1.2 Each warning device shall be protected from damage and deterioration— (a) By enclosure in an opaque protective reusable container, except that two or three warning devices intended to be sold for use as a set with a single vehicle may be enclosed in a single container; or (b) By secure attachment to any light-tight, enclosed, and easily accessible compartment of a new motor vehicle with which it is supplied by the vehicle manufacturer. S5.1.3 The warning device shall be designed to be erected, and replaced in its container, without the use of tools. S5.1.4 The warning device shall be permanently and legibly marked with: (a) Name of manufacturer; (b) Month and year of manufacture, which may be expressed numerically, as “6/72”; and (c) The symbol DOT, or the statement that the warning device complies with all applicable Federal motor vehicle safety standards. S5.1.5 Each warning device shall have instructions for its erection and display. (a) The instructions shall be either indelibly printed on the warning device or attached in such a manner that they cannot be easily removed. (b) Instructions for each warning device shall include a recommendation that the driver activate the vehicular hazard warning signal lamps before leaving the vehicle to erect the warning device. (c) Instructions shall include the illustration depicted in Figure 3 indicating recommended positioning. S5.2 Configuration. S5.2.1 When the warning device is erected on level ground: (a) Part of the warning device shall form an equilateral triangle that stands in a plane not more than 10° from the vertical, with the lower edge of the base of the triangle horizontal and not less than 1 inch above the ground. (b) None of the required portion of the reflective material and fluorescent material shall be obscured by any other part of the warning device except for any portion of the material over which it is necessary to provide fasteners, pivoting beads or other means to allow collapsibility or support of the device. In any event, sufficient reflective and fluorescent material shall be used on the triangle to meet the requirements of S5.4 and S5.5. S5.2.2 Each of the three sides of the triangular portion of the warning device shall not be less than 17 and not more than 22 inches long, and not less than 2 and not more than 3 inches wide (Figure 1). S5.2.3 Each face of the triangular portion of the warning device shall have an outer border of red reflex reflective material of uniform width and not less than 0.75 and not more than 1.75 inches wide, and an inner border of orange fluorescent material of uniform width and not less than 1.25 and not more than 1.30 inches wide (Figure 1). However, this requirement shall not apply if the dual purpose material is used. S5.2.4 Each vertex of the triangular portion of the warning device shall have a radius of not less than 0.25 inch and not more than 0.50 inch. S5.2.5 All edges shall be rounded or chamfered, as necessary, to reduce the possibility of cutting or harm to the user. S5.2.6 The device shall consist entirely of the triangular portion and attachments necessary for its support and enclosure, without additional visible shapes or attachments. S5.3 Color. S5.3.1 The color of the red reflex reflective material on the warning device shall have the following characteristics, both before and after the warning device has been conditioned in accordance with S6.1, when the source of illumination is a lamp with a tungsten filament operating at 2856° Kelvin color temperature. Expressed in terms of the International Commission on Illumination (CIE) 1931 standard colorimetric observer system (CIE chromaticity diagram, Figure 4), the chromaticity coordinates of the red reflex reflective material shall lie within the region bounded by the spectrum locus and the lines on the diagram defined by the following equations: Boundary Equations Yellow y = 0.33 White x + y = 0.98 S5.3.2 The color of the orange fluorescent material on the warning device shall have the following characteristics, both before and after the warning device has been conditioned in accordance with S6.1, when the source of illumination is a 150-watt high pressure xenon compact arc lamp. Expressed in terms of the International Commission on Illumination (CIE) 1931 standard colorimetric observer system, the chromaticity coordinates of the orange fluorescent material shall lie within the region bounded by the spectrum locus and the lines on the diagram defined by the following equations: Boundary Equations Yellow y = 0.49x + 0.17 White x + y = 0.93 Red y = 0.35 The 150-watt high pressure xenon compact arc lamp shall illuminate the sample using the unmodified spectrum at an angle of incidence of 45° and an angle of observation of 90°. If dual purpose material is being tested, it shall be illuminated by a 150-watt high pressure xenon compact arc lamp, whose light is diffused by an integrating sphere. S5.4 Reflectivity. S5.5 Luminance. S5.6 Stability. (a) No part of it shall slide more than 3 inches from its initial position; (b) Its triangular portion shall not tilt to a position that is more than 10° from the vertical; and (c) Its triangular position shall not turn through a horizontal angle of more than 10° in either direction from the initial position. S5.7 Durability. S6. Test Procedures. S6.1 Conditions. S6.1.1 Submit the warning device to the following conditioning sequence, returning the device after each step in the sequence to ambient air at 68 °F. for at least 2 hours. (a) Minus 40 °F. for 16 hours in a circulating air chamber using ambient air which would have not less than 30 percent and not more than 70 percent relative humidity at 70 °F.; (b) 150 °F. for 16 hours in a circulating air oven using ambient air which would have not less than 30 percent and not more than 70 percent relative humidity at 70 °F.; (c) 100 °F. and 90 percent relative humidity for 16 hours; (d) Salt spray (fog) test in accordance with ASTM B117-64 (incorporated by reference, see § 571.5), except that the test shall be for 4 hours rather than 40 hours; and (e) Immersion for 2 hours in water at a temperature of 100 °F. S6.2 Reflectivity Test. (a) Unless dual purpose material is used, prevent the orange fluorescent material from affecting the photometric measurement of the reflectivity of the red reflex reflective material, either by separation or masking. (b) Use a lamp with a tungsten filament operating at 2856° Kelvin color temperature as the source of illumination. (c) Place the source of illumination 100 feet from the red reflex reflective material (Figure 2). (d) Place the observation point directly above the source of illumination (Figure 2). (e) Calculate the total candlepower per incident foot candle of the red reflex reflective material at each of the entrance and observation angles specified in Table 1. S6.3 Luminance Test. (a) Unless dual purpose material is used, prevent the red reflex reflective material from affecting the photometric measurement of the luminance of the orange fluorescent material. (b) Using a 150-watt high pressure xenon compact arc lamp as the light source, illuminate the test sample at an angle of incidence of 45° and an angle of observation of 90°. If dual purpose material is being tested, illuminate the sample diffusely through an integrating sphere. (c) Measure the luminance of the material at a perpendicular viewing angle, with no ray of the viewing beam more than 5° from the perpendicular to the specimen. (d) Repeat the procedure for a flat magnesium oxide surface, and compute the quotient (percentage) of the luminance of the material relative to that of the magnesium oxide surface. Fig. 1—Dimensions of Warning Device (Inches) [39 FR 28636, Aug. 9, 1974, as amended at 40 FR 4, Jan. 2, 1975; 59 FR 49591, Sept. 29, 1994; 77 FR 760, Jan. 6, 2012] § 571.126 Standard No. 126; Electronic stability control systems for light vehicles. S1. Scope. S2. Purpose. S3 Application. S4. Definitions. Ackerman Steer Angle Drive configuration Electronic stability control system ESC system (1) That augments vehicle directional stability by applying and adjusting the vehicle brake torques individually to induce a correcting yaw moment to a vehicle; (2) That is computer-controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer; (3) That has a means to determine the vehicle's yaw rate and to estimate its side slip or side slip derivative with respect to time; (4) That has a means to monitor driver steering inputs; (5) That has an algorithm to determine the need, and a means to modify engine torque, as necessary, to assist the driver in maintaining control of the vehicle; and (6) That is operational over the full speed range of the vehicle (except at vehicle speeds less than 20 km/h (12.4 mph), when being driven in reverse, or during system initialization). Lateral acceleration Low-range four-wheel drive configuration Mode Oversteer Side slip side slip angle Understeer Yaw rate S5. Requirements. S5.1 Required Equipment. S5.1.1 Is capable of applying brake torques individually to all four wheels and has a control algorithm that utilizes this capability. S5.1.2 Is operational during all phases of driving including acceleration, coasting, and deceleration (including braking), except when the driver has disabled ESC, the vehicle speed is below 20 km/h (12.4 mph), the vehicle is being driven in reverse, or during system initialization S5.1.3 Remains capable of activation even if the antilock brake system or traction control system is also activated. S5.2 Performance Requirements. S5.2.1 The yaw rate measured one second after completion of the sine with dwell steering input (time T 0 Peak S5.2.2 The yaw rate measured 1.75 seconds after completion of the sine with dwell steering input must not exceed 20 percent of the first peak value of yaw rate recorded after the steering wheel angle changes sign (between first and second peaks) during the same test run. S5.2.3 The lateral displacement of the vehicle center of gravity with respect to its initial straight path must be at least 1.83 m (6 feet) for vehicles with a GVWR of 3,500kg (7,716 lb) or less, and 1.52 m (5 feet) for vehicles with a GVWR greater than 3,500 kg (7,716 lb) when computed 1.07 seconds after the Beginning of Steer (BOS). BOS is defined in S7.11.6. S5.2.3.1 The computation of lateral displacement is performed using double integration with respect to time of the measurement of lateral acceleration at the vehicle center of gravity, as expressed by the formula: S5.2.3.2 Time t = 0 for the integration operation is the instant of steering initiation, known as the Beginning of Steer (BOS). BOS is defined in S7.11.6. S5.3 ESC Malfunction. S5.3.1 As of September 1, 2011, must be mounted inside the occupant compartment in front of and in clear view of the driver; S5.3.2 As of September 1, 2011, must be identified by the symbol shown for “ESC Malfunction Telltale” or the specified words or abbreviations listed in Table 1 of Standard No. 101 (49 CFR 571.101); S5.3.3 As of September 1, 2011, except as provided in paragraphs S5.3.4, S5.3.5, S5.3.8, and S5.3.10, the ESC malfunction telltale must illuminate only when a malfunction(s) of the ESC system exists and must remain continuously illuminated under the conditions specified in S5.3 for as long as the malfunction(s) exists (unless the “ESC malfunction” and “ESC Off” telltales are combined in a two-part telltale and the “ESC Off” telltale is illuminated), whenever the ignition locking system is in the “On” (“Run”) position; and S5.3.4 As of September 1, 2011, except as provided in paragraph S5.3.5, each ESC malfunction telltale must be activated as a check of lamp function either when the ignition locking system is turned to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated by the manufacturer as a check position. S5.3.5 The ESC malfunction telltale need not be activated when a starter interlock is in operation. S5.3.6 The requirement S5.3.4 does not apply to telltales shown in a common space. S5.3.7 The ESC malfunction telltale must extinguish at the next ignition cycle after the malfunction has been corrected. S5.3.8 The manufacturer may use the ESC malfunction telltale in a flashing mode to indicate ESC operation. S5.3.9 Prior to September 1, 2011, a disconnection of the power to the ESC electronic control unit may be indicated by the ABS malfunction telltale instead of the ESC malfunction telltale. S5.3.10 Manufacturers may use the ESC malfunction telltale in a steady-burning mode to indicate malfunctions of ESC-related systems and functions including traction control, trailer stability assist, corner brake control, and other similar functions that use throttle and/or individual wheel torque control to operate and share common components with the ESC system, and may use the ESC malfunction telltale in a flashing mode to indicate operation of these ESC-related systems. S5.4 ESC Off and Other System Controls. S5.4.1 The vehicle's ESC system must always return to the manufacturer's original default ESC mode that satisfies the requirements of S5.1 and S5.2 at the initiation of each new ignition cycle, regardless of what ESC mode the driver had previously selected, unless (a) the vehicle is in a low-range four-wheel drive configuration selected by the driver on the previous ignition cycle that is designed for low-speed, off-road driving, or (b) the vehicle is in a four-wheel drive configuration selected by the driver on the previous ignition cycle that is designed for operation at higher speeds on snow-, sand-, or dirt-packed roads and that has the effect of locking the drive gears at the front and rear axles together, provided that the vehicle meets the stability performance requirements of S5.2.1 and S5.2.2 in this mode. S5.4.2 In addition to the requirements of S5.4.1, if the vehicle's ESC system has more than one ESC mode that satisfies the requirements of S5.1 and S5.2 within the drive configuration selected for the previous ignition cycle, the system must return to the manufacturer's original default ESC mode. S5.4.3 As of September 1, 2011, a control whose only purpose is to place the ESC system in a mode or modes in which it will no longer satisfy the performance requirements of S5.2.1, S5.2.2, and S5.2.3 must be identified by the symbol shown for “ESC Off” in Table 1 of Standard No. 101 (49 CFR 571.101), or the text, “ESC Off” as listed under “Word(s) or Abbreviations” in Table 1 of Standard No. 101 (49 CFR 571.101). S5.4.4 A control for another system that has the ancillary effect of placing the ESC system in a mode in which it no longer satisfies the performance requirements of S5.2.1, S5.2.2, and S5.2.3 need not be identified by the “ESC Off” identifiers in Table 1 of Standard No. 101 (49 CFR 571.101), but the ESC status must be identified by the “ESC Off” telltale in accordance with S5.5, as of September 1, 2011, except if the vehicle is in a 4-wheel drive high gear configuration that has the effect of locking the drive gears at the front and rear axles together provided the vehicle meets the stability performance criteria of S5.2.1 and S5.2.2. S5.5 ESC Off Telltale S5.5.1 Except as provided in S5.5.10, the vehicle manufacturer must provide a telltale indicating that the vehicle has been put into a mode that renders it unable to satisfy the requirements of S5.2.1, S5.2.2 and S5.2.3, if such a mode is provided. S5.5.2 As of September 1, 2011, the “ESC Off” telltale must be identified by the symbol shown for “ESC Off” in Table 1 of Standard No. 101 (49 CFR 571.101) or the text, “ESC Off” as listed under “Word(s) or Abbreviations” in Table 1 of Standard No. 101 (49 CFR 571.101). S5.5.3 As of September 1, 2011, the “ESC Off” telltale must be mounted inside the occupant compartment in front of and in clear view of the driver. S5.5.4 Except as provided in paragraph S5.4.4, the “ESC Off” telltale must remain continuously illuminated for as long as the ESC is in a mode that renders it unable to satisfy the requirements of S5.2.1, S5.2.2, and S5.2.3, and S5.5.5 Notwithstanding S5.3.1(e) of 49 CFR 571.101, the vehicle manufacturer may use the “ESC Off” telltale to indicate an ESC level of function other than the fully functional default mode even if the vehicle would meet S5.2.1, S5.2.2 and S5.2.3 at that level of ESC function. S5.5.6 As of September 1, 2011, except as provided in paragraph S5.5.7 and S5.5.8, each “ESC Off” telltale must be activated as a check of lamp function either when the ignition locking system is turned to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated by the manufacturer as a check position. S5.5.7 The “ESC Off” telltale need not be activated when a starter interlock is in operation. S5.5.8 The requirement S5.5.6 does not apply to telltales shown in a common space. S5.5.9 The “ESC Off” telltale must extinguish after the ESC system has been returned to its fully functional default mode. S5.5.10 The “ESC Off” telltale need not illuminate when the vehicle is in a 4-wheel drive high gear locked differential configuration that has the effect of locking the drive gears at the front and rear axles together provided the vehicle meets the stability performance requirements of S5.2.1 and S5.2.2. S5.6 ESC System Technical Documentation. S5.6.1 A system diagram that identifies all ESC system hardware. The diagram must identify what components are used to generate brake torques at each wheel, determine vehicle yaw rate, estimated side slip or the side slip derivative and driver steering inputs. S5.6.2 A written explanation describing the ESC system basic operational characteristics. This explanation must include a discussion on the system's capability to apply brake torques at each wheel and how the system modifies engine torque during ESC system activation. The explanation must also identify the vehicle speed range and the driving phases (acceleration, deceleration, coasting, during activation of the ABS or traction control) under which the ESC system can activate. S5.6.3 A logic diagram that supports the explanation provided in S5.6.2. S5.6.4 Specifically for mitigating vehicle understeer, a discussion of the pertinent inputs to the computer or calculations within the computer and how its algorithm uses that information and controls ESC system hardware to limit vehicle understeer. S6. Test Conditions. S6.1 Ambient conditions. S6.1.1 The ambient temperature is between 7 °C (45 °F) and 40 °C (104 °F). S6.1.2 The maximum wind speed is no greater than 10 m/s (22 mph) for passenger cars and 5 m/s (11 mph) for multipurpose passenger vehicles, trucks and buses. S6.2 Road test surface. S6.2.1 The tests are conducted on a dry, uniform, solid-paved surface. Surfaces with irregularities and undulations, such as dips and large cracks, are unsuitable. S6.2.2 The road test surface must produce a peak friction coefficient (PFC) of 1.02 when measured using an ASTM F2493 standard reference test tire, in accordance with ASTM E1337-19 (incorporated by reference, see § 571.5) at a speed of 64.4 km/h (40 mph), without water delivery. S6.2.3 The test surface has a consistent slope between level and 1%. S6.3 Vehicle conditions. S6.3.1 The ESC system is enabled for all testing, except when it is turned off directly or by simulating a malfunction in accordance with S7.3 and S7.10, respectively. The ESC system shall be initialized as follows: Place the vehicle in a forward gear and obtain a vehicle speed of 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including at least one left and one right turning maneuver and at least one application of the service brake. S6.3.2 Test Weight. S6.3.3 Tires. S6.3.4 Outriggers. 2 2 2 2 2 2 S6.3.5 Automated steering machine. S7. Test Procedure. S7.1 Inflate the vehicles' tires to the cold tire inflation pressure(s) provided on the vehicle's placard or the tire inflation pressure label. S7.2 Telltale bulb check. S7.3 “ESC Off” control check. S7.4 Brake Conditioning. S7.4.1 Ten stops are performed from a speed of 56 km/h (35 mph), with an average deceleration of approximately 0.5 g. S7.4.2 Immediately following the series of 56 km/h (35 mph) stops, three additional stops are performed from 72 km/h (45 mph). S7.4.3 When executing the stops in S7.4.2, sufficient force is applied to the brake pedal to activate the vehicle's antilock brake system (ABS) for a majority of each braking event. S7.4.4 Following completion of the final stop in S7.4.2, the vehicle is driven at a speed of 72 km/h (45 mph) for five minutes to cool the brakes. S7.5 Tire Conditioning. S7.5.1 The test vehicle is driven around a circle 30 meters (100 feet) in diameter at a speed that produces a lateral acceleration of approximately 0.5 to 0.6 g for three clockwise laps followed by three counterclockwise laps. S7.5.2 Using a sinusoidal steering pattern at a frequency of 1 Hz, a peak steering wheel angle amplitude corresponding to a peak lateral acceleration of 0.5-0.6 g, and a vehicle speed of 56 km/h (35 mph), the vehicle is driven through four passes performing 10 cycles of sinusoidal steering during each pass. S7.5.3 The steering wheel angle amplitude of the final cycle of the final pass is twice that of the other cycles. The maximum time permitted between all laps and passes is five minutes. S7.6 Slowly Increasing Steer Test. S7.6.1 From the Slowly Increasing Steer tests, the quantity “A” is determined. “A” is the steering wheel angle in degrees that produces a steady state lateral acceleration (corrected using the methods specified in S7.11.3) of 0.3 g for the test vehicle. Utilizing linear regression, A is calculated, to the nearest 0.1 degrees, from each of the six Slowly Increasing Steer tests. The absolute value of the six A's calculated is averaged and rounded to the nearest 0.1 degrees to produce the final quantity, A, used below. S7.7 After the quantity A has been determined, without replacing the tires, the tire conditioning procedure described in S7.5 is performed immediately prior to conducting the Sine with Dwell Test of S7.9. Initiation of the first Sine with Dwell test series shall begin within two hours after completion of the Slowly Increasing Steer tests of S7.6. S7.8 Check that the ESC system is enabled by ensuring that the ESC malfunction and “ESC Off” (if provided) telltales are not illuminated. S7.9 Sine with Dwell Test of Oversteer Intervention and Responsiveness. S7.9.1 The steering motion is initiated with the vehicle coasting in high gear at 80 ±2 km/h (50 ±1 mph). S7.9.2 In each series of test runs, the steering amplitude is increased from run to run, by 0.5A, provided that no such run will result in a steering amplitude greater than that of the final run specified in S7.9.4. S7.9.3 The steering amplitude for the initial run of each series is 1.5A where A is the steering wheel angle determined in S7.6.1. S7.9.4 The steering amplitude of the final run in each series is the greater of 6.5A or 270 degrees, provided the calculated magnitude of 6.5A is less than or equal to 300 degrees. If any 0.5A increment, up to 6.5A, is greater than 300 degrees, the steering amplitude of the final run shall be 300 degrees. S7.9.5 Upon completion of the two series of test runs, post processing of yaw rate and lateral acceleration data is done as specified in S7.11. S7.10 ESC Malfunction Detection. S7.10.1 Simulate one or more ESC malfunction(s) by disconnecting the power source to any ESC component, or disconnecting any electrical connection between ESC components (with the vehicle power off). When simulating an ESC malfunction, the electrical connections for the telltale lamp(s) are not to be disconnected. S7.10.2 With the vehicle initially stationary and the ignition locking system in the “Lock” or “Off” position, activate the ignition locking system to the “Start” position and start the engine. Place the vehicle in a forward gear and obtain a vehicle speed of 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including at least one left and one right turning maneuver and at least one application of the service brake. Verify that within two minutes after obtaining this vehicle speed the ESC malfunction indicator illuminates in accordance with S5.3. S7.10.3 As of September 1, 2011, stop the vehicle, deactivate the ignition locking system to the “Off” or “Lock” position. After a five-minute period, activate the vehicle's ignition locking system to the “Start” position and start the engine. Verify that the ESC malfunction indicator again illuminates to signal a malfunction and remains illuminated as long as the engine is running or until the fault is corrected. S7.10.4 Deactivate the ignition locking system to the “Off” or “Lock” position. Restore the ESC system to normal operation, activate the ignition system to the “Start” position and start the engine. Place the vehicle in a forward gear and obtain a vehicle speed of 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including at least one left and one right turning maneuver and at least one application of the service brake. Verify that within two minutes after obtaining this vehicle speed that the ESC malfunction indicator has extinguished. S7.11 Post Data Processing—Calculations for Performance Metrics. S7.11.1 Raw steering wheel angle data is filtered with a 12-pole phaseless Butterworth filter and a cutoff frequency of 10Hz. The filtered data is then zeroed to remove sensor offset utilizing static pretest data. S7.11.2 Raw yaw rate data is filtered with a 12-pole phaseless Butterworth filter and a cutoff frequency of 6Hz. The filtered data is then zeroed to remove sensor offset utilizing static pretest data. S7.11.3 Raw lateral acceleration data is filtered with a 12-pole phaseless Butterworth filter and a cutoff frequency of 6Hz. The filtered data is then zeroed to remove sensor offset utilizing static pretest data. The lateral acceleration data at the vehicle center of gravity is determined by removing the effects caused by vehicle body roll and by correcting for sensor placement via use of coordinate transformation. For data collection, the lateral accelerometer shall be located as close as possible to the position of the vehicle's longitudinal and lateral centers of gravity. S7.11.4 Steering wheel velocity is determined by differentiating the filtered steering wheel angle data. The steering wheel velocity data is then filtered with a moving 0.1 second running average filter. S7.11.5 Lateral acceleration, yaw rate and steering wheel angle data channels are zeroed utilizing a defined “zeroing range.” The methods used to establish the zeroing range are defined in S7.11.5.1 and S7.11.5.2. S7.11.5.1 Using the steering wheel rate data calculated using the methods described in S7.11.4, the first instant steering wheel rate exceeds 75 deg/sec is identified. From this point, steering wheel rate must remain greater than 75 deg/sec for at least 200 ms. If the second condition is not met, the next instant steering wheel rate exceeds 75 deg/sec is identified and the 200 ms validity check applied. This iterative process continues until both conditions are ultimately satisfied. S7.11.5.2 The “zeroing range” is defined as the 1.0 second time period prior to the instant the steering wheel rate exceeds 75 deg/sec ( i.e. S7.11.6 The Beginning of Steer (BOS) is defined as the first instance filtered and zeroed steering wheel angle data reaches −5 degrees (when the initial steering input is counterclockwise) or + 5 degrees (when the initial steering input is clockwise) after time defining the end of the “zeroing range.” The value for time at the BOS is interpolated. S7.11.7 The Completion of Steer (COS) is defined as the time the steering wheel angle returns to zero at the completion of the Sine with Dwell steering maneuver. The value for time at the zero degree steering wheel angle is interpolated. S7.11.8 The second peak yaw rate is defined as the first local yaw rate peak produced by the reversal of the steering wheel. The yaw rates at 1.000 and 1.750 seconds after COS are determined by interpolation. S7.11.9 Determine lateral velocity by integrating corrected, filtered and zeroed lateral acceleration data. Zero lateral velocity at BOS event. Determine lateral displacement by integrating zeroed lateral velocity. Zero lateral displacement at BOS event. Lateral displacement at 1.07 seconds from BOS event is determined by interpolation. S8. Phase-in schedule. S8.1 Vehicles manufactured on or after September 1, 2008, and before September 1, 2009. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2005, and before September 1, 2008; or (b) The manufacturer's production on or after September 1, 2008, and before September 1, 2009. S8.2 Vehicles manufactured on or after September 1, 2009, and before September 1, 2010. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2006, and before September 1, 2009; or (b) The manufacturer's production on or after September 1, 2009, and before September 1, 2010. S8.3 Vehicles manufactured on or after September 1, 2010, and before September 1, 2011. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2007, and before September 1, 2010; or (b) The manufacturer's production on or after September 1, 2010, and before September 1, 2011. S8.4 Vehicles manufactured on or after September 1, 2011. S8.5 Calculation of complying vehicles. (a) For purposes of complying with S8.1, a manufacturer may count a vehicle if it is certified as complying with this standard and is manufactured on or after June 5, 2007, but before September 1, 2009. (b) For purpose of complying with S8.2, a manufacturer may count a vehicle if it: (1)(i) Is certified as complying with this standard and is manufactured on or after June 5, 2007, but before September 1, 2010; and (ii) Is not counted toward compliance with S8.1; or (2) Is manufactured on or after September 1, 2009, but before September 1, 2010. (c) For purposes of complying with S8.3, a manufacturer may count a vehicle if it: (1)(i) Is certified as complying with this standard and is manufactured on or after June 5, 2007, but before September 1, 2011; and (ii) Is not counted toward compliance with S8.1 or S8.2; or (2) Is manufactured on or after September 1, 2010, but before September 1, 2011. S8.6 Vehicles produced by more than one manufacturer. S8.6.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8.1 through S8.4, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S8.6.2: (a) A vehicle that is imported must be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle. S8.6.2 A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR Part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.6.1. S8.7 Small volume manufacturers. Vehicles manufactured during any of the three years of the September 1, 2008 through August 31, 2011 phase-in by a manufacturer that produces fewer than 5,000 vehicles for sale in the United States during that year are not subject to the requirements of S8.1, S8.2, S8.3, and S8.5. S8.8 Final-stage manufacturers and alterers. Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S8.1 through S8.5. Instead, all vehicles produced by these manufacturers on or after September 1, 2012 must comply with this standard. [72 FR 17310, Apr. 6, 2007, as amended at 72 FR 34410, June 22, 2007; 73 FR 54542, Sept. 22, 2008; 76 FR 55833, Sept. 9, 2011; 77 FR 760, Jan. 6, 2012; 87 FR 34810, June 8, 2022] § 571.127 Standard No. 127; Automatic emergency braking systems for light vehicles. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Adaptive cruise control system Ambient illumination Automatic emergency braking AEB) system Brake pedal application onset Forward collision warning Forward collision warning onset Headway Lead vehicle Lead vehicle braking onset Pedestrian test mannequin Small-volume manufacturer Steel trench plate Subject vehicle Travel path Subject vehicle braking onset Vehicle test device S5. Requirements. (a) Except as provided in S5(b), vehicles manufactured on or after September 1, 2029 must meet the requirements of this standard. (b) The requirements of S5(a) do not apply to small-volume manufacturers, final-stage manufacturers, and alterers until one year after the dates specified in S5(a). S5.1. Requirements when approaching a lead vehicle. S5.1.1. Forward collision warning. (a) Auditory signal. (1) The auditory signal must have a high fundamental frequency of at least 800 Hz. (2) The auditory signal must have a tempo in the range of 6-12 pulses per second and a duty cycle in the range of 0.25-0.95. (3) The auditory signal as measured adjacent to a 50th percentile male driver's right ear (tragion) must have an intensity of 15-30 dB above the average noise level inside the vehicle when measured over a 5-second period under the range of test conditions specified in S6, at 100 km/h, with all vehicle openings closed, and all subject vehicle audio and sound-producing systems or functions that are not necessary for performing tests pursuant to the conditions in S6 and the procedures in S7, S8, S9 of this standard set to off. (4) In-vehicle audio that is not related to a crash avoidance system warning must be muted, or reduced in volume during presentation of the FCW auditory signal to within 5 dB of the average noise level inside the vehicle (as measured in S5.1.1(a)(3)), for the duration of the first between-pulse period of the FCW auditory signal under the range of test conditions specified in S6, at 100 km/h, with all vehicle openings closed, and all subject vehicle audio and sound-producing systems or functions that are not necessary for performing tests pursuant to the conditions in S6 and the procedures in S7, S8, S9 of this standard set to off. (b) Visual signal. (1) The visual signal symbol must be located within an ellipse that extends ±18 degrees vertically and ±10 degrees horizontally of the driver forward line of sight based on the forward-looking eye midpoint (M f (2) The visual signal must include the crash pictorial symbol in SAE J2400, 4.1.16, incorporated by reference (see § 571.5). (3) The visual signal symbol must be red in color and steady burning. S5.1.2. Automatic emergency braking. S5.1.3. Performance test requirements. The vehicle must provide a forward collision warning and subsequently apply the service brakes automatically such that the subject vehicle does not collide with the lead vehicle when tested using the procedures in S7 under the conditions specified in S6. The forward collision warning is not required if adaptive cruise control is engaged. S5.2. Requirements when approaching pedestrians. S5.2.1. Forward collision warning. S5.2.2. Automatic emergency braking. S5.2.3. Performance test requirements. S5.3. False activation. S5.4. Malfunction detection and controls. S5.4.1 The system must continuously detect system malfunctions, including performance degradation caused solely by sensor obstructions. If the system detects a malfunction, or if the system adjusts its performance such that it will not meet the requirements specified in S5.1, S5.2, or S5.3, the system must provide the vehicle operator with a telltale notification. S5.4.2 Except as provided in S5.4.2.1 and S5.4.2.2, the manufacturer must not provide a control that will place the AEB system in a mode or modes in which it will no longer satisfy the performance requirements of S5.1, S5.2, and S5.3. S5.4.2.1 The manufacturer may provide a control to allow AEB deactivation that is securely activated, provided the manufacturer enables such activation exclusively in a vehicle owned by a law enforcement agency. S5.4.2.2 The manufacturer may allow AEB deactivation to occur during low-range four-wheel drive configurations, when the driver selects “tow mode,” or when another vehicle system is activated that will have a negative ancillary impact on AEB operation. S5.4.3 The vehicle's AEB system must always return to the manufacturer's original default AEB mode that satisfies the requirements of S5.1, S5.2, and S5.3 at the initiation of each new ignition cycle, unless the vehicle is in a low-range four-wheel drive configuration selected by the driver on the previous ignition cycle designed for low-speed, off-road driving. S6. Test conditions. S6.1. Environmental conditions. S6.1.1. Temperature. S6.1.2. Wind. S6.1.3. Ambient lighting. (a) Daylight testing. (1) The ambient illumination on the test surface is any level at or above 2,000 lux. (2) Testing is not performed while driving toward or away from the sun such that the horizontal angle between the sun and a vertical plane containing the centerline of the subject vehicle is less than 25 degrees and the solar elevation angle is less than 15 degrees. (b) Dark testing. (1) The ambient illumination on the test surface is any level at or below 0.2 lux. (2) Testing is performed under any lunar phase. (3) Testing is not performed while driving toward the moon such that the horizontal angle between the moon and a vertical plane containing the centerline of the subject vehicle is less than 25 degrees and the lunar elevation angle is less than 15 degrees. S6.1.4. Precipitation. S6.2. Road conditions. S6.2.1. Test Track surface and construction. S6.2.2. Surface friction. S6.2.3. Slope. S6.2.4. Markings. S6.2.5. Obstructions. S6.3. Subject vehicle conditions. S6.3.1. Malfunction notification. S6.3.2. Sensor obstruction. S6.3.3. Tires. S6.3.4. Brake burnish. (a) Vehicles subject to § 571.105 are burnished in accordance with S7.4 of § 571.105. (b) Vehicles subject to § 571.135 are burnished in accordance with S7.1 of § 571.135. S6.3.5. Brake temperature. S6.3.6. Fluids. S6.3.7. Propulsion battery charge. S6.3.8. Cruise control. S6.3.9. Adjustable forward collision warning. S6.3.10. Engine braking. S6.3.11. Regenerative braking. S6.3.12. Headlamps. (a) Daylight testing is conducted with the headlamp control in any selectable position. (b) Darkness testing is conducted with the vehicle's lower beams active and separately with the vehicle's upper beams active. (c) Prior to performing darkness testing, headlamps are aimed according to the vehicle manufacturer's instructions. The weight of the loaded vehicle at the time of headlamp aiming is within 10 kg of the weight of the loaded vehicle during testing. S6.3.13. Subject vehicle loading. S6.3.14. AEB system initialization. S6.4. Equipment and test devices. S6.4.1. The vehicle test device is specified in 49 CFR part 596, subpart C. Local fluttering of the lead vehicle's external surfaces does not exceed 10 mm perpendicularly from the reference surface, and distortion of the lead vehicle's overall shape does not exceed 25 mm in any direction. S6.4.2. Adult pedestrian test mannequin is specified in 49 CFR part 596, subpart B. S6.4.3. Child pedestrian test mannequin is specified in 49 CFR part 596, subpart B. S6.4.4. The steel trench plate used for the false activation test has the dimensions 2.4 m x 3.7 m x 25 mm and is made of ASTM A36 steel. Any metallic fasteners used to secure the steel trench plate are flush with the top surface of the steel trench plate. S7. Testing when approaching a lead vehicle. S7.1. Setup. (a) The testing area is set up in accordance with figure 2 to this section. (b) Testing is conducted during daylight. (c) For reference, table 1 to S7.1 specifies the subject vehicle speed (V SV LV (d) The intended travel path of the vehicle is a straight line toward the lead vehicle from the location corresponding to a headway of L 0 (e) If the road surface is marked with a single or double lane line, the intended travel path is parallel to and 1.8 m from the inside of the closest line. If the road surface is marked with two lane lines bordering the lane, the intended travel path is centered between the two lines. (f) For each test run conducted, the subject vehicle speed (V SV LV Table 1 to S7.1—Test Parameters When Approaching a Lead Vehicle Speed (km/h) Headway (m) Lead vehicle decel (g) Manual brake application V SV V LV Stopped Lead Vehicle Any 10-80 0 — — No. Any 70-100 0 — — Yes. Slower-Moving Lead Vehicle Any 40-80 20 — — No. Any 70-100 20 — — Yes. Decelerating Lead Vehicle 50 50 Any 12-40 Any 0.3-0.5 No. 50 50 Any 12-40 Any 0.3-0.5 Yes. 80 80 Any 12-40 Any 0.3-0.5 No. 80 80 Any 12-40 Any 0.3-0.5 Yes. S7.2. Headway calculation. L 0 TTC L 0 V SV V LV Equation 1 to S7.2 L 0 0 V SV V LV TTC 0 S7.3. Stopped lead vehicle. S7.3.1. Test parameters. (a) For testing with no subject vehicle manual brake application, the subject vehicle test speed is any speed between 10 km/h and 80 km/h, and the lead vehicle speed is 0 km/h. (b) For testing with manual brake application of the subject vehicle, the subject vehicle test speed is any speed between 70 km/h and 100 km/h, and the lead vehicle speed is 0 km/h. S7.3.2. Test conduct prior to forward collision warning onset. (a) The lead vehicle is placed stationary with its longitudinal centerline coincident to the intended travel path. (b) Before the headway corresponds to L 0 (c) The subject vehicle approaches the rear of the lead vehicle. (d) Beginning when the headway corresponds to L 0 (e) Beginning when the headway corresponds to L 0 S7.3.3. Test conduct after forward collision warning onset. (a) The accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted for vehicles tested with cruise control active. (b) For testing conducted with manual brake application, the service brakes are applied as specified in S10. The onset of brake pedal application occurs 1.0 ± 0.1 second after forward collision warning onset. (c) For testing conducted without manual brake application, no manual brake application is made until the test completion criteria of S7.3.4 are satisfied. S7.3.4. Test completion criteria. S7.4. Slower-moving lead vehicle. S7.4.1. Test parameters. (a) For testing with no subject vehicle manual brake application, the subject vehicle test speed is any speed between 40 km/h and 80 km/h, and the lead vehicle speed is 20 km/h. (b) For testing with manual brake application of the subject vehicle, the subject vehicle test speed is any speed between 70 km/h and 100 km/h, and the lead vehicle speed is 20 km/h. S7.4.2. Test conduct prior to forward collision warning onset. (a) The lead vehicle is propelled forward in a manner such that the longitudinal center plane of the lead vehicle does not deviate laterally more than 0.3m from the intended travel path. (b) The subject vehicle approaches the lead vehicle. (c) Before the headway corresponds to L 0 (d) Beginning when the headway corresponds to L 0 (e) Beginning when the headway corresponds to L 0 S7.4.3. Test conduct after forward collision warning onset. (a) The subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted for vehicles tested with cruise control active. (b) For testing conducted with manual braking application, the service brakes are applied as specified in S10. The onset of brake pedal application is 1.0 ±0.1 second after the forward collision warning onset. (c) For testing conducted without manual braking application, no manual brake application is made until the test completion criteria of S7.4.4 are satisfied. S7.4.4. Test completion criteria. S7.5. Decelerating lead vehicle. S7.5.1. Test parameters. (a) The subject vehicle test speed is 50 km/h or 80 km/h, and the lead vehicle speed is identical to the subject vehicle test speed. (b) [Reserved] S7.5.2. Test conduct prior to lead vehicle braking onset. (a) Before the 3 seconds prior to lead vehicle braking onset, the subject vehicle is be driven at any speed, in any direction, on any road surface, for any amount of time. (b) Between 3 seconds prior to lead vehicle braking onset and lead vehicle braking onset: (1) The lead vehicle is propelled forward in a manner such that the longitudinal center plane of the vehicle does not deviate laterally more than 0.3 m from the intended travel path. (2) The subject vehicle follows the lead vehicle at a headway of any distance between 12 m and 40 m. (3) The subject vehicle's speed is maintained within 1.6 km/h of the test speed with minimal and smooth accelerator pedal inputs prior to forward collision warning onset. (4) The lead vehicle's speed is maintained within 1.6 km/h. (5) The subject vehicle and lead vehicle headings are maintained with minimal steering input such that their travel paths do not deviate more than 0.3 m laterally from the centerline of the lead vehicle, and the yaw rate of the subject vehicle does not exceed ±1.0 deg/s until onset of forward collision warning. S7.5.3. Test conduct following lead vehicle braking onset. (a) The lead vehicle is decelerated to a stop with a targeted average deceleration of any value between 0.3g and 0.5g. The targeted deceleration magnitude is achieved within 1.5 seconds of lead vehicle braking onset and is maintained until 250 ms prior to coming to a stop. (b) After forward collision warning onset, the subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted for vehicles with cruise control active. (c) For testing conducted with manual braking application, the service brakes are applied as specified in S10. The brake pedal application onset occurs 1.0 ± 0.1 second after the forward collision warning onset. (d) For testing conducted without manual braking application, no manual brake application is made until the test completion criteria of S7.5.4 are satisfied. S7.5.4. Test completion criteria. S8. Testing when approaching a pedestrian. S8.1. Setup. S8.1.1. General. (a) For reference, table 2 to S8.1.1 specifies the pedestrian test mannequin direction of travel, overlap, obstruction condition and speed (V P SV (b) The intended travel path of the vehicle is a straight line originating at the location corresponding to a headway of L 0 (c) If the road surface is marked with a single or double lane line, the intended travel path is parallel to and 1.8 m from the inside of the closest line. If the road surface is marked with two lane lines bordering the lane, the intended travel path is centered between the two lines. (d) For each test run conducted, the subject vehicle speed (V SV Table 2 to S8.1.1—Test Parameters When Approaching a Pedestrian Direction Overlap Obstructed Speed (km/h) Lighting condition V SV V P Pedestrian Crossing Road Right 25 No Any 10-60 5 Daylight Right 50 No Any 10-60 5 Daylight Lower Beams Upper Beams Left 50 No Any 10-60 8 Daylight Right 50 Yes Any 10-50 5 Daylight Stationary Pedestrian Right 25 No Any 10-55 0 Daylight Lower Beams Upper Beams Pedestrian Moving Along the Path Right 25 No Any 10-65 5 Daylight Upper Beams S8.1.2. Overlap. S8.1.3. Pedestrian test mannequin. (a) For testing where the pedestrian test mannequin is secured to a moving apparatus, the pedestrian test mannequin is secured so that it faces the direction of motion. The pedestrian test mannequin leg articulation starts on apparatus movement and stops when the apparatus stops. (b) For testing where the pedestrian test mannequin is stationary, the pedestrian test mannequin faces away from the subject vehicle, and the pedestrian test mannequin legs remain still. S8.2. Headway calculation. L 0 TTC L 0 V SV V P-y Equation 2 to S8.2 L 0 0 V SV V P-y TTC 0 S8.3. Pedestrian crossing road. S8.3.1. Test parameters and setup (unobstructed from right). (a) The testing area is set up in accordance with figure 3 to this section. (b) Testing is conducted in the daylight or darkness conditions, except that testing with the pedestrian at the 25 percent overlap is only conducted in daylight conditions. (c) Testing is conducted using the adult pedestrian test mannequin. (d) The movement of the pedestrian test mannequin is perpendicular to the subject vehicle's intended travel path. (e) The pedestrian test mannequin is set up 4.0 ± 0.1 m to the right of the intended travel path. (f) The intended overlap is 25 percent from the right or 50 percent. (g) The subject vehicle test speed is any speed between 10 km/h and 60 km/h. (h) The pedestrian test mannequin speed is 5 km/h. S8.3.2 Test parameters and setup (unobstructed from left). (a) The testing area is set up in accordance with figure 4 to this section. (b) Testing is conducted in the daylight condition. (c) Testing is conducted using the adult pedestrian mannequin. (d) The movement of the pedestrian test mannequin is perpendicular to the intended travel path. (e) The pedestrian test mannequin is set up 6.0 ± 0.1 m to the left of the intended travel path. (f) The intended overlap is 50 percent. (g) The subject vehicle test speed is any speed between 10 km/h and 60 km/h. (h) The pedestrian test mannequin speed is 8 km/h. S8.3.3. Test parameters and setup (obstructed). (a) The testing area is set up in accordance with figure 5 to this section. (b) Testing is conducted in the daylight condition. (c) Testing is conducted using the child pedestrian test mannequin. (d) The movement of the pedestrian test mannequin is perpendicular to the intended travel path. (e) The pedestrian test mannequin is set up 4.0 ± 0.1 m to the right of the intended travel path. (f) The intended overlap is 50 percent. (g) Two vehicle test devices are secured in stationary positions parallel to the intended travel path. The two vehicle test devices face the same direction as the intended travel path. One vehicle test device is directly behind the other separated by 1.0 ± 0.1 m. The frontmost plane of the vehicle test device furthermost from the subject vehicle is located 1.0 ± 0.1 m from the parallel contact plane (to the subject vehicle's frontmost plane) on the pedestrian test mannequin. The left side of each vehicle test device is no less than 2.2 m to the right of the vertical plane through the intended travel path. The left side of each vehicle test device is no less than 1.15 m to the right of the vertical plane parallel to the plane through the intended travel path tangent to the 0 percent overlap point. (h) The subject vehicle test speed is any speed between 10 km/h and 50 km/h. (i) The pedestrian test mannequin speed is 5 km/h. S8.3.4. Test conduct prior to forward collision warning or subject vehicle braking onset. (a) Before the headway corresponds to L 0 (b) The subject vehicle approaches the crossing path of the pedestrian test mannequin. (c) Beginning when the headway corresponds to L 0 (d) Beginning when the headway corresponds to L 0 (e) The pedestrian test mannequin apparatus is triggered at a time such that the pedestrian test mannequin meets the intended overlap, subject to the criteria in S8.1.2. The pedestrian test mannequin achieves its intended speed within 1.5 m after the apparatus begins to move and maintains its intended speed within 0.4 km/h until the test completion criteria of S8.3.6 are satisfied. S8.3.5. Test conduct after either forward collision warning or subject vehicle braking onset. (a) After forward collision warning or subject vehicle braking onset, the subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted for vehicles with cruise control active. (b) No manual brake application is made until the test completion criteria of S8.3.6 are satisfied. (c) The pedestrian mannequin continues to move until the completion criteria of S8.3.6 are satisfied. S8.3.6. Test completion criteria. S8.4. Stationary pedestrian. S8.4.1. Test parameters and setup. (a) The testing area is set up in accordance with figure 6 to this section. (b) Testing is conducted in the daylight or darkness conditions. (c) Testing is conducted using the adult pedestrian test mannequin. (d) The pedestrian mannequin is set up at the 25 percent right overlap position facing away from the approaching vehicle. (e) The subject vehicle test speed is any speed between 10 km/h and 55 km/h. (f) The pedestrian mannequin is stationary. S8.4.2. Test conduct prior to forward collision warning or subject vehicle braking onset. (a) Before the headway corresponds to L 0 (b) The subject vehicle approaches the pedestrian test mannequin. (c) Beginning when the headway corresponds to L 0 (d) Beginning when the headway corresponds to L 0 S8.4.3. Test conduct after either forward collision warning or subject vehicle braking onset. (a) After forward collision warning or subject vehicle braking onset, the subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted with vehicles with cruise control active. (b) No manual brake application is made until the test completion criteria of S8.4.4 are satisfied. S8.4.4. Test completion criteria. S8.5. Pedestrian moving along the path. S8.5.1. Test parameters and setup. (a) The testing area is set up in accordance with figure 7 to this section. (b) Testing is conducted in the daylight or darkness conditions. (c) Testing is conducted using the adult pedestrian test mannequin. (d) The movement of the pedestrian test mannequin is parallel to and in the same direction as the subject vehicle. (e) The pedestrian test mannequin is set up in the 25 percent right offset position. (f) The subject vehicle test speed is any speed between 10 km/h and 65 km/h. (g) The pedestrian test mannequin speed is 5 km/h. S8.5.2. Test conduct prior to forward collision warning or subject vehicle braking onset. (a) Before the headway corresponds to L 0 (b) The subject vehicle approaches the pedestrian test mannequin. (c) Beginning when the headway corresponds to L 0 (d) Beginning when the headway corresponds to L 0 (e) The pedestrian test mannequin apparatus is triggered any time after the distance between the front plane of the subject vehicle and a parallel contact plane on the pedestrian test mannequin corresponds to L 0 S8.5.3. Test conduct after either forward collision warning or subject vehicle braking onset. (a) After forward collision warning or subject vehicle braking onset, the subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted for vehicles with cruise control active. (b) No manual brake application is made until the test completion criteria of S8.5.4 are satisfied. S8.5.4. Test completion criteria. S9. False AEB activation. S9.1. Headway calculation. L 0, L 2.1, L 1.1 L 0 L 2.1 L 1.1 V SV Equation 3 to S9.1 L X X V SV TTC 0 5.0 TTC 2.1 2.1 TTC 1.1 1.1 S9.2. Steel trench plate. S9.2.1. Test parameters and setup. (a) The testing area is set up in accordance with figure 8 to this section. (b) The steel trench plate is secured flat on the test surface so that its longest side is parallel to the vehicle's intended travel path and horizontally centered on the vehicle's intended travel path. (c) The subject vehicle test speed is 80 km/h. (d) Testing is conducted with manual brake application and without manual brake application. (e) Testing is conducted during daylight. S9.2.2. Test conduct. (a) Before the headway corresponds to L 0 (b) The subject vehicle approaches the steel trench plate. (c) Beginning when the headway corresponds to L 0 (d) Beginning when the headway corresponds to L 0 (e) If forward collision warning occurs, the subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. This action is omitted for vehicles with cruise control active. (f) For tests where no manual brake application occurs, manual braking is not applied until the test completion criteria of S9.2.3 are satisfied. (g) For tests where manual brake application occurs, the subject vehicle's accelerator pedal, if not already released, is released when the headway corresponds to L 2.1 (h) For tests where manual brake application occurs, the service brakes are applied as specified in S10. The brake application pedal onset occurs at headway L 1.1 S9.2.3. Test completion criteria. S9.3. Pass-through. S9.3.1. Test parameters and setup. (a) The testing area is set up in accordance with figure 9 to this section. (b) Two vehicle test devices are secured in a stationary position parallel to one another with a lateral distance of 4.5 m ±0.1 m between the vehicles' closest front wheels. The centerline between the two vehicles is parallel to the intended travel path. (c) The subject vehicle test speed is 80 km/h. (d) Testing is conducted with manual brake application and without manual brake application. (e) Testing is conducted during daylight. S9.3.2. Test conduct. (a) Before the headway corresponds to L 0 (b) The subject vehicle approaches the gap between the two vehicle test devices. (c) Beginning when the headway corresponds to L 0 (d) Beginning when the headway corresponds to L 0 (e) If forward collision warning occurs, the subject vehicle's accelerator pedal is released at any rate such that it is fully released within 500 ms. (f) For tests where no manual brake application occurs, manual braking is not applied until the test completion criteria of S9.3.3 are satisfied. (g) For tests where manual brake application occurs, the subject vehicle's accelerator pedal, if not already released, is released when the headway corresponds to L 2.1 (h) For tests where manual brake application occurs, the service brakes are applied as specified in S10. The brake application onset occurs when the headway corresponds to L 1.1 S9.3.3. Test completion criteria. S10. Subject vehicle brake application procedure. S10.1. The procedure begins with the subject vehicle brake pedal in its natural resting position with no preload or position offset. S10.2. At the option of the manufacturer, either displacement feedback, hybrid feedback, or force feedback control is used. S10.3. Displacement feedback procedure. (a) The mean deceleration is the deceleration over the time from the brake pedal achieving the commanded position to 250 ms before the vehicle comes to a stop. (b) The pedal displacement controller displaces the brake pedal at a rate of 254 mm/s ±25.4 mm/s to the commanded brake pedal position. (c) The pedal displacement controller may overshoot the commanded position by any amount up to 20 percent. If such an overshoot occurs, it is corrected within 250 ms from when the commanded position is first achieved. (d) The achieved brake pedal position is any position within 10 percent of the commanded position from 250 ms after the commanded brake pedal position is first achieved to the end of the test. S10.4. Hybrid brake pedal feedback procedure. (a) The mean deceleration is the deceleration over the time from the brake pedal achieving the commanded position to 250 ms before the vehicle comes to a stop. (b) The hybrid controller displaces the brake pedal at a rate of 254 mm/s ±25.4 mm/s to the commanded pedal position. (c) The hybrid controller may overshoot the commanded position by any amount up to 20 percent. If such an overshoot occurs, it is corrected within 250 ms from then the commanded position is first achieved. (d) The hybrid controller begins to control the force applied to the brake pedal and stops controlling pedal displacement within 100 ms after the commanded brake pedal displacement occurs. (e) The hybrid controller applies a pedal force of at least 11.1 N from the onset of the brake application until the end of the test. (f) The average pedal force is maintained within 10 percent of the commanded brake pedal force from 350 ms after commended pedal displacement occurs until test completion. S10.5. Force feedback procedure. (a) The mean deceleration is the deceleration over the time from when the commanded brake pedal force is first achieved to 250 ms before the vehicle comes to a stop. (b) The force controller achieves the commanded brake pedal force within 250 ms. The application rate is unrestricted. (c) The force controller may overshoot the commanded force by any amount up to 20 percent. If such an overshoot occurs, it is corrected within 250 ms from when the commanded force is first achieved. (d) The force controller applies a pedal force of at least 11.1 N from the onset of the brake application until the end of the test. (e) The average pedal force is maintained within 10 percent of the commanded brake pedal force from 250 ms after commended pedal force occurs until test completion. Figure 1 to § 571.127—Percentage Overlap Nomenclature Figure 2 to § 571.127—Setup for Lead Vehicle Automatic Emergency Braking Figure 3 to § 571.127—Setup for Pedestrian, Crossing Path, Right Figure 4 to § 571.127—Setup for Pedestrian, Crossing Path, Left Figure 5 to § 571.127—Setup for Pedestrian, Obstructed Figure 6 to § 571.127—Setup for Pedestrian Along-Path Stationary Figure 7 to § 571.127—Setup for Pedestrian Along-Path Moving Figure 8 to § 571.127—Steel Trench Plate Figure 9 to § 571.127—Pass-through [89 FR 39779, May 9, 2024, as amended at 89 FR 93220, Nov. 26, 2024; 89 FR 99732, Dec. 11, 2024] § 571.128 [Reserved] § 571.129 Standard No. 129; New non-pneumatic tires for passenger cars. S1 Scope. S2 Application. S3 Definitions. Carcass Carcass separation Chunking Cracking Load rating Maximum tire width Non-pneumatic rim Non-pneumatic test rim Non-pneumatic tire Non-pneumatic tire assembly Non-pneumatic tire identification code Test wheel center member Tread Tread separation Wheel Wheel center member S4 Requirements. S4.1 Size and Construction. S4.2 Performance Requirements S4.2.1 General. (a) Its load rating shall be that specified in a submission made by a manufacturer, pursuant to S4.4(a), or in one of the publications described in S4.4(b) for its non-pneumatic tire identification code designation. (b) It shall incorporate a tread wear indicator that will provide a visual indication that the tire has worn to a tread depth of 1/16 (c) It shall, before being subjected to either the endurance test procedure specified in S5.4 or the high speed performance procedure specified in S5.5, exhibit no visual evidence of tread or carcass separation, chunking or cracking. (d) It shall meet the requirements of S4.2.2.5 and S4.2.2.6 when tested on a test wheel described in S5.4.2.1 either alone or simultaneously with up to 5 tires. S4.2.2 Test Requirements. S.4.2.2.1 Test Sample. (a) One tire for physical dimensions, lateral strength, and strength in sequence; (b) A second tire for tire endurance; and (c) A third tire for high speed performance. S4.2.2.2 Physical Dimensions. S4.2.2.3 Lateral Strength. (a) 1,500 pounds for tires with a load rating less than 880 pounds; (b) 2,000 pounds for tires with a load rating of 880 pounds or more but less than 1,400 pounds. (c) 2,500 pounds for tires with a load rating of 1,400 pounds or more, using the load rating marked on the tire or tire assembly. S4.2.2.4 Tire Strength. Load rating Minimum energy level Below 880 pounds 1950 inch pounds. 880 pounds and above 2600 inch pounds. S4.2.2.5 Tire Endurance. S4.2.2.6 High Speed Performance. S4.3 Labeling requirements. S4.4 Non-Pneumatic Tire Identification Code and Non-Pneumatic Rim/Wheel Center Member Matching Information. (a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires or, in the case of non-pneumatic tires supplied only as a temporary spare tire on a vehicle, in a document furnished to dealers of vehicles equipped with the tires, to any person upon request, and in duplicate to the Office of Vehicle Safety Standards, Crash Avoidance Division, National Highway Traffic Safety Administration, U.S. Department of Transportation, Washington, DC 20590; or (b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations: The Tire and Rim Association The European Tyre and Rim Technical Organization Japan Automobile Tire Manufacturers' Association, Inc. Deutche Industrie Norm British Standards Institute Scandinavian Tire and Rim Organization Tyre and Rim Association of Australia S5. Test Procedures. S5.1 Physical Dimensions. S5.2 Lateral Strength. S5.2.1 Preparation of the tire. S5.2.1.1 If applicable, mount a new tire on a non-pneumatic test rim or test wheel center member. S5.2.1.2 Mount the tire assembly in a fixture as shown in Figure 1 with the surface of the tire assembly that would face outward when mounted on a vehicle facing toward the lateral strength test block shown in Figure 2 and force the lateral strength test block against the tire. S5.2.2 Test Procedure. S5.2.2.1 Apply a load through the block to the tire at a rate of 2 inches per minute, with the load arm parallel to the tire assembly at the time of engagement and the first point of contact with the test block being the test block centerline shown in Figure 2, at the following distances, B, in sequence, as shown in Figure 1: B = A—1 inch B = A—2 inches B = A—3 inches B = A—4 inches B = A—5 inches, and B = A—6 inches. However, if at any time during the conduct of the test, the test block comes in contact with the non-pneumatic test rim or test wheel center member, the test shall be suspended and no further testing at smaller values of the distance B shall be conducted. When tested to the above procedure, satisfying the requirements of S4.2.2.3 for all values of B greater than that for which contact between the non-pneumatic test rim or test wheel center member and the test block is made, shall constitute compliance to the requirements set forth in S4.2.2.3. S5.3 Tire Strength. S5.3.1 Preparation of the Tire. S5.3.1.1 If applicable, mount the tire on a non-pneumatic test rim or test wheel center member. S5.3.1.2 Condition the tire assembly at room temperature for at least three hours. S5.3.2 Test Procedures. S5.3.2.1 Force the test cleat, as defined in S5.3.2.2, with its length axis (see S5.3.2.2(a)) parallel to the rolling axis of the non-pneumatic tire assembly, and its height axis (see S5.3.2.2(c)), coinciding with a radius of the non-pneumatic tire assembly, into the tread of the tire at five test points equally spaced around the circumference of the tire. At each test point, the test cleat is forced into the tire at a rate of two inches per minute until the applicable minimum energy level, as shown in S4.2.2.4, calculated using the formula contained in S5.3.2.3, is reached. S5.3.2.2 The test cleat is made of steel and has the following dimensions; (a) Minimum length of one inch greater than the maximum tire width of the tire, (b) Width of one-half inch with the surface which contacts the tire's tread having one-quarter inch radius, and (c) Minimum height of one inch greater than the difference between the unloaded radius of the non-pneumatic tire assembly and the maximum radius of the non-pneumatic rim or wheel center member, if used with the non-pneumatic tire assembly being tested. S5.3.2.3 The energy level is calculated by the following formula: where E = Energy level, inch-pounds; F = Force, pounds; and P = Penetration, inches S5.4 Tire Endurance. S5.4.1 Preparation of the tire. S5.4.1.1 If applicable, mount a new tire on a non-pneumatic test rim or test wheel center member. S5.4.1.2 Condition the tire assembly to 100 ±5 °F. for at least three hours. S5.4.2 Test Procedure. S5.4.2.1 Mount the tire assembly on a test axle and press it against a flat-faced steel test wheel 67.23 inches in diameter and at least as wide as the maximum tire width of the tire to be tested or an approved equivalent test wheel, with the applicable test load specified in the table in S5.4.2.3 for the tire's non-pneumatic tire identification code designation. S5.4.2.2 During the test, the air surrounding the test area shall be 100 ±5 °F. S5.4.2.3 Conduct the test at 50 miles per hour (m.p.h.) in accordance with the following schedule without interruption: The loads for the following periods are the specified percentage of the load rating marked on the tire or tire assembly: Percent 4 hours 85 86 hours 90 24 hours 100 S5.4.2.4 Immediately after running the tire the required time, allow the tire to cool for one hour, then, if applicable, detach it from the non-pneumatic test rim or test wheel center member, and inspect it for the conditions specified in S4.2.2.5. S5.5 High Speed Endurance. S5.5.1 After preparing the tire in accordance with S5.4.1, if applicable, mount the tire assembly in accordance with S5.4.2.1, and press it against the test wheel with a load of 88 percent of the tire's load rating as marked on the tire or tire assembly. S5.5.2 Break in the tire by running it for 2 hours at 50 m.p.h. S5.5.3 Allow to cool to 100 ±5 °F. S5.5.4 Test at 75 m.p.h. for 30 minutes, 80 m.p.h. for 30 minutes and 85 m.p.h. for 30 minutes. S5.5.5 Immediately after running the tire for the required time, allow the tire to cool for one hour, then, if applicable, detach it from the non-pneumatic test rim or test wheel center member, and inspect it for the conditions specified in S4.2.2.6. S6. Nonconforming tires. S7 Phase-In Schedule for labeling requirements. S7.1 Tires manufactured on or after September 1, 2005 and before September 1, 2006. S7.2 Tires manufactured on or after September 1, 2006 and before September 1, 2007. S7.3 Tires manufactured on or after September 1, 2007. [55 FR 29590, July 20, 1990, as amended at 56 FR 19312, Apr. 26, 1991; 67 FR 69627, Nov. 18, 2002; 69 FR 31319, June 3, 2004] § 571.131 Standard No. 131; School bus pedestrian safety devices. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Stop signal arm S5. Requirements. S5.1 The stop signal arm shall be a regular octagon which is at least 450 mm × 450 mm (17.72 inches × 17.72 inches) in diameter. S5.2 The stop signal arm shall be red on both sides, except as provided in S5.2.1 and S5.2.2, and S5.2.3. S5.2.1 The stop signal arm shall have a white border at least 12 mm (0.47 inches) wide on both sides, except as provided in S5.2.3. Mounting brackets, clips, bolts, or other components necessary to the mechanical or electrical operation of the stop signal arm may not obscure more than 15 percent of the border on each side of the stop arm. The portion of the border that may be obscured is in addition to that portion which may be obscured by the two red lamps specified in S5.3.2. S.5.2.2 The stop signal arm shall have the word “STOP” displayed in white upper-case letters on both sides, except as provided in S5.2.3. The letters shall be at least 150 mm (5.9 inches) in height. The letters shall have a stroke width of at least 20 mm (0.79 inches), except as provided in S.5.3.1.1. S5.2.3 When two stop signal arms are installed on a school bus, the rearmost stop signal arm shall not contain any lettering, symbols, or markings on the forward side. S5.3 Conspicuity. S5.3.1 Except as provided in S5.3.1.1, S5.3.1.2, or S5.3.1.3, the entire surface of both sides of each stop signal arm shall be reflectorized with Type III retroreflectorized material that meets the minimum specific intensity requirements of S6.1 and Table I. S.5.3.1.1 The legend of the retroreflective stop arm may be illuminated in a manner such that light is emitted from the surface of each letter or from the area immediately surrounding each letter. Only red lamps may be used. They shall form the complete shape of each letter of the legend, and shall be affixed to all letters (or to the areas immediately surrounding all letters) in the legend. The shape of each letter shall remain constant and, if the lamps are contained within each letter, the net stroke width (stroke width minus the width of the lamp(s)) of each letter of the legend, specified in S5.2.2, shall not be less than 15 mm (0.59 inch). When the stop arm is extended, the lamps shall flash at the rate specified in S6.2.2, with a current “on” time specified in S6.2.2.1. All lamps shall be positioned in one of the two following ways: (1) centered within the stroke of each letter of the legend, or (2) outlining each letter of the legend. S5.3.1.2 Nonreflectorized mounting brackets, clips, bolts, or other components necessary to the mechanical or electrical operation of the stop signal arm shall not obscure more than 7.5 percent of the total surface area of either side of the stop signal arm. S5.3.1.3 When two stop signal arms are installed on a school bus, the forward side of the rearmost stop signal arm shall not be reflectorized. S5.3.2 Each side of the stop signal arm shall have at least two red lamps that meet the requirements of S6.2. The lamps shall be centered on the vertical centerline of the stop arm. One of the lamps shall be located at the extreme top of the stop arm and the other at its extreme bottom. S5.4 The stop signal arm shall be installed on the left side of the bus. S5.4.1 The stop signal arm shall be located such that, when in the extended position: (a) The stop signal arm is perpendicular to the side of the bus, plus or minus five degrees; (b) The top edge of the stop signal arm is parallel to and not more than 6 inches from a horizontal plane tangent to the lower edge of the frame of the passenger window immediately behind the driver's window; and (c) The vertical centerline of the stop signal arm is not less than 9 inches away from the side of the school bus. S5.4.2 A second stop signal arm may be installed on a school bus. That stop signal arm shall comply with S5.4 and S5.4.1. S5.5 The stop signal arm shall be automatically extended in such a manner that it complies with S5.4.1, at a minimum whenever the red signal lamps required by S5.1.4 of Standard No. 108 are activated; except that a device may be installed that prevents the automatic extension of a stop signal arm. The mechanism for activating the device shall be within the reach of the driver. While the device is activated, a continuous or intermittent signal audible to the driver shall sound. The audible signal may be equipped with a timing device requiring the signal to sound for at least 60 seconds. If a timing device is used, it shall automatically recycle every time the service entry door is opened while the engine is running and the manual override is engaged. S6 Test Procedures. S6.1 Reflectivity Test. Table 1—Minimum Specific Intensity per Unit Area (SIA) (Candelas per Footcandle per Square Foot) Observation Angle (°) Entrance Angle (°) White Red Type III Retroreflective Element Material A—Glass Bead Retroreflective Element Material 0.2 −4 250 45 0.2 + 30 150 25 0.5 −4 95 15 0.5 + 30 65 10 B—Prismatic Retroreflective Element Material 0.2 −4 250 45 0.2 + 30 95 13.3 0.5 −4 200 28 0.5 + 30 65 10 S6.2 Lighting Tests. S6.2.1 Color. S6.2.2. Flash rate. S6.2.2.1 Lamps, except those subject to S6.2.2.2, shall have a current “on” time of 30 to 75 percent of the total flash cycle. The total current “on” time for the two terminals shall be between 90 and 110 percent of the total flash cycle. S6.2.2.2 Xenon short-arc gaseous discharge lamps shall have an “off” time before each flash of at least 50 percent of the total flash cycle. S6.2.3 Vibration, Moisture, Dust, Corrosion, Photometry, and Warpage Tests. [56 FR 20370, May 3, 1991, as amended at 57 FR 40134, Sept. 2, 1992; 59 FR 26761, May 24, 1994; 63 FR 29143, May 28, 1998; 68 FR 44901, July 31, 2003; 77 FR 760, Jan. 6, 2012] § 571.135 Standard No. 135; Light vehicle brake systems. S1. Scope. S2. Purpose. S3. Application. This standard applies to passenger cars manufactured on or after September 1, 2000 and to multi-purpose passenger vehicles, trucks and buses with a gross vehicle weight rating (GVWR) of 3,500 kilograms (7,716 pounds) or less, manufactured on or after September 1, 2002. In addition, at the option of the manufacturer, passenger cars manufactured before September 1, 2000, and multi-purpose passenger vehicles, trucks and buses with a GVWR of 3,500 kilograms (7,716 pounds) or less, manufactured before September 1, 2002, may meet the requirements of this standard instead of Federal Motor Vehicle No. 105, Hydraulic Brake Systems. S4. Definitions. Adhesion utilization curves Antilock brake system ABS (1) Sensing the rate of angular rotation of the wheels; (2) Transmitting signals regarding the rate of wheel angular rotation to one or more controlling devices which interpret those signals and generate responsive controlling output signals; and (3) Transmitting those controlling signals to one or more modulator devices which adjust brake actuating forces in response to those signals. Backup system Brake factor Brake hold-off pressure Brake power assist unit Brake power unit Braking ratio Electric vehicle EV Electrically-actuated service brakes Functional failure Hydraulic brake system Initial brake temperature IBT Lightly loaded vehicle weight LLVW Maximum speed VMax Objective brake factor Peak friction coefficient PFC Pressure component Regenerative braking system RBS Snub Split service brake system Stopping distance Variable brake proportioning system Wheel lockup S5. Equipment requirements. S5.1. Service brake system. S5.1.1. Wear adjustment. S5.1.2. Wear status. (a) Acoustic or optical devices warning the driver at his or her driving position when lining replacement is necessary, or (b) A means of visually checking the degree of brake lining wear, from the outside or underside of the vehicle, utilizing only the tools or equipment normally supplied with the vehicle. The removal of wheels is permitted for this purpose. S5.1.3 Regenerative braking system. (b) For an EV that is equipped with both ABS and RBS that is part of the service brake system, the ABS must control the RBS. S5.2. Parking brake system. S5.3. Controls. S5.3.1. The service brakes shall be activated by means of a foot control. The control of the parking brake shall be independent of the service brake control, and may be either a hand or foot control. S5.3.2. For vehicles equipped with ABS, a control to manually disable the ABS, either fully or partially, is prohibited. S5.4. Reservoirs. S5.4.1. Master cylinder reservoirs. S5.4.2. Reservoir capacity. S5.4.3. Reservoir labeling. 1/8 e.g., (a) Permanently affixed, engraved or embossed; (b) Located so as to be visible by direct view, either on or within 100 mm (3.94 inches) of the brake fluid reservoir filler plug or cap; and (c) Of a color that contrasts with its background, if it is not engraved or embossed. S5.4.4. Fluid level indication. S5.5. Brake system warning indicator. S5.5.1. Activation. (a) A gross loss of fluid or fluid pressure (such as caused by rupture of a brake line but not by a structural failure of a housing that is common to two or more subsystems) as indicated by one of the following conditions (chosen at the option of the manufacturer): (1) A drop in the level of the brake fluid in any master cylinder reservoir compartment to less than the recommended safe level specified by the manufacturer or to one-fourth of the fluid capacity of that reservoir compartment, whichever is greater. (2) For vehicles equipped with a split service brake system, a differential pressure of 1.5 MPa (218 psi) between the intact and failed brake subsystems measured at a master cylinder outlet or a slave cylinder outlet. (3) A drop in the supply pressure in a brake power unit to one-half of the normal system pressure. (b) Any electrical functional failure in an antilock or variable brake proportioning system. (c) Application of the parking brake. (d) Brake lining wear-out, if the manufacturer has elected to use an electrical device to provide an optical warning to meet the requirements of S5.1.2(a). (e) For a vehicle with electrically-actuated service brakes, failure of the source of electric power to those brakes, or diminution of state of charge of the batteries to less than a level specified by the manufacturer for the purpose of warning a driver of degraded brake performance. (f) For a vehicle with electric transmission of the service brake control signal, failure of a brake control circuit. (g) For an EV with a regenerative braking system that is part of the service brake system, failure of the RBS. S5.5.2. Function check. (1) Automatic activation when the ignition (start) switch is turned to the “on” (“run”) position when the engine is not running, or when the ignition (“start”) switch is in a position between “on” (“run”) and “start” that is designated by the manufacturer as a check position, or (2) A single manual action by the driver, such as momentary activation of a test button or switch mounted on the instrument panel in front of and in clear view of the driver, or, in the case of an indicator for application of the parking brake, by applying the parking brake when the ignition is in the “on” (“run”) position. (b) In the case of a vehicle that has an interlock device that prevents the engine from being started under one or more conditions, check functions meeting the requirements of S5.5.2(a) need not be operational under any condition in which the engine cannot be started. (c) The manufacturer shall explain the brake check function test procedure in the owner's manual. S5.5.3. Duration. S5.5.4. Function. S5.5.5. Labeling. 1/8 (b) Vehicles manufactured with a split service brake system may use a common brake warning indicator to indicate two or more of the functions described in S5.5.1(a) through S5.5.1(g). If a common indicator is used, it shall display the word “Brake.” (c) A vehicle manufactured without a split service brake system shall use a separate indicator to indicate the failure condition in S5.5.1(a). This indicator shall display the words “STOP—BRAKE FAILURE” in block capital letters not less than 6.4 mm ( 1/4 (d) If separate indicators are used for one or more of the conditions described in S5.5.1(a) through S5.5.1(g), the indicators shall display the following wording: (1) If a separate indicator is provided for the low brake fluid condition in S5.5.1(a)(1), the words “Brake Fluid” shall be used except for vehicles using hydraulic system mineral oil. (2) If a separate indicator is provided for the gross loss of pressure condition in S5.5.1(a)(2), the words “Brake Pressure” shall be used. (3) If a separate indicator is provided for the condition specified in S5.5.1(b), the letters and background shall be of contrasting colors, one of which is yellow. The indicator shall be labeled with the words “Antilock” or “Anti-lock” or “ABS”; or “Brake Proportioning,” in accordance with Table 1 of Standard No. 101. (4) If a separate indicator is provided for application of the parking brake as specified for S5.5.1(c), the single word “Park” or the words “Parking Brake” may be used. (5) If a separate indicator is provided to indicate brake lining wear-out as specified in S5.5.1(d), the words “Brake Wear” shall be used. (6) If a separate indicator is provided for the condition specified in S5.5.1(g), the letters and background shall be of contrasting colors, one of which is yellow. The indicator shall be labeled with the symbol “RBS.” RBS failure in a system that is part of the service brake system may also be indicated by a yellow lamp that also indicates “ABS” failure and displays the symbol “ABS/RBS.” (7) If a separate indicator is provided for any other function, the display shall include the word “Brake” and the appropriate additional labeling. S5.6. Brake system integrity. (a) Detachment or fracture of any component of the braking system, such as brake springs and brake shoes or disc pad facings other than minor cracks that do not impair attachment of the friction facings. All mechanical components of the braking system shall be intact and functional. Friction facing tearout (complete detachment of lining) shall not exceed 10 percent of the lining on any single frictional element. (b) Any visible brake fluid or lubricant on the friction surface of the brake, or leakage at the master cylinder or brake power unit reservoir cover, seal, and filler openings. S6. General test conditions. S6.1. Ambient conditions. S6.1.1. Ambient temperature. S6.1.2. Wind speed. S6.2. Road test surface. S6.2.1. Pavement friction. S6.2.2. Gradient. S6.2.3. Lane width. S6.3. Vehicle conditions. S6.3.1. Vehicle weight. S6.3.1.1. For the tests at GVWR, the vehicle is loaded to its GVWR such that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR, with the fuel tank filled to 100% of capacity. However, if the weight on any axle of a vehicle at LLVW exceeds the axle's proportional share of the GVWR, the load required to reach GVWR is placed so that the weight on that axle remains the same as at LLVW. S6.3.1.2. For the test at LLVW, the vehicle is loaded to its LLVW such that the added weight is distributed in the front passenger seat area. S6.3.2. Fuel tank loading. S6.3.3. Lining preparation. S6.3.4. Adjustments and repairs. S6.3.5. Automatic brake adjusters. S6.3.6. Antilock brake system (ABS). S6.3.7. Variable brake proportioning valve. S6.3.8. Tire inflation pressure. S6.3.9. Engine. S6.3.10. Vehicle openings. S6.3.11 State of charge of batteries for EVs. S6.3.11.1 The state of charge of the propulsion batteries is determined in accordance with SAE Recommended Practice J227a (1976) (incorporated by reference, see § 571.5). The applicable sections of J227a (1976) are 3.2.1 through 3.2.4, 3.3.1 through 3.3.2.2, 3.4.1 and 3.4.2, 4.2.1, 5.2, 5.2.1 and 5.3. S6.3.11.2 At the beginning of the burnish procedure (S7.1 of this standard) in the test sequence, each propulsion battery is at the maximum state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, of, if the manufacturer has made no recommendation, not less than 95 percent. During the 200-stop burnish procedure, the propulsion batteries are restored to the maximum state of charge determined as above, after each increment of 40 burnish stops until the burnish procedure is complete. The batteries may be charged at a more frequent interval during a particular 40-stop increment only if the EV is incapable of achieving the initial burnish test speed during that increment. During the burnish procedure, the propulsion batteries may be charged by external means or replaced by batteries that are at a state of charge of not less than 95 percent. For an EV having a manual control for setting the level of regenerative braking, the manual control, at the beginning of the burnish procedure, is set to provide maximum regenerative braking throughout the burnish. S6.3.11.3 At the beginning of each performance test in the test sequence (S7.2 through S7.17 of this standard), unless otherwise specified, an EV's propulsion batteries are at the state of charge recommended by the manufacturer, as stated in the vehicle operator's manual or on a label that is permanently attached to the vehicle, or, if the manufacturer has made no recommendation, at a state of charge of not less than 95 percent. No further charging of any propulsion battery occurs during any of the performance tests in the test sequence of this standard. If the propulsion batteries are depleted during a test sequence such that the vehicle reaches automatic shut-down, will not accelerate, or the low state of charge brake warning lamp is illuminated, the vehicle is to be accelerated to brake test speed by auxiliary means. If a battery is replaced rather than recharged, the replacement battery shall be charged and measured for state of charge in accordance with these procedures. S6.3.12 State of charge of batteries for electrically-actuated service brakes. (a) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries and with automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at not more than five percent above the EV actual automatic shut-down critical value. The critical value is determined by measuring the state-of-charge of each propulsion battery at the instant that automatic shut-down occurs. (b) For an EV equipped with electrically-actuated service brakes deriving power from the propulsion batteries and with no automatic shut-down capability of the propulsion motor(s), the propulsion batteries are at an average of not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.5.1(e) of this standard, is illuminated. (c) For a vehicle which has one or more auxiliary batteries that provides electrical energy to operate the electrically-actuated service brakes, each auxiliary battery is at not more than five percent above the actual state of charge at which the brake failure warning signal, required by S5.5.1(e) of this standard, is illuminated. S6.3.13 Electric vehicles. S6.3.13.1 (a) For an EV equipped with an RBS that is part of the service brake system, the RBS is operational during the burnish and all tests, except for the test of a failed RBS. (b) For an EV equipped with an RBS that is not part of the service brake system, the RBS is operational and set to produce the maximum regenerative braking effect during the burnish, and is disabled during the test procedures. If the vehicle is equipped with a neutral gear that automatically disables the RBS, the test procedures which are designated to be conducted in gear may be conducted in neutral. S6.3.13.2 For tests conducted “in neutral”, the operator of an EV with no “neutral” position (or other means such as a clutch for disconnecting the drive train from the propulsion motor(s)) does not apply any electromotive force to the propulsion motor(s). Any electromotive force that is applied to the propulsion motor(s) automatically remains in effect unless otherwise specified by the test procedure. S6.4. Instrumentation. S6.4.1. Brake temperature measurement. S6.4.2. Brake line pressure measurement for the torque wheel test. S6.4.3. Brake torque measurement for the torque wheel test. S6.5. Procedural conditions. S6.5.1. Brake control. S6.5.2. Test speeds. S6.5.3. Stopping distance. S6.5.3.1. The braking performance of a vehicle is determined by measuring the stopping distance from a given initial speed. S6.5.3.2. Unless otherwise specified, the vehicle is stopped in the shortest distance achievable (best effort) on all stops. Where more than one stop is required for a given set of test conditions, a vehicle is deemed to comply with the corresponding stopping distance requirements if at least one of the stops is made within the prescribed distance. S6.5.3.3. In the stopping distance formulas given for each applicable test (such as S≤0.10V + 0.0060V 2 S6.5.4. Vehicle position and attitude. S6.5.4.1. The vehicle is aligned in the center of the lane at the start of each brake application. Steering corrections are permitted during each stop. S6.5.4.2. Stops are made without any part of the vehicle leaving the lane and without rotation of the vehicle about its vertical axis of more than ±15° from the center line of the test lane at any time during any stop. S6.5.5. Transmission selector control. S6.5.5.1. For tests in neutral, a stop or snub is made in accordance with the following procedures: (a) Exceed the test speed by 6 to 12 km/h (3.7 to 7.5 mph); (b) Close the throttle and coast in gear to approximately 3 km/h (1.9 mph) above the test speed; (c) Shift to neutral; and (d) When the test speed is reached, apply the brakes. S6.5.5.2. For tests in gear, a stop or snub is made in accordance with the following procedures: (a) With the transmission selector in the control position recommended by the manufacturer for driving on a level surface at the applicable test speed, exceed the test speed by 6 to 12 km/h (3.7 to 7.5 mph); (b) Close the throttle and coast in gear; and (c) When the test speed is reached apply the brakes. (d) To avoid engine stall, a manual transmission may be shifted to neutral (or the clutch disengaged) when the vehicle speed is below 30 km/h (18.6 mph). S6.5.6. Initial brake temperature (IBT). 2 2 S7. Road test procedures and performance requirements. Table 1—Road Test Sequence Testing order Section No. Vehicle loaded to GVWR: 1 Burnish S7.1 2 Wheel lock sequence S7.2 Vehicle loaded to LLVW: 3 Wheel lock sequence S7.2 4 ABS performance S7.3 5 Torque wheel S7.4 Vehicle loaded to GVWR: 6 Torque wheel S7.4 7 Cold effectiveness S7.5 8 High speed effectiveness S7.6 9 Stops with engine off S7.7 Vehicle loaded to LLVW: 10 Cold effectiveness S7.5 11 High speed effectiveness S7.6 12 Failed antilock S7.8 13 Failed proportioning valve S7.9 14 Hydraulic circuit failure S7.10 Vehicle loaded to GVWR: 15 Hydraulic circuit failure S7.10 16 Failed antilock S7.8 17 Failed proportioning valve S7.9 18 Power brake unit failure S7.11 19 Parking brake S7.12 20 Heating Snubs S7.13 21 Hot Performance S7.14 22 Brake cooling S7.15 23 Recovery Performance S7.16 24 Final Inspection S7.17 S7.1. Burnish. S7.1.1. General information. S7.1.2. Vehicle conditions. (b) Transmission position: In gear. S7.1.3. Test conditions and procedures. (a) IBT: ≤100 °C (212 °F). (b) Test speed: 80 km/h (49.7 mph). (c) Pedal force: Adjust as necessary to maintain specified constant deceleration rate. (d) Deceleration rate: Maintain a constant deceleration rate of 3.0 m/s 2 2 (e) Wheel lockup: No lockup of any wheel allowed for longer than 0.1 seconds at speeds greater than 15 km/h (9.3 mph). (f) Number of runs: 200 stops. (g) Interval between runs: The interval from the start of one service brake application to the start of the next is either the time necessary to reduce the IBT to 100 °C (212 °F) or less, or the distance of 2 km (1.24 miles), whichever occurs first. (h) Accelerate to 80 km/h (49.7 mph) after each stop and maintain that speed until making the next stop. (i) After burnishing, adjust the brakes as specified in S6.3.4. S7.2 Wheel lockup sequence. S7.2.1 General information. (b) This test is for vehicles without antilock brake systems. (c) This wheel lock sequence test is to be used as a screening test to evaluate a vehicle's axle lockup sequence and to determine whether the torque wheel test in S7.4 must be conducted. (d) For this test, a simultaneous lockup of the front and rear wheels refers to the conditions when the time interval between the first occurrence of lockup of the last (second) wheel on the rear axle and the first occurrence of lockup of the last (second) wheel on the front axle is ≤0.1 second for vehicle speeds >15 km/h (9.3 mph). (e) A front or rear axle lockup is defined as the point in time when the last (second) wheel on an axle locks up. (f) Vehicles that lock their front axle simultaneously or at lower deceleration rates than their rear axle need not be tested to the torque wheel procedure. (g) Vehicles which lock their rear axle at deceleration rates lower than the front axle shall also be tested in accordance with the torque wheel procedure in S7.4. (h) Any determination of noncompliance for failing adhesion utilization requirements shall be based on torque wheel test results. S7.2.2 Vehicle conditions. (b) Transmission position: In neutral. S7.2.3. Test Conditions and Procedures. (b) Test speed: 65 km/h (40.4 mph) for a braking ratio ≤0.50; 100 km/h (62.1 mph) for a braking ratio >0.50. (c) Pedal force: (1) Pedal force is applied and controlled by the vehicle driver or by a mechanical brake pedal actuator. (2) Pedal force is increased at a linear rate such that the first axle lockup occurs no less than one-half (0.5) second and no more than one and one-half (1.5) seconds after the initial application of the pedal. (3) The pedal is released when the second axle locks, or when the pedal force reaches 1kN (225 lbs), or 0.1 seconds after first axle lockup, whichever occurs first. (d) Wheel lockup: Only wheel lockups above a vehicle speed of 15 km/h (9.3 mph) are considered in determining the results of this test. (e) Test surfaces: This test is conducted, for each loading condition, on two different test surfaces that will result in a braking ratio of between 0.15 and 0.80, inclusive. NHTSA reserves the right to choose the test surfaces to be used based on adhesion utilization curves or any other method of determining “worst case” conditions. (f) The data recording equipment shall have a minimum sampling rate of 40 Hz. (g) Data to be recorded. The following information must be automatically recorded in phase continuously throughout each test run such that values of the variables can be cross referenced in real time. (1) Vehicle speed. (2) Brake pedal force. (3) Angular velocity at each wheel. (4) Actual instantaneous vehicle deceleration or the deceleration calculated by differentiation of the vehicle speed. (h) Speed channel filtration. For analog instrumentation, the speed channel shall be filtered by using a low-pass filter having a cut-off frequency of less than one fourth the sampling rate. (i) Test procedure. For each test surface, three runs meeting the pedal force application and time for wheel lockup requirements shall be made. Up to a total of six runs will be allowed to obtain three valid runs. Only the first three valid runs obtained shall be used for data analysis purposes. S7.2.4. Performance requirements. (b) If all three valid runs on each surface result in the front axle locking before or simultaneously with the rear axle, or the front axle locks up with only one or no wheels locking on the rear axle, the torque wheel procedure need not be run, and the vehicle is considered to meet the adhesion utilization requirements of this Standard. This performance requirement shall be met for all vehicle braking ratios between 0.15 and 0.80. (c) If any one of the three valid runs on any surface results in the rear axle locking before the front axle or the rear axle locks up with only one or no wheels locking on the front axle the torque wheel procedure shall be performed. This performance requirement shall be met for all vehicle braking ratios between 0.15 and 0.80. (d) If any one of the three valid runs on any surface results in neither axle locking (i.e., only one or no wheels locked on each axle) before a pedal force of 1kN (225 lbs) is reached, the vehicle shall be tested to the torque wheel procedure. (e) If the conditions listed in paragraph (c) or (d) of this section occur, vehicle compliance shall be determined from the results of a torquesults of a torque wheel test performed in accordance with S7.4. (f) An EV with RBS that is part of the service brake system shall meet the performance requirements over the entire normal operating range of the RBS. S7.3. ABS performance. S7.4. Adhesion utilization (Torque Wheel Method). S7.4.1. General information. S7.4.2. Vehicle conditions. (b) Transmission position: In neutral. (c) Tires: For this test, a separate set of tires, identical to those used for all other tests under Section 7.0, may be used. S7.4.3. Test conditions and procedures. (b) Test speeds: 100 km/h (62.1 mph), and 50 km/h (31.1 mph). (c) Pedal force: Pedal force is increased at a linear rate between 100 and 150 N/sec (22.5 and 33.7 lbs/sec) for the 100 km/h test speed, or between 100 and 200 N/sec (22.5 and 45.0 lbs/sec) for the 50 km/h test speed, until the first axle locks or until a pedal force of 1 kN (225 lbs) is reached, whichever occurs first. (d) Cooling: Between brake applications, the vehicle is driven at speeds up to 100 km/h (62.1 mph) until the IBT specified in S7.4.3(a) is reached. (e) Number of runs: With the vehicle at LLVW, run five stops from a speed of 100 km/h (62.1 mph) and five stops from a speed of 50 km/h (31.1 mph), while alternating between the two test speeds after each stop. With the vehicle at GVWR, repeat the five stops at each test speed while alternating between the two test speeds. (f) Test surface: PFC of at least 1.02. (g) Data to be recorded. The following information must be automatically recorded in phase continuously throughout each test run such that values of the variables can be cross referenced in real time: (1) Vehicle speed. (2) Brake pedal force. (3) Angular velocity at each wheel. (4) Brake torque at each wheel. (5) Hydraulic brake line pressure in each brake circuit. Hydraulically proportioned circuits shall be fitted with transducers on at least one front wheel and one rear wheel downstream of the operative proportioning or pressure limiting valve(s). (6) Vehicle deceleration. (h) Sample rate: All data acquisition and recording equipment shall support a minimum sample rate of 40 Hz on all channels. (i) Determination of front versus rear brake pressure. Determine the front versus rear brake pressure relationship over the entire range of line pressures. Unless the vehicle has a variable brake proportioning system, this determination is made by static test. If the vehicle has a variable brake proportioning system, dynamic tests are run with the vehicle both empty and loaded. 15 snubs from 50 km/h (31.1 mph) are made for each of the two load conditions, using the same initial conditions specified in this section. S7.4.4. Data reduction. (b) For each brake application under S7.4.3 determine the slope (brake factor) and pressure axis intercept (brake hold-off pressure) of the linear least squares equation best describing the measured torque output at each braked wheel as a function of measured line pressure applied at the same wheel. Only torque output values obtained from data collected when the vehicle deceleration is within the range of 0.15g to 0.80g are used in the regression analysis. (c) Average the results of paragraph (b) of this section to calculate the average brake factor and brake hold-off pressure for all brake applications for the front axle. (d) Average the results of paragraph (b) of this section to calculate the average brake factor and brake hold-off pressure for all brake applications for the rear axle. (e) Using the relationship between front and rear brake line pressure determined in S7.4.3(i) and the tire rolling radius, calculate the braking force at each axle as a function of front brake line pressure. (f) Calculate the braking ratio of the vehicle as a function of the front brake line pressure using the following equation: Where: z = braking ratio at a given front line pressure; T 1 2 P = total vehicle weight. (g) Calculate the adhesion utilized at each axle as a function of braking ratio using the following equations: Where: f i T i P i i = 1 for the front axle, or 2 for the rear axle z = braking ratio (from (f)) h = height of center of gravity of the vehicle P = total vehicle weight E = wheelbase (h) Plot f 1 2 S7.4.5. Performance requirements. S7.4.5.1 An EV with RBS that is part of the service brake system shall meet the performance requirement over the entire normal operating range of the RBS. S7.5. Cold effectiveness. S7.5.1. Vehicle conditions. (b) Transmission position: In neutral. S7.5.2. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: ≤65N (14.6 lbs), ≤500N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 6 stops. (f) Test surface: PFC of 1.02. (g) For each stop, bring the vehicle to test speed and then stop the vehicle in the shortest possible distance under the specified conditions. S7.5.3. Performance requirements. (b) Stopping distance for reduced test speed: S≤0.10V + 0.0060V 2 S7.6. High speed effectiveness. S7.6.1. Vehicle conditions. (b) Transmission position: In gear. S7.6.2. Test conditions and procedures. (b) Test speed: 80% of vehicle maximum speed if 125 km/h (77.7 mph) <vehicle maximum speed <200 km/h (124.3 mph), or 160 km/h (99.4 mph) if vehicle maximum speed ≤200 km/h (124.3 mph). (c) Pedal force: ≤65N (14.6 lbs), ≤500N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 6 stops. (f) Test surface: PFC of 1.02. S7.6.3. Performance requirements. Stopping distance: S≤0.10V + 0.0067V 2 S7.7. Stops with Engine Off. S7.7.1. General information. S7.7.2. Vehicle conditions. (b) Transmission position: In neutral. (c) Vehicle engine: Off (not running). (d) Ignition key position: May be returned to “on” position after turning engine off, or a device may be used to “kill” the engine while leaving the ignition key in the “on” position. S7.7.3. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: ≤65N (14.6 lbs), ≤500N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel allowed for longer than 0.1 seconds at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 6 stops. (f) Test surface: PFC of 1.02. (g) All system reservoirs (brake power and/or assist units) are fully charged and the vehicle's engine is off (not running) at the beginning of each stop. (h) For an EV, this test is conducted with no electrical power supplied to the vehicle's propulsion motor(s), but with the RBS and brake power or power assist still operating, unless cutting off the supply of electrical power to the propulsion motor(s) also disables those systems. S7.7.4. Performance requirements. (b) Stopping distance for reduced test speed: S ≤0.10V + 0.0060V 2 S7.8. Antilock functional failure. S7.8.1. Vehicle conditions. (b) Transmission position: In neutral. S7.8.2. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: ≤65 N (14.6 lbs), ≤500 N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for more than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 6 stops. (f) Test surface: PFC of 1.02. (g) Functional failure simulation: (1) Disconnect the functional power source, or any other electrical connector that creates a functional failure. (2) Determine whether the brake system indicator is activated when any electrical functional failure of the antilock system is created. (3) Restore the system to normal at the completion of this test. (h) If more than one antilock brake subsystem is provided, repeat test for each subsystem. S7.8.3. Performance requirements. (a) Stopping distance for 100 km/h test speed: ≤85 m (279 ft). (b) Stopping distance for reduced test speed: S ≤0.10V + 0.0075V 2 S7.9. Variable brake proportioning system functional failure. S7.9.1. Vehicle conditions. (b) Transmission position: In neutral. S7.9.2. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: ≤65 N (14.6 lbs), ≤500 N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 6 stops. (f) Test surface: PFC of 1.02. (g) Functional failure simulation: (1) Disconnect the functional power source or mechanical linkage to render the variable brake proportioning system inoperative. (2) If the system utilizes electrical components, determine whether the brake system indicator is activated when any electrical functional failure of the variable proportioning system is created. (3) Restore the system to normal at the completion of this test. (h) If more than one variable brake proportioning subsystem is provided, repeat the test for each subsystem. S7.9.3. Performance requirements. (a) Stopping distance for 100 km/h test speed: ≤110 m (361 ft). (b) Stopping distance for reduced test speed: S ≤0.10V + 0.0100V 2 S7.10. Hydraulic circuit failure. S7.10.1. General information. S7.10.2. Vehicle conditions. (b) Transmission position: In neutral. S7.10.3. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: ≤65N (14.6 lbs), ≤500 N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Test surface: PFC of 1.02. (f) Alter the service brake system to produce any single failure. For a hydraulic circuit, this may be any single rupture or leakage type failure, other than a structural failure of a housing that is common to two or more subsystems. For a vehicle in which the brake signal is transmitted electrically between the brake pedal and some or all of the foundation brakes, regardless of the means of actuation of the foundation brakes, this may be any single failure in any circuit that electrically transmits the brake signal. For an EV with RBS that is part of the service brake system, this may be any single failure in the RBS. (g) Determine the control force pressure level or fluid level (as appropriate for the indicator being tested) necessary to activate the brake warning indicator. (h) Number of runs: After the brake warning indicator has been activated, make the following stops depending on the type of brake system: (1) 4 stops for a split service brake system. (2) 10 consecutive stops for a non-split service brake system. (i) Each stop is made by a continuous application of the service brake control. (j) Restore the service brake system to normal at the completion of this test. (k) Repeat the entire sequence for each of the other subsystems. S7.10.4 Performance requirements. (a) Stopping distance from 100 km/h test speed: ≤168 m (551 ft). (b) Stopping distance for reduced test speed: S ≤0.10V + 0.0158V 2 S7.11. Brake power unit or brake power assist unit inoperative (System depleted). S7.11.1. General information. S7.11.2. Vehicle conditions. (b) Transmission position: In neutral. S7.11.3. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: ≤65 N (14.6 lbs), ≤500 N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 6 stops. (f) Test surface: PFC of 1.02. (g) Disconnect the primary source of power for one brake power assist unit or brake power unit, or one of the brake power unit or brake power assist unit subsystems if two or more subsystems are provided. (h) If the brake power unit or power assist unit operates in conjunction with a backup system and the backup system is automatically activated in the event of a primary power service failure, the backup system is operative during this test. (i) Exhaust any residual brake power reserve capability of the disconnected system. (j) Make each of the 6 stops by a continuous application of the service brake control. (k) Restore the system to normal at completion of this test. (l) For vehicles equipped with more than one brake power unit or brake power assist unit, conduct tests for each in turn. (m) For vehicles with electrically-actuated service brakes (brake power unit), this test is conducted with any single electrical failure in the electrically-actuated service brakes instead of a failure of any other brake power or brake power assist unit, and all other systems intact. S7.11.4. Performance requirements. (a) Stopping distance from 100 km/h test speed: ≤168 m (551 ft). (b) Stopping distance for reduced test speed: S ≤0.10V + 0.0158V 2 S7.12. Parking brake. S7.12.1. Vehicle conditions. (b) Transmission position: In neutral. (c) Parking brake burnish: (1) For vehicles with parking brake systems not utilizing the service friction elements, the friction elements of such a system are burnished prior to the parking brake test according to the published recommendations furnished to the purchaser by the manufacturer. (2) If no recommendations are furnished, the vehicle's parking brake system is tested in an unburnished condition. (d) Parking brake applications: 1 application and up to 2 reapplications, if necessary. S7.12.2. Test conditions and procedures. (a) IBT: (1) Parking brake systems utilizing service brake friction materials shall be tested with the IBT ≤100 °C (212 °F) and shall have no additional burnishing or artificial heating prior to the start of the parking brake test. (2) Parking brake systems utilizing non-service brake friction materials shall be tested with the friction materials at ambient temperature at the start of the test. The friction materials shall have no additional burnishing or artificial heating prior to or during the parking brake test. (b) Parking brake control force: Hand control ≤400 N (89.9 lbs); foot control ≤500 N (112.4 lbs). (c) Hand force measurement locations: The force required for actuation of a hand-operated brake system is measured at the center of the hand grip area or at a distance of 40 mm (1.57 in) from the end of the actuation lever as illustrated in Figure 3. (d) Parking brake applications: 1 application and up to 2 reapplications, if necessary. (e) Test surface gradient: 20% grade. (f) Drive the vehicle onto the grade with the longitudinal axis of the vehicle in the direction of the slope of the grade. (g) Stop the vehicle and hold it stationary by applying the service brake control and place the transmission in neutral. (h) With the service brake applied sufficiently to just keep the vehicle from rolling, apply the parking brake as specified in S7.12.2(i) or S7.12.2(j). (i) For a vehicle equipped with mechanically-applied parking brakes, make a single application of the parking brake control with a force not exceeding the limits specified in S7.12.2(b). For a vehicle using an electrically-activated parking brake, apply the parking brake by activating the parking brake control. (j) In the case of a parking brake system that does not allow application of the specified force in a single application, a series of applications may be made to achieve the specified force. (k) Following the application of the parking brakes, release all force on the service brake control and, if the vehicle remains stationary, start the measurement of time. (l) If the vehicle does not remain stationary, reapplication of a force to the parking brake control at the level specified in S7.12.2(b) as appropriate for the vehicle being tested (without release of the ratcheting or other holding mechanism of the parking brake) is used up to two times to attain a stationary position. (m) Verify the operation of the parking brake application indicator. (n) Following observation of the vehicle in a stationary condition for the specified time in one direction, repeat the same test procedure with the vehicle orientation in the opposite direction on the same grade. S7.12.3. Performance requirement. S7.13. Heating Snubs. S7.13.1. General information. S7.13.2. Vehicle conditions. (b) Transmission position: In gear. S7.13.3. Test conditions and procedures. (1) Establish an IBT before the first brake application (snub) of ≤55 °C (131 °F), ≤65 °C (149 °F). (2) IBT before subsequent snubs are those occurring at the distance intervals. (b) Number of snubs: 15. (c) Test speeds: The initial speed for each snub is 120 km/h (74.6 mph) or 80% of Vmax, whichever is slower. Each snub is terminated at one-half the initial speed. (d) Deceleration rate: (1) Maintain a constant deceleration rate of 3.0 m/s 2 2 (2) Attain the specified deceleration within one second and maintain it for the remainder of the snub. (e) Pedal force: Adjust as necessary to maintain the specified constant deceleration rate. (f) Time interval: Maintain an interval of 45 seconds between the start of brake applications (snubs). (g) Accelerate as rapidly as possible to the initial test speed immediately after each snub. (h) Immediately after the 15th snub, accelerate to 100 km/h (62.1 mph) and commence the hot performance test. S7.14. Hot performance. S7.14.1. General information. S7.14.2. Vehicle conditions. (b) Transmission position: In neutral. S7.14.3. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: (1) The first stop is done with an average pedal force not greater than the average pedal force recorded during the shortest GVWR cold effectiveness stop. (2) The second stop is done with a pedal force not greater than 500 N (112.4 lbs). (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 2 stops. (f) Immediately after the 15th heating snub, accelerate to 100 km/h (62.1 mph) and commence the first stop of the hot performance test. (g) If the vehicle is incapable of attaining 100 km/h, it is tested at the same speed used for the GVWR cold effectiveness test. (h) Immediately after completion of the first hot performance stop, accelerate as rapidly as possible to the specified test speed and conduct the second hot performance stop. (i) Immediately after completion of the second hot performance stop, drive 1.5 km (0.93 mi) at 50 km/h (31.1 mph) before the first cooling stop. S7.14.4. Performance requirements. Where: d c 2 S c V = cold effectiveness test speed (km/h). (b) In addition to the requirement in S7.14.4(a), the stopping distance for at least one of the two hot stops must be S ≤89 m (292 ft) from a test speed of 100 km/h (62.1 mph) or, for reduced test speed, S ≤0.10V + 0.0079V 2 S7.15. Brake cooling stops. S7.15.1. General information. S7.15.2. Vehicle conditions. (b) Transmission position: In gear. S7.15.3. Test conditions and procedures. (b) Test speed: 50 km/h (31.1 mph). (c) Pedal force: Adjust as necessary to maintain specified constant deceleration rate. (d) Deceleration rate: Maintain a constant deceleration rate of 3.0 m/s 2 2 (e) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (f) Number of runs: 4 stops. (g) Immediately after the hot performance stops drive 1.5 km (0.93 mi) at 50 km/h (31.1 mph) before the first cooling stop. (h) For the first through the third cooling stops: (1) After each stop, immediately accelerate at the maximum rate to 50 km/h (31.1 mph). (2) Maintain that speed until beginning the next stop at a distance of 1.5 km (0.93 mi) from the beginning of the previous stop. (i) For the fourth cooling stop: (1) Immediately after the fourth stop, accelerate at the maximum rate to 100 km/h (62.1 mph). (2) Maintain that speed until beginning the recovery performance stops at a distance of 1.5 km (0.93 mi) after the beginning of the fourth cooling stop. S7.16. Recovery performance. S7.16.1. General information. S7.16.2. Vehicle conditions. (b) Transmission position: In neutral. S7.16.3. Test conditions and procedures. (b) Test speed: 100 km/h (62.1 mph). (c) Pedal force: The average pedal force shall not be greater than the average pedal force recorded during the shortest GVWR cold effectiveness stop. (d) Wheel lockup: No lockup of any wheel for longer than 0.1 seconds allowed at speeds greater than 15 km/h (9.3 mph). (e) Number of runs: 2 stops. (f) Immediately after the fourth cooling stop, accelerate at the maximum rate to 100 km/h (62.1 mph). (g) Maintain that speed until beginning the first recovery performance stop at a distance of 1.5 km (0.93 mi) after the beginning of the fourth cooling stop. (h) If the vehicle is incapable of attaining 100 km/h, it is tested at the same speed used for the GVWR cold effectiveness test. (i) Immediately after completion of the first recovery performance stop accelerate as rapidly as possible to the specified test speed and conduct the second recovery performance stop. S7.16.4. Performance requirements. The stopping distance, S, for at least one of the two stops must be within the following limits: where d c S7.17. Final Inspection. (a) The service brake system for detachment or fracture of any components, such as brake springs and brake shoes or disc pad facings. (b) The friction surface of the brake, the master cylinder or brake power unit reservoir cover, and seal and filler openings, for leakage of brake fluid or lubricant. (c) The master cylinder or brake power unit reservoir for compliance with the volume and labeling requirements of S5.4.2 and S5.4.3. In determining the fully applied worn condition, assume that the lining is worn to (1) rivet or bolt heads on riveted or bolted linings or (2) within 0.8 mm (1/32 inch) of shoe or pad mounting surface on bonded linings or (3) the limit recommended by the manufacturer, whichever is larger relative to the total possible shoe or pad movement. Drums or rotors are assumed to be at nominal design drum diameter or rotor thickness. Linings are assumed adjusted for normal operating clearance in the released position. (d) The brake system indicators, for compliance with operation in various key positions, lens color, labeling, and location, in accordance with S5.5. [60 FR 6434, Feb. 2, 1995, as amended at 60 FR 37847, July 24, 1995; 60 FR 44548, Aug. 28, 1995; 62 FR 46917, Sept. 5, 1997; 62 FR 51070, Sept. 30, 1997; 65 FR 6332, Feb. 9, 2000; 70 FR 37713, June 30, 2005; 77 FR 760, Jan. 6, 2012; 86 FR 1300, Jan. 8, 2021; 87 FR 34810, June 8, 2022] § 571.136 Standard No. 136; Electronic stability control systems for heavy vehicles. S1 Scope. S2 Purpose. S3 Application. S3.1 Truck tractors with a gross vehicle weight rating of greater than 11,793 kilograms (26,000 pounds). However, it does not apply to: (a) Any truck tractor equipped with an axle that has a gross axle weight rating of 13,154 kilograms (29,000 pounds) or more; (b) Any truck tractor that has a speed attainable in 3.2 km (2 miles) of not more than 53 km/h (33 mph); and (c) Any truck tractor that has a speed attainable in 3.2 km (2 miles) of not more than 72 km/h (45 mph), an unloaded vehicle weight that is not less than 95 percent of its gross vehicle weight rating, and no capacity to carry occupants other than the driver and operating crew. S3.2 Buses with a gross vehicle weight rating of greater than 11,793 kilograms (26,000 pounds). However, it does not apply to (a) School buses; (b) Perimeter-seating buses; (c) Transit buses; (d) Any bus equipped with an axle that has a gross axle weight rating of 13,154 kilograms (29,000 pounds) or more; and (e) Any bus that has a speed attainable in 3.2 km (2 miles) of not more than 53 km/h (33 mph.) S4 Definitions. Ackerman Steer Angle Electronic stability control system ESC system (1) It augments vehicle directional stability by having the means to apply and adjust the vehicle brake torques individually at each wheel position on at least one front and at least one rear axle of the truck tractor or bus to induce correcting yaw moment to limit vehicle oversteer and to limit vehicle understeer; (2) It enhances rollover stability by having the means to apply and adjust the vehicle brake torques individually at each wheel position on at least one front and at least one rear axle of the truck tractor or bus to reduce lateral acceleration of a vehicle; (3) It is computer-controlled with the computer using a closed-loop algorithm to induce correcting yaw moment and enhance rollover stability; (4) It has a means to determine the vehicle's lateral acceleration; (5) It has a means to determine the vehicle's yaw rate and to estimate its side slip or side slip derivative with respect to time; (6) It has a means to estimate vehicle mass or, if applicable, combination vehicle mass; (7) It has a means to monitor driver steering inputs; (8) It has a means to modify engine torque, as necessary, to assist the driver in maintaining control of the vehicle and/or combination vehicle; and (9) When installed on a truck tractor, it has the means to provide brake pressure to automatically apply and modulate the brake torques of a towed trailer. ESC service brake application Initial brake temperature Lateral acceleration Oversteer Over-the-road bus Peak friction coefficient PFC Perimeter-seating bus Side slip or side slip angle Snub Stop-request system Tandem axle Transit bus Understeer Wheelbase Yaw Rate S5 Requirements. S5.1 Required Equipment. S5.2 System Operational Capabilities. S5.2.1 The ESC system must be operational over the full speed range of the vehicle except at vehicle speeds less than 20 km/h (12.4 mph), when being driven in reverse, or during system initialization. S5.2.2 The ESC must remain capable of activation even if the antilock brake system or traction control is also activated. S5.3 Performance Requirements. S5.3.1 Lane Keeping During Reference Speed Determination. S5.3.2 Engine Torque Reduction. S5.3.2.1 The ESC system must reduce the driver-requested engine torque by at least 10 percent for a minimum continuous duration of 0.5 second during the time period from 1.5 seconds after the vehicle crosses the start gate (0 degree of radius arc angle) to when it crosses the end gate (120 degrees of radius arc angle). S5.3.2.2 The wheels of the truck tractor or bus must remain within the lane between the start gate (0 degrees of radius arc angle) and the end gate (120 degrees of radius arc angle). S5.3.3 Roll Stability Control Test. S5.3.3.1 The vehicle speed measured at 3.0 seconds after vehicle crosses the start gate (0 degrees of radius arc angle) must not exceed 47 km/h (29 mph). S5.3.3.2 The vehicle speed measured at 4.0 seconds after vehicle crosses the start gate (0 degrees of radius arc angle) must not exceed 45 km/h (28 mph). S5.3.3.3 The wheels of the truck tractor or bus must remain within the lane between the start gate (0 degrees of radius arc angle) and the end gate (120 degrees of radius arc angle). S5.3.3.4 There must be ESC service brake activation. S5.4 ESC Malfunction Detection. S5.4.1 Except as provided in S5.4.3 and S5.4.6, the ESC malfunction telltale must illuminate only when a malfunction exists and must remain continuously illuminated for as long as the malfunction exists, whenever the ignition locking system is in the “On” (“Run”) position. S5.4.2 The ESC malfunction telltale must be identified by the symbol shown for “Electronic Stability Control System Malfunction” or the specified words or abbreviations listed in Table 1 of Standard No. 101 (§ 571.101). S5.4.3 The ESC malfunction telltale must be activated as a check-of-lamp function either when the ignition locking system is turned to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between the “On” (“Run”) and “Start” that is designated by the manufacturer as a check-light position. S5.4.4 The ESC malfunction telltale need not be activated when a starter interlock is in operation. S5.4.5 The ESC malfunction telltale lamp must extinguish at the next ignition cycle after the malfunction has been corrected. S5.4.6 The manufacturer may use the ESC malfunction telltale in a flashing mode to indicate ESC operation. S6 Test Conditions. S6.1 Ambient Conditions. S6.1.1 The ambient temperature is any temperature between 2 °C (35 °F) and 40 °C (104 °F). S6.1.2 The maximum wind speed is no greater than 5 m/s (11 mph). S6.2 Road Test Surface. S6.2.1 The tests are conducted on a dry, uniform, solid-paved surface. Surfaces with irregularities and undulations, such as dips and large cracks, are unsuitable. S6.2.2 The road test surface produces a peak friction coefficient (PFC) of 1.02 when measured using an ASTM F2493 standard reference test tire, in accordance with ASTM E1337-19, at a speed of 64.4 km/h (40 mph), without water delivery (incorporated by reference, see § 571.5). S6.2.3 The test surface has a consistent slope between 0% and 1%. S6.2.4 J-Turn Test Maneuver Test Course. S6.2.4.1 The test course consists of a straight entrance lane with a length of 22.9 meters (75 feet) tangentially connected to a curved lane section with a radius of 45.7 meters (150 feet) measured from the center of the lane. S6.2.4.2 For truck tractors, the lane width of the test course is 3.7 meters (12 feet). At the manufacturer's option, for truck tractors with a wheelbase equal to or greater than 7112 mm (280 inches) the lane width of the test course is 3.7 meters (12 feet) for the straight section and is 4.3 meters (14 feet) for the curved section. For buses, the lane width of the test course is 3.7 meters (12 feet) for the straight section and is 4.3 meters (14 feet) for the curved section. S6.2.4.3 The start gate is the tangent point on the radius (the intersection of the straight lane and the curved lane sections) and is designated as zero degrees of radius of arc angle. The end gate is the point on the radius that is 120 degrees of radius arc angle measured from the tangent point. S6.2.4.4 Figure 1 shows the test course with the curved lane section configured in the counter-clockwise steering direction relative to the entrance lane. The course is also arranged with the curved lane section configured in the clockwise steering direction relative to the entrance lane. The cones depicted in Figure 1 defining the lane width are positioned solely for illustrative purposes. S6.3 Vehicle Conditions. S6.3.1 The ESC system is enabled for all testing, except for the ESC malfunction test (see S7.8). S6.3.2 All vehicle openings (doors, windows, hood, trunk, cargo doors, etc.) are in a closed position except as required for instrumentation purposes. S6.3.3 Test Weight. S6.3.3.1 Truck Tractors. S6.3.3.2 Buses. S6.3.4 Transmission and Brake Controls. S6.3.5 Control Trailer. S6.3.5.1 The control trailer is an unbraked, flatbed semi-trailer that has a single axle with a GAWR of 8,165 kg (18,000 lb.). The control trailer has a length of at least 6,400 mm (252 inches), but no more than 7,010 mm (276 inches), when measured from the transverse centerline of the axle to the centerline of the kingpin (the point where the trailer attaches to the truck tractor). At the manufacturer's option, truck tractors with four or more axles may use a control trailer with a length of more than 7,010 mm (276 inches), but no more than 13,208 mm (520 inches) when measured from the transverse centerline of the axle to the centerline of the kingpin. S6.3.5.2 The location of the center of gravity of the ballast on the control trailer is directly above the kingpin. The height of the center of gravity of the ballast on the control trailer is less than 610 mm (24 inches) above the top of the tractor's fifth-wheel hitch (the area where the truck tractor attaches to the trailer). S6.3.5.3 The control trailer is equipped with outriggers (see S6.3.6). S6.3.5.4 A truck tractor is loaded to its GVWR by placing ballast (weight) on the control trailer which loads the tractor's non-steer axles. The control trailer is loaded with ballast without exceeding the GAWR of the trailer axle. If the tractor's fifth-wheel hitch position is adjustable, the fifth-wheel hitch is adjusted to proportionally distribute the load on each of the tractor's axle(s), according to each axle's GAWR, without exceeding the GAWR of any axle(s). If the fifth-wheel hitch position cannot be adjusted to prevent the load from exceeding the GAWR of the tractor's axle(s), the ballast is reduced until the axle load is equal to or less than the GAWR of the tractor's rear axle(s), maintaining load proportioning as close as possible to specified proportioning. S6.3.6 Outriggers. S6.3.7 Tires. S6.3.8 Truck Tractor Anti-Jackknife System. S6.3.9 Special Drive Conditions. S6.3.10 Liftable Axles. S6.3.11 Initial Brake Temperature. S6.3.12 Thermocouples. S6.4 Selection of Compliance Options. S7 Test Procedure. Tire Inflation. S7.2 Telltale Lamp Check. S7.3 Tire Conditioning. S7.4 Brake Conditioning and Temperature. S7.4.1 Brake Conditioning. S7.4.1.1 Prior to executing the J-Turn test maneuver, the vehicle's brakes are burnished as follows: With the transmission in the highest gear appropriate for a speed of 64 km/h (40 mph), make 500 snubs between 64 km/h (40 mph) and 32 km/h (20 mph) at a deceleration rate of 0.3g, or at the vehicle's maximum deceleration rate if less than 0.3g. After each brake application accelerate to 64 km/h (40 mph) and maintain that speed until making the next brake application at a point 1.6 km (1.0 mile) from the initial point of the previous brake application. If the vehicle cannot attain a speed of 64 km/h (40 mph) in 1.6 km (1.0 mile), continue to accelerate until the vehicle reaches 64 km/h (40 mph) or until the vehicle has traveled 2.4 km (1.5 miles) from the initial point of the previous brake application, whichever occurs first. The brakes may be adjusted up to three times during the burnish procedure, at intervals specified by the vehicle manufacturer, and may be adjusted at the conclusion of the burnishing, in accordance with the vehicle manufacturer's recommendation. S7.4.1.2 Prior to executing the performance tests in S7.7, the brakes are conditioned using 40 brake application snubs from a speed of 64 km/h (40 mph) to a speed of 32 km/h (20 mph), with a target deceleration of approximately 0.3g. After each brake application, accelerate to 64 km/h (40 mph) and maintain that speed until making the next brake application at a point 1.6 km (1.0 mile) from the initial point of the previous brake application. S7.4.2 Brake Temperature. S7.5 Mass Estimation Cycle. S7.6 ESC System Malfunction Check. S7.7 J-Turn Test Maneuver. S7.7.1 Reference Speed Test. S7.7.1.1 Preliminary Reference Speed Determination. S7.7.1.2 Reference Speed Determination. S7.7.2 Engine Torque Reduction Test. S7.7.2.1 Perform two series of test runs using the J-Turn test maneuver at the Reference Speed determined in S7.7.1.2 (±1.6 km/h (±1.0 mph)). The first series consists of four consecutive test runs performed using counter-clockwise steering. The second series consists of four consecutive test runs performed using clockwise steering. During each test run, the driver fully depresses the accelerator pedal from the time when the vehicle crosses the start gate until the vehicle reaches the end gate. S7.7.2.2 During each of the engine torque reduction test runs, verify the commanded engine torque and the driver requested torque signals diverge according to the criteria specified in S5.3.2.1. S7.7.3 Roll Stability Control Test. S7.7.3.1 Before each test run, the brake temperatures are monitored and the hottest brake is confirmed to be between 66 °C (150 °F) and 204 °C (400 °F). If the hottest brake temperature is not between 66 °C (150 °F) and 204 °C (400 °F), the brake temperature is adjusted in accordance with S7.4.2. S7.7.3.2 During each test run, the driver will release the accelerator pedal after the ESC system has slowed vehicle by more than 4.8 km/h (3.0 mph) below the entrance speed. S7.7.3.3 The maximum test speed is the greater of 130 percent of the Reference Speed (see S7.7.1.2) or 48 km/h (30 mph). The maximum test speed is determined for each direction: clockwise steering and counter-clockwise steering. S7.7.3.4 For each series of Roll Stability Control test runs, the vehicle will perform eight consecutive test runs at the same entrance speed, which is any speed between 48 km/h (30 mph) and the maximum test speed determined according to S7.7.3.3. S7.7.3.5 Upon completion of testing, post processing is done as specified in S7.9. S7.8 ESC Malfunction Detection. S7.8.1 Simulate one or more ESC malfunction(s) by disconnecting the power source to any ESC component, or disconnecting any electrical connection between ESC components (with the vehicle power off). When simulating an ESC malfunction, the electrical connections for the telltale lamp(s) are not disconnected. S7.8.2 With the vehicle initially stationary and the ignition locking system in the “Lock” or “Off” position, activate the ignition locking system to the “Start” position and start the engine. Place the vehicle in a forward gear and accelerate to 48 ±8 km/h (30 ±5 mph). Drive the vehicle for at least two minutes including at least one left and one right turning maneuver and at least one service brake application. Verify that, within two minutes of attaining this speed, the ESC malfunction indicator illuminates in accordance with S5.4. S7.8.3 Stop the vehicle, deactivate the ignition locking system to the “Off” or “Lock” position. After a five-minute period, activate the vehicle's ignition locking system to the “Start” position and start the engine. Verify that the ESC malfunction indicator again illuminates to signal a malfunction and remains illuminated as long as the engine is running until the fault is corrected. S7.8.4 Deactivate the ignition locking system to the “Off” or “Lock” position. Restore the ESC system to normal operation, activate the ignition system to the “Start” position and start the engine. Verify that the telltale has extinguished. S7.9 Post Data Processing. S7.9.1 Raw vehicle speed data is filtered with a 0.1 second running average filter. S7.9.2 The torque data collected from the vehicle communication network or CAN bus as a digital signal does not get filtered. The torque data collected from the vehicle communication network or CAN bus as an analog signal is filtered with a 0.1-second running average. S7.9.3 The activation point of the ESC engine torque reduction is the point where the measured driver demanded torque and the engine torque first begin to deviate from one another (engine torque decreases while the driver requested torque increases) during the Engine Torque Reduction Test. The torque values are obtained directly from the vehicle communication network or CAN bus. Torque values used to determine the activation point of the ESC engine torque reduction are interpolated. S7.9.4 The time measurement for the J-Turn test maneuver is referenced to “time zero”, which is defined as the instant the center of the front tires of the vehicle reach the start gate, the line within the lane at zero degrees of radius arc angle. The completion of the maneuver occurs at the instant the center of the front tires of the vehicle reach the end gate, which is the line within the lane at 120 degrees of radius arc angle. S7.9.5 Raw service brake pressure measurements are zeroed (calibrated). Zeroed brake pressure data are filtered with 0.1 second running average filters. Zeroed and filtered brake pressure data are dynamically offset corrected using a defined “zeroed range”. The “zeroing range” is defined as the 0.5 second time period prior to “time zero” defined in S7.9.4. S8 Compliance Dates. S8.1 Buses. S8.1.1 All buses with a gross vehicle weight rating of greater than 14,969 kilograms (33,000 pounds) manufactured on or after June 24, 2018 must comply with this standard. S8.1.2 All buses manufactured on or after August 1, 2019 must comply with this standard. S8.2 Trucks. S8.2.1 All three-axle truck tractors with a front axle that has a GAWR of 6,622 kilograms (14,600 pounds) or less and with two rear drive axles that have a combined GAWR of 20,412 kilograms (45,000 pounds) or less manufactured on or after August 1, 2017 must comply with this standard. S8.2.2 All truck tractors manufactured on or after August 1, 2019 must comply with this standard. [80 FR 36105, June 23, 2015, as amended at 82 FR 50092, Oct. 30, 2017; 87 FR 34810, June 8, 2022] § 571.138 Standard No. 138; Tire pressure monitoring systems. S1 Purpose and scope. S2 Application. S3 Definitions. Lightly loaded vehicle weight Tire pressure monitoring system Vehicle Placard Tire inflation pressure label S4 Requirements. S4.1 General. S4.2 TPMS detection requirements. (a) Illuminate a low tire pressure warning telltale not more than 20 minutes after the inflation pressure in one or more of the vehicle's tires, up to a total of four tires, is equal to or less than either the pressure 25 percent below the vehicle manufacturer's recommended cold inflation pressure, or the pressure specified in the 3rd column of Table 1 of this standard for the corresponding type of tire, whichever is higher; (b) Continue to illuminate the low tire pressure warning telltale as long as the pressure in any of the vehicle's tires is equal to or less than the pressure specified in S4.2(a), and the ignition locking system is in the “On” (“Run”) position, whether or not the engine is running, or until manually reset in accordance with the vehicle manufacturer's instructions. S4.3 Low tire pressure warning telltale. S4.3.1 Each tire pressure monitoring system must include a low tire pressure warning telltale that: (a) Is mounted inside the occupant compartment in front of and in clear view of the driver; (b) Is identified by one of the symbols shown for the “Low Tire Pressure” Telltale in Table 1 of Standard No. 101 (49 CFR 571.101); and (c) Is illuminated under the conditions specified in S4.2. S4.3.2 In the case of a telltale that identifies which tire(s) is (are) under-inflated, each tire in the symbol for that telltale must illuminate when the tire it represents is under-inflated to the extent specified in S4.2. S4.3.3 (a) Except as provided in paragraph (b) of this section, each low tire pressure warning telltale must illuminate as a check of lamp function either when the ignition locking system is activated to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated by the manufacturer as a check position. (b) The low tire pressure warning telltale need not illuminate when a starter interlock is in operation. S4.4 TPMS malfunction. (a) The vehicle shall be equipped with a tire pressure monitoring system that includes a telltale that provides a warning to the driver not more than 20 minutes after the occurrence of a malfunction that affects the generation or transmission of control or response signals in the vehicle's tire pressure monitoring system. The vehicle's TPMS malfunction indicator shall meet the requirements of either S4.4(b) or S4.4(c). (b) Dedicated TPMS malfunction telltale. (1) Is mounted inside the occupant compartment in front of and in clear view of the driver; (2) Is identified by the word “TPMS” as described under the “Tire Pressure Monitoring System Malfunction” Telltale in Table 1 of Standard No. 101 (49 CFR 571.101); (3) Continues to illuminate the TPMS malfunction telltale under the conditions specified in S4.4(a) for as long as the malfunction exists, whenever the ignition locking system is in the “On” (“Run”) position; and (4) (i) Except as provided in paragraph (ii), each dedicated TPMS malfunction telltale must be activated as a check of lamp function either when the ignition locking system is activated to the “On” (“Run”) position when the engine is not running, or when the ignition locking system is in a position between “On” (“Run”) and “Start” that is designated by the manufacturer as a check position. (ii) The dedicated TPMS malfunction telltale need not be activated when a starter interlock is in operation. (c) Combination low tire pressure/TPMS malfunction telltale. (1) Meets the requirements of S4.2 and S4.3; and (2) Flashes for a period of at least 60 seconds but no longer than 90 seconds upon detection of any condition specified in S4.4(a) after the ignition locking system is activated to the “On” (“Run”) position. After each period of prescribed flashing, the telltale must remain continuously illuminated as long as a malfunction exists and the ignition locking system is in the “On” (“Run”) position. This flashing and illumination sequence must be repeated each time the ignition locking system is placed in the “On” (“Run”) position until the situation causing the malfunction has been corrected. Multiple malfunctions occurring during any ignition cycle may, but are not required to, reinitiate the prescribed flashing sequence. S4.5 Written instructions. (a) Beginning on September 1, 2006, the owner's manual in each vehicle certified as complying with S4 must provide an image of the Low Tire Pressure Telltale symbol (and an image of the TPMS Malfunction Telltale warning (“TPMS”), if a dedicated telltale is utilized for this function) with the following statement in English: Each tire, including the spare (if provided), should be checked monthly when cold and inflated to the inflation pressure recommended by the vehicle manufacturer on the vehicle placard or tire inflation pressure label. (If your vehicle has tires of a different size than the size indicated on the vehicle placard or tire inflation pressure label, you should determine the proper tire inflation pressure for those tires.) As an added safety feature, your vehicle has been equipped with a tire pressure monitoring system (TPMS) that illuminates a low tire pressure telltale when one or more of your tires is significantly under-inflated. Accordingly, when the low tire pressure telltale illuminates, you should stop and check your tires as soon as possible, and inflate them to the proper pressure. Driving on a significantly under-inflated tire causes the tire to overheat and can lead to tire failure. Under-inflation also reduces fuel efficiency and tire tread life, and may affect the vehicle's handling and stopping ability. Please note that the TPMS is not a substitute for proper tire maintenance, and it is the driver's responsibility to maintain correct tire pressure, even if under-inflation has not reached the level to trigger illumination of the TPMS low tire pressure telltale. [The following paragraph is required for all vehicles certified to the standard starting on September 1, 2007 and for vehicles voluntarily equipped with a compliant TPMS MIL before that time.] Your vehicle has also been equipped with a TPMS malfunction indicator to indicate when the system is not operating properly. [For vehicles with a dedicated MIL telltale, add the following statement: The TPMS malfunction indicator is provided by a separate telltale, which displays the symbol “TPMS” when illuminated.] [For vehicles with a combined low tire pressure/MIL telltale, add the following statement: The TPMS malfunction indicator is combined with the low tire pressure telltale. When the system detects a malfunction, the telltale will flash for approximately one minute and then remain continuously illuminated. This sequence will continue upon subsequent vehicle start-ups as long as the malfunction exists.] When the malfunction indicator is illuminated, the system may not be able to detect or signal low tire pressure as intended. TPMS malfunctions may occur for a variety of reasons, including the installation of replacement or alternate tires or wheels on the vehicle that prevent the TPMS from functioning properly. Always check the TPMS malfunction telltale after replacing one or more tires or wheels on your vehicle to ensure that the replacement or alternate tires and wheels allow the TPMS to continue to function properly. (b) The owner's manual may include additional information about the time for the TPMS telltale(s) to extinguish once the low tire pressure condition or the malfunction is corrected. It may also include additional information about the significance of the low tire pressure warning telltale illuminating, a description of corrective action to be undertaken, whether the tire pressure monitoring system functions with the vehicle's spare tire (if provided), and how to use a reset button, if one is provided. (c) If a vehicle does not come with an owner's manual, the required information shall be provided in writing to the first purchaser of the vehicle. S5 Test conditions. S5.1 Ambient temperature. S5.2 Road test surface. S5.3 Vehicle conditions. S5.3.1 Test weight. S5.3.2 Vehicle speed. S5.3.3 Rim position. S5.3.4 Stationary location. S5.3.5 Brake pedal application. S5.3.6 Range of conditions or test parameters. S5.3.7 Tires. S6 Test procedures. (a) Inflate the vehicle's tires to the cold tire inflation pressure(s) provided on the vehicle placard or the tire inflation pressure label. (b) With the vehicle stationary and the ignition locking system in the “Lock” or “Off” position, activate the ignition locking system to the “On” (“Run”) position or, where applicable, the appropriate position for the lamp check. The tire pressure monitoring system must perform a check of lamp function for the low tire pressure telltale as specified in paragraph S4.3.3 of this standard. If the vehicle is equipped with a separate TPMS malfunction telltale, the tire pressure monitoring system also must perform a check of lamp function as specified in paragraph S4.4(b)(4) of this standard. (c) If applicable, set or reset the tire pressure monitoring system in accordance with the instructions in the vehicle owner's manual. (d) System calibration/learning phase. (1) Drive the vehicle for up to 15 minutes of cumulative time (not necessarily continuously) along any portion of the test course. (2) Reverse direction on the course and drive the vehicle for an additional period of time for a total cumulative time of 20 minutes (including the time in S6(d)(1), and not necessarily continuously). (e) Stop the vehicle and deflate any combination of one to four tires until the deflated tire(s) is (are) at 7 kPa (1 psi) below the inflation pressure at which the tire pressure monitoring system is required to illuminate the low tire pressure warning telltale. (f) System detection phase. (1) Within 5 minutes of reducing the inflation pressure in the tire(s), drive the vehicle for up to 10-15 minutes of cumulative time (not necessarily continuously) along any portion of the test course. (2) Reverse direction on the course and drive the vehicle for an additional period of time for a total cumulative time of 20 minutes (including the time in S6(f)(1), and not necessarily continuously). (3) The sum of the total cumulative drive time under paragraphs S6(f)(1) and (2) shall be the lesser of 20 minutes or the time at which the low tire pressure telltale illuminates. (4) If the low tire pressure telltale did not illuminate, discontinue the test. (g) If the low tire pressure telltale illuminated during the procedure in paragraph S6(f), deactivate the ignition locking system to the “Off” or “Lock” position. After a 5-minute period, activate the vehicle's ignition locking system to the “On” (“Run”) position. The telltale must illuminate and remain illuminated as long as the ignition locking system is in the “On” (“Run”) position. (h) Keep the vehicle stationary for a period of up to one hour with the engine off. (i) Inflate all of the vehicle's tires to the same inflation pressure used in paragraph S6(a). If the vehicle's tire pressure monitoring system has a manual reset feature, reset the system in accordance with the instructions specified in the vehicle owner's manual. Determine whether the telltale has extinguished. If necessary, drive the vehicle until the telltale has been extinguished. (j) The test may be repeated, using the test procedures in paragraphs S6(a)-(b) and S6(d)-(i), with any one, two, three, or four of the tires on the vehicle under-inflated. (k) Simulate one TPMS malfunction by disconnecting the power source to any TPMS component, disconnecting any electrical connection between TPMS components, or installing a tire or wheel on the vehicle that is incompatible with the TPMS. When simulating a TPMS malfunction, the electrical connections for the telltale lamps are not to be disconnected. (l) TPMS malfunction detection. (1) Drive the vehicle for up to 15 minutes of cumulative time (not necessarily continuously) along any portion of the test course. (2) Reverse direction on the course and drive the vehicle for an additional period of time for a total cumulative time of 20 minutes (including the time in S6(l)(1), and not necessarily continuously). (3) The sum of the total cumulative drive time under paragraphs S6(l)(1) and (2) shall be the lesser of 20 minutes or the time at which the TPMS malfunction telltale illuminates. (4) If the TPMS malfunction indicator did not illuminate in accordance with paragraph S4.4, as required, discontinue the test. (m) If the TPMS malfunction indicator illuminated during the procedure in paragraph S6(l), deactivate the ignition locking system to the “Off” or “Lock” position. After a 5-minute period, activate the vehicle's ignition locking system to the “On” (“Run”) position. The TPMS malfunction indicator must again signal a malfunction and remain illuminated as long as the ignition locking system is in the “On” (“Run”) position. (n) Restore the TPMS to normal operation. If necessary, drive the vehicle until the telltale has extinguished. (o) The test may be repeated using the test procedures in paragraphs S6(k)-(n), with each such test limited to simulation of a single malfunction. S7 Phase-in schedule. S7.1 Vehicles manufactured on or after October 5, 2005, and before September 1, 2006. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2002, and before October 5, 2005; or (b) The manufacturer's production on or after October 5, 2005, and before September 1, 2006. S7.2 Vehicles manufactured on or after September 1, 2006, and before September 1, 2007. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2003, and before September 1, 2006; or (b) The manufacturer's production on or after September 1, 2006, and before September 1, 2007. S7.3 Vehicles manufactured on or after September 1, 2007. S7.4 Calculation of complying vehicles. (a) Carry-Forward Credits. (b) For purposes of complying with S7.2, a manufacturer may count a vehicle if it: (1) (i) Is certified as complying with this standard and is manufactured on or after April 8, 2005, but before September 1, 2007; and (ii) Is not counted toward compliance with S7.1; or (2) Is manufactured on or after September 1, 2006, but before September 1, 2007. (c) Carry-Backward Credits. S7.5 Vehicles produced by more than one manufacturer. S7.5.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S7.1 through S7.3, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S7.5.2: (a) A vehicle that is imported must be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle. S7.5.2 A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S7.5.1. S7.6 Small volume manufacturers. S7.7 Final-stage manufacturers and alterers. Tables to § 571.138 Table 1—Low Tire Pressure Warning Telltale—Minimum Activation Pressure Column 1—tire type Column 2—maximum or rated inflation pressure Column 3—minimum (kPa) (psi) (kPa) (psi) P-metric—Standard Load 240, 35, 140 20 P-metric—Extra Load 280 or 41 or 160 23 Load Range C 350 51 200 29 Load Range D 450 65 240 35 Load Range E 550 80 240 35 [70 FR 18187, Apr. 8, 2005, as amended at 70 FR 53100, Sept. 7, 2005; 72 FR 38025, July 12, 2007] § 571.139 Standard No. 139; New pneumatic radial tires for light vehicles. S1. Scope and purpose. S2 Application. S3 Definitions. Bead Bead separation Bias ply tire Carcass Chunking Cord Cord separation Cracking Extra load tire Groove Innerliner Innerliner separation Light truck (LT) tire Load rating Maximum load rating Maximum permissible inflation pressure Measuring rim Open splice Outer diameter Overall width Passenger car tire Ply Ply separation Pneumatic tire Radial ply tire Reinforced tire Rim Section width Sidewall Sidewall separation Snow tire Test rim Tread Tread rib Tread separation Treadwear indicators (TWI) Wheel-holding fixture S4. Tire and rim matching information. S4.1. Each manufacturer of tires must ensure that a listing of the rims that may be used with each tire that it produces is provided to the public in accordance with S4.1.1 and S4.1.2. S4.1.1 Each rim listing for a tire must include dimensional specifications and a diagram of the rim and must be in one of the following forms: (a) Listed by manufacturer name or brand name in a document furnished to dealers of the manufacturer's tires, to any person upon request, and in duplicate to the Docket Section (No. NHTSA-2009-0117), National Highway Traffic Safety Administration, West Building, 1200 New Jersey Ave. SE, Washington, DC 20590; or (b) Contained in publications, current at the date of manufacture of the tire or any later date, of at least one of the following organizations: (1) The Tire and Rim Association. (2) The European Tyre and Rim Technical Organization. (3) Japan Automobile Tire Manufacturers' Association, Inc. (4) Tyre & Rim Association of Australia. (5) Associacao Latino Americana de Pneus e Aros (Brazil). (6) South African Bureau of Standards. S4.1.2 A listing compiled in accordance with paragraph (a) of S4.1.1 need not include dimensional specifications or a diagram of a rim whose dimensional specifications and diagram are contained in a listing published in accordance with paragraph (b) of S4.1.1. S4.2. Information contained in a publication specified in S4.1.1(b) that lists general categories of tires and rims by size designation, type of construction, and/or intended use, is considered to be manufacturer's information required by S4.1 for the listed tires, unless the publication itself or specific information provided according to S4.1(a) indicates otherwise. S5. General requirements S5.1. Size and construction. S5.2. Performance requirements. (a) It shall meet the requirements specified in S6 for its tire size designation, type, and maximum permissible inflation pressure. (b) It shall meet each of the applicable requirements set forth in paragraphs (c) and (d) of this S5.2, when mounted on a model rim assembly corresponding to any rim designated by the tire manufacturer for use with the tire in accordance with S4. (c) Its maximum permissible inflation pressure shall be 240, 280, 300, 340, or 350 kPa. (d) Its load rating shall be that specified either in a submission made by an individual manufacturer, pursuant to S4, or in one of the publications described in S4 for its size designation, type and each appropriate inflation pressure. If the maximum load rating for a particular tire size is shown in more than one of the publications described in S4, each tire of that size designation shall have a maximum load rating that is not less than the published maximum load rating, or if there are differing maximum load ratings for the same tire size designation, not less then the lowest published maximum load rating. S5.3. Test sample. (a) One tire for high speed; (b) Another tire for endurance and low inflation pressure performance; and (c) A third tire for physical dimensions, resistance to bead unseating, and strength, in sequence. S5.4. Treadwear indicators. S5.5 Tire markings. (a) The symbol DOT, which constitutes a certification that the tire conforms to applicable Federal motor vehicle safety standards; (b) The tire size designation as listed in the documents and publications specified in S4.1.1 of this standard; (c) The maximum permissible inflation pressure, subject to the limitations of S5.5.4 through S5.5.6 of this standard; (d) The maximum load rating and for LT tires, the letter designating the tire load range; (e) The generic name of each cord material used in the plies (both sidewall and tread area) of the tire; (f) The actual number of plies in the sidewall, and the actual number of plies in the tread area, if different; (g) The term “tubeless” or “tube type,” as applicable; (h) The word “radial,” if the tire is a radial ply tire; and (i) Alpine Symbol. S5.5.1 Tire identification number. (a) Tires manufactured before September 1, 2009. (b) Tires manufactured on or after September 1, 2009. S5.5.2 [Reserved] S5.5.3 Each tire must be labeled with the name of the manufacturer, or brand name and number assigned to the manufacturer in the manner specified in 49 CFR part 574. S5.5.4 For passenger car tires, if the maximum inflation pressure of a tire is 240, 280, 300, 340, or 350 kPa, then: (a) Each marking of that inflation pressure pursuant to S5.5(c) must be followed in parenthesis by the equivalent psi, rounded to the next higher whole number; and (b) Each marking of the tire's maximum load rating pursuant to S5.5(d) in kilograms must be followed in parenthesis by the equivalent load rating in pounds, rounded to the nearest whole number. S5.5.5 If the maximum inflation pressure of a tire is 420 kPa (60 psi), the tire must have permanently molded into or onto both sidewalls, in letters and numerals not less than 1/2 S5.5.6 For LT tires, the maximum permissible inflation pressure shown must be the inflation pressure that corresponds to the maximum load of the tire for the tire size as specified in one of the publications described in S4.1.1.(b) of § 571.139. At the manufacturer's option, the shown inflation pressure may be as much as 10 psi (69 kPa) greater than the inflation pressure corresponding to the specified maximum load. S6. Test procedures, conditions and performance requirements. S6.1. Tire dimensions S6.1.1 Test conditions and procedures. S6.1.1.1 Tire Preparation. S6.1.1.1.1 Mount the tire on the measuring rim specified by the tire manufacturer or in one of the publications listed in S4.1.1 S6.1.1.1.2 For passenger car tires, inflate to the pressure specified in the following table: Inflation pressure (kPa) Standard Reinforced 180 220 S6.1.1.1.3 In the case of a LT tire, inflate it to the pressure at maximum load as labeled on sidewall. S6.1.1.1.4 Condition the assembly at an ambient room temperature of 20 °C to 30 °C for not less than 24 hours. S6.1.1.1.5 Readjust the tire pressure to that specified in S6.1.1.1.2. S6.1.1.2 Test procedure. S6.1.1.2.1 Measure the section width and overall width by caliper at six points approximately equally spaced around the circumference of the tire, avoiding measurement of the additional thickness of the special protective ribs or bands. The average of the measurements so obtained are taken as the section width and overall width, respectively. S6.1.1.2.2 Determine the outer diameter by measuring the maximum circumference of the tire and dividing the figure so obtained by Pi (3.14). S6.1.2 Performance Requirements. (a) (For tires with a maximum permissible inflation pressure of 32, 36, or 40 psi) 7 percent, or (b) (For tires with a maximum permissible inflation pressure of 240, 280, 300, 340 or 350 kPa) 7 percent or 10 mm (0.4 inches), whichever is larger. S6.2 High Speed Performance S6.2.1 Test conditions and procedures. S6.2.1.1 Preparation of tire. S6.2.1.1.1 Mount the tire on a test rim and inflate it to the pressure specified for the tire in the following table: Tire application Test Passenger car tires: Standard load 220 Extra load 260 Light truck tires with a nominal cross section ≤295 mm (11.5 inches): Load Range C 320 Load Range D 410 Load Range E 500 Light truck tires with a nominal cross section >295 mm (11.5 inches) Load Range C 230 Load Range D 320 Load Range E 410 S6.2.1.1.2 Condition the assembly at 32 to 38 °C for not less than 3 hours. S6.2.1.1.3 Before or after mounting the assembly on a test axle, readjust the tire pressure to that specified in S6.2.1.1.1. S6.2.1.2 Test procedure. S6.2.1.2.1 Press the assembly against the outer face of a test drum with a diameter of 1.70 m ±1%. S6.2.1.2.2 Apply to the test axle a load equal to 85% of the tire's maximum load carrying capacity. S6.2.1.2.3 Break-in the tire by running it for 2 hours at 80 km/h. S6.2.1.2.4 Allow tire to cool to 38 °C and readjust inflation pressure to applicable pressure in 6.2.1.1.1 immediately before the test. S6.2.1.2.5 Throughout the test, the inflation pressure is not corrected and the test load is maintained at the value applied in S6.2.1.2.2. S6.2.1.2.6 During the test, the ambient temperature, measured at a distance of not less than 150 mm and not more than 1 m from the tire, is maintained at not less than 32 °C or more than 38 °C. S6.2.1.2.7 The test is conducted, continuously and uninterrupted, for ninety minutes through three thirty-minute consecutive test stages at the following speeds: 140, 150, and 160 km/h. S6.2.1.2.8 Allow the tire to cool for between 15 minutes and 25 minutes. Measure its inflation pressure. Then, deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S6.2.2(a). S6.2.2 Performance requirements. When the tire is tested in accordance with S6.2.1: (a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, belt or bead separation, chunking, open splices, cracking, or broken cords. (b) The tire pressure, when measured at any time between 15 minutes and 25 minutes after the end of the test, shall not be less than 95% of the initial pressure specified in S6.2.1.1.1. S6.3 Tire Endurance S6.3.1 Test conditions and procedures. S6.3.1.1 Preparation of Tire. S6.3.1.1.1 Mount the tire on a test rim and inflate it to the pressure specified for the tire in the following table: Tire application Test Passenger car tires: Standard load 180 Extra load 220 Light truck tires with a nominal cross section ≤295 mm (11.5 inches) Load Range C 260 Load Range D 340 Load Range E 410 Light truck tires with a nominal cross section >295 mm (11.5 inches) Load Range C 190 Load Range D 260 Load Range E 340 S6.3.1.1.2 Condition the assembly at 32 to 38 °C for not less than 3 hours. S6.3.1.1.3 Readjust the pressure to the value specified in S6.3.1.1.1 immediately before testing. S6.3.1.2 Test Procedure. S6.3.1.2.1 Mount the assembly on a test axle and press it against the outer face of a smooth wheel having a diameter of 1.70 m ±1%. S6.3.1.2.2 During the test, the ambient temperature, at a distance of not less than 150 mm and not more than 1 m from the tire, is maintained at not less than 32 °C or more than 38 °C. S6.3.1.2.3 Conduct the test, without interruptions, at the test speed of not less than 120 km/h with loads and test periods not less than those shown in the following table. For snow tires, conduct the test at not less than 110 km/h. Test period Duration (hours) Load as a percentage of tire maximum load rating 1 4 85 2 6 90 3 24 100 S6.3.1.2.4 Throughout the test, the inflation pressure is not corrected and the test loads are maintained at the value corresponding to each test period, as shown in the table in S6.3.1.2.3. S6.3.1.2.5 Allow the tire to cool for between 15 minutes and 25 minutes after running the tire for the time specified in the table in S6.3.1.2.3, measure its inflation pressure. Inspect the tire externally on the test rim for the conditions specified in S6.3.2(a). S6.3.2 Performance requirements. When the tire is tested in accordance with S6.3.1: (a) There shall be no visual evidence of tread, sidewall, ply, cord, belt or bead separation, chunking, open splices, cracking or broken cords. (b) The tire pressure, when measured at any time between 15 minutes and 25 minutes after the end of the test, shall not be less than 95% of the initial pressure specified in S6.3.1.1.1. S6.4 Low Inflation Pressure Performance S6.4.1 Test conditions and procedures. S6.4.1.1 Preparation of tire. S6.4.1.1.1 This test is conducted following completion of the tire endurance test using the same tire and rim assembly tested in accordance with S6.3 with the tire deflated to the following appropriate pressure: Tire application Test Passenger car tires Standard load 140 Extra load 160 Light truck tires with a nominal cross section ≤295 mm (11.5 inches) Load Range C 200 Load Range D 260 Load Range E 320 Light truck tires with a nominal cross section >295 mm (11.5 inches) Load Range C 150 Load Range D 200 Load Range E 260 S6.4.1.1.2 After the tire is deflated to the appropriate test pressure in S6.4.1.1.1 at the completion of the endurance test, condition the assembly at 32 to 38 °C for not less than 2 hours. S6.4.1.1.3 Before or after mounting the assembly on a test axle, readjust the tire pressure to that specified in S6.4.1.1.1. S6.4.1.2 Test procedure. S6.4.1.2.1 The test is conducted for ninety minutes at the end of the test specified in S6.3, continuous and uninterrupted, at a speed of 120 km/h (75 mph). For snow tires, conduct the test at not less than 110 km/h. S6.4.1.2.2 Press the assembly against the outer face of a test drum with a diameter of 1.70 m + 1%. S6.4.1.2.3 Apply to the test axle a load equal to 100% of the tire's maximum load carrying capacity. S6.4.1.2.4 Throughout the test, the inflation pressure is not corrected and the test load is maintained at the initial level. S6.4.1.2.5 During the test, the ambient temperature, at a distance of not less than 150 mm and not more than 1 m from the tire, is maintained at not less than 32 °C or more than 38 °C. S6.4.1.2.6 Allow the tire to cool for between 15 minutes and 25 minutes. Measure its inflation pressure. Then, deflate the tire, remove it from the test rim, and inspect it for the conditions specified in S6.4.2(a). S6.4.2 Performance requirements. When the tire is tested in accordance with S6.4.1: (a) There shall be no visual evidence of tread, sidewall, ply, cord, innerliner, belt or bead separation, chunking, open splices, cracking, or broken cords, and (b) The tire pressure, when measured at any time between 15 minutes and 25 minutes after the end of the test, shall not be less than 95% of the initial pressure specified in S6.4.1.1.1. S6.5 Tire strength. S6.5.1 Tire strength for passenger car tires. S6.5.2 Tire strength for LT tires. S6.6 Tubeless tire bead unseating resistance. Load Range C 260 kPa. Load Range D 340 kPa. Load Range E 410 kPa. For light truck tires with a nominal cross section greater than 295 mm (11.5 inches), the maximum permissible inflation pressure to be used for the bead unseating test is as follows: Load Range C 190 kPa. Load Range D 260 kPa. Load Range E 340 kPa. S7. Phase-in schedule for tire markings. S7.1 Tires manufactured on or after September 1, 2005 and before September 1, 2006. S7.2 Tires manufactured on or after September 1, 2006 and before September 1, 2007. S7.3 Tires manufactured on or after September 1, 2007. [67 FR 69627, Nov. 18, 2002, as amended at 68 FR 38150, June 26, 2003; 69 FR 31319, June 3, 2004; 71 FR 886, Jan. 6, 2006; 72 FR 49211, Aug. 28, 2007; 73 FR 72358, Nov. 28, 2008; 77 FR 760, Jan. 6, 2012; 86 FR 48545, Aug. 31, 2021; 87 FR 34810, June 8, 2022] § 571.141 Standard No. 141; Minimum Sound Requirements for Hybrid and Electric Vehicles. S1. Scope. S2. Purpose. S3. Application. (a) Electric vehicles with a gross vehicle weight rating (GVWR) of 4,536 Kg or less that are passenger cars, multipurpose passenger vehicles, trucks, or buses; (b) Hybrid vehicles with a gross vehicle weight rating (GVWR) of 4,536 Kg or less that are passenger cars, multi-purpose passenger vehicles, trucks, or buses; and (c) Electric vehicles and hybrid vehicles that are low speed vehicles. S4. Definitions. Band one-third octave band Band sum Where: SPL i Electric vehicle Front plane Hybrid vehicle Rear plane Trim level S5. Requirements. S5.1 Performance requirements for four-band alert sounds. S5.1.1 Stationary. (i) In the case of a vehicle with an automatic transmission, the vehicle's gear selector is in Neutral or any gear position other than Park that provides forward vehicle propulsion; (iii) in the case of a vehicle with a manual transmission, the vehicle's parking brake is released and the gear selector is not in Reverse. S5.1.1.1 For detection, S5.1.1.2 For directivity, Table 1—One-Third Octave Band Min. SPL Requirements for Sound When Stationary and Constant Speeds Less Than 10km/h One-third octave band center frequency, Hz Min SPL, 315 39 400 39 500 40 630 40 800 41 1000 41 1250 42 1600 39 2000 39 2500 37 3150 34 4000 32 5000 31 S5.1.2 Reverse. Table 2—One-Third Octave Band Min. SPL Requirements for Sound while in Reverse One-third octave band center frequency, Hz Min SPL, 315 42 400 41 500 43 630 43 800 44 1000 44 1250 45 1600 41 2000 42 2500 40 3150 37 4000 35 5000 33 S5.1.3 Constant pass-by speeds greater than 0 km/h but less than 20 km/h. Table 3—One-Third Octave Band Min. SPL Requirements for Constant Pass-by Speeds Greater Than or Equal to 10 km/h but Less Than 20 km/h One-third octave band center frequency, Hz Min SPL, 315 45 400 44 500 46 630 46 800 47 1000 47 1250 48 1600 44 2000 45 2500 43 3150 40 4000 38 5000 36 S5.1.4 Constant pass-by speeds greater than or equal to 20km/h but less than 30 km/h. Table 4—One-Third Octave Band Min. SPL Requirements for Constant Pass-by Speeds Greater Than or Equal to 20 km/h but Less Than 30 km/h One-third octave band center frequency, Hz Min SPL, 315 52 400 51 500 52 630 53 800 53 1000 54 1250 54 1600 51 2000 51 2500 50 3150 47 4000 45 5000 43 S5.1.5 Constant 30km/h pass-by. Table 5—One-Third Octave Band Min. SPL Requirements for 30-32 km/h Pass-By One-third octave band center frequency, Hz Min SPL, 315 56 400 55 500 57 630 57 800 58 1000 58 1250 59 1600 55 2000 55 2500 54 3150 51 4000 49 5000 47 S5.2 Performance requirements for two-band alert sounds. Table 6—One-Third Octave Band Minimum Requirements for Two-Band Alert Vehicle speed A-weighted SPL, dB(A) Minimum in Band sum Reverse 40 48 Stationary and up to but not including 10 km/h 40 44 10 km/h up to but not including 20 km/h 42 51 20 km/h up to but not including 30 km/h 47 57 30 km/h 52 62 S5.2.1 When tested according to the test procedure in S7.1 the vehicle must emit a sound measured at the microphone on the line CC' having at least two non-adjacent octave bands from 315 to 3150 Hz each having at least the A-weighted sound pressure level, indicated in the “Minimum in Each Band” column in Table 6 for the “Stationary up to but not including 10 km/h” condition. The two bands used to meet the two-band minimum requirements must also meet the Band Sum as specified in Table 6. S5.3 If a hybrid vehicle to which this standard applies is evaluated for compliance with requirements in S5.1.1 through S5.1.5 or S5.2 (Stationary, Reverse, Pass-by at 10 km/h, 20 km/h, and 30 km/h, respectively), and during testing to any one of those requirements the vehicle is measured for ten consecutive times without recording a valid measurement, or for a total of 20 times without recording four valid measurements because the vehicle's ICE remains active for the entire duration of a measurement or the vehicle's ICE activates intermittently during every measurement, the vehicle is exempted from meeting the specific requirement that was under evaluation at the time the ICE interfered in the prescribed manner. S5.4 Relative volume change to signify acceleration and deceleration. Table 7—Minimum Relative Volume Change Requirements Critical operating speed intervals Minimum Between: Stationary and 10 km/h 3 10 km/h and 20 km/h 3 20 km/h and 30 km/h 3 S5.5 Sameness requirement S5.5.1 Any two vehicles of the same make, model, model year, body type, and trim level (as those terms are defined in 49 CFR 565.12 or in section S4 of this safety standard) to which this safety standard applies shall be designed to have the same pedestrian alert sound when operating under the same test conditions and at the same speed including any test conditions and speeds for which an alert sound is required in Section S5 of this safety standard. S5.5.2 For the purposes of this requirement, the pedestrian alert sound of vehicles which meet the applicable requirements in S5.1 through S5.4 of this standard are deemed to be the same if the digital source of the sound, if any, is the same and if the algorithms that either generate the sound directly or process the digital source to generate the sound are the same. S6. Test Conditions. S6.1 Weather conditions. S6.1.1 The ambient temperature will be between 5 °C (41 °F) and 40 °C (104 °F). S6.1.2 The maximum wind speed at the microphone height is no greater than 5 m/s (11 mph), including gusts. S6.1.3 No precipitation and the test surface is dry. S6.1.4 Background noise level. Ambient correction. S6.2 Test surface. S6.3 Instrumentation. S6.3.1 Acoustical measurement. S6.3.2 Vehicle speed measurement. S6.3.3 Meteorological instrumentation. S6.4 Test site. S6.5 Test set up for directivity measurement S6.6 Vehicle condition (a) The vehicle's doors are shut and locked and windows are shut. (b) All accessory equipment (air conditioner, wipers, heat, HVAC fan, audio/video systems, etc.) that can be shut down, will be off. Propulsion battery cooling fans and pumps and other components of the vehicle's propulsion battery thermal management system are not considered accessory equipment. During night time testing test vehicle headlights may be activated. (c) Vehicle's electric propulsion batteries, if any, are charged according to the requirements of S7.1.2.2 of SAE J2889-1 (incorporated by reference, see § 571.5). If propulsion batteries must be recharged during testing to ensure internal combustion engine does not activate, manufacturer instructions will be followed. (d) Vehicle test weight, including the driver and instrumentation, will be evenly distributed between the left and right side of the vehicle and will not exceed the vehicle's GVWR or GAWR: (1) For passenger cars, and MPVs, trucks, and buses with a GVWR of 4,536 kg (10,000 pounds) or less, the vehicle test weight is the unloaded vehicle weight plus 180 kg (396 pounds); (2) For LSVs, the test weight is the unloaded vehicle weight plus 78 kg (170 pounds). (e) Tires will be free of all debris and each tire's cold tire inflation pressure set to: (1) For passenger cars, and MPVs, trucks, and buses with a GVWR of 4,536 kg (10,000 pounds) or less, the inflation pressure specified on the vehicle placard in FMVSS No. 110; (2) For LSVs, the inflation pressure recommended by the manufacturer for GVWR; if none is specified, the maximum inflation pressure listed on the sidewall of the tires. (f) Tires are conditioned by driving the test vehicle around a circle 30 meters (100 feet) in diameter at a speed that produces a lateral acceleration of 0.5 to 0.6 g for three clockwise laps followed by three counterclockwise laps; S6.7 Ambient correction. S6.7.1 Measure the ambient noise for at least 30 seconds immediately before and after each series of vehicle tests. A series is a test condition, i.e. S6.7.2 For each microphone, determine the minimum A-weighted overall ambient SPL during the 60 seconds (or more) of recorded ambient noise consisting of at least 30 seconds recorded immediately before and at least 30 seconds immediately after each test series. S6.7.3 For each microphone, compute an ambient level for each of the 13 one-third octave bands using the time that is associated with the minimum A-weighted overall ambient identified in S6.7.2 of this section. S6.7.4 To correct overall SPL values for ambient noise, calculate the difference, for each microphone, between the measured overall SPL values for a test vehicle obtained in sections S7.1.4(b) and S7.3.4(b) and the minimum overall ambient SPL values determined in S6.7.2, above. Using Table 8, determine a correction factor for each microphone. Subtract the correction factor from the overall SPL value measured under sections S7.1.4(b) and S7.3.4(b) to calculate the corrected overall SPL value. Any test for which the minimum overall SPL of the ambient is within 3 dB of the uncorrected overall SPL of the vehicle is invalid and not analyzed further. S6.7.5 To correct one-third octave band sound levels for ambient noise, calculate the difference, for each microphone, between the uncorrected level for a one-third octave band (obtained in sections S7.1.5(b), S7.1.6(b) and S7.3.5(b)) and the minimum ambient level in the same one-third octave band as determined in S6.7.3. Use Table 9 to determine if a correction is required for each microphone and one-third octave band. If a correction is required, subtract the appropriate correction factor in Table 9 from the uncorrected one-third octave band sound level to calculate the corrected level for each one-third octave band. If the level of any ambient one-third octave band is within 3 dB of the corresponding uncorrected one-third octave band level, then that one-third octave band is invalid and not analyzed further. Table 8—Overall SPL Corrections for Ambient Noise Difference between vehicle measurement and ambient noise level Correction Greater than 10 dB 0 dB. Greater than 8 dB but less than or equal to 10 dB 0.5 dB. Greater than 6 dB but less than or equal to 8 dB 1.0 dB. Greater than 4.5 dB but less than or equal to 6 dB 1.5 dB. Greater than 3 dB but less than or equal to 4.5 dB 2.5 dB. Less than or equal to 3 dB Invalid test run. Table 9—1/3 Octave Band Corrections for Ambient Noise Difference between vehicle 1/3 octave band sound pressure level Correction Greater than 6 dB 0 dB. Greater than 4.5 dB but less than or equal to 6 dB 1.5 dB. Greater than 3 dB but less than or equal to 4.5 dB 2.5 dB. Less than or equal to 3 dB Specific 1/3 octave band is not useable. S7. Test Procedure. S7.1 Stationary vehicle in forward gear. S7.1.1 Execute stationary tests and collect acoustic sound files. (a) Position the vehicle with the front plane at the line PP', the vehicle centerline on the line CC' and the starting system deactivated. For vehicle equipped with a Park position, place the vehicle's gear selector in “Park” and engage the parking brake. For vehicles not equipped with a Park position, place the vehicle's gear selector in “Neutral” and engage the parking brake. Activate the starting system to energize the vehicle's propulsion system. (b) For vehicles equipped with a Park position for the gear selector, after activating the starting system to energize the vehicle's propulsion system, apply and maintain a full application of the service brake, disengage the vehicle parking brake and then place the vehicle's gear selector in “Drive,” or any forward gear. For vehicles not equipped with a Park position for the gear selector, after activating the starting system to energize the vehicle's propulsion system, apply and maintain a full application of the service brake, disengage the vehicle parking brake, disengage the manual clutch (fully depress and hold the clutch pedal), and place the vehicle's gear selector in any forward gear. (c) Execute multiple tests to acquire at least four valid tests within 2 dBA overall SPL in accordance with S7.1.2 and S7.1.3. For each test, measure the sound emitted by the stationary test vehicle for a duration of 10 seconds. (d) During each test a left (driver's side), a right (passenger side), and a front-center acoustic file will be recorded. S7.1.2. Eliminate invalid tests. (a) Determine validity of sound files collected during S7.1.1 tests. Measurements that contain any distinct, transient, loud sounds ( e.g., (b) Sequentially number all tests which are deemed valid based upon the chronological order in which they were conducted. Acoustic files will be identified with a test sequence number and their association with the left side, right side, or front center microphone. S7.1.3 Identify first four valid tests within 2dBA. (a) For each valid test sound file identified in S7.1.2, determine a maximum overall SPL value, in decibels. Each SPL value will be reported to the nearest tenth of a decibel. (b) Compare the first four left-side SPL values from S7.1.3(a) of this paragraph, and determine the range by taking the difference between the largest and smallest of the four values. In the same manner, determine the range of SPL values for the first four right-side and the first four front-center sound files. If the range for the left side, right side, and front-center are all less than or equal to 2.0 dB, then the twelve sound files associated with the first four valid tests will be used for the one-third octave band evaluations in S7.1.5. and S7.1.6. If the range of the SPL values for the left side are not within 2 dBA, or for the right side are not within 2 dBA, or for the front-center of the vehicle are not within 2 dBA, an iterative process will be used to consider sound files from additional sequential tests until the range for all three microphone locations are within 2 dBA for the same sequence number recordings for all three locations. S7.1.4 Compare the average overall SPL for the left and right side of the test vehicle to determine which is lower. (a) Document the maximum overall SPL values in each of the eight acoustic data files (four left side files and four right side files) identified in S7.1.3. (b) Correct each of the eight SPL values from S7.1.4(a) according to S6.7 using the ambient sound level recorded during the test. The results will be reported to the nearest tenth of a decibel. (c) Calculate a left-side average and a right-side average from the ambient-corrected overall SPL values from S71.4(b), and determine the lower of the two sides. The result will be reported to the nearest tenth of a decibel. (d) If the left-side value from S7.1.4(c) is the lower one, then the left side acoustic data will be further evaluated for compliance at the one-third octave band levels in accordance with S7.1.5. If the left-side value from S7.1.4(c) is not the lower one, the right-side acoustic data will be further evaluated for compliance at the one-third octave band level in accordance with S7.1.5. S7.1.5 Select one-third octave bands to be used for evaluating compliance with detection requirements for a stationary vehicle. (a) For each of the four left-side or right-side acoustic files, which ever was selected in S7.1.4, determine the sound pressure level in each one-third octave band from 315 Hz up to and including 5000 Hz. (b) Correct the one-third octave band levels in all four sound files to adjust for the ambient sound level recorded during the test according to paragraph S6.7. (c) For each one-third octave band, average the corrected levels from the four sound files. The results will be reported to the nearest tenth of a decibel. (d) For alerts designed to meet the four-band requirements of S5.1 of this standard: (i) Select any four one-third octave bands that are non-adjacent to each other and that span a range of at least nine one-third octave bands in the range of 315 Hz up to and including 5000 Hz to evaluate according to paragraph S7.1.5(d)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.1.5(d)(ii). (ii) Compare the average corrected sound pressure level from S7.1.5(c) in each of the four one-third octave bands selected in paragraph S7.1.5(d)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.1.1, Table 1, to determine compliance. (e) For alerts designed to meet the two-band requirements of S5.2 of this standard: (i) Select the two one-third octave bands, one below 1000 Hz and one at or above 1000 Hz, having the largest A-weighted SPL values within the range of 315 Hz up to 3150 Hz and that are non-adjacent to each other to evaluate according to S7.1.5(e)(ii), below. In the event that the pair of bands with the largest SPL values are the 800 Hz and 1000 Hz bands, then select both of the following pairs to evaluate according S7.1.5(e)(ii): The 800 Hz band along with the band having the second-largest A-weighted SPL value from the 1000 Hz and above bands; and, the 1000 Hz band along with the band having the second-largest A-weighted SPL value from the 800 Hz and below bands. At least one of the band pairs selected as specified in this paragraph shall meet the minimum requirements when evaluated according to S7.1.5(e)(ii). (ii) Compare the average corrected sound pressure level from S7.1.5(c) in each of the two one-third octave bands selected in paragraph S7.1.5(e)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.2, Table 6. Also, compare the band sum of the two bands to the required minimum band sum in Table 6. S7.1.6 Select one-third octave bands to be used for evaluating compliance with directivity requirements for a stationary vehicle. (a) Determine the one-third octave band levels associated with the four front center sound files selected in S7.1.3. (b) The identified one-third octave band levels in each of the four sound files will be corrected for the measured ambient levels as specified in paragraph S6.7. (c) The four corrected sound pressure level values calculated from each of the four sound files in each one-third octave band will be averaged together to get the average corrected sound pressure level in each one-third octave band. (d) For alerts designed to meet the four-band requirements of S5.1 of this standard: (i) Select any four one-third octave bands that are non-adjacent to each other and that span a range of at least nine one-third octave bands in the range of 315 Hz up to and including 5000 Hz to evaluate according to paragraph S7.1.6(d)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.1.6(d)(ii). (ii) Compare the average corrected sound pressure level from S7.1.6(c) in each of the four one-third octave bands selected in paragraph S7.1.6(d)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.1.1, Table 1, to determine compliance. (e) For alerts designed to meet the two-band requirements of S5.2 of this standard: (i) Select the two one-third octave bands, one below 1000 Hz and one at or above 1000 Hz, having the largest A-weighted SPL values within the range of 315 Hz up to 3150 Hz and that are non-adjacent to each other to evaluate according to S7.1.6(e)(ii), below. In the event that the pair of bands with the largest SPL values are the 800 Hz and 1000 Hz bands, then select both of the following pairs to evaluate according S7.1.6(e)(ii): The 800 Hz band along with the band having the second-largest A-weighted SPL value from the 1000 Hz and above bands; and, the 1000 Hz band along with the band having the second-largest A-weighted SPL value from the 800 Hz and below bands. At least one of the band pairs selected as specified in this paragraph shall meet the minimum requirements when evaluated according to S7.1.6(e)(ii), below. (ii) Compare the average corrected sound pressure level from S7.1.6(c) in each of the two one-third octave bands selected in paragraph S7.1.6(e)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.2, Table 6. Also, compare the band sum of the two bands to the required minimum band sum in Table 6. S7.2 Stationary vehicle in reverse gear. S7.3 Constant speed pass-by tests at speeds greater than 0 km/h but less than 20 km/h. S7.3.1 Execute pass-by tests at 11km/h (±1 km/h) and collect acoustic sound files. (a) For each test, measure the sound emitted by the test vehicle while at a constant speed of 11km/h (± 1km/h) throughout the measurement zone specified in S6.4 between lines AA' and PP'. Execute multiple test runs at 11km/h (±1km/h) to acquire at least four valid tests within 2dBA in accordance with S7.3.2 and S7.3.3. (b) During each test, record a left (driver's side) and a right (passenger side) acoustic sound file. S7.3.2 Eliminate invalid tests and acoustic sound files (a) Determine validity of sound files collected during S7.3.1 tests. Measurements that contain any distinct, transient, background sounds ( e.g., (b) Tests which are deemed valid will be numbered sequentially based upon the chronological order in which they were collected. Sound files will retain their test sequence number and their association with the left side or right side microphone. S7.3.3 Identify “first four valid tests within 2 dBA”. (a) For each valid test sound file identified in S7.3.2, determine a maximum overall SPL value, in decibels. The SPL value will be reported to the nearest tenth of a decibel. (b) Compare the first four left side maximum overall SPL values. Of the four SPL values calculate the difference between the largest and smallest maximum SPL values. The same process will be used to determine the difference between the largest and smallest maximum SPL values for the first four right side maximum SPL values. If the difference values on the left and right sides of the test vehicle are both less than or equal to 2.0 dB, then the eight sound files associated with the first four valid tests will be used for the final one-third octave band evaluation in accordance with S7.3.4. and S7.3.5. If the first four test sound files on each side of the vehicle are not within 2 dBA, an iterative process will be used to consider sound files from additional sequential tests until the range for both microphone locations are within 2 dBA for the same sequence number recordings for both locations. S7.3.4 Determine average overall SPL value on each side (left and right) of test vehicle. (a) Document the maximum overall SPL value in decibels for each of the eight acoustic sound data files (four left-side files and four right-side files) identified in S7.3.3. (b) Each of the eight acoustic sound data file maximum overall SPL values will be corrected for the recorded ambient conditions as specified in paragraph S6.7. The test results will be reported to the nearest tenth of a decibel. (c) Calculate the average of the four overall ambient-corrected SPL values on each side of the vehicle to derive one corrected maximum overall SPL value for each side of the vehicle. The result will be reported to the nearest tenth of a decibel. (d) The side of the vehicle with the lowest average corrected maximum overall SPL value will be the side of the vehicle that is further evaluated for compliance at the one-third octave band levels in accordance with S7.3.5. S7.3.5 Select one-third octave bands to be used for evaluating compliance with the constant speed pass-by requirements. (a) The side of the vehicle selected in S7.3.4 will have four associated individual acoustic sound data files. Each sound file shall be broken down into its one-third octave band levels. (b) The identified octave band levels in each of the four sound files will be corrected for the measured ambient levels as specified in paragraph S6.7. (c) The four corrected sound pressure level values calculated from each of the four sound files in each one-third octave band will be averaged together to get the average corrected sound pressure level in each one-third octave band. (d) For alerts designed to meet the four-band requirements of S5.1 of this standard: (i) Select any four one-third octave bands that are non-adjacent to each other and that span a range of at least nine one-third octave bands in the range of 315 Hz up to and including 5000 Hz to evaluate according to paragraph S7.3.5(d)(ii). This step will be repeated until compliance is established or it is determined that no combination meeting this selection criterion can satisfy paragraph S7.3.5(d)(ii). (ii) Compare the average corrected sound pressure level from S7.3.5(c) in each of the four one-third octave bands selected in paragraph S7.3.5(d)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.1.3, Table 3, to determine compliance. (e) For alerts designed to meet the two-band requirements of S5.2 of this standard: (i) Select the two one-third octave bands, one below 1000 Hz and one at or above 1000 Hz, having the largest A-weighted SPL values within the range of 315 Hz up to 3150 Hz and that are non-adjacent to each other to evaluate according to S7.3.5(e)(ii), below. In the event that the pair of bands with the largest SPL values are the 800 Hz and 1000 Hz bands, then select both of the following pairs to evaluate according S7.3.5(e)(ii): The 800 Hz band along with the band having the second-largest A-weighted SPL value from the 1000 Hz and above bands; and, the 1000 Hz band along with the band having the second-largest A-weighted SPL value from the 800 Hz and below bands. At least one of the band pairs selected as specified in this paragraph shall meet the minimum requirements when evaluated according to S7.3.5(e)(ii), below. (ii) Compare the average corrected sound pressure level from S7.3.5(c) in each of the two one-third octave bands selected in paragraph S7.3.5(e)(i) to the required minimum level of the corresponding one-third octave band specified in paragraph S5.2, Table 6. Also, compare the band sum of the two bands to the required minimum band sum in Table 6. S7.3.6 The procedures in S7.3.1 through S7.3.5 may be repeated for any pass-by test speed greater than 0 km/h and less than 20 km/h. For test speeds greater than 0 km/h and less than 10 km/h, the minimum sound level requirements are contained in S5.1.1, Table 1, for four-band compliance and in S5.2, Table 6, for two-band compliance. For test speeds greater than or equal to 10 km/h and less than 20 km/h, the minimum sound level requirements are contained in S5.1.3, Table 3, for 4-band compliance and in S5.2, Table 6, for 2-band compliance. S7.4 Pass-by tests at speeds greater than or equal to 20 km/h and less than 30 km/h. S7.5 Pass-by tests at 30 km/h. S7.6 Relative volume change. S7.6.1 Calculate the average sound pressure level for each of the 13 one-third octave bands (315 Hz to 5000 Hz) using the four valid test runs identified for each critical operating scenario from S7.1.3 and S7.3.3 (stationary, 10 km/h (11±1km/h), 20 km/h (21±1km/h), and 30 km/h (31±1km/h)). S7.6.2 For each critical operating scenario, normalize the levels of the 13 one-third octave bands by subtracting the corresponding minimum SPL values specified in Table 1 for the stationary operating condition from each of the one-third octave band averages calculated in S7.6.1. S7.6.3 Calculate the NORMALIZED BAND SUM for each critical operating scenario (stationary, 10 km/h (11±1km/h), 20 km/h (21±1km/h), and 30 km/h (31±1km/h)) as follows: Where: i Normalized Band Level i S7.6.4 Calculate the relative volume change between critical operating scenarios (stationary to 10km/h; 10km/h to 20 km/h; 20km/h to 30 km/h) by subtracting the NORMALIZED BAND SUM of the lower speed operating scenario from the NORMALIZED BAND SUM of the next higher speed operating scenario. For example, the relative volume change between 10 km/h (11±1km/h) and 20 km/h (21±1km/h) would be the level at 21±1km/h minus the level at 11±1km/h. S8 Prohibition on altering the sound of a vehicle subject to this standard. (a) Disable, alter, replace, or modify any element of a vehicle installed as original equipment for purposes of complying with this Standard, except in connection with a repair of a vehicle malfunction or to remedy a defect or non-compliance; or (b) Provide any person with any mechanism, equipment, process, or device intended to disable, alter, replace, or modify the sound emitting capability of a vehicle subject to this standard, except in connection with a repair of vehicle malfunction or to remedy a defect or non-compliance. S9 Phase-in schedule. S9.1 Hybrid and Electric Vehicles manufactured on or after March 1, 2020, and before February 28, 2021. (a) A manufacturer's average annual production of hybrid and electric vehicles on and after September 1, 2016, and before September 1, 2019; (b) A manufacturer's total production of hybrid and electric vehicles on and after March 1, 2020, and before March 1, 2021. S9.2 Hybrid and Electric Vehicles manufactured on or after March 1, 2021. [81 FR 90514, Dec. 14, 2016, as amended at 83 FR 8196, Feb. 26, 2018; 85 FR 54280, Sept. 1, 2020; 87 FR 41625, July 13, 2022] § 571.201 Standard No. 201; Occupant protection in interior impact. S1. Purpose and scope. S2. Application. S3. Definitions. A-pillar Ambulance B-pillar (1) There is only one pillar rearward of that plane and it is also a rearmost pillar; or (2) There is a door frame rearward of the A-pillar and forward of any other pillar or rearmost pillar. Brace Convertible Convertible roof frame Convertible roof linkage mechanism Daylight opening daylight opening Door frame (1) Have opposing hinges; (2) Latch together without engaging or contacting an intervening pillar; (3) Are forward of any pillar other than the A-pillar on the same side of the vehicle; and (4) Are rearward of the A-pillar. Door opening door opening Dynamically deployed upper interior head protection system Forehead impact zone Free motion headform Interior rear quarter panel Mid-sagittal plane of a dummy Other door frame (1) Have opposing hinges; (2) Latch together without engaging or contacting an intervening pillar; and (3) Are rearward of the B-pillar. Other pillar Pillar (1) If there is a driver's designated seating position, supports either a roof or any other structure (such as a roll-bar) that is above the driver's head, or if there is no driver's designated seating position, supports either a roof or any other structure (such as a roll-bar) that is above the occupant in the rearmost designated seating position in the front row of seats, or (2) Is located along the side edge of a window. Roll-bar Seat belt anchorage Seat belt mounting structure (a) A vehicle body or frame component, including trim, that incorporates an upper seat belt anchorage conforming to the requirements of S4.2.1 and S4.3.2 of 49 CFR 571.210, that is located rearward of the rearmost outboard designated seating position, and that extends above a horizontal plane 660 mm above the seating reference point (SgRP) of that seating position; and (b) A vehicle body or frame component, including trim, that incorporates an upper seat belt anchorage conforming to the requirements of S4.2.1 and S4.3.2 of 49 CFR 571.210, that is located forward of the rearmost outboard designated seating position, and that extends above a horizontal plane 460 mm above the SgRP of that seating position located rearward of the anchorage. (c) The seat belt mounting structure is not a pillar, roll bar, brace or stiffener, side rail, seat, interior rear quarter panel, or part of the roof. Sliding door track Stiffener Upper roof Windshield trim S4 Requirements S4.1 Except as provided in S4.2, each vehicle shall comply with either: (a) The requirements specified in S5, or, (b) The requirements specified in S5 and S6. S4.2 Vehicles manufactured on or after September 1, 1998 shall comply with the requirements of S5 and S6. S5 Requirements for instrument panels, seat backs, interior compartment doors, sun visors, and armrests. S5.1 Instrument panels. (a) A relative velocity of 24 kilometers per hour for all vehicles except those specified in paragraph (b) of this section, (b) A relative velocity of 19 kilometers per hour for vehicles that meet the occupant crash protection requirements of S5.1 of 49 CFR 571.208 by means of inflatable restraint systems and meet the requirements of S4.1.5.1(a)(3) by means of a Type 2 seat belt assembly at any front passenger designated seating position, the deceleration of the head form shall not exceed 80 g continuously for more than 3 milliseconds. S5.1.1 The requirements of S5.1 do not apply to: (a) Console assemblies; (b) Areas less than 125 mm inboard from the juncture of the instrument panel attachment to the body side inner structure; (c) Areas closer to the windshield juncture than those statically contactable by the head form with the windshield in place; (d) If the steering control is present, areas outboard of any point of tangency on the instrument panel of a 165 mm diameter head form tangent to and inboard of a vertical longitudinal plane tangent to the inboard edge of the steering control; or (e) Areas below any point at which a vertical line is tangent to the rearmost surface of the panel. S5.1.2 Demonstration procedures. (a) The origin of the line tangent to the instrument panel surface shall be a point on a transverse horizontal line through a point 125 mm horizontally forward of the seating reference point of any front outboard passenger designated seating position, displaced vertically an amount equal to the rise which results from a 125 mm forward adjustment of the seat or 19 mm; and (b) Direction of impact shall be either: (1) In a vertical plane parallel to the vehicle longitudinal axis; or (2) In a plane normal to the surface at the point of contact. S5.2 Seat Backs. S5.2.1 The requirements of S5.2 do not apply to seats installed in school buses which comply with the requirements of Standard No. 222, School Bus Passenger Seating and Occupant Protection S5.2.2 Demonstration procedures. (a) The origin of the line tangent to the uppermost seat back frame component shall be a point on a transverse horizontal line through the seating reference point of the right rear designated seating position, with adjustable forward seats in their rearmost design driving position and reclinable forward seat backs in their nominal design driving position; (b) Direction of impact shall be either: (1) In a vertical plane parallel to the vehicle longitudinal axis; or (2) In a plane normal to the surface at the point of contact. (c) For seats without head restraints installed, tests shall be performed for each individual split or bucket seat back at points within 100 mm left and right of its centerline, and for each bench seat back between points 100 mm outboard of the centerline of each outboard designated seating position; (d) For seats having head restraints installed, each test shall be conducted with the head restraints in place at its lowest adjusted position, at a point on the head restraint centerline; and (e) For a seat that is installed in more than one body style, tests conducted at the fore and aft extremes identified by application of subparagraph (a) shall be deemed to have demonstrated all intermediate conditions. S5.3 Interior compartment doors. S5.3.1 Demonstration procedures. (a) Subject the interior compartment door latch system to an inertia load of 10g in a horizontal transverse direction and an inertia load of 10g in a vertical direction in accordance with the procedure described in section 5 of SAE Recommended Practice J839b (1965) (incorporated by reference, see § 571.5), or an approved equivalent. (b) Impact the vehicle perpendicularly into a fixed collision barrier at a forward longitudinal velocity of 48 kilometers per hour. (c) Subject the interior compartment door latch system to a horizontal inertia load of 30g in a longitudinal direction in accordance with the procedure described in section 5 of SAE Recommended Practice J839b (1965) (incorporated by reference, see § 571.5), or an approved equivalent. S5.4 Sun visors. S5.4.1 A sun visor that is constructed of or covered with energy-absorbing material shall be provided for each front outboard designated seating position. S5.4.2 Each sun visor mounting shall present no rigid material edge radius of less than 3.2 mm that is statically contactable by a spherical 165 mm diameter head form. S5.5 Armrests. S5.5.1 General. (a) It shall be constructed with energy-absorbing material and shall deflect or collapse laterally at least 50 mm without permitting contact with any underlying rigid material. (b) It shall be constructed with energy-absorbing material that deflects or collapses to within 32 mm of a rigid test panel surface without permitting contact with any rigid material. Any rigid material between 13 and 32 mm from the panel surface shall have a minimum vertical height of not less than 25 mm. (c) Along not less than 50 continuous mm of its length, the armrest shall, when measured vertically in side elevation, provide at least 50 mm of coverage within the pelvic impact area. S5.5.2 Folding armrests. (a) Meet the requirements of S5.5.1; or (b) Be constructed of or covered with energy-absorbing material. S6 Requirements for upper interior components. S6.1 Vehicles manufactured on or after September 1, 1998. (a) When tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 when impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any target that cannot be located using the procedures of S10. (b) When equipped with a dynamically deployed upper interior head protection system and tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 as follows: (1) Targets that are not located over any point inside the area measured along the contour of the vehicle surface within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any targets that can not be located by using the procedures of S10. (2) Targets that are over any point inside the area measured along the contour of the vehicle interior within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, when the dynamically deployed upper interior head protection system is not deployed, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 19 km/h (12 mph) with the system undeployed. The requirements do not apply to any target that can not be located using the procedures of S10. (3) Each vehicle shall, when equipped with a dummy test device specified in Part 572, subpart M, and tested as specified in S8.16 through S8.28, comply with the requirements specified in S7 when crashed into a fixed, rigid pole of 254 mm in diameter, at any velocity between 24 kilometers per hour (15 mph) and 29 kilometers per hour (18 mph). S6.1.1 Phase-in Schedule #1 S6.1.1.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 1999. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1996 and before September 1, 1999, or (b) The manufacturer's production on or after September 1, 1998 and before September 1, 1999. S6.1.1.2 Vehicles manufactured on or after September 1, 1999 and before September 1, 2000. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000, or (b) The manufacturer's production on or after September 1, 1999 and before September 1, 2000. S6.1.1.3 Vehicles manufactured on or after September 1, 2000 and before September 1, 2001. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001, or (b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001. S6.1.1.4 Vehicles manufactured on or after September 1, 2001 and before September 1, 2002. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1999 and before September 1, 2002, or (b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002. S6.1.2 Phase-in Schedule #2 S6.1.2.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 1999. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1996 and before September 1, 1999, or (b) The manufacturer's production on or after September 1, 1998 and before September 1, 1999. S6.1.2.2 Vehicles manufactured on or after September 1, 1999 and before September 1, 2000. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1997 and before September 1, 2000, or (b) The manufacturer's production on or after September 1, 1999 and before September 1, 2000. S6.1.2.3 Vehicles manufactured on or after September 1, 2000 and before September 1, 2001. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1998 and before September 1, 2001, or (b) The manufacturer's production on or after September 1, 2000 and before September 1, 2001. S6.1.2.4 Vehicles manufactured on or after September 1, 2001 and before September 1, 2002. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 1999 and before September 1, 2002, or (b) The manufacturer's production on or after September 1, 2001 and before September 1, 2002. S6.1.3 Phase-in Schedule #3 S6.1.3.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 1999 are not required to comply with the requirements specified in S7. S6.1.3.2 Vehicles manufactured on or after September 1, 1999 shall comply with the requirements specified in S7. S6.1.4 Phase-in Schedule #4 S6.1.4.1 Vehicles manufactured on or after September 1, 1998 and before September 1, 2009 are not required to comply with the requirements specified in S7. S6.1.4.2 Vehicles manufactured on or after September 1, 2009 shall comply with the requirements specified in S7. S6.1.5 Calculation of complying vehicles. (a) For the purposes of complying with S6.1.1.1 or S6.1.2.1, a manufacturer may count a vehicle if it is manufactured on or after May 8, 1997, but before September 1, 1999. (b) For the purposes of complying with S6.1.1.2 or S6.1.2.2, a manufacturer may count a vehicle if it: (1) Is manufactured on or after May 8, 1997, but before September 1, 2000, and (2) Is not counted toward compliance with S6.1.1.1 or S6.1.2.1, as appropriate. (c) For the purposes of complying with S6.1.1.3 or S6.1.2.3, a manufacturer may count a vehicle if it: (1) Is manufactured on or after May 8, 1997, but before September 1, 2001, and (2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2, S6.1.2.1, or S6.1.2.2, as appropriate. (d) For the purposes of complying with S6.1.1.4 or S6.1.2.4, a manufacturer may count a vehicle if it: (1) Is manufactured on or after May 8, 1997, but before September 1, 2002, and (2) Is not counted toward compliance with S6.1.1.1, S6.1.1.2, S6.1.1.3, S6.1.2.1, S6.1.2.2, or S6.1.2.3, as appropriate. S6.1.6 Vehicles produced by more than one manufacturer. S6.1.6.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S6.1.1 through S6.1.4, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S6.1.6.2. (a) A vehicle which is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle. S6.1.6.2 A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S6.1.6.1. S6.2 Vehicles manufactured on or after September 1, 2002 and vehicles built in two or more stages manufactured after September 1, 2006. (a) When tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 when impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any target that cannot be located using the procedures of S10. (b) When equipped with a dynamically deployed upper interior head protection system and tested under the conditions of S8, comply with the requirements specified in S7 at the target locations specified in S10 as follows: (1) Targets that are not located over any point inside the area measured along the contour of the vehicle surface within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 24 km/h (15 mph). The requirements do not apply to any targets that cannot be located by using the procedures of S10. (2) Targets that are over any point inside the area measured along the contour of the vehicle interior within 50 mm (2.0 inch) of the periphery of the stowed system projected perpendicularly onto the vehicle interior surface, including mounting and inflation components but exclusive of any cover or covers, when the dynamically deployed upper interior head protection system is not deployed, shall be impacted by the free motion headform specified in S8.9 at any speed up to and including 19 km/h (12 mph) with the system undeployed. The requirements do not apply to any target that cannot be located using the procedures of S10. (3) Except as provided in S6.2(b)(4), each vehicle shall, when equipped with a dummy test device specified in 49 CFR part 572, subpart M, and tested as specified in S8.16 through S8.28, comply with the requirements specified in S7 when crashed into a fixed, rigid pole of 254 mm in diameter, at any velocity between 24 kilometers per hour (15 mph) and 29 kilometers per hour (18 mph). (4) Vehicles certified as complying with the vehicle-to-pole requirements of S9 of 49 CFR 571.214, Side Impact Protection, S6.3 A vehicle need not meet the requirements of S6.1 through S6.2 for: (a) Any target located on a convertible roof frame or a convertible roof linkage mechanism. (b) Any target located rearward of a vertical plane 600 mm behind the seating reference point of the rearmost designated seating position. For altered vehicles and vehicles built in two or more stages, including ambulances and motor homes, any target located rearward of a vertical plane 300 mm behind the seating reference point of the driver's designated seating position or the rearmost designated seating position in the front row of seats, if there is no driver's designated seating position (tests for altered vehicles and vehicles built in two or more stages do not include, within the time period for measuring HIC(d), any free motion headform contact with components rearward of this plane). If an altered vehicle or vehicle built in two or more stages is equipped with a transverse vertical partition positioned between the seating reference point of the driver's designated seating position and a vertical plane 300 mm behind the seating reference point of the driver's designated seating position, any target located rearward of the vertical partition is excluded. (c) Any target in a vehicle manufactured in two or more stages that is delivered to a final stage manufacturer without an occupant compartment. Note: Motor homes, ambulances, and other vehicles manufactured using a chassis cab, a cut-away van, or any other incomplete vehicle delivered to a final stage manufacturer with a furnished front compartment are not excluded under this S6.3(c). (d) Any target in a walk-in van-type vehicles. (e) Any target located on the seat belt mounting structures, door frames and other door frames before December 1, 2005. S7 Performance Criterion. Where the term a g (a) For the free motion headform; HIC(d) = 0.75446 (free motion headform HIC) + 166.4. (b) For the part 572, subpart M, anthropomorphic test dummy; HIC(d) = HIC. S8 Target location and test conditions. S8.1 Vehicle test attitude. (a) The vehicle is supported off its suspension at an attitude determined in accordance with S8.1(b). (b) Directly above each wheel opening, determine the vertical distance between a level surface and a standard reference point on the test vehicle's body under the conditions of S8.1(b)(1) through S8.1(b)(3). (1) The vehicle is loaded to its unloaded vehicle weight, plus its rated cargo and luggage capacity or 136 kg, whichever is less, secured in the luggage area. The load placed in the cargo area is centered over the longitudinal centerline of the vehicle. (2) The vehicle is filled to 100 percent of all fluid capacities. (3) All tires are inflated to the manufacturer's specifications listed on the vehicle's tire placard. S8.2 Windows and Sunroofs. (a) Movable vehicle windows are placed in the fully open position. (b) For testing, any window on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be removed. (c) For testing, movable sunroofs are placed in the fully open position. S8.3 Convertible tops. S8.4 Doors. (a) Except as provided in S8.4(b) or S8.4(c), doors, including any rear hatchback or tailgate, are fully closed and latched but not locked. (b) During testing, any side door on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be open or removed. (c) During testing, any rear hatchback or tailgate may be open or removed for testing any target except targets on the rear header, rearmost pillars, or the rearmost other side rail on either side of the vehicle. S8.5 Sun visors. S8.6 Steering control and seats. (a) During targeting, the steering control and seats may be placed in any position intended for use while the vehicle is in motion. (b) During testing, the steering control and seats may be removed from the vehicle. S8.7 Seat belt anchorages. S8.8 Temperature and humidity. (a) The ambient temperature is between 19 degrees C. and 26 degrees C., at any relative humidity between 10 percent and 70 percent. (b) Tests are not conducted unless the headform specified in S8.9 is exposed to the conditions specified in S8.8(a) for a period not less than four hours. S8.9 Headform. S8.10 Forehead impact zone. (a) Position the headform so that the baseplate of the skull is horizontal. The midsagittal plane of the headform is designated as Plane S. (b) From the center of the threaded hole on top of the headform, draw a 69 mm line forward toward the forehead, coincident with Plane S, along the contour of the outer skin of the headform. The front end of the line is designated as Point P. From Point P, draw a 100 mm line forward toward the forehead, coincident with Plane S, along the contour of the outer skin of the headform. The front end of the line is designated as Point O. (c) Draw a 125 mm line which is coincident with a horizontal plane along the contour of the outer skin of the forehead from left to right through Point O so that the line is bisected at Point O. The end of the line on the left side of the headform is designated as Point a and the end on the right as Point b. (d) Draw another 125 mm line which is coincident with a vertical plane along the contour of the outer skin of the forehead through Point P so that the line is bisected at Point P. The end of the line on the left side of the headform is designated as Point c and the end on the right as Point d. (e) Draw a line from Point a to Point c along the contour of the outer skin of the headform using a flexible steel tape. Using the same method, draw a line from Point b to Point d. (f) The forehead impact zone is the surface area on the FMH forehead bounded by lines a-O-b and c-P-d, and a-c and b-d. S8.11 Target circle. S8.12 Location of head center of gravity. (a) Location of head center of gravity for front outboard designated seating positions (CG-F). (1) Location of rearmost CG-F (CG-F2). (2) Location of forwardmost CG-F (CG-F1). (b) Location of head center of gravity for rear outboard designated seating positions (CG-R). S8.13 Impact configuration. S8.13.1 The headform is launched from any location inside the vehicle which meets the conditions of S8.13.4. At the time of launch, the midsagittal plane of the headform is vertical and the headform is upright. S8.13.2 The headform travels freely through the air, along a velocity vector that is perpendicular to the headform's skull cap plate, not less than 25 mm before making any contact with the vehicle. S8.13.3 At the time of initial contact between the headform and the vehicle interior surface, some portion of the forehead impact zone of the headform must contact some portion of the target circle. S8.13.4 Approach angles. Table 1—Approach Angle Limits (in Degrees) Target component Horizontal Angle Vertical angle Front Header 180 0-50 Rear Header 0 or 360 0-50 Left Side Rail 270 0-50 Right Side Rail 90 0-50 Left Sliding Door Track 270 0-50 Right Sliding Door Track 90 0-50 Left A-Pillar 195-255 −5-50 Right A-Pillar 105-165 −5-50 Left B-Pillar 195-345 −10-50 Right B-Pillar 15-165 −10-50 Left Door Frame 195-345 −10-50 Right Door Frame 15-165 −10-50 Other Left Pillars 270 −10-50 Other Right Pillars 90 −10-50 Other Left Door Frame 270 −10-50 Other Right Door Frame 90 −10-50 Left Rearmost Pillar 270-345 −10-50 Right Rearmost Pillar 15-90 −10-50 Upper Roof Any 0-50 Overhead Rollbar 0 or 180 0-50 Brace or Stiffener 90 or 270 0-50 Left Seat Belt Mounting Structure 195-345 −10-50 Right Seat Belt Mounting Structure 15-165 −10-50 Seat Belt Anchorages Any 0-50 S8.13.4.1 Horizontal Approach Angles for Headform Impacts. (a) Left A-Pillar Horizontal Approach Angles. (1) Locate a line formed by the shortest horizontal distance between CG-F1 for the left seat and the right A-pillar. The maximum horizontal approach angle for the left A-pillar equals 360 degrees minus the angle formed by that line and the X-axis of the vehicle, measured counterclockwise. (2) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left A-pillar. The minimum horizontal approach angle for the left A-pillar impact equals the angle formed by that line and the X-axis of the vehicle, measured counterclockwise. (b) Right A-Pillar Horizontal Approach Angles. (1) Locate a line formed by the shortest horizontal distance between CG-F1 for the right seat and the left A-pillar. The minimum horizontal approach angle for the right A-pillar equals 360 degrees minus the angle formed by that line and the X-axis of the vehicle, measured counterclockwise. (2) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right A-pillar. The maximum horizontal approach angle for the right A-pillar impact equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise. (c) Left B-Pillar Horizontal Approach Angles. (1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left B-pillar. The maximum horizontal approach angle for the left B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 270 degrees, whichever is greater. (2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left B-pillar. The minimum horizontal approach angle for the left B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise. (d) Right B-Pillar Horizontal Approach Angles. (1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right B-pillar. The minimum horizontal approach angle for the right B-pillar equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less. (2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right B-pillar. The maximum horizontal approach angle for the right B-pillar equals the angle between that line and the X-axis of the vehicle measured counterclockwise. (e) Left door frame horizontal approach angles. (1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left door frame. The maximum horizontal approach angle for the left door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 270 degrees, whichever is greater. (2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left door frame. The minimum horizontal approach angle for the left door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise. (f) Right door frame horizontal approach angles. (1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right door frame. The minimum horizontal approach angle for the right door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less. (2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right door frame. The maximum horizontal approach angle for the right door frame equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise (g) Left seat belt mounting structure horizontal approach angles. (1) Locate a line formed by the shortest horizontal distance between CG-F2 for the left seat and the left seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-F2 for the left seat, locate the point 200 mm directly below CG-F2 and locate a line formed by the shortest horizontal distance between that point and the left seat belt mounting structure. The maximum horizontal approach angle for the left seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 270 degrees, whichever is greater. (2) Locate a line formed by the shortest horizontal distance between CG-R for the left seat and the left seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-R for the left seat, locate the point 200 mm directly below CG-R and locate a line formed by the shortest horizontal distance between that point and the left seat belt mounting structure. The minimum horizontal approach angle for the left seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise. If the CG-R does not exist, or is forward of the seat belt mounting structure, the maximum horizontal approach angle is 270 degrees. (h) Right seat belt mounting structure horizontal approach angles. (1) Locate a line formed by the shortest horizontal distance between CG-F2 for the right seat and the right seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-F2 for the right seat, locate the point 200 mm directly below that CG-F2 and locate a line formed by the shortest horizontal distance between that point and the right seat belt mounting structure. The minimum horizontal approach angle for the right seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise, or 90 degrees, whichever is less. (2) Locate a line formed by the shortest horizontal distance between CG-R for the right seat and the right seat belt mounting structure. If the seat belt mounting structure is below a horizontal plane passing through CG-R, locate the point 200 mm directly below CG-R and locate a line formed by the shortest horizontal distance between that point and the right seat belt mounting structure. The maximum horizontal approach angle for the right seat belt mounting structure equals the angle formed by that line and the X-axis of the vehicle measured counterclockwise. If the CG-R does not exist, or is forward of the seat belt mounting structure, the maximum horizontal approach angle is 90 degrees. S8.13.4.2 Vertical Approach Angles (a) Position the forehead impact zone in contact with the selected target at the prescribed horizontal approach angle. If a range of horizontal approach angles is prescribed, position the forehead impact zone in contact with the selected target at any horizontal approach angle within the range which may be used for testing. (b) Keeping the forehead impact zone in contact with the target, rotate the FMH upward until the lip, chin or other part of the FMH contacts the component or other portion of the vehicle interior. (1) Except as provided in S8.13.4.2(b)(2), keeping the forehead impact zone in contact with the target, rotate the FMH downward by 5 degrees for each target to determine the maximum vertical angle. (2) For all pillars, except A-pillars, and all door frames and seat belt mounting structures, keeping the forehead impact zone in contact with the target, rotate the FMH downward by 10 degrees for each target to determine the maximum vertical angle. S8.14 Multiple impacts. (a) A vehicle being tested may be impacted multiple times, subject to the limitations in S8.14(b), (c), (d) and (e). (b) As measured as provided in S8.14(d), impacts within 300 mm of each other may not occur less than 30 minutes apart. (c) As measured as provided in S8.14(d), no impact may occur within 150 mm of any other impact. (d) For S8.14(b) and S8.14(c), the distance between impacts is the distance between the center of the target circle specified in S8.11 for each impact, measured along the vehicle interior. (e) No impact may occur within the “exclusion zone” of any pillar target specified in S10.1 through S10.4, door frame target specified in S10.14 and S10.15, upper roof target specified in S10.9, or seat belt mounting structure target specified in S10.16. The “exclusion zone” is determined according to the procedure in S8.14(f) through S8.14(k). (f) Locate the point, Point X, at the center of the target circle specified in S8.11 for the tested target. (g) Determine two spheres centered on Point X. Radii of these spheres are 150 mm and 200 mm, respectively. (h) Locate a horizontal plane passing through Point X. Determine the intersection points, if they exist, of the small sphere surface, the horizontal plane, and the vehicle interior surface. Relative to Point X, the point on the left is Point L and the point on the right is Point R. (i) Locate a vertical plane, Plane Z, passing through Point X and coincident (within ±5°) with the horizontal approach angle used or intended for use in testing the target centered on Point X. (j) If either Point L or Point R does not exist, extend Line LX and/or Line RX, as appropriate, perpendicular to Plane Z beyond Point X by 150 mm. The end of the line is designated as Point L or Point R, as appropriate. (k) Locate a vertical plane, Plane ZL, passing through Point L and parallel to Plane Z. Locate another vertical plane, Plane ZR, passing through Point R and parallel to Plane Z. The “exclusion zone” is the vehicle interior surface area between Plane ZL and Plane ZR below the upper boundary of the smaller sphere and above the lower boundary of the larger sphere. Points on the intersection of the vehicle interior surface and the large sphere below the target, the small sphere above the target, Plane ZL and Plane ZR are not included in the “exclusion zone.” S8.15 Upper Roof. (a) Locate the transverse vertical plane A at the forwardmost point where it contacts the interior roof (including trim) at the vehicle centerline. (b) Locate the transverse vertical plane B at the rearmost point where it contacts the interior roof (including trim) at the vehicle centerline. (c) Measure the horizontal distance (D1) between Plane A and Plane B. (d) Locate the vertical longitudinal plane C at the leftmost point at which a vertical transverse plane, located 300 mm rearward of the A-pillar reference point described in S10.1(a), contacts the interior roof (including trim). (e) Locate the vertical longitudinal plane D at the rightmost point at which a vertical transverse plane, located 300 mm rearward of the A-pillar reference point described in S10.1(a), contacts the interior roof (including trim). (f) Measure the horizontal distance (D2) between Plane C and Plane D. (g) Locate a point (Point M) on the interior roof surface, midway between Plane A and Plane B along the vehicle longitudinal centerline. (h) The upper roof zone is the area of the vehicle upper interior surface bounded by the four planes described in S8.15(h)(1) and S8.15(h)(2): (1) A transverse vertical plane E located at a distance of (.35 D1) forward of Point M and a transverse vertical plane F located at a distance of (.35 D1) rearward of Point M, measured horizontally. (2) A longitudinal vertical plane G located at a distance of (.35 D2) to the left of Point M and a longitudinal vertical plane H located at a distance of (.35 D2) to the right of Point M, measured horizontally. S8.16 Test weight—vehicle to pole test. S8.17 Vehicle test attitude—vehicle to pole test. S8.18 Adjustable seats—vehicle to pole test. S8.19 Adjustable seat back placement—vehicle to pole test. S8.20 Adjustable steering controls—vehicle to pole test. S8.21 Windows and sunroof—vehicle to pole test. S8.22 Convertible tops—vehicle to pole test. S8.23 Doors—vehicle to pole test. S8.24 Impact reference line—vehicle to pole test. S8.25 Rigid Pole—vehicle to pole test. S8.26 Impact configuration—vehicle to pole test. S8.27 Anthropomorphic test dummy—vehicle to pole test. S8.27.1 The anthropomorphic test dummy used for evaluation of a vehicle's head impact protection shall conform to the requirements of subpart M of part 572 of this chapter (49 CFR part 572, subpart M). In a test in which the test vehicle is striking its left side, the dummy is to be configured and instrumented to strike on its left side, in accordance with subpart M of part 572. In a test in which the test vehicle is striking its right side, the dummy is to be configured and instrumented to strike its right side, in accordance with subpart M of part 572. S8.27.2 The part 572, subpart M, test dummy specified is clothed in form fitting cotton stretch garments with short sleeves and midcalf length pants. Each foot of the test dummy is equipped with a size 11EEE shoe, which meets the configuration size, sole, and heel thickness specifications of MIL-S-13192 (1976) and weighs 0.57 ±0.09 kilograms (1.25 ±0.2 pounds). S8.27.3 Limb joints shall be set at between 1 and 2 g's. Leg joints are adjusted with the torso in the supine position. S8.27.4 The stabilized temperature of the test dummy at the time of the side impact test shall be at any temperature between 20.6 degrees C. and 22.2 degrees C. S8.27.5 The acceleration data from the accelerometers installed inside the skull cavity of the test dummy are processed according to the practices set forth in SAE Recommended Practice J211, March 1995, “Instrumentation for Impact Tests,” Class 1000. S8.28 Positioning procedure for the Part 572 Subpart M test dummy—vehicle to pole test. S9. Orthogonal Reference System. S9.1 An orthogonal reference system consisting of a longitudinal X axis and a transverse Y axis in the same horizontal plane and a vertical Z axis through the intersection of X and Y is used to define the horizontal direction of approach of the headform. The X-Z plane is the vertical longitudinal zero plane and is parallel to the longitudinal centerline of the vehicle. The X-Y plane is the horizontal zero plane parallel to the ground. The Y-Z plane is the vertical transverse zero plane that is perpendicular to the X-Y and X-Z planes. The X coordinate is negative forward of the Y-Z plane and positive to the rear. The Y coordinate is negative to the left of the X-Z plane and positive to the right. The Z coordinate is negative below the X-Y plane and positive above it. (See Figure 1.) S9.2 The origin of the reference system is the center of gravity of the headform at the time immediately prior to launch for each test. S9.3 The horizontal approach angle is the angle between the X axis and the headform impact velocity vector projected onto the horizontal zero plane, measured in the horizontal zero plane in the counter-clockwise direction. A 0 degree horizontal vector and a 360 degree horizontal vector point in the positive X direction; a 90 degree horizontal vector points in the positive Y direction; a 180 degree horizontal vector points in the negative X direction; and a 270 horizontal degree vector points in the negative Y direction. (See Figure 2.) S9.4 The vertical approach angle is the angle between the horizontal plane and the velocity vector, measured in the midsagittal plane of the headform. A 0 degree vertical vector in Table I coincides with the horizontal plane and a vertical vector of greater than 0 degrees in Table I makes an upward angle of the same number of degrees with that plane. S10 Target Locations. (a) The target locations specified in S10.1 through S10.16 are located on both sides of the vehicle and, except as specified in S10(b), are determined using the procedures specified in those paragraphs. (b) Except as specified in S10(c), if there is no combination of horizontal and vertical angles specified in S8.13.4 at which the forehead impact zone of the free motion headform can contact one of the targets located using the procedures in S10.1 through S10.16, the center of that target is moved to any location within a sphere with a radius of 25 mm, centered on the center of the original target, which the forehead impact zone can contact at one or more combination of angles. (c) If there is no point within the sphere specified in S10(b) which the forehead impact zone of the free motion headform can contact at one or more combination of horizontal and vertical angles specified in S8.13.4, the radius of the sphere is increased by 25 mm increments until the sphere contains at least one point that can be contacted at one or more combination of angles. S10.1 A-pillar targets (a) A-pillar reference point and target AP1. (b) Target AP2. (c) Target AP3. S10.2 B-pillar targets. (a) B-pillar reference point and target BP1. (b) Target BP2. (c) Target BP3. (d) Target BP4. S10.3 Other pillar targets. (a) Target OP1. (1) Except as provided in S10.3(a)(2), target OP1 is located in accordance with this paragraph. Locate the point (Point 5), on the vehicle interior, at the intersection of the horizontal plane through the highest point of the highest adjacent door opening or daylight opening (if no adjacent door opening) and the centerline of the width of the other pillar, as viewed laterally. Locate a transverse vertical plane (Plane 12) passing through Point 5. Locate the point (Point 6) at the intersection of the interior roof surface, Plane 12 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. The other pillar reference point (Point OPR) is the point located at the middle of the line between Point 5 and Point 6 in Plane 12, measured along the vehicle interior surface. Target OP1 is located at Point OPR. (2) If a seat belt anchorage is located on the pillar, Target OP1 is any point on the anchorage. (b) Target OP2. S10.4 Rearmost pillar targets (a) Rearmost pillar reference point and target RP1. (b) Target RP2. (1) Except as provided in S10.4(b)(2), target RP2 is located in accordance with this paragraph. Locate the horizontal plane (Plane 16) through Point RPR. Locate the horizontal plane (Plane 17) 150 mm below Plane 16. Target RP2 is located in Plane 17 and on the pillar at the location closest to CG-R for the nearest designated seating position. (2) If a seat belt anchorage is located on the pillar, Target RP2 is any point on the anchorage. S10.5 Front header targets. (a) Target FH1. (b) Target FH2. (1) Except as provided in S10.5(b)(2), target FH2 is located in accordance with this paragraph. Locate a point (Point 10) 275 mm inboard of Point APR, along Line 2. Locate a longitudinal vertical plane (Plane 21) that passes through Point 10. Target FH2 is located at the intersection of Plane 21 and the upper vehicle interior, halfway between a transverse vertical plane (Plane 22) through Point 10 and a transverse vertical plane (Plane 23) through the intersection of Plane 21 and Line 3. (2) If a sun roof opening is located forward of the front edge of the upper roof and intersects the mid-sagittal plane of a dummy seated in either front outboard seating position, target FH2 is the nearest point that is forward of a transverse vertical plane (Plane 24) through CG-F(2) and on the intersection of the mid-sagittal plane and the interior sunroof opening. S10.6 Targets on the side rail between the A-pillar and the B-pillar or rearmost pillar in vehicles with only two pillars on each side of the vehicle. (a) Target SR1. (b) Target SR2. S10.7 Other side rail target (target SR3). (a) Except as provided in S10.7(b), target SR3 is located in accordance with this paragraph. Locate a transverse vertical plane (Plane 27) 150 mm rearward of either Point BPR or Point OPR. Locate the point (Point 15) as provided in either S10.7(a)(1) or S10.7(a)(2), as appropriate. Locate the point (Point 16) at the intersection of the interior roof surface, Plane 27 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. Target SR3 is located at the middle of the line between Point 15 and Point 16 in Plane 27, measured along the vehicle interior surface. (1) If Plane 27 intersects a door or daylight opening, the Point 15 is located at the intersection of Plane 27 and the upper edge of the door opening or daylight opening. (2) If Plane 27 does not intersect a door or daylight opening, the Point 15 is located on the vehicle interior at the intersection of Plane 27 and the horizontal plane through the highest point of the door or daylight opening nearest Plane 27. If the adjacent door(s) or daylight opening(s) are equidistant to Plane 27, Point 15 is located on the vehicle interior at the intersection of Plane 27 and either horizontal plane through the highest point of each door or daylight opening. (b) Except as provided in S10.7(c), if a grab handle is located on the side rail, target SR3 is located at any point on the anchorage of the grab-handle. Folding grab-handles are in their stowed position for testing. (c) If a seat belt anchorage is located on the side rail, target SR3 is located at any point on the anchorage. S10.8 Rear header target (target RH). (a) If Plane 28 intersects a rear door opening or daylight opening, then Point 18 is located at the intersection of Plane 28 and the upper edge of the door opening or the daylight opening (if no door opening). (b) If Plane 28 does not intersect a rear door opening or daylight opening, then Point 18 is located on the vehicle interior at the intersection of Plane 28 and a horizontal plane through the highest point of the door or daylight opening nearest to Plane 28. If the adjacent door(s) or daylight opening(s) are equidistant to Plane 28, Point 18 is located on the vehicle interior at the intersection of Plane 28 and either horizontal plane through the highest point of each door or daylight opening. (c) If Target RH is more than 112 mm from Point 18 on the line that is between Point 17 and Point 18 and is in Plane 28, as measured along the surface of the vehicle interior, then Target RH is the point on that line which is 112 mm from Point 18. S10.9 Upper roof target (target UR). S10.10 Sliding door track target (target SD). S10.11 Roll-bar targets. (a) Target RB1. (b) Target RB2. S10.12 Stiffener targets. (a) Target ST1. (b) Target ST2. S10.13 Brace target (target BT) S10.14 Door frame targets. (a) Target DF 1. (b) Target DF2. (c) Target DF3. (d) Target DF4. S10.15 Other door frame targets. (a) Target OD1. (1) Except as provided in S10.15(a)(2), target OD1 is located in accordance with this paragraph. Locate the point (Point 23) on the vehicle interior, at the intersection of the horizontal plane through the highest point of the highest adjacent door opening or daylight opening (if there is no adjacent door opening) and the center line of the width of the other door frame, as viewed laterally with the doors in the closed position. Locate a transverse vertical plane (Plane 37) passing through Point 23. Locate the point (Point 24) at the intersection of the interior roof surface, Plane 37 and the plane, described in S8.15(h), defining the nearest edge of the upper roof. The other door frame reference point (Point ODR) is the point located at the middle of the line between Point 23 and Point 24 in Plane 37, measured along the vehicle interior surface. Target OD1 is located at Point ODR. (2) If a seat belt anchorage is located on the door frame, Target OD1 is any point on the anchorage. (b) Target OD2. S10.16 Seat belt mounting structure targets. (a) Target SB1. (b) Target SB2. (c) Target SB3. [62 FR 16725, Apr. 8, 1997] Editorial Note: For Federal Register www.govinfo.gov. § 571.202 Standard No. 202; Head restraints; Applicable at the manufacturers option until September 1, 2009. S1. Purpose and scope. S2. Application. S3. Definitions. Head restraint Height Top of the head restraint S4. Requirements. S4.1 Each passenger car, and multipurpose passenger vehicle, truck and bus with a GVWR of 4,536 kg or less, must comply with, at the manufacturer's option, S4.2, S4.4 or S4.5 of this section. S4.2 Except for school buses, a head restraint that conforms to either S4.2 (a) or (b) of this section must be provided at each outboard front designated seating position. For school buses, a head restraint that conforms to either S4.2 (a) or (b) of this section must be provided at the driver's seating position. (a) When tested in accordance with S5.1 of this section, limit rearward angular displacement of the head reference line to 45 degrees from the torso reference line; or (b) When adjusted to its fully extended design position, conform to each of the following: (1) When measured parallel to the torso line, the top of the head restraint must not be less than 700 mm above the seating reference point; (2) When measured either 64 mm below the top of the head restraint or 635 mm above the seating reference point, the lateral width of the head restraint must be not less than: (i) 254 mm for use with bench-type seats; and (ii) 170 mm for use with individual seats; (3) When tested in accordance with S5.2 of this section, any portion of the head form in contact with the head restraint must not be displaced to more than 102 mm perpendicularly rearward of the displaced extended torso reference line during the application of the load specified in S5.2 (c) of this section; and (4) When tested in accordance with S5.2 of this section, the head restraint must withstand an increasing load until one of the following occurs: (i) Failure of the seat or seat back; or, (ii) Application of a load of 890N. S4.3 [Reserved] S4.4. Except for school buses, a head restraint that conforms to S4.4 (a) and (b) of this section must be provided at each outboard front designated seating position. For school buses, a head restraint that conforms to S4.4 (a) and (b) of this section must be provided at the driver's seating position. (a) The head restraint must comply with Paragraphs 5.1.1, 5.1.3, 5.3.1, 5.5 through 5.13, 6.1.1, 6.1.3, and 6.4 through 6.8 of the English language version of the UNECE Regulation 17 (incorporated by reference, see § 571.5). (b) The head restraint must meet the width requirements specified in S4.2(b)(2) of this section. S4.5 Except for school buses, head restraints that conform to the requirements of § 571.202a must be provided at each front outboard designated seating position. If a rear head restraint (as defined in § 571.202a) is provided at a rear outboard designated seating position, it must conform to the requirements of § 571.202a applicable to rear head restraints. For school buses, a head restraint that conforms to the requirements of § 571.202a must be installed at the driver's seating position. S4.6 Where manufacturer options are specified in this section or § 571.202a, the manufacturer must select an option by the time it certifies the vehicle and may not thereafter select a different option for that vehicle. The manufacturer may select different compliance options for different designated seating positions to which the requirements of this section are applicable. Each manufacturer must, upon request from the National Highway Traffic Safety Administration, provide information regarding which of the compliance options it has selected for a particular vehicle or make/model. S5. Demonstration procedures. S5.1 Compliance with S4.2(a) of this section is demonstrated in accordance with the following with the head restraint in its fully extended design position: (a) On the exterior profile of the head and torso of a dummy having the weight and seated height of a 95th percentile adult male with an approved representation of a human, articulated neck structure, or an approved equivalent test device, establish reference lines by the following method: (1) Position the dummy's back on a horizontal flat surface with the lumbar joints in a straight line. (2) Rotate the head of the dummy rearward until the back of the head contacts the flat horizontal surface specified in S5.1(a)(1) of this section. (3) Position the SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) two-dimensional manikin's back against the flat surface specified in S5.1(a)(1) of this section, alongside the dummy with the H-point of the manikin aligned with the H-point of the dummy. (4) Establish the torso line of the manikin as defined in SAE Aerospace-Automotive Drawing Standards (1963) (incorporated by reference, see § 571.5), sec. 2.3.6, P.E1.01. (5) Establish the dummy torso reference line by superimposing the torso line of the manikin on the torso of the dummy. (6) Establish the head reference line by extending the dummy torso reference line onto the head. (b) At each designated seating position having a head restraint, place the dummy, snugly restrained by Type 2 seat belt, in the manufacturer's recommended design seating position. (c) During forward acceleration applied to the structure supporting the seat as described in this paragraph, measure the maximum rearward angular displacement between the dummy torso reference line and head reference line. When graphically depicted, the magnitude of the acceleration curve shall not be less than that of a half-sine wave having the amplitude of 78 m/s 2 2 S5.2 Compliance with S4.2(b) of this section is demonstrated in accordance with the following with the head restraint in its fully extended design position: (a) Place a test device, having the back plan dimensions and torso line (centerline of the head room probe in full back position), of the three dimensional SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin, at the manufacturer's recommended design seated position. (b) Establish the displaced torso reference line by applying a rearward moment of 373 Nm about the seating reference point to the seat back through the test device back pan specified in S5.2(a) of this section. (c) After removing the back pan, using a 165 mm diameter spherical head form or cylindrical head form having a 165 mm diameter in plan view and a 152 mm height in profile view, apply, perpendicular to the displaced torso reference line, a rearward initial load 64 mm below the top of the head restraint that will produce a 373 Nm moment about the seating reference point. (d) Gradually increase this initial load to 890 N or until the seat or seat back fails, whichever occurs first. [36 FR 22902, Dec. 2, 1971, as amended at 54 FR 39187, Sept. 25, 1989; 61 FR 27025, May 30, 1996; 63 FR 28935, May 27, 1998; 69 FR 74883, Dec. 14, 2005; 72 FR 25514, May 4, 2007; 77 FR 761, Jan. 6, 2012] § 571.202a Standard No. 202a; Head restraints; Mandatory applicability begins on September 1, 2009. S1. Purpose and scope. S2 Application. S3. Definitions. Backset Head restraint Head restraint measurement device (HRMD) www.icbc.com Height Intended for occupant use Rear head restraint Top of the head restraint S4. Requirements. S4.1 Performance levels. S4.2 Dimensional and static performance. S4.2.1 Minimum height. (a) Front outboard designated seating positions. (2) Exception. The requirements of S4.2.1(a)(1) do not apply if the interior surface of the vehicle at the roofline physically prevents a head restraint, located in the front outboard designated seating position, from attaining the required height. In those instances in which this head restraint cannot attain the required height, when measured in accordance with S5.2.1(a)(2), the maximum vertical distance between the top of the head restraint and the interior surface of the vehicle at the roofline must not exceed 50 mm for convertibles and 25 mm for all other vehicles. Notwithstanding this exception, when measured in accordance with S5.2.1(a)(2), the top of a head restraint located in a front outboard designated seating position must have a height not less than 700 mm in the lowest position of adjustment. (b) All outboard designated seating positions equipped with head restraints. (1) Except as provided in S4.2.1(b)(2) of this section, when measured in accordance with S5.2.1(b)(1) of this section, the top of a head restraint located in an outboard designated seating position must have a height not less than 750 mm in any position of adjustment. (2) Exception. The requirements of S4.2.1(b)(1) do not apply if the interior surface of the vehicle at the roofline or the interior surface of the backlight physically prevent a head restraint, located in the rear outboard designated seating position, from attaining the required height. In those instances in which this head restraint cannot attain the required height, when measured in accordance with S5.2.1(b)(2), the maximum vertical distance between the top of the head restraint and the interior surface of the vehicle at the roofline or the interior surface of the backlight must not exceed 50 mm for convertibles and 25 mm for all other vehicles. S4.2.2 Width. S4.2.3 Front Outboard Designated Seating Position Backset. S4.2.4 Gaps. All head restraints must meet limits for gaps in the head restraint specified in S4.2.4.1. For gaps between the seat and head restraint, adjustable head restraints must meet either the limits specified in S4.2.4.1 or S4.2.4.2. S4.2.4.1 Gaps within the head restraint and between the head restraint and seat using a 165 mm sphere. S4.2.4.2 Gaps between the head restraint and seat using a 25 mm cylinder. S4.2.5 Energy absorption. 2 S4.2.6 Height retention. S4.2.7 Backset retention, displacement, and strength. (a) Backset retention and displacement. (1) Not be displaced more than 25 mm during the application of the initial reference moment of 37 ±0.7 Nm; (2) Not be displaced more than 102 mm perpendicularly and posterior of the displaced extended torso reference line during the application of a 373 ±7.5 Nm moment about the H-point; and (3) Return to within 13 mm of its initial reference position after the application of a 373 ±7.5 Nm moment about the H-point and reduction of the moment to 37 ±0.7 Nm. (b) Strength. S4.3 Dynamic performance and width. S4.3.1 Injury criteria. (a) Angular rotation. (b) Head injury criteria. 15 15 For any two points in time, t 1 2 1 2 15 r 4.3.2 Width. S4.4 Folding or retracting rear head restraints non-use positions. (a) The head restraint must automatically return to a position in which its minimum height is not less than that specified in S4.2.1(b) of this section when a test dummy representing a 5th percentile female Hybrid III test dummy specified in 49 CFR part 572, subpart O is positioned according to S5.4(a); or (b) The head restraint must, when tested in accordance with S5.4(b) of this section, be capable of manually rotating forward or rearward by not less than 60 degrees from any position of adjustment in which its minimum height is not less than that specified in S4.2.1(b) of this section. (c) The head restraint must, when tested in accordance with S5.4(b) of this section, cause the torso reference line angle to be at least 10 degrees closer to vertical than when the head restraint is in any position of adjustment in which its height is not less than that specified in S4.2.1(b)(1) of this section. S4.5 Removability of head restraints. S4.6 Compliance option selection. S4.7 Information in owner's manual. S4.7.1 The owner's manual for each vehicle must emphasize that all occupants, including the driver, should not operate a vehicle or sit in a vehicle's seat until the head restraints are placed in their proper positions in order to minimize the risk of neck injury in the event of a crash. S4.7.2 The owner's manual for each vehicle must— (a) Include an accurate description of the vehicle's head restraint system in an easily understandable format. The owner's manual must clearly identify which seats are equipped with head restraints; (b) If the head restraints are removable, the owner's manual must provide instructions on how to remove the head restraint by a deliberate action distinct from any act necessary for upward adjustment, and how to reinstall head restraints; (c) Warn that all head restraints must be reinstalled to properly protect vehicle occupants. (d) Describe in an easily understandable format the adjustment of the head restraints and/or seat back to achieve appropriate head restraint position relative to the occupant's head. This discussion must include, at a minimum, accurate information on the following topics: (1) A presentation and explanation of the main components of the vehicle's head restraints. (2) The basic requirements for proper head restraint operation, including an explanation of the actions that may affect the proper functioning of the head restraints. (3) The basic requirements for proper positioning of a head restraint in relation to an occupant's head position, including information regarding the proper positioning of the center of gravity of an occupant's head or some other anatomical landmark in relation to the head restraint. S5 Procedures. S5.1 Except as specified in S5.2.3 and S5.3 of this section, if the seat back is adjustable, it is set at an initial inclination position closest to the manufacturer's design seat back angle, as measured by SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin. If there is more than one inclination position closest to the design angle, set the seat back inclination to the position closest to and rearward of the design angle. S5.1.1 Procedure for determining presence of head restraints in rear outboard seats. S5.2 Dimensional and static performance procedures. S5.2.1 Procedure for height measurement. (a)(1) For head restraints in front outboard designated seating positions, adjust the top of the head restraint to the highest position and measure the height. (2) For head restraints located in the front outboard designated seating positions that are prevented by the interior surface of the vehicle at the roofline from meeting the required height as specified in S4.2.1(a)(1), measure the clearance between the top of the head restraint and the interior surface of the vehicle at the roofline, with the seat adjusted to its lowest vertical position intended for occupant use, by attempting to pass a 25 mm sphere between them. Adjust the top of the head restraint to the lowest position and measure the height. (b)(1) For head restraints in all outboard designated seating positions equipped with head restraints, adjust the top of the head restraint to the lowest position other than allowed by S4.4 and measure the height. (2) For head restraints located in rear outboard designated seating positions that are prevented by the interior surface of the vehicle at the roofline or the interior surface of the rear backlight from meeting the required height as specified in S4.2.1(b)(1), measure the clearance between the top of the head restraint or the seat back and the interior surface of the vehicle at the roofline or the interior surface of the rear backlight, with the seat adjusted to its lowest vertical position intended for occupant use, by attempting to pass a 25 mm sphere between them. S5.2.2 Procedure for width measurement. S5.2.3 Procedure for backset measurement. S5.2.4 Procedures for gap measurement. S5.2.4.1 Procedure using a 165 mm sphere. Demonstrate compliance with S4.2.4.1 of this section in accordance with the procedures of S5.2.4.1 (a) through (c) of this section, with the head restraint adjusted to its lowest height position and any backset position, except as allowed by S4.4. (a) The area of measurement is anywhere on the anterior surface of the head restraint or seat with a height greater than 540 mm and within the following distances from the centerline of the seat— (1) 127 mm for seats required to have 254 mm minimum head restraint width; and (2) 85 mm for seats required to have a 170 mm head restraint width. (b) Applying a load of no more than 5 N against the area of measurement specified in subparagraph (a), place a 165 ±2 mm diameter spherical head form against any gap such that at least two points of contact are made within the area. The surface roughness of the head form is less than 1.6 µm, root mean square. (c) Determine the gap dimension by measuring the vertical straight line distance between the inner edges of the two furthest contact points, as shown in Figures 2, 3 and 4. S5.2.4.2 Procedure using a 25 mm cylinder. Demonstrate compliance with S4.2.4.2 of this section in accordance with the procedures of S5.2.4.2 (a) through (c) of this section, with the head restraint adjusted to its lowest height position and any backset position, except as allowed by S4.4. (a) The area of measurement is between the anterior surface of the head restraint and seat with a height greater than 540 mm and within the following distances from the centerline of the seat— (1) 127 mm for seats required to have 254 mm minimum head restraint width; and (2) 85 mm for seats required to have a 170 mm head restraint width. (b) Orient a 25 ±1 mm diameter cylinder such that its long axis is perpendicular to the seat back angle and in a vertical longitudinal vehicle plane. Applying a load of no more than 5 N along the axis of the cylinder, place the cylinder against any gap within the area of measurement specified in subparagraph (a). The surface roughness of the cylinder is less than 1.6 µm, root mean square. (c) Determine if at least 125 mm of the cylinder can completely pass through the gap. If 125 mm or more of the cylinder can completely pass through the gap, the gap is not in compliance. S5.2.5 Procedures for energy absorption. (a) Use an impactor with a semispherical head form with a 165 ±2 mm diameter and a surface roughness of less than 1.6 µm, root mean square. The head form and associated base have a combined mass of 6.8 ±0.05 kg. (b) Instrument the impactor with an acceleration sensing device whose output is recorded in a data channel that conforms to the requirements for a 600 Hz channel class as specified in SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5). The axis of the acceleration-sensing device coincides with the geometric center of the head form and the direction of impact. (c) Propel the impactor toward the head restraint. At the time of launch, the longitudinal axis of the impactor is within 2 degrees of being horizontal and parallel to the vehicle longitudinal axis. The direction of travel is posteriorly. (d) Constrain the movement of the head form so that it travels linearly along the path described in S5.2.5(c) of this section for not less than 25 mm before making contact with the head restraint. (e) Impact the anterior surface of the seat or head restraint at any point with a height greater than 635 mm and within a distance of the head restraint vertical centerline of 70 mm. S5.2.6 Procedures for height retention. (a) Adjust the adjustable head restraint so that its top is at any of the following height positions at any backset position— (1) For front outboard designated seating positions— (i) The highest position; and (ii) Not less than, but closest to 800 mm; and (2) For rear outboard designated seating positions equipped with head restraints— (i) The highest position; and (ii) Not less than, but closest to 750 mm. (b)(1) Orient a cylindrical test device having a 165 ±2 mm diameter in plan view (perpendicular to the axis of revolution), and a 152 mm length in profile (through the axis of revolution) with a surface roughness of less than 1.6 µm, root mean square, such that the axis of the revolution is horizontal and in the longitudinal vertical plane through the longitudinal centerline of the head restraint. Position the midpoint of the bottom surface of the cylinder in contact with the head restraint. (2) Establish initial reference position by applying a vertical downward load of 50 ±1 N at the rate of 250 ±50 N/minute. Determine the reference position after 5.5 ±0.5 seconds at this load. (c) Increase the load at the rate of 250 ±50 N/minute to at least 500 N and maintain this load for 5.5 ±0.5 seconds. (d) Reduce the load at the rate of 250 ±50 N/minute until the load is completely removed. Maintain this condition for two minutes ±5 seconds. (e) Increase the load at the rate of 250 ±50 N/minute to 50 ±1 N and, after 5.5 ±0.5 seconds at this load, determine the position of the cylindrical device with respect to its initial reference position. S5.2.7 Procedures for backset retention, displacement, and strength. (a) Backset retention and displacement. (1) Adjust the head restraint so that its top is at a height closest to and not less than: (i) 800 mm for front outboard designated seating positions (or the highest position of adjustment for head restraints subject to S4.2.1(a)(2)); and (ii) 750 mm for rear outboard designated seating positions equipped with head restraints (or the highest position of adjustment for rear head restraints subject to S4.2.1(b)(2)). (2) Adjust the head restraint to any backset position. (3) In the seat, place a test device having the back pan dimensions and torso reference line (vertical center line), when viewed laterally, with the head room probe in the full back position, of the three dimensional SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin; (4) Establish the displaced torso reference line by creating a posterior moment of 373 ±7.5 Nm about the H-point by applying a force to the seat back through the back pan at the rate of 187 ±37 Nm/minute. The initial location on the back pan of the moment generating force vector has a height of 290 mm ±13 mm. Apply the force vector normal to the torso reference line and maintain it within 2 degrees of a vertical plane parallel to the vehicle longitudinal centerline. Constrain the back pan to rotate about the H-point. Rotate the force vector direction with the back pan. (5) Maintain the position of the back pan as established in S5.2.7(a)(4) of this section. Using a 165 ±2 mm diameter spherical head form with a surface roughness of less than 1.6 µm, root mean square, establish the head form initial reference position by aligning the centerline of the head form perpendicular to the displaced torso reference line, on the seat centerline, and at a height 65 ±3 mm below the top of the head restraint. Apply a posterior initial load that will produce a 37 ±0.7 Nm moment about the H-point. After maintaining this moment for 5.5 ±0.5 seconds, measure the posterior displacement of the head form during the application of the load. (6) Increase the initial load at the rate of 187 ±37 Nm/minute until a 373 ±7.5 Nm moment about the H-point is produced. Maintain the load level producing that moment for 5.5 ±0.5 seconds and then measure the posterior displacement of the head form relative to the displaced torso reference line. (7) Reduce the load at the rate of 187 ±37 Nm/minute until it is completely removed. Maintain this condition for two minutes ±5 seconds. (8) Increase the load at the rate of 187 ±37 Nm/minute until a 37 ±0.7 Nm moment about the H-point is produced. After maintaining the load level producing that moment for 5.5 ±0.5 seconds, measure the posterior displacement of the head form position with respect to its initial reference position; and (b) Strength. S5.3 Procedures for dynamic performance. S5.3.1 Mount the vehicle on a dynamic test platform at the vehicle altitude set forth in S13.3 of § 571.208 of this part, so that the longitudinal centerline of the vehicle is parallel to the direction of the test platform travel and so that movement between the base of the vehicle and the test platform is prevented. Instrument the platform with an accelerometer and data processing system. Position the accelerometer sensitive axis parallel to the direction of test platform travel. S5.3.2 Remove the tires, wheels, fluids, and all unsecured components. Remove or rigidly secure the engine, transmission, axles, exhaust, vehicle frame and any other vehicle component necessary to assure that all points on the acceleration vs. time plot measured by an accelerometer on the dynamic test platform fall within the corridor described in Figure 1 and Table 1. S5.3.3 Place any moveable windows in the fully open position. S5.3.4 Seat Adjustment. S5.3.5 Seat Belt Adjustment. S5.3.6 Dress and adjust each test dummy as specified in S8.1.8.2 through S8.1.8.3 of § 571.208 of this part. The stabilized test temperature of the test dummy is at any temperature level between 69 degrees F and 72 degrees F, inclusive. S5.3.7 Test dummy positioning procedure. S5.3.7.1 Head. 1/2 1/2 S5.3.7.2 Upper arms and hands. S5.3.7.3 Torso. S5.3.7.4 Legs. S5.3.7.5 Feet. S5.3.8 Accelerate the dynamic test platform to 17.3 ±0.6 km/h. All of the points on the acceleration vs. time curve fall within the corridor described in Figure 1 and Table 1 when filtered to channel class 60, as specified in the SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5). Measure the maximum posterior angular displacement. S5.3.9 Calculate the angular displacement from the output of instrumentation placed in the torso and head of the test dummy and an algorithm capable of determining the relative angular displacement to within one degree and conforming to the requirements of a 600 Hz channel class, as specified in SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5). No data generated after 200 ms from the beginning of the forward acceleration are used in determining angular displacement of the head with respect to the torso. S5.3.10 Calculate the HIC 15 S5.4 Procedures for folding or retracting head restraints for unoccupied rear outboard designated seating positions. (a) Demonstrate compliance with S4.4 (a) of this section, using a 5th percentile female Hybrid III test dummy specified in 49 CFR part 572, subpart O, in accordance with the following procedure— (1) Position the test dummy in the seat such that the dummy's midsaggital plane is aligned within the 15 mm of the head restraint centerline and is parallel to a vertical plane parallel to the vehicle longitudinal centerline. (2) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle. (3) Place the legs as close as possible to 90 degrees to the thighs. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion such that the angle between the dummy's thighs and legs begins to change. (4) Note the position of the head restraint. Remove the dummy from the seat. If the head restraint returns to a retracted position upon removal of the dummy, manually place it in the noted position. Determine compliance with the height requirements of S4.2.1 of this section by using the test procedures of S5.2.1 of this section. (b) Demonstrate compliance with S4.4 (b) of this section in accordance with the following procedure: (1) Place the rear head restraint in any position meeting the requirements of S4.2 of this section; (2) Strike a line on the head restraint. Measure the angle or range of angles of the head restraint reference line as projected onto a vertical longitudinal vehicle plane. Alternatively, measure the torso reference line angle with the SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin; (3) Fold or retract the head restraint to a position in which its minimum height is less than that specified in S4.2.1 (b) of this section; (4) Determine the minimum change in the head restraint reference line angle as projected onto a vertical longitudinal vehicle plane from the angle or range of angles measured in 5.4(b)(2). Alternatively, determine the change in the torso reference line angle with the SAE Standard J826 JUL95 (incorporated by reference, see § 571.5) manikin. S6 Vehicles manufactured on or after September 1, 2009, and before September 1, 2010 (Phase-in of § 571.202a). (a) For vehicles manufactured for sale in the United States on or after September 1, 2009, and before September 1, 2010, a percentage of the manufacturer's production, as specified in S6.1, shall meet the requirements specified in this § 571.202a without regard to any option to comply with the standard in § 571.202 or with the European regulations referenced in S4.3(a) of § 571.202. So long as this percentage requirement is met, a vehicle may comply with the standard in this § 571.202a, with the standard in § 571.202, or with the European regulations referenced in S4.3(a) of § 571.202. (b) Notwithstanding S6(a), vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter may comply with the standard in this § 571.202a, with the standard in § 571.202, or with the European regulations referenced in S4.3(a) of § 571.202. S6.1 Phase-in percentage. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2009, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2007, and before September 1, 2010, or (b) The manufacturer's production on or after September 1, 2009, and before September 1, 2010. S6.2 Vehicles produced by more than one manufacturer. S6.2.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S6.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S6.2.2. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S6.2.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S6.2.1. S7. Vehicles manufactured on or after September 1, 2010, and before September 1, 2011 (Phase-in of rear seat requirements of § 571.202a). (a) For vehicles manufactured for sale in the United States on or after September 1, 2010, and before September 1, 2011 a percentage of the manufacturer's production of vehicles equipped with rear outboard head restraints, as specified in S7.1, shall meet the requirements specified in this § 571.202a for rear head restraints. (b) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirement specified in S7(a). S7.1 Phase-in percentage. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2010, the manufacturer's average annual production of vehicles equipped with rear outboard head restraints manufactured on or after September 1, 2008, and before September 1, 2011, or (b) The manufacturer's production of vehicles equipped with rear outboard head restraints on or after September 1, 2010, and before September 1, 2011. S7.2 Vehicles produced by more than one manufacturer. S7.2.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S7.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S7.2.2. S7.2.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S7.2.1. [72 FR 25514, May 4, 2007, as amended at 75 FR 67246, Nov. 2, 2010; 77 FR 761, Jan. 6, 2012] § 571.203 Standard No. 203; Impact protection for the driver from the steering control system. S1. Purpose and scope. S2. Application. S3. [Reserved] S4. Requirements. S5. Impact protection requirements. S5.1 Except as provided in this paragraph, the steering control system of any vehicle to which this standard applies shall be impacted in accordance with S5.1(a). (a) When the steering control system is impacted by a body block in accordance with SAE Recommended Practice J944 JUN80 (incorporated by reference, see § 571.5), at a relative velocity of 24 km/h, the impact force developed on the chest of the body block transmitted to the steering control system shall not exceed 11,120 N, except for intervals whose cumulative duration is not more than 3 milliseconds. (b) [Reserved] S5.2 The steering control system shall be so constructed that no components or attachments, including horn actuating mechanisms and trim hardware, can catch the driver's clothing or jewelry during normal driving maneuvers. Note: The term jewelry refers to watches, rings, and bracelets without loosely attached or dangling members. [36 FR 22902, Dec. 2, 1971, as amended at 44 FR 68475, Nov. 29, 1979; 47 FR 47842, Oct. 28, 1982; 58 FR 26527, May 4, 1993; 58 FR 63304, Dec. 1, 1993; 63 FR 28935, May 27, 1998; 63 FR 51003, Sept. 24, 1998; 76 FR 762, Jan. 6, 2012; 87 FR 18588, Mar. 30, 2022] § 571.204 Standard No. 204; Steering control rearward displacement. S1. Purpose and scope. S2. Application. S3. Definitions. Steering column Steering shaft S4. Requirements. S5. Test conditions. S5.1 The vehicle, including test devices and instrumentation, is loaded to its unloaded vehicle weight. S5.2 Adjustable steering controls are adjusted so that a tilting steering wheel hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions. A telescoping steering control is set at the adjustment position midway between the forwardmost and rearwardmost position. S5.3 Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration. S5.4 Doors are fully closed and latched but not locked. S5.5 The fuel tank is filled to any level from 90 to 95 percent of capacity. S5.6 The parking brake is disengaged and the transmission is in neutral. S5.7 Tires are inflated to the vehicle manufacturer's specifications. [52 FR 44897, Nov. 23, 1987, as amended at 63 FR 28935, May 27, 1998; 63 FR 51003, Sept. 24, 1998; 87 FR 18588, Mar. 30, 2022; 91 FR 33119, June 3, 2026] § 571.205 Standard No. 205, Glazing materials. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Bullet resistant shield Camper Glass-plastic glazing material Pickup cover Prime glazing manufacturer Slide-in camper S5. Requirements. S5.1 Glazing materials for use in motor vehicles must conform to ANSI/SAE Z26.1-1996 (incorporated by reference, see § 571.5), unless this standard provides otherwise. SAE Recommended Practice J673 (1993) (incorporated by reference, see § 571.5) is referenced in ANSI/SAE Z26.1-1996. S5.1.1 Multipurpose passenger vehicles. S5.1.2 Aftermarket replacement glazing. S5.1.3 Location of arrow within “AS” markings. S5.2 Each of the test specimens described in ANSI/SAE Z26.1-1996 (incorporated by reference, see § 571.5) Section 5.7 (fracture test) must meet the fracture test requirements of that section when tested in accordance with the test procedure set forth in that section. S5.3 Shade Bands. S5.3.1 Shade bands for windshields shall comply with SAE Recommended Practice J100 (1995) (incorporated by reference, see § 571.5). S5.3.2 Except as provided in S5.3.2.1, the lower boundary of shade bands for windshields shall be a plane inclined upwards from the X axis of the vehicle at 7 degrees, passing through point V 1 1 S5.3.2.1 In the area 300 mm wide centered on the intersection of the windshield surface and longitudinal vertical median plane of the vehicle, the lower boundary of shade bands for windshields shall be a plane inclined upwards from the X axis of the vehicle at 3 degrees, passing through point V 1 S5.4 Low speed vehicles. S5.5 Item 4A Glazing. Item 4A glazing may be used in all areas in which Item 4 safety glazing may be used, and also for side windows rearward of the “C” pillar. I.e., Item 4A glazing may be used under Item 4A paragraph (b) of ANSI/SAE Z26.1-1996 only in side windows rearward of the “C” pillar. S6. Certification and marking. S6.1 A prime glazing material manufacturer must certify, in accordance with 49 U.S.C. 30115, each piece of glazing material to which this standard applies that is designed— (a) As a component of any specific motor vehicle or camper; or (b) To be cut into components for use in motor vehicles or items of motor vehicle equipment. S6.2 A prime glazing manufacturer certifies its glazing by adding to the marks required by section 7 of ANSI/SAE Z26.1-1996, in letters and numerals of the same size, the symbol “DOT” and a manufacturer's code mark that NHTSA assigns to the manufacturer. NHTSA will assign a code mark to a manufacturer after the manufacturer submits a written request to the Office of Vehicle Safety Compliance, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590. The request must include the company name, address, and a statement from the manufacturer certifying its status as a prime glazing manufacturer as defined in S4. S6.3 A manufacturer or distributor who cuts a section of glazing material to which this standard applies, for use in a motor vehicle or camper, must— (a) Mark that material in accordance with section 7 of ANSI/SAE Z26.1-1996; and (b) Certify that its product complies with this standard in accordance with 49 U.S.C. 30115. [37 FR 12239, June 21, 1972] Editorial Note: For Federal Register www.govinfo.gov. § 571.206 Standard No. 206; Door locks and door retention components. S1. Scope and Purpose. S2. Application. S3. Definitions. Auxiliary Door Latch Auxiliary Door Latch System Back Door (a) A trunk lid; or (b) A door or window composed entirely of glazing material and whose latches and/or hinge systems are attached directly to the glazing material. Body Member Door Closure Warning System Door Hinge System Door Latch System Door Member Door System Double Door Folding Door Fork-bolt Fork-bolt Opening Direction Fully Latched Position Hinge Hinge Pin Latch Primary Door Latch Primary Door Latch System Secondary Latched Position Side Front Door Side Rear Door Striker Trunk Lid S4. Requirements. S4.1 Hinged Doors S4.1.1 Primary and Auxiliary Door Latch Systems. S4.1.1.1 Load Test One. (a) Each primary door latch system and auxiliary door latch system, when in the fully latched position, shall not separate when a load of 11,000 N is applied in the direction perpendicular to the face of the latch such that the latch and the striker anchorage are not compressed against each other, when tested in accordance with S5.1.1.1. (b) When in the secondary latched position, the primary door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.1.1.1. S4.1.1.2 Load Test Two. (a) Each primary door latch system and auxiliary door latch system, when in the fully latched position, shall not separate when a load of 9,000 N is applied in the fork-bolt opening direction and parallel to the face of the latch, when tested in accordance with S5.1.1.2. (b) When in the secondary latched position, the primary door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.1.1.2. S4.1.1.3 Load Test Three. S4.1.1.4 Inertial Load. (a) Each primary door latch and auxiliary door latch on each hinged door shall not disengage from the fully latched position when an inertia load is applied to the door latch system, including the latch and its activation device, in the directions parallel to the vehicle's longitudinal and transverse axes with the locking device disengaged, when tested as specified in S5.1.1.4(b). (b) Each primary door latch and auxiliary door latch on each hinged back door shall also not disengage from the fully latched position when an inertia load is applied to the door latch system, including the latch and its activation device, in the direction parallel to the vehicle's vertical axis with the locking device disengaged, when tested as specified in S5.1.1.4(b). (c) Each component or subassembly is calculated for its minimum inertial load resistance in a particular direction. The combined resistance to the unlatching operation must assure that the door latch system, when properly assembled in the vehicle door, will remain latched when subjected to an inertial load of 30 g in the vehicle directions specified in paragraph (a) of this section or paragraph (b) of this section, as applicable, when calculated in accordance with S5.1.1.4 (a). S4.1.2 Door Hinges. S4.1.2.1 When tested in accordance with S5.1.2, each door hinge system shall: (a) Support the door, (b) Not separate when a longitudinal load of 11,000 N is applied, (c) Not separate when a transverse load of 9,000 N is applied, and (d) For back doors, (1) Not separate when a load of 11,000 N is applied perpendicular to the hinge face plate (longitudinal load test) such that the hinge plates are not compressed against each other (Load Test One). (2) Not separate when a load of 9,000 N is applied perpendicular to the axis of the hinge pin and parallel to the hinge face plate (transverse load test) such that the hinge plates are not compressed against each other (Load Test Two). (3) Not separate when a load of 9,000 N is applied in the direction of the axis of the hinge pin (Load Test Three—only for back doors that open in a vertical direction). S4.1.2.2 If a single hinge within the hinge system is tested instead of the entire hinge system, the hinge must bear a load proportional to the total number of hinges in the hinge system. (For example, an individual hinge in a two-hinge system must be capable of withstanding 50% of the load requirements of the total system.) S4.1.2.3 On side doors with rear mounted hinges that can be operated independently of other doors, (a) The interior door handle shall be inoperative when the speed of the vehicle is greater than or equal to 4 km/h, and (b) A door closure warning system shall be provided for those doors. The door closure warning system shall be located where it can be clearly seen by the driver. S4.2 Sliding Side Doors. S4.2.1 Latch System. (a) At least one primary door latch system, or (b) A door latch system with a fully latched position and a door closure warning system. The door closure warning system shall be located where it can be clearly seen by the driver. Upon certification a manufacturer may not thereafter alter the designation of a primary latch. Each manufacturer shall, upon request from the National Highway Traffic Safety Administration, provide information regarding such designation. S4.2.1.1 Load Test One. (a) At least one door latch system, when in the fully latched position, shall not separate when a load of 11,000 N is applied in the direction perpendicular to the face of the latch such that the latch and the striker anchorage are not compressed against each other, when tested in accordance with S5.2.1.1. (b) In the case of a primary door latch system, when in the secondary latched position, the door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.2.1.1. S4.2.1.2 Load Test Two. (a) At least one door latch system, when in the fully latched position, shall not separate when a load of 9,000 N is applied in the fork-bolt opening direction and parallel to the face of the latch when tested in accordance with S5.2.1.2. (b) In the case of a primary door latch system, when in the secondary latched position, the door latch system shall not separate when a load of 4,500 N is applied in the same direction specified in paragraph (a) of this section when tested in accordance with S5.2.1.2. S4.2.1.3 Inertial Load. (a) The door latch system shall not disengage from the fully latched position when an inertial load is applied to the door latch system, including the latch and its activation mechanism, in the directions parallel to the vehicle's longitudinal and transversal axes with the locking mechanism disengaged, and when tested in accordance with S5.1.1.4(b). (b) The minimum inertial load resistance can be calculated for each component or subassembly. Their combined resistance to the unlatching operation must assure that the door latch system, when properly assembled in the vehicle door, will remain latched when subjected to an inertia load of 30 g in the vehicle directions specified in paragraph (a) of this section, when calculated in accordance with S5.1.1.4(a). S4.2.2 Door System. S4.2.2.1 The track and slide combination or other supporting means for each sliding door, while in the closed fully latched position, shall not separate from the door frame when a total force of 18,000 N along the vehicle transverse axis is applied to the door as specified in S5.2.2. S4.2.2.2 When a sliding door system is tested in accordance with S5.2.2, the following conditions shall not occur: (a) A separation which permits a sphere with a diameter of 100 mm to pass unobstructed between the exterior of the vehicle to the interior of the vehicle, while the required force is maintained as shown in Figure 1. (b) Either force application device reaches a total displacement of 300 mm. S4.2.2.3 This S4.2.2 applies to vehicles manufactured on or after September 1, 2010. S4.3 Door Locks. S4.3.1 Rear side doors. S4.3.2 Back doors. S5 Test Procedures. S5.1 Hinged Doors. S5.1.1 Primary and Auxiliary Door Latches. S5.1.1.1 Load Test One Force Application. (a) Fully latched position. (1) Attach the test fixture shown in Figure 2 to the mounting provisions of the latch and striker. Align the direction of engagement parallel to the linkage of the fixture. Mount the fixture with latch and striker in the fully latched position in the test machine so as to apply a load perpendicular to the face of the latch. (2) Locate weights so as to apply a 900 N load tending to separate the latch and striker in the direction of the latch opening. (3) Apply the test load, in the direction specified in S4.1.1.1 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load achieved. (b) Secondary Latched Position. (1) Attach the test fixture shown in Figure 2 to the mounting provisions of the latch and striker. Align the direction of engagement parallel to the linkage of the fixture. Mount the fixture with latch and striker in the secondary position in the test machine so as to apply a load perpendicular to the face of the latch. (2) Locate weights so as to apply a 900 N load tending to separate the latch and striker in the direction of the latch opening. (3) Apply the test load, in the direction specified in S4.1.1.1 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record maximum load achieved. (4) The test plate to which the door latch is mounted will have a striker cut-out configuration similar to the environment in which the door latch will be mounted on normal vehicle doors. S5.1.1.2 Load Test Two Force Application. (a) Fully Latched Position. (1) Adapt the test fixture shown in Figure 3 to the mounting provisions of the latch and striker. Mount the fixture with latch and striker in the fully latched position in the test machine so to apply a load in the direction of latch opening. (2) Apply the test load, in the direction specified in S4.1.1.2 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load achieved. (b) Secondary Latched Position. (1) Adapt the test fixture shown in Figure 3 to the mounting provisions of the latch and striker. Mount the fixture with latch and striker in the secondary latched position in the test machine so as to apply a load in the direction of latch opening. (2) Apply the test load, in the direction specified in S4.1.1.2 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load achieved. S5.1.1.3 Load Test Three Force Application. (a) Adapt the test fixture shown in Figure 4 to the mounting provisions of the latch and striker. Mount the fixture with latch and striker in the fully latched position in the test machine so as to apply a load in the direction specified in S4.1.1.3 and Figure 5. (b) Apply the test load, in the direction specified in S4.1.1.3 and Figure 5, at a rate not to exceed 5 mm/min until the required load has been achieved. Record the maximum load required. S5.1.1.4 Inertial Force Application. (a) Calculation. (b) Dynamic Test. (1) Test Setup and Directions for Full Vehicle Test. (i) Test Setup. (A) Rigidly secure the full vehicle to an acceleration device that, when accelerated together, will assure that all points on the crash pulse curve are within the corridor defined in Table 1 and Figure 6. (B) Install the equipment used to record door opening (doors may be tethered to avoid damaging the recording equipment). (C) Close the door(s) to be tested and ensure that the door latch(es) is in the fully-latched position, that the door(s) is unlocked, and that all windows, if provided, on the door(s) are closed. (ii) Test Directions. (See Figure 7) (A) Longitudinal Setup 1. Orient the vehicle so that its longitudinal axis is aligned with the axis of the acceleration device, simulating a frontal impact. (B) Longitudinal Setup 2. Orient the vehicle so that its longitudinal axis is aligned with the axis of the acceleration device, simulating a rear impact. (C) Transverse Setup 1. Orient the vehicle so that its transverse axis is aligned with the axis of the acceleration device, simulating a left-side impact. (D) Transverse Setup 2. (Only for vehicles having different door arrangements on each side.) Orient the vehicle so that its transverse axis is aligned with the axis of the acceleration device, simulating a side impact in the direction opposite to that described in b(1)(ii)(C) of this paragraph. (2) Test Setup and Directions for Door Test. (i) Test Setup. (A) Mount the door assemblies, consisting of at least the door latch(es), exterior door handle(s) with mechanical latch operation, interior door opening lever(s), and locking device(s), either separately or combined to a test fixture. Each door and striker is mounted to the test fixture to correspond to its orientation on the vehicle and to the directions specified in b(1)(ii) of this paragraph. (B) Mount the test fixture to the acceleration device, and install the equipment used to record door opening. (C) Ensure that the door latch is in the fully-latched position, that the door is unlocked (doors may be tethered to avoid damaging the recording equipment), and that any windows, if provided, are closed. (ii) Test Directions. (See Figure 7) (A) Longitudinal Setup 1. Orient the door subsystem(s) on the acceleration device in the direction of a frontal impact. (B) Longitudinal Setup 2. Orient the door subsystem(s) on the acceleration device in the direction of a rear impact. (C) Transverse Setup 1. Orient the door subsystem(s) on the acceleration device in the direction of a driver-side impact. (D) Transverse Setup 2. Orient the door subsystem(s) on the acceleration device in the direction opposite to that described in (b)(2)(ii)(C) of this paragraph. (E) Vertical Setup 1 (applicable only to back doors that open in a vertical direction). Orient the door subsystem(s) on the acceleration device so that its vertical axis (when mounted in the vehicle) is aligned with the axis of the acceleration device, simulating a rollover impact where the force is applied in the direction from the top to the bottom of the door (when mounted in a vehicle). (F) Vertical Setup 2 (applicable only to back doors that open in a vertical direction). Orient the door subsystem(s) on the acceleration device so that its vertical axis (when mounted in the vehicle) is aligned with the axis of the acceleration device, simulating a rollover impact where the force is applied in the direction opposite to that described in (b)(2)(ii)(E) of this paragraph. (3) Test Operation. (i) The acceleration device platform shall be instrumented with an accelerometer and data processing system that conforms to the requirements specified in SAE Recommended Practice J211-1 DEC2003 (incorporated by reference, see § 571.5) Channel Class 60. The accelerometer sensitive axis is parallel to the direction of test platform travel. (ii) Maintaining a minimum acceleration level of 30 g for a period of at least 30 ms, while keeping the recorded acceleration within the pulse corridor defined in Table 1 and Figure 6, accelerate the acceleration device in the following directions: (A) For Full Vehicle Tests, in the directions specified in S5.1.1.4(b)(1)(ii)(A) through S5.1.1.4(b)(1)(ii)(D). (B) For Door Tests, in the directions specified in S5.1.1.4(b)(2)(ii)(A) through S5.1.1.4(b)(2)(ii)(F). (iii) Check recording device for door opening and/or closure during the test. (iv) If at any point in time, the pulse exceeds 36 g and the test specifications are met, the test shall be considered valid. S5.1.2 Door Hinges. S5.1.2.1 Multiple Hinge Evaluation; S5.1.2.1 Multiple Hinge Evaluation; S5.1.2.1.1 Longitudinal Load Test. (a) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge in the system to the extreme end of another hinge in the system is to be set at 406 mm ±4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin in the longitudinal vehicle direction (see Figure 8). (b) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Record maximum load achieved. S5.1.2.1.2 Transverse Load Test (a) Attach the test fixture shown in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge in the system to the extreme opposite end of another hinge in the system is to be set at 406 mm ±4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin in the transverse vehicle direction (see Figure 8). (b) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Record maximum load achieved. S5.1.2.2 Back Door Hinge Load Test (a) Load Test One (1) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge system in the system to the extreme opposite end of another hinge system is to be set at 406 ±4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(1). (See Figure 9). (2) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record the maximum load achieved. (b) Load Test Two (1) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge system in the system to the extreme opposite end of another hinge system is to be set at 406 ±4 mm. The load is to be applied equidistant between the linear center of the engaged portions of the hinge pins and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(2). (See Figure 9). (2) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record the maximum load achieved. (c) Load Test Three (1) Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge system. Hinge attitude is configured to simulate vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the distance between the extreme end of one hinge system in the system to the extreme opposite end of another hinge system is to be set at 406 ±4 mm. The load is to be applied through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(3). (See Figure 9). (2) Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record the maximum load achieved. S5.1.2.3 Single Hinge Evaluation. (a) Longitudinal Load. (b) Transverse Load. (c) Back Door Hinge Load Tests. (1) Load Test One. Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge. Hinge attitude is configured to simulate the vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the load is to be applied equidistant between the linear center of the engaged portions of the hinge pin and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(1). (See Figure 9). Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record maximum load achieved. (2) Load Test Two. Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge. Hinge attitude is configured to simulate the vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the load is to be applied equidistant between the linear center of the engaged portions of the hinge pin and through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(2). (See Figure 9). Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record maximum load achieved. (3) Load Test Three. Attach the test fixture illustrated in Figure 8 to the mounting provisions of the hinge. Hinge attitude is configured to simulate the vehicle position (door fully closed) relative to the hinge centerline. For test purposes, the load is to be applied through the centerline of the hinge pin, and as specified in S4.1.2.1(d)(3). (See Figure 9). Apply the test load at a rate not to exceed 5 mm/min until the required load has been achieved. Failure consists of a separation of either hinge. Record maximum load achieved. S5.1.2.4 For piano-type hinges, the hinge spacing requirements are not applicable and arrangement of the test fixture is altered so that the test forces are applied to the complete hinge. S5.2 Sliding Side Doors. S5.2.1 Door Latches. S5.2.1.1 Load Test One Force Application. S5.2.1.2 Load Test Two Force Application. S5.2.1.3 [Reserved] S5.2.1.4 [Reserved] S5.2.2 Door System. S5.2.2.1 Tests are conducted using a full vehicle with the sliding door and its retention components. S5.2.2.1 Tests are conducted using a full vehicle with the sliding door and its retention components. S5.2.2.2 The test is conducted using two force application devices capable of applying the outward transverse forces specified in S5.2.2.4. The test setup is shown in Figure 10. The force application system shall include the following: (a) Two force application plates, (b) Two force application devices capable of applying the outward transverse load requirements for a minimum displacement of 300 mm. (c) Two load cells of sufficient capacity to measure the applied loads specified in S5.2.2.4. (d) Two linear displacement measurement devices required for measuring force application device displacement during the test. (e) Equipment to measure for a 100 mm separation as specified in S4.2.2.2(a), while respecting all relevant safety and health requirements. S5.2.2.3 Test Setup. (a) Remove all interior trim and decorative components from the sliding door assembly. (b) Remove seats and any interior components that may interfere with the mounting and operation of the test equipment and all pillar trim and any non-structural components that overlap the door and cause improper placement of the force application plates. (c) Each force application device and associated support structure is rigidly fixed on a horizontal surface on the vehicle floor, while applying the loads. (d) Determine the forward and aft edge of the sliding door, or its adjoining vehicle structure, that contains a latch/striker. (e) Close the sliding door, ensuring that all door retention components are fully engaged. (f) For any tested door edge that contains one latch/striker, the following set-up procedures are used: (1)(i) The force application plate is 150 mm in length, 50 mm in width, and at least 15 mm in thickness. The plate edges are rounded to a radius of 6 mm ±1 mm. (ii) The plates are fixed perpendicular to the force application devices and move in the transverse direction. For alignment purposes, each plate is attached to the application device in a manner that allows for rotation about the vehicle's y-axis. In this manner, the face of each plate remains parallel to the vertical plane which passes through the vehicle's longitudinal centerline. (2) Place the force application device and force application plate against the door so that the applied force is perpendicular to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline, and vertically centered on the door-mounted portion of the latch/striker. (3) The force application plate is positioned such that the long edge of the plate is as close to the interior edge of the door as possible, but not such that the forward edge of forward plate and the rear edge of the rear plate are more than 12.5 mm from the respective interior edges. (g) For any tested door edge that contains more than one latch/striker, the following setup procedures are used: (1)(i) The force application plate is 300 mm in length, 50 mm in width, and at least 15 mm in thickness. The plate edges are rounded to a radius of 6 mm ±1 mm. (ii) The plates are fixed perpendicular to the force application devices and move in the transverse direction. For alignment purposes, each plate is attached to the application device in a manner that allows for rotation about the vehicle's y-axis. In this manner, the face of each plate remains parallel to the vertical plane which passes through the vehicle's longitudinal centerline. (2) Place the force application device and force application plate against the door so that the applied force is perpendicular to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline, and vertically centered on a point mid-way between the outermost edges of the latch/striker assemblies. (3) The force application plate is positioned such that the long edge of the plate is as close to the interior edge of the door as possible, but not such that the forward edge of forward plate and the rear edge of the rear plate are more than 12.5 mm from the respective interior edges. (h) For any tested door edge that does not contain at least one latch/striker, the following set-up procedures are used: (1)(i) The force application plate is 300 mm in length, 50 mm in width, and at least 15 mm in thickness. The plate edges are rounded to a radius of 6 mm ±1 mm. (ii) The plates are fixed perpendicular to the force application devices and move in the transverse direction. For alignment purposes, each plate is attached to the application device in a manner that allows for rotation about the vehicle's y-axis. In this manner, the face of each plate remains parallel to the vertical plane which passes through the vehicle's longitudinal centerline. (2) Place the force application device and force application plate against the door so that the applied force is perpendicular to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline, and vertically centered on a point mid-way along the length of the door edge ensuring that the loading device avoids contact with the window glazing. (3) The force application plate is positioned such that the long edge of the plate is as close to the interior edge of the door as possible, but not such that the forward edge of forward plate and the rear edge of the rear plate are more than 12.5 mm from the respective interior edges. (i) The door is unlocked. No extra fixtures or components may be welded or affixed to the sliding door or any of its components. (j) Place the load application structure so that the force application plates are in contact with the interior of the sliding door. (k) Apply a preload of 500 N to each actuator and “zero” the displacement measuring device. S5.2.2.4 Test Procedure. (a) Increase the force on each force application device as linearly as practicable until a force of 9,000 N is achieved on each force application device in not less than 90 seconds and not more than 120 seconds, or until either force application device reaches a total displacement of 300 mm. (b) If one of the force application devices reaches the target force of 9,000 N prior to the other, maintain the 9,000 N force with that force application device until the second force application device reaches the 9,000 N force. (c) Once both force application devices have achieved 9,000 N each hold the resulting load. (d) Maintain each force application device load as specified in paragraph (c) and within 30 seconds measure the separation between the exterior edge of the doorframe and the interior of the door along the perimeter of the door. S5.3 Sliding Side Doors. [36 FR 22902, Dec. 2, 1971, as amended at 37 FR 284, Jan. 8, 1972; 50 FR 12031, Mar. 27, 1985; 60 FR 13646, Mar. 14, 1995; 60 FR 50134, Sept. 28, 1995; 61 FR 39907, July 31, 1996; 72 FR 5399, June 27, 2007; 74 FR 35135, July 20, 2009; 74 FR 37176, July 28, 2009; 75 FR 7382, Feb. 19, 2010; 77 FR 764, Jan. 6, 2012; 87 FR 18588, Mar. 30, 2022; 91 FR 33084, June 3, 2026] § 571.207 Standard No. 207; Seating systems. S1. Purpose and scope. S2. Application. S3. Definitions. Occupant seat Seat adjuster S4. Requirements. S4.1 Driver's seat. S4.2. General performance requirements. (a) In any position to which it can be adjusted—20 times the mass of the seat in kilograms multiplied by 9.8 applied in a forward longitudinal direction; (b) In any position to which it can be adjusted—20 times the mass of the seat in kilograms multiplied by 9.8 applied in a rearward longitudinal direction; (c) For a seat belt assembly attached to the seat—the force specified in paragraph (a), if it is a forward facing seat, or paragraph (b), if it is a rearward facing seat, in each case applied simultaneously with the forces imposed on the seat by the seat belt assembly when it is loaded in accordance with S4.2 of § 571.210; and (d) In its rearmost position—a force that produces a 373 newton meters moment about the seating reference point for each designated seating position that the seat provides, applied to the upper cross-member of the seat back or the upper seat back, in a rearward longitudinal direction for forward-facing seats and in a forward longitudinal direction for rearward-facing seats. S4.2.1 Seat adjustment. S4.3. Restraining device for hinged or folding seats or seat backs. (a) Be equipped with a self-locking device for restraining the hinged or folding seat or seat back, and (b) If there are any designated seating positions or auxiliary seating accommodations behind the seat, either immediately to the rear or to the sides, be equipped with a control for releasing that restraining device. S4.3.1 Accessibility of release control. S4.3.2 Performance of restraining device. S4.3.2.1 Static force. (b) Once engaged, the restraining device for a rearward-facing seat shall not release or fail when a rearward longitudinal force, in newtons, equal to 8 times the mass of the hinged or folding portion of the seat in kilograms multiplied by 9.8 is applied through the center of gravity of that portion of the seat. S4.3.2.2 Acceleration. S4.4 Labeling. S5. Test procedures. S5.1 Apply the forces specified in S4.2(a) and S4.2(b) as follows: S5.1.1 For a seat whose seat back and seat bench are attached to the vehicle by the same attachments. (1) For a seat whose center of gravity is in a horizontal plane that is above the seat adjuster or that passes through any part of the adjuster, use, at the manufacturer's option, either S5.1.1(b) or, if physically possible, S5.1.1(c). (2) For a seat specified in S5.1.1(a)(1) for which it is not physically possible to follow the procedure in S5.1.1(c), use S5.1.1(b). (3) For a seat whose center of gravity is in a horizontal plane that is below the seat adjuster, use S5.1.1(c). (4) For all other seats whose seat back and seat bench are attached to the vehicle by the same attachments, use S5.1.1(b). (b) Secure a strut on each side of the seat from a point on the outside of the seat frame in the horizontal plane of the seat's center of gravity to a point on the frame as far forward as possible of the seat anchorages. Between the upper ends of the struts attach a rigid cross-member, in front of the seat back frame for rearward loading and behind the seat back frame for forward loading. Apply the force specified by S4.2(a) or S4.2(b) horizontally through the rigid cross-member as shown in Figure 1. (c) Find “cg 1 1 2 1 1 2 2 S5.1.2 If the seat back and the seat bench are attached to the vehicle by different attachments, attach to each component a fixture capable of transmitting a force to that component. Apply forces, in newtons, equal to 20 times the mass of the seat back in kilograms multiplied by 9.8 m/s 2 2 S5.2 Develop the moment specified in S4.2(d) as shown in Figure 4. S5.3 Apply the forces specified in S4.3.2.1(a) and (b) to a hinged or folding seat as shown in Figure 1 and to a hinged or folding seat back as shown in Figure 5. S5.4 Determine the center of gravity of a seat or seat component with all cushions and upholstery in place and with the head restraint in its fully extended design position. [36 FR 22902, Dec. 2, 1971, as amended at 52 FR 7868, Mar. 13, 1987; 53 FR 30434, Aug. 12, 1988; 59 FR 37167, July 21, 1994; 60 FR 13647, Mar. 14, 1995; 63 FR 28935, May 27, 1998; 73 FR 62779, Oct. 21, 2008; 87 FR 18588, Mar. 30, 2022; 91 FR 33101, June 3, 2026] § 571.208 Standard No. 208; Occupant crash protection. S1. Scope. S2. Purpose. S3. Application. Pressure vessels and explosive devices, (b) Notwithstanding any language to the contrary, any vehicle manufactured after March 19, 1997, and before September 1, 2006, that is subject to a dynamic crash test requirement conducted with unbelted dummies may meet the requirements specified in S5.1.2(a)(1), S5.1.2(a)(2), or S13 instead of the applicable unbelted requirement, unless the vehicle is certified to meet the requirements specified in S14.5, S15, S17, S19, S21, S23, and S25. (c) For vehicles which are certified to meet the requirements specified in S13 instead of the otherwise applicable dynamic crash test requirement conducted with unbelted dummies, compliance with S13 shall, for purposes of Standards No. 201, 203 and 209, be deemed as compliance with the unbelted frontal barrier requirements of S5.1.2. S4. General requirements. S4.1 Passenger cars. S4.1.1 Passenger cars manufactured from January 1, 1972, to August 31, 1973. S4.1.1.1 First option—complete passive protection system. S4.1.1.2 Second option—lap belt protection system with belt warning. (a) At each designated seating position have a Type 1 seatbelt assembly or a Type 2 seatbelt assembly with a detachable upper torso portion that conforms to S7.1 and S7.2 of this standard; (b) At each front outboard designated seating position, have a seat belt warning system that conforms to S7.3; and (c) Meet the frontal crash protection requirements of S5.1, in a perpendicular impact, with respect to anthropomorphic test devices in each front outboard designated seating position restrained only by Type 1 seat belt assemblies. S4.1.1.3 Third option—lap and shoulder belt protection system with belt warning. S4.1.1.3.1 Except for convertibles and open-body vehicles, the vehicle shall— (a) At each front outboard designated seating position have a Type 2 seatbelt assembly that conforms to § 571.209 and S7.1 and S7.2 of this standard, with either an integral or detachable upper torso portion, and a seatbelt warning system that conforms to S7.3; (b) At each designated seating position other than the front outboard positions, have a Type 1 or Type 2 seat belt assembly that conforms to § 571.209 and to S7.1 and S7.2 of this standard; and (c) When it perpendicularly impacts a fixed collision barrier, while moving longitudinally forward at any speed up to and including 30 m.p.h., under the test conditions of S8.1 with anthropomorphic test devices at each front outboard position restrained by Type 2 seatbelt assemblies, experience no complete separation of any load-bearing element of a seatbelt assembly or anchorage. S4.1.1.3.2 Convertibles and open-body type vehicles shall at each designated seating position have a Type 1 or Type 2 seatbelt assembly that conforms to § 571.209 and to S7.1 and S7.2 of this standard, and at each front outboard designated seating position have a seatbelt warning system that conforms to S7.3. S4.1.2 Passenger cars manufactured on or after September 1, 1973, and before September 1, 1986. S4.1.2.1 First option—frontal/angular automatic protection system. (a) At each front outboard designated seating position meet the frontal crash protection requirements of S5.1 by means that require no action by vehicle occupants; (b) At the front center designated seating position and at each rear designated seating position have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and to S7.1 and S7.2; and (c) Either. (2) At each front outboard designated seating position have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3, and that meets the requirements of S5.1 with front test dummies as required by S5.1, restrained by the Type 1 or Type 2 seat belt assembly (or the pelvic portion of any Type 2 seat belt assembly which has a detachable upper torso belt) in addition to the means that require no action by the vehicle occupant. S4.1.2.2 Second option—head-on automatic protection system. (a) At each designated seating position have a Type 1 seat belt assembly or Type 2 seat belt assembly with a detachable upper torso portion that conforms to S7.1 and S7.2 of this standard. (b) At each front outboard designated seating position, meet the frontal crash protection requirements of S5.1, in a perpendicular impact, by means that require no action by vehicle occupants; (c) At each front outboard designated seating position, meet the frontal crash protection requirements of S5.1, in a perpendicular impact, with a test device restrained by a Type 1 seat belt assembly; and (d) At each front outboard designated seating position, have a seat belt warning system that conforms to S7.3. S4.1.2.3 Third option—lap and shoulder belt protection system with belt warning. S4.1.2.3.1 Except for convertibles and open-body vehicles, the vehicle shall— (a) At each front outboard designated seating position have a seat belt assembly that conforms to S7.1 and S7.2 of this standard, and a seat belt warning system that conforms to S7.3. The belt assembly shall be either a Type 2 seat belt assembly with a nondetachable shoulder belt that conforms to Standard No. 209 (§ 571.209), or a Type 1 seat belt assembly such that with a test device restrained by the assembly the vehicle meets the frontal crash protection requirements of S5.1 in a perpendicular impact. (b) At any center front designated seating position, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 (§ 571.209) and to S7.1 and S7.2 of this standard, and a seat belt warning system that conforms to S7.3; and (c) At each other designated seating position, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 (§ 571.209) and S7.1 and S7.2 of this standard. S4.1.2.3.2 Convertibles and open-body type vehicles shall at each designated seating position have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 (§ 571.209) and to S7.1 and S7.2 of this standard, and at each front designated seating position have a seat belt warning system that conforms to S7.3. S4.1.3 Passenger cars manufactured on or after September 1, 1986, and before September 1, 1989. S4.1.3.1 Passenger cars manufactured on or after September 1, 1986, and before September 1, 1987. S4.1.3.1.1 Subject to S4.1.3.1.2 and S4.1.3.4, each passenger car manufactured on or after September 1, 1986, and before September 1, 1987, shall comply with the requirements of S4.1.2.1, S4.1.2.2 or S4.1.2.3. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.1.3.1.2 Subject to S4.1.3.4 and S4.1.5, the amount of passenger cars, specified in S4.1.3.1.1 complying with the requirements of S4.1.2.1 shall be not less than 10 percent of: (a) The average annual production of passenger cars manufactured on or after September 1, 1983, and before September 1, 1986, by each manufacturer, or (b) The manufacturer's annual production of passenger cars during the period specified in S4.1.3.1.1. S4.1.3.1.3 A manufacturer may exclude convertibles which do not comply with the requirements of S4.1.2.1, when it is calculating its average annual production under S4.1.3.1.2(a) or its annual production under S4.1.3.1.2(b). S4.1.3.2 Passenger cars manufactured on or after September 1, 1987, and before September 1, 1988. S4.1.3.2.1 Subject to S4.1.3.2.2 and S4.1.3.4, each passenger car manufactured on or after September 1, 1987, and before September 1, 1988, shall comply with the requirements of S4.1.2.1, S4.1.2.2 or S4.1.2.3. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.1.3.2.2 Subject to S4.1.3.4 and S4.1.5, the amount of passenger cars specified in S4.1.3.2.1 complying with the requirements of S4.1.2.1. shall be not less than 25 percent of: (a) The average annual production of passenger cars manufactured on or after September 1, 1984, and before September 1, 1987, by each manufacturer, or (b) The manufacturer's annual production of passenger cars during the period specified in S4.1.3.2.1. S4.1.3.2.3 A manufacturer may exclude convertibles which do not comply with the requirements of S4.1.2.1, when it is calculating its average annual production under S4.1.3.2.2(a) or its annual production under S4.1.3.2.2(b). S4.1.3.3 Passenger cars manufactured on or after September 1, 1988, and before September 1, 1989. S4.1.3.3.1 Subject to S4.1.3.3.2 and S4.1.3.4, each passenger car manufactured on or after September 1, 1988, and before September 1, 1989, shall comply with the requirements of S4.1.2.1, S4.1.2.2 or S4.1.2.3. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.1.3.3.2 Subject to S4.1.3.4 and S4.1.5, the amount of passenger cars specified in S4.1.3.3.1 complying with the requirements of S4.1.2.1 shall be not less than 40 percent of: (a) The average annual production of passenger cars manufactured on or after September 1, 1985, and before September 1, 1988, by each manufacturer or (b) The manufacturer's annual production of passenger cars during the period specified in S4.1.3.3.1. S4.1.3.3.3 A manufacturer may exclude convertibles which do not comply with the requirements of S4.1.2.1, when it is calculating its average annual production under S4.1.3.3.2(a) or its annual production under S4.1.3.3.2(b). S4.1.3.4 Calculation of complying passenger cars. (1) Each car whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose front right seating position will comply with the requirements of S4.1.2.1(a) by any means is counted as 1.5 vehicles, and (2) Each car whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose right front seat seating position is equipped with a manual Type 2 seat belt is counted as one vehicle. (b) For the purposes of complying with S4.1.3.1.2, a passenger car may be counted if it: (1) Is manufactured on or after September 1, 1985, but before September 1, 1986, and (2) Complies with S4.1.2.1. (c) For the purposes of complying with S4.1.3.2.2, a passenger car may be counted if it: (1) Is manufactured on or after September 1, 1985, but before September 1, 1987, (2) Complies with S4.1.2.1, and (3) Is not counted toward compliance with S4.1.3.1.2 (d) For the purposes of complying with S4.1.3.3.2, a passenger car may be counted if it: (1) Is manufactured on or after September 1, 1985, but before September 1, 1988, (2) Complies with S4.1.2.1, and (3) Is not counted toward compliance with S4.1.3.1.2 or S4.1.3.2.2. S4.1.3.5 Passenger cars produced by more than one manufacturer. S4.1.3.5.1 For the purposes of calculating average annual production of passenger cars for each manufacturer and the amount of passenger cars manufactured by each manufacturer under S4.1.3.1.2, S4.1.3.2.2 or S4.1.3.3.2, a passenger car produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.1.3.5.2: (a) A passenger car which is imported shall be attributed to the importer. (b) A passenger car manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle. S4.1.3.5.2 A passenger car produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S4.1.3.5.1. S4.1.4 Passenger cars manufactured on or after September 1, 1989, but before September 1, 1996. S4.1.4.1 Except as provided in S4.1.4.2, each passenger car manufactured on or after September 1, 1989 shall comply with the requirements of S4.1.2.1. Any passenger car manufactured on or after September 1, 1989 and before September 1, 1993 whose driver's designated seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose right front designated seating position is equipped with a manual Type 2 seat belt so that the seating position complies with the occupant crash protection requirements of S5.1, with the Type 2 seat belt assembly adjusted in accordance with S7.4.2, shall be counted as a vehicle complying with S4.1.2.1. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not know in the exercise of due care that such vehicle is not in conformity with this standard. S4.1.4.2 (a) Each passenger car, other than a convertible, manufactured before December 11, 1989 may be equipped with, and each passenger car, other than a convertible, manufactured on or after December 11, 1989 and before September 1, 1990 shall be equipped with a Type 2 seat belt assembly at every forward-facing rear outboard designated seating position. Type 2 seat belt assemblies installed pursuant to this provision shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1.1 of this standard. (b) Except as provided in S4.1.4.2.1 and S4.1.4.2.2, each passenger car, other than a convertible, manufactured on or after September 1, 1990 and each convertible passenger car manufactured on or after September 1, 1991 shall be equipped with an integral Type 2 seat belt assembly at every forward-facing rear outboard designated seating position. Type 2 seat belt assemblies installed in compliance with this requirement shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 an S7.2 of this standard. If a Type 2 seat belt assembly installed in compliance with this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension relieving device, and the vehicle shall comply with S7.4.2(c) of this standard. (c) As used in this section, “rear outboard designated seating position” means any “outboard designated seating position” (as that term is defined at 49 CFR 571.3) that is rearward of the front seat(s), except any designated seating position adjacent to a walkway that is located between the seat and the near side of the vehicle and is designed to allow access to more rearward seating positions. S4.1.4.2.1 Any rear outboard designated seating position with a seat that can be adjusted to be forward-facing and to face some other direction shall either: (i) Meet the requirements of S4.1.4.2 with the seat in any position in which it can be occupied while the vehicle is in motion; or (ii) When the seat is in its forward-facing position, have a Type 2 seat belt assembly with an upper torso restraint that conforms to S7.1 and S7.2 of this standard and that adjusts by means of an emergency locking retractor that conforms with Standard No. 209 (49 CFR 571.209), which upper torso restraint may be detachable at the buckle, and, when the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard. S4.1.4.2.2 Any rear outboard designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) in a vehicle manufactured on or after September 1, 1992 shall meet the requirements of S4.1.4.2 and may use an upper torso belt that detaches at either its upper or lower anchorage points, but not S4.1.5 Passenger cars manufactured on or after September 1, 1996. S4.1.5.1 Frontal/angular automatic protection system. (1) At each front outboard designated seating position meet the frontal crash protection requirements of S5.1 by means that require no action by vehicle occupants; (2) At any front designated seating positions that are not “outboard designated seating positions,” as that term is defined at 49 CFR 571.3, and at any rear designated seating positions that are not “rear outboard designated seating positions,” as that term is defined at S4.1.4.2(c) of this standard, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 and S7.2 of this standard; and (3) At each front designated seating position that is an “outboard designated seating position,” as that term is defined at 49 CFR 571.3, and at each forward-facing rear designated seating position that is a “rear outboard designated seating positions,” as that term is defined at S4.1.4.2(c) of this standard, have a Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3 of this standard, and, in the case of the Type 2 seat belt assemblies installed at the front outboard designated seating positions, meet the frontal crash protection requirements with the appropriate anthropomorphic test dummy restrained by the Type 2 seat belt assembly in addition to the means that requires no action by the vehicle occupant. (b) For the purposes of sections S4.1.5 through S4.1.5.3 and S4.2.6 through S4.2.6.2 of this standard, an inflatable restraint system S4.1.5.2 Passenger cars manufactured on or after September 1, 1996 and before September 1, 1997. S4.1.5.2.1 The amount of passenger cars complying with the requirement of S4.1.5.1(a)(1) by means of an inflatable restraint system at the driver's and right front passenger's position shall be not less than 95 percent of the manufacturer's total production of passenger cars manufactured on or after September 1, 1996, and before September 1, 1997. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.1.5.2.2 Passenger cars produced by more than one manufacturer. S4.1.5.2.2.1 For the purpose of calculating the production of passenger cars by each manufacturer during the period specified in S4.1.5.2, a passenger car produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.1.5.2.2.2: (a) A passenger car that is imported into the United States shall be attributed to the importer. (b) A passenger car manufactured within the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S4.1.5.2.2.2 A passenger car produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers, as specified in an express written contract, reported to the National Highway Traffic Safety Administration pursuant to part 585 of this chapter, between the manufacturer so specified and the manufacturer to which the vehicle otherwise would be attributed, pursuant to S4.1.5.2.2.1. S4.1.5.3 Passenger cars manufactured on or after September 1, 1997. S4.1.5.4 Passenger cars certified to S14. S4.1.5.5 Passenger cars manufactured on or after September 1, 2007. S4.1.5.5.1 Except as provided in S4.1.5.5.2, each passenger car shall have a Type 2 seat belt assembly that conforms to Standard No. 209 and to S7.1 and S7.2 of this standard at each rear designated seating position, except that side-facing designated seating positions shall have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and to S7.1 and S7.2 of this standard. S4.1.5.5.2 Any inboard designated seating position on a seat for which the entire seat back can be folded (including the head restraints and any other part of the vehicle attached to the seat back) such that no part of the seat back extends above a horizontal plane located 250 mm above the highest SRP located on the seat may meet the requirements of S4.1.5.5.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.1.5.6 Inboard designated seating positions in passenger cars without manually operated driving controls. S4.1.5.6.1 For vehicles specified in S4.1.5.6 with no outboard designated seating positions and with a single front inboard designated seating position, the vehicle shall at that position meet the requirements of S4.1.5.6.3 and S4.1.5.6.4. S4.1.5.6.2 For vehicles specified in S4.1.5.6 with only one outboard designated seating position and a single front inboard designated seating position, the vehicle shall at that position meet the requirements of S4.1.5.6.3 and S4.1.5.6.4. S4.1.5.6.3 As specified in S4.1.5.6.1 and S4.1.5.6.2, the vehicles shall meet the frontal crash protection requirements of S5.1.2(b) as specified for front outboard passenger designated seating positions by means of an inflatable restraint system that requires no action by vehicle occupants and the requirements of S14, as specified for front outboard passenger designated seating positions. S4.1.5.6.4 As specified in S4.1.5.6.1 and S4.1.5.6.2, the designated seating positions have a Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3 of this standard, as specified for front outboard passenger designated seating positions. S4.1.5.6.5 As specified in S4.1.5.6.1 and S4.1.5.6.2, as appropriate, have a Type 1 or Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3 of this standard. S4.1.5.6.6 As specified in S4.1.5.6.1 and S4.1.5.6.2, as appropriate, have a Type 2 seat belt assembly that conforms to Standard No. 209 and S7.1 through S7.3 of this standard, as specified for front outboard passenger designated seating positions. S4.1.5.7. Seat belt warnings for passenger cars manufactured on or after September 1, 2028. S4.1.5.7.1 Any front outboard designated seating position and any front inboard designated seating position for which a seat belt warning is required in S4.1.5.6 shall comply with S7.5 of this standard. S4.1.5.7.2. All rear designated seating positions, except in law enforcement vehicles, shall comply with S7.5 of this standard . S4.2 Trucks and multipurpose passenger vehicles with a GVWR of 10,000 pounds or less. vehicles manufactured for operation by persons with disabilities e.g., S4.2.1 Trucks and multipurpose passenger vehicles with a GVWR of 10,000 pounds or less, manufactured on or after January 1, 1976 and before September 1, 1991. S4.2.1.1 First option—complete automatic protection system. S4.2.1.2 Second option—belt system. (a) A Type 1 or Type 2 seat belt assembly shall be installed for each designated seating position in convertibles, open-body type vehicles, and walk-in van-type trucks. (b) In vehicles manufactured for operation by persons with disabilities, a Type 2 or Type 2A seat belt assembly shall be installed for the driver's seating position, a Type 2 seat belt assembly shall be installed for each other outboard designated seating position that includes the windshield header within the head impact area, and a Type 1 or Type 2 seat belt assembly shall be installed for each other designated seating position. (c) In all vehicles except those for which requirements are specified in S4.2.1.2 (a) or (b), a Type 2 seat belt assembly shall be installed for each outboard designated seating position that includes the windshield header within the head impact area, and a Type 1 or Type 2 seat belt assembly shall be installed for each other designated seating position. S4.2.2 Trucks and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less, manufactured on or after September 1, 1991 and before September 1, 1997. S4.2.3 Trucks and multipurpose passenger vehicles manufactured on or after September 1, 1991 with either a GVWR or more than 8,500 pounds but not greater than 10,000 pounds or with an unloaded vehicle weight greater than 5,500 pounds and a GVWR of 10,000 pounds or less. S4.2.4 Rear outboard seating positions in trucks and multipurpose passenger vehicles manufactured on or after September 1, 1991 with a GVWR of 10,000 pounds or less. S4.2.4.1 As used in this section— (a) [Reserved] (b) Rear outboard designated seating position S4.2.4.2 Any rear outboard designated seating position with a seat that can be adjusted to be forward-facing and to face some other direction shall either: (i) Meet the requirements of S4.2.4 with the seat in any position in which it can be occupied while the vehicle is in motion; or (ii) When the seat is in its forward-facing position, have a Type 2 seat belt assembly with an upper torso restraint that conforms to S7.1 and S7.2 of this standard and that adjusts by means of an emergency locking retractor that conforms with Standard No. 209 (49 CFR 571.209), which upper torso restraint may be detachable at the buckle, and, when the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard. S4.2.4.3 Any rear outboard designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) in a vehicle manufactured on or after September 1, 1992 shall meet the requirements of S4.2.4 and may use an upper torso belt that detaches at either its upper or lower anchorage point, but not both anchorage points, to meet those requirements. The means for detaching the upper torso belt may use a pushbutton action. S4.2.5 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1994, and before September 1, 1997. S4.2.5.1 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1994, and before September 1, 1995. S4.2.5.1.1 Subject to S4.2.5.1.2 and S4.2.5.5 and except as provided in S4.2.4, each truck, bus and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1994 and before September 1, 1995, shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of standard. S4.2.5.1.2 Subject to S4.2.5.5, the amount of trucks, buses, and multipurpose passenger vehicles specified in S4.2.5.1.1 complying with S4.1.2.1 (as specified for passenger cars) shall be not less than 20 percent of: (a) The average annual production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1991, and before September 1, 1994, by each manufacturer that produced such vehicles during each of those annual production periods, or (b) The manufacturer's total production of trucks, buses, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less during the period specified in S4.2.5.1.1. S4.2.5.2 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1995 and before September 1, 1996. S4.2.5.2.1 Subject to S4.2.5.2.2 and S4.2.5.5 and except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1995 and before September 1, 1996, shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.2.5.2.2 Subject to S4.2.5.5, the amount of trucks, buses, and multipurpose passenger vehicles specified in S4.2.5.2.1 complying with S4.1.2.1 (as specified for passenger cars) shall be not less than 50 percent of: (a) The average annual production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1992, and before September 1, 1995, by each manufacturer that produced such vehicles during each of those annual production periods, or (b) The manufacturer's total production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less during the period specified in S4.2.5.2.1. S4.2.5.3 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1996 and before September 1, 1997. S4.2.5.3.1 Subject to S4.2.5.3.2 and S4.2.5.5 and except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1996 and before September 1, 1997, shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.2.5.3.2 Subject to S4.2.5.5, the amount of trucks, buses, and multipurpose passenger vehicles specified in S4.2.5.3.1 complying with S4.1.2.1 (as specified for passenger cars) shall be not less than 90 percent of: (a) The average annual production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1993, and before September 1, 1996, by each manufacturer that produced such vehicles during each of those annual production periods, or (b) The manufacturer's total production of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less during the period specified in S4.2.5.3.1. S4.2.5.4 Alternative phase-in schedule. (a) Except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-type trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1994 and before September 1, 1995 shall comply with the requirements of S4.1.2.1, S4.1.2.2, or S4.1.2.3 (as specified for passenger cars). (b) Except as provided in S4.2.4, each truck, bus, and multipurpose passenger vehicle, other than walk-in van-tape trucks, vehicles designed to be exclusively sold to the U.S. Postal Service, and vehicles manufactured for operation by persons with disabilities, with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured on or after September 1, 1995 shall comply with the requirements of S4.1.2.1 (as specified for passenger cars) of this standard. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. (c) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1995, but before September 1, 1998, whose driver's seating position complies with the requirements of S4.1.2.1(a) of this standard by means not including any type of seat belt and whose right front passenger seating position is equipped with a manual Type 2 seat belt that complies with S5.1 of this standard, with the seat belt assembly adjusted in accordance with S7.4.2, shall be counted as a vehicle complying with S4.1.2.1. S4.2.5.5 Calculation of complying trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less. (a) For the purposes of the calculations required in S4.2.5.1.2, S4.2.5.2.2, and S4.2.5.3.2 of the number of trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that comply with S4.1.2.1 (as specified for passenger cars): (1) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose front right seating position complies with the requirements of S4.1.2.1(a) by any means is counted as 1.5 vehicles, and (2) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less whose driver's seating position complies with the requirements of S4.1.2.1(a) by means not including any type of seat belt and whose right front passenger seating position is equipped with a manual Type 2 seat belt that complies with S5.1 of this standard, with the seat belt assembly adjusted in accordance with S7.4.2, is counted as one vehicle. (3) Each truck, bus, and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less that is manufactured in two or more stages or that is altered (within the meaning of § 567.7 of this chapter) after having previously been certified in accordance with part 567 of this chapter is not subject to the requirements of S4.2.5.1.2, S4.2.5.2.2, and S4.2.5.3.2. Such vehicles may be excluded from all calculations of compliance with S4.2.5.1.2, S4.2.5.2.2, and S4.2.5.3.2. (b) For the purposes of complying with S4.2.5.1.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less may be counted if it: (1) Is manufactured on or after September 1, 1992, but before September 1, 1994, and (2) Is certified as complying with S4.1.2.1 (as specified for passenger cars). (c) For the purposes of complying with S4.2.5.2.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less may be counted if it: (1) Is manufactured on or after September 1, 1992, but before September 1, 1995, (2) Is certified as complying with S4.1.2.1 (as specified for passenger cars), and (3) Is not counted toward compliance with S4.2.5.1.2. (d) For the purposes of complying with S4.2.5.3.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less may be counted if it: (1) Is manufactured on or after September 1, 1992, but before September 1, 1996, (2) Is certified as complying with S4.1.2.1 (as specified for passenger cars), and (3) Is not counted toward compliance with S4.2.5.1.2 or S4.2.5.2.2. S4.2.5.6 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer. S4.2.5.6.1 For the purposes of calculating average annual production for each manufacturer and the amount of vehicles manufactured by each manufacturer under S4.2.5.1.2, S4.2.5.2.2, or S4.2.5.3.2, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.2.5.6.2: (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle that is manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S4.2.5.6.2 A truck, bus, or multipurpose passenger vehicle with, GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified in an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S4.2.5.6.1 of this standard. S4.2.6 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1997. S4.2.6.1 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1997 and before September 1, 1998. S4.2.6.1.1 The amount of trucks, buses, and multipurpose passenger vehicles complying with the requirements of S4.1.5.1(a)(1) of this standard by means of an inflatable restraint system shall be not less than 80 percent of the manufacturer's total combined production of subject vehicles manufactured on or after September 1, 1997 and before September 1, 1998. Each truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1997 and before September 1, 1998, whose driver's seating position complies with S4.1.5.1(a)(1) by means of an inflatable restraint system and whose right front passenger seating position is equipped with a manual Type 2 seat belt assembly that complies with S5.1 of this standard, with the seat belt assembly adjusted in accordance with S7.4.2 of this standard, shall be counted as a vehicle complying with S4.1.5.1(a)(1) by means of an inflatable restraint system. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.2.6.1.2 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer. S4.2.6.1.2.1 For the purpose of calculating the production by each manufacturer during the period specified in S4.2.6.1.1, a truck, bus, or multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S4.2.6.1.2.2: (a) A vehicle that is imported into the United States shall be attributed to the importer. (b) A vehicle manufactured within the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S4.2.6.1.2.2 A truck, bus, or multipurpose passenger vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers, as specified in an express written contract, reported to the National Highway Traffic Safety Administration pursuant to part 585 of this chapter, between the manufacturer so specified and the manufacturer to which the vehicle otherwise would be attributed, pursuant to S4.2.6.1.2.1. S4.2.6.2 Trucks, buses, and multipurpose passenger vehicles with a GVWR of 8,500 pounds or less and an unloaded vehicle weight of 5,500 pounds or less manufactured on or after September 1, 1998. S4.2.6.3 Trucks, buses, and multipurpose passenger vehicles certified to S14. S4.2.6.4 Inboard designated seating positions in trucks, buses, and multipurpose passenger vehicles without manually operated driving controls and with a single or multiple front inboard designated seating position and no outboard seating positions and with a GVWR of 3,855 kg (8,500 lb) or less and an unloaded vehicle weight of 2,495 kg (5,500 lb) or less. S4.2.7 Rear seating positions in trucks, and multipurpose passenger vehicles manufactured on or after September 1, 2007 with a GVWR of 10,000 lbs. (4,536 kg) or less. S4.2.7.1 Except as provided in S4.2.7.2, S4.2.7.3, S4.2.7.4, S4.2.7.5, and S4.2.7.6, each truck and each multipurpose passenger vehicle, other than a motor home, a walk-in van-type truck, or a vehicle designed to be sold exclusively to the U.S. Postal Service with a GVWR of 10,000 lbs. (4,536 kg) or less, or a vehicle carrying chassis-mount camper with a gross vehicle weight rating of 8,500-10,000 lbs. (3,855-4,536 kg), shall be equipped with a Type 2 seat belt assembly at every rear designated seating position other than a side-facing position, except that Type 2 seat belt assemblies installed in compliance with this requirement shall conform to Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat belt assembly installed in conformity to this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension relieving device, and the vehicle shall conform to S7.4.2(c) of this standard. Side-facing designated seating positions shall be equipped, at the manufacturer's option, with a Type 1 or Type 2 seat belt assembly that conforms with S7.1 and S7.2 of this standard. S4.2.7.2 Any rear designated seating position with a seat that can be adjusted to be forward-or rear-facing and to face some other direction shall either: (a) Meet the requirements of S4.2.7.1 with the seat in any position in which it can be occupied while the vehicle is in motion; or (b) When the seat is in its forward-facing and/or rear-facing position or within ±30 degrees of either position, have a Type 2 seat belt assembly with an upper torso restraint that conforms to S7.1 and S7.2 of this standard and that adjusts by means of an emergency locking retractor that conforms to Standard No. 209 (49 CFR 571.209), which upper torso restraint may be detachable at either the buckle or the upper anchorage, but not both, and, when the seat is in any other position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard. S4.2.7.3 Any rear designated seating position on a readily removable seat (i.e., a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) may meet the requirements of S4.2.7.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.2.7.4 Any inboard designated seating position on a seat for which the entire seat back can be folded such that no part of the seat back extends above a horizontal plane located 250 mm above the highest SRP located on the seat may meet the requirements of S4.2.7.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.2.7.5 Any rear designated seating position adjacent to a walkway located between the seat and the side of the vehicle, which walkway is designed to allow access to more rearward designated seating positions may meet the requirements of S4.2.7.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.2.7.6 Any rear side-facing designated seating position shall have a Type 1 or Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard. S4.2.8 Seat belt warnings for trucks and multipurpose passenger vehicles manufactured on or after September 1, 2028 with a GVWR of 4,536 kg (10,000 lb) or less. S4.2.8.1. Any front outboard designated seating position certified to a compliance option requiring a seat belt and any front inboard designated seating position for which a seat belt warning is required by S4.2.6.4 shall comply with S7.5 of this standard. S4.2.8.2. All rear designated seating positions certified to a compliance option requiring a seat belt, except for ambulances, as defined by FMVSS No. 201 (§ 571.201), and law enforcement vehicles, shall comply with S7.5 of this standard. S4.3 Trucks and multipurpose passenger vehicles, with GVWR of more than 10,000 pounds. S4.3.1 Trucks and multipurpose passenger vehicles with a GVWR of more than 10,000 pounds, manufactured in or after January 1, 1972 and before September 1, 1990. S4.3.1.1 First option—complete passenger protection system. S4.3.1.2 Second option—belt system. S4.3.2 Trucks and multipurpose passenger vehicles with a GVWR of more than 10,000 pounds, manufactured on or after September 1, 1990. S4.3.2.1 First option—complete passenger protection system. S4.3.2.2 Second option—belt system. (a) An automatic locking retractor used at a front outboard seating position that has some type of suspension system for the seat shall be attached to the seat structure that moves as the suspension system functions. (b) The lap belt or lap belt portion of a seat belt assembly equipped with an automatic locking retractor that is installed at a front outboard seating position must allow at least 3/4 (c) Compliance with S4.3.2.2(b) of this standard is determined as follows: (1) The seat belt assembly is buckled and the retractor end of the seat belt assembly is anchored to a horizontal surface. The webbing for the lap belt or lap belt portion of the seat belt assembly is extended to 75 percent of its length and the retractor is locked after the initial adjustment. (2) A load of 20 pounds is applied to the free end of the lap belt or the lap belt portion of the belt assembly (i.e., the end that is not anchored to the horizontal surface) in the direction away from the retractor. The position of the free end of the belt assembly is recorded. (3) Within a 30 second period, the 20 pound load is slowly decreased, until the retractor moves to the next locking position. The position of the free end of the belt assembly is recorded again. (4) The difference between the two positions recorded for the free end of the belt assembly shall be at least 3/4 S4.4 Buses manufactured on or after November 28, 2016. S4.4.1 Definitions. Over-the-road bus Perimeter-seating bus Prison bus Stop-request system Transit bus S4.4.2 Buses with a GVWR of 3,855 kg (8,500 lb) or less and an unloaded vehicle weight of 2,495 kg (5,500 lb) or less. S4.4.2.1 Each bus with a GVWR of 3,855 kg (8,500 lb) or less and an unloaded vehicle weight of 2,495 kg (5,500 lb) or less, except a school bus, shall comply with the requirements of S4.2.6 of this standard for front seating positions and with the requirements of S4.4.3.1 of this standard for all rear seating positions. S4.4.2.2 Each school bus with a GVWR of 3,855 kg (8,500 lb) or less and an unloaded vehicle weight of 2,495 kg (5,500 lb) or less shall comply with the requirements of S4.2.6 of this standard for front seating positions and with the requirements of S4.4.3.2 of this standard for all rear seating positions. S4.4.3 Buses with a GVWR of 4,536 kg (10,000 lb) or less. S4.4.3.1 Except as provided in S4.4.3.1.1, S4.4.3.1.2, S4.4.3.1.3, S4.4.3.1.4 and S4.4.3.1.5, each bus with a gross vehicle weight rating of 4,536 kg (10,000 lb) or less, except a school bus or an over-the-road bus, shall be equipped with a Type 2 seat belt assembly at every designated seating position other than a side-facing position. Type 2 seat belt assemblies installed in compliance with this requirement shall conform to Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a Type 2 seat belt assembly installed in compliance with this requirement incorporates a webbing tension relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension relieving device, and the vehicle shall conform to S7.4.2(c) of this standard. Side-facing designated seating positions shall be equipped, at the manufacturer's option, with a Type 1 or Type 2 seat belt assembly. S4.4.3.1.1 Any rear designated seating position with a seat that can be adjusted to be forward- or rear-facing and to face some other direction shall either: (a) Meet the requirements of S4.4.3.1 with the seat in any position in which it can be occupied while the vehicle is in motion, or meet S4.4.3.1.1(b)(1) and S4.4.3.1.1(b)(2). (b)(1) When the seat is in its forward-facing and/or rear-facing position, or within ±30 degrees of either position, have a Type 2 seat belt assembly with an upper torso restraint that (i) Conforms to S7.1 and S7.2 of this standard, (ii) Adjusts by means of an emergency locking retractor conforming to Standard No. 209 (49 CFR 571.209), and (iii) May be detachable at the buckle or upper anchorage, but not both. (2) When the seat is in any position in which it can be occupied while the vehicle is in motion, have a Type 1 seat belt or the pelvic portion of a Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard. S4.4.3.1.2 Any rear designated seating position on a readily removable seat (that is, a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) may meet the requirements of S4.4.3.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.4.3.1.3 Any inboard designated seating position on a seat for which the entire seat back can be folded such that no part of the seat back extends above a horizontal plane located 250 mm above the highest SRP located on the seat may meet the requirements of S4.4.3.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.4.3.1.4 Any rear designated seating position adjacent to a walkway located between the seat, which walkway is designed to allow access to more rearward designated seating positions, and not adjacent to the side of the vehicle may meet the requirements of S4.4.3.1 by use of a belt incorporating a release mechanism that detaches both the lap and shoulder portion at either the upper or lower anchorage point, but not both. The means of detachment shall be a key or key-like object. S4.4.3.1.5 Any rear side-facing designated seating position shall be equipped with a Type 1 or Type 2 seat belt assembly that conforms to S7.1 and S7.2 of this standard. S4.4.3.2 Each school bus with a gross vehicle weight rating of 4,536 kg (10,000 pounds) or less shall comply with the requirements of S4.4.3.2.1 and S4.4.3.2.2. S4.4.3.2.1 The driver's designated seating position and any outboard designated seating position not rearward of the driver's seating position shall be equipped with a Type 2 seat belt assembly. For a school bus without a driver's designated seating position, the outboard designated seating positions in the front row of seats shall be equipped with Type 2 seat belt assemblies. The seat belt assembly shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. The lap belt portion of the seat belt assembly shall include either an emergency locking retractor or an automatic locking retractor. An automatic locking retractor shall not retract webbing to the next locking position until at least 3/4 S4.4.3.2.2 Passenger seating positions, other than those specified in S4.4.3.2.1, shall be equipped with Type 2 seat belt assemblies that comply with the requirements of S7.1.1.5, S7.1.5 and S7.2 of this standard. S4.4.3.3 Each over-the-road-bus with a GVWR of 4,536 kg (10,000 lb) or less shall meet the requirements of S4.4.5.1 (as specified for buses with a GVWR or more than 11,793 kg (26,000 lb)). S4.4.3.4 Seat belt warnings for buses manufactured on or after September 1, 2028 with a GVWR of 4,536 kg (10,000 lb) or less. S4.4.3.4.1 All front outboard designated seating positions and any front inboard designated seating position for which a seat belt warning is required by S4.2.6.4 shall comply with S7.5 of this standard. S4.4.3.4.2 All rear designated seating positions certified to a compliance option requiring a seat belt, except for school buses and law enforcement vehicles, shall comply with S7.5 of this standard. S4.4.4 Buses with a GVWR of more than 4,536 kg (10,000 lb) but not greater than 11,793 kg (26,000 lb). S4.4.4.1 Each bus with a GVWR of more than 4,536 kg (10,000 lb) but not greater than 11,793 kg (26,000 lb), except a school bus or an over-the-road bus, shall meet the requirements of S4.4.4.1.1 or S4.4.4.1.2. S4.4.4.1.1 First option—complete passenger protection system—driver only. S4.4.4.1.2 Second option—belt system. (a) An automatic locking retractor used at a driver's seating position that has some type of suspension system for the seat shall be attached to the seat structure that moves as the suspension system functions. (b) The lap belt or lap belt portion of a seat belt assembly equipped with an automatic locking retractor that is installed at the driver's seating position must allow at least 3/4 (c) Compliance with S4.4.4.2.1(b) of this standard is determined as follows: (1) The seat belt assembly is buckled and the retractor end of the seat belt assembly is anchored to a horizontal surface. The webbing for the lap belt or lap belt portion of the seat belt assembly is extended to 75 percent of its length and the retractor is locked after the initial adjustment. (2) A load of 20 pounds is applied to the free end of the lap belt or the lap belt portion of the belt assembly (i.e., the end that is not anchored to the horizontal surface) in the direction away from the retractor. The position of the free end of the belt assembly is recorded. (3) Within a 30 second period, the 20 pound load is slowly decreased, until the retractor moves to the next locking position. The position of the free end of the belt assembly is recorded again. (4) The difference between the two positions recorded for the free end of the belt assembly shall be at least 3/4 S4.4.4.2 Each school bus with a GVWR of more than 4,536 kg (10,000 lb) but not greater than 11,793 kg (26,000 lb) shall be equipped with a Type 2 seat belt assembly at the driver's designated seating position. The seat belt assembly shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a seat belt assembly installed in compliance with this requirement includes an automatic locking retractor for the lap belt portion, that seat belt assembly shall comply with paragraphs (a) through (c) of S4.4.4.1.2 of this standard. If a seat belt assembly installed in compliance with this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension-relieving device, and the vehicle shall comply with S7.4.2(c) of this standard. S4.4.4.3 Each over-the-road-bus with a GVWR of more than 4,536 kg (10,000 lb) but not greater than 11,793 kg (26,000 lb) shall meet the requirements of S4.4.5.1 (as specified for buses with a GVWR or more than 11,793 kg (26,000 lb)). S4.4.5 Buses with a GVWR of more than 11,793 kg (26,000 lb). S4.4.5.1 Each bus with a GVWR of more than 11,793 kg (26,000 lb), except a perimeter-seating bus, transit bus, or school bus, shall comply with the requirements of S4.4.5.1.1 and S4.4.5.1.2. S4.4.5.1.1 The driver's designated seating position and any outboard designated seating position not rearward of the driver's seating position shall be equipped with a Type 2 seat belt assembly. The seat belt assembly shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. For a bus without a driver's designated seating position, any outboard designated seating position in the front row of seats, shall be equipped with Type 2 seat belt assemblies. If a seat belt assembly installed in compliance with this requirement includes an automatic locking retractor for the lap belt portion, that seat belt assembly shall comply with paragraphs (a) through (c) of S4.4.4.1.2 of this standard. If a seat belt assembly installed in compliance with this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension-relieving device, and the vehicle shall comply with S7.4.2(c) of this standard. S4.4.5.1.2 Passenger seating positions, other than those specified in S4.4.5.1.1 and seating positions on prison buses rearward of the driver's seating position, shall: (a) Other than for over-the-road buses: (i) Be equipped with a Type 2 seat belt assembly at any seating position that is not a side-facing position; (ii) Be equipped with a Type 1 or Type 2 seat belt assembly at any seating position that is a side-facing position; (c) For over-the-road buses, be equipped with a Type 2 seat belt assembly; (d) Have the seat belt assembly attached to the seat structure at any seating position that has another seating position, wheelchair position, or side emergency door behind it; and (e) Comply with the requirements of S7.1.1.5, S7.1.1.6, S7.1.3, and S7.2 of this standard. S4.4.5.2 Each perimeter-seating bus and transit bus with a GVWR of more than 11,793 kg (26,000 lb) shall meet the requirements of S4.4.4.1.1 or S4.4.4.1.2 (as specified for buses with a GVWR of more than 4,536 kg (10,000 lb) but not greater than 11,793 kg (26,000 lb)). S4.4.5.3 Each school bus with a GVWR of more than 11,793 kg (26,000 lb) shall be equipped with a Type 2 seat belt assembly at the driver's designated seating position. The seat belt assembly shall comply with Standard No. 209 (49 CFR 571.209) and with S7.1 and S7.2 of this standard. If a seat belt assembly installed in compliance with this requirement includes an automatic locking retractor for the lap belt portion, that seat belt assembly shall comply with paragraphs (a) through (c) of S4.4.4.1.2 of this standard. If a seat belt assembly installed in compliance with this requirement incorporates any webbing tension-relieving device, the vehicle owner's manual shall include the information specified in S7.4.2(b) of this standard for the tension-relieving device, and the vehicle shall comply with S7.4.2(c) of this standard. S4.5 Other general requirements. S4.5.1 Labeling and owner's manual information. (a) Air bag maintenance or replacement information. (b) Sun visor air bag warning label. (i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black. (ii) The message area shall be white with black text. The message area shall be no less than 30 cm 2 2 (iii) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 30 mm (1.2 in) in diameter. (iv) If the vehicle does not have a back seat, the label shown in Figure 6a or 6b may be modified by omitting the statements: “The BACK SEAT is the SAFEST place for children.” (2) Vehicles certified to meet the requirements specified in S19, S21, or S23 before September 1, 2003 shall have a label permanently affixed to either side of the sun visor, at the manufacturer's option, at each front outboard seating position that is equipped with an inflatable restraint. The label shall conform in content to the label shown either in Figure 8 or Figure 11 of this standard, at the manufacturer's option, and shall comply with the requirements of S4.5.1(b)(2)(i) through S4.5.1(b)(2)(iv). (i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black. (ii) The message area shall be white with black text. The message area shall be no less than 30 cm 2 2 (iii) The pictogram shall be black on a white background. The pictogram shall be no less than 30 mm (1.2 in) in length. (iv) If the vehicle does not have a back seat, the label shown in the figure may be modified by omitting the statement: “The BACK SEAT is the SAFEST place for CHILDREN.” (v) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in the figure may be modified by omitting the statement: “Never put a rear-facing child seat in the front.” (3) Vehicles certified to meet the requirements specified in S19, S21, or S23 on or after September 1, 2003 shall have a label permanently affixed to either side of the sun visor, at the manufacturer's option, at each front outboard seating position that is equipped with an inflatable restraint. The label shall conform in content to the label shown in Figure 11 of this standard and shall comply with the requirements of S4.5.1(b)(3)(i) through S4.5.1(b)(3)(iv). (i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black. (ii) The message area shall be white with black text. The message area shall be no less than 30 cm 2 2 (iii) The pictogram shall be black on a white background. The pictogram shall be no less than 30 mm (1.2 in) in length. (iv) If the vehicle does not have a back seat, the label shown in the figure may be modified by omitting the statement: “The BACK SEAT is the SAFEST place for CHILDREN.” (v) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in the figure may be modified by omitting the statement: “Never put a rear-facing child seat in the front.” (4) Design-specific information. (i) A manufacturer may request in writing that the Administrator authorize additional design-specific information to be placed on the air bag sun visor label for vehicles certified to meet the requirements specified in S19, S21, or S23. The label shall conform in content to the label shown in Figure 11 of this standard and shall comply with the requirements of S4.5.1(b)(3)(i) through S4.5.1(b)(3)(iv), except that the label may contain additional, design-specific information, if authorized by the Administrator. (ii) The request must meet the following criteria: (A) The request must provide a mock-up of the label with the specific language or pictogram the manufacturer requests permission to add to the label. (B) The additional information conveyed by the requested label must be specific to the design or technology of the air bag system in the vehicle and not applicable to all or most air bag systems. (C) The additional information conveyed by the requested label must address a situation in which foreseeable occupant behavior can affect air bag performance. (iii) The Administrator shall authorize or reject a request by a manufacturer submitted under S4.5.1(b)(4)(i) on the basis of whether the additional information could result in information overload or would otherwise make the label confusing or misleading. No determination will be made as to whether, in light of the above criteria, the particular information best prevents information overload or whether the information best addresses a particular air bag risk. Moreover, the Administrator will not verify or vouch for the accuracy of the information. (5) Limitations on additional labels. (i) Except for the information on an air bag maintenance label placed on the sun visor pursuant to S4.5.1(a) of this standard, or on a utility vehicle warning label placed on the sun visor that conforms in content, form, and sequence to the label shown in Figure 1 of 49 CFR 575.105, no other information shall appear on the same side of the sun visor to which the sun visor air bag warning label is affixed. (ii) Except for the information in an air bag alert label placed on the sun visor pursuant to S4.5.1(c) of this standard, or on a utility vehicle warning label placed on the sun visor that conforms in content, form, and sequence to the label shown in Figure 1 of 49 CFR 575.105, no other information about air bags or the need to wear seat belts shall appear anywhere on the sun visor. (c) Air bag alert label. (1) The message area shall be black with yellow text. The message area shall be no less than 20 square cm. (2) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 20 mm in diameter. (3) If a vehicle does not have an inflatable restraint at any front seating position other than that for the driver's designated seating position, the pictogram may be omitted from the label shown in Figure 6c. (d) At the option of the manufacturer, the requirements in S4.5.1(b) and S4.5.1(c) for labels that are permanently affixed to specified parts of the vehicle may instead be met by permanent marking or molding of the required information. (e) Label on the dashboard. (i) The heading area shall be yellow with the word “WARNING” and the alert symbol in black. (ii) The message area shall be white with black text. The message area shall be no less than 30 cm 2 2 (iii) If the vehicle does not have a back seat, the label shown in Figure 7 may be modified by omitting the statement: “The back seat is the safest place for children 12 and under.” (2) Vehicles certified to meet the requirements specified in S19, S21, and S23 before December 1, 2003, that are equipped with an inflatable restraint for the passenger position shall have a label attached to a location on the dashboard or the steering control hub that is clearly visible from all front seating positions. The label need not be permanently affixed to the vehicle. This label shall conform in content to the label shown in either Figure 9 or Figure 12 of this standard, at manufacturer's option, and shall comply with the requirements of S4.5.1(e)(2)(i) through S4.5.1(e)(2)(iv). (i) The heading area shall be yellow with black text. (ii) The message area shall be white with black text. The message area shall be no less than 30 cm 2 2 (iii) If the vehicle does not have a back seat, the labels shown in Figures 9 and 12 may be modified by omitting the statement: “The back seat is the safest place for children.” (iv) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in Figure 12 may be modified by omitting the statement: “Never put a rear-facing child seat in the front.” (3) Vehicles certified to meet the requirements specified in S19, S21, and S23 on or after December 1, 2003, that are equipped with an inflatable restraint for the passenger position shall have a label attached to a location on the dashboard or the steering control hub that is clearly visible from all front seating positions. The label need not be permanently affixed to the vehicle. This label shall conform in content to the label shown in Figure 12 of this standard and shall comply with the requirements of S4.5.1(e)(3)(i) through S4.5.1(e)(3)(iv). (i) The heading area shall be yellow with black text. (ii) The message area shall be white with black text. The message area shall be no less than 30 cm 2 2 (iii) If the vehicle does not have a back seat, the label shown in Figure 12 may be modified by omitting the statement: “The back seat is the safest place for children.” (iv) If the vehicle does not have a back seat or the back seat is too small to accommodate a rear-facing child restraint consistent with S4.5.4.1, the label shown in Figure 12 may be modified by omitting the statement: “Never put a rear-facing child seat in the front.” (f) Information to appear in owner's manual. (2) For any vehicle certified to meet the requirements specified in S14.5, S15, S17, S19, S21, S23, and S25, the manufacturer shall also include in the vehicle owner's manual a discussion of the advanced passenger air bag system installed in the vehicle. The discussion shall explain the proper functioning of the advanced air bag system and shall provide a summary of the actions that may affect the proper functioning of the system. The discussion shall include, at a minimum, accurate information on the following topics: (i) A presentation and explanation of the main components of the advanced passenger air bag system. (ii) An explanation of how the components function together as part of the advanced passenger air bag system. (iii) The basic requirements for proper operation, including an explanation of the actions that may affect the proper functioning of the system. (iv) For vehicles certified to meet the requirements of S19.2, S21.2 or S23.2, a complete description of the passenger air bag suppression system installed in the vehicle, including a discussion of any suppression zone. (v) An explanation of the interaction of the advanced passenger air bag system with other vehicle components, such as seat belts, seats or other components. (vi) A summary of the expected outcomes when child restraint systems, children and small teenagers or adults are both properly and improperly positioned in the passenger seat, including cautionary advice against improper placement of child restraint systems. (vii) For vehicles certified to meet the requirements of S19.2, S21.2 or S23.2, a discussion of the telltale light, specifying its location in the vehicle and explaining when the light is illuminated. (viii) Information on how to contact the vehicle manufacturer concerning modifications for persons with disabilities that may affect the advanced air bag system. (3) The owner's manual (which includes information provided by the vehicle manufacturer to the consumer, whether in digital or printed form) for any vehicle equipped with a seat belt warning system must include an accurate description of the system features and warning signals, including the location and format of the visual warnings, in an easily understandable format. The description shall include information on when the different features of the warning system will activate and how to interpret the visual warnings. For vehicles with any rear designated seating position that is a readily-removable seat (a seat designed to be easily removed and replaced by means installed by the manufacturer for that purpose) equipped with manual electrical connections that are utilized by the rear seat belt warning system, the owner's manual must include a description of the purpose of the connection, instructions on how to achieve a proper connection, and a description of how not achieving a proper connection may affect the proper functioning of the system. (g) Additional labels placed elsewhere in the vehicle interior. S4.5.2 Readiness indicator. S4.5.3 Automatic belts. S4.5.3.1. An automatic belt that provides only pelvic restraint may not be used pursuant to S4.5.3 to meet the requirements of an option that requires a Type 2 seat belt assembly. An automatic belt may not be used pursuant to S4.5.3 to meet the requirements of S4.1.5.1(a)(3) for a Type 2 seat belt assembly at any seating position equipped with an inflatable restraint system pursuant to S4.1.5.2, S4.1.5.3, S4.2.6.1, or S4.2.6.2 of this standard. S4.5.3.2 An automatic belt, furnished pursuant to S4.5.3, that provides both pelvic and upper torso restraint may have either a detachable or nondetachable upper torso portion, notwithstanding provisions of the option under which it is furnished. S4.5.3.3 An automatic belt furnished pursuant to S4.5.3 shall: (a) Conform to S7.1 and have a single emergency release mechanism whose components are readily accessible to a seated occupant. (b) Conform to the seat belt warning system requirements of S7.3 or S7.5 of this standard, as applicable. S4.5.3.4 An automatic belt furnished pursuant to S4.5.3 that is not required to meet the perpendicular frontal crash protection requirements of S5.1 shall conform to the webbing, attachment hardware, and assembly performance requirements of Standard No. 209. S4.5.3.5 A replacement automatic belt shall meet the requirements of S4.1(k) of Standard No. 209. S4.5.4 Passenger air bag manual cut-off device. S4.5.4.1 The vehicle complies with either S4.5.4.1(a) or S4.5.4.1(b). (a) The vehicle has no forward-facing designated seating positions to the rear of the front seating positions. (b) With the seats and seat backs adjusted as specified in S8.1.2 and S8.1.3, the distance, measured along a longitudinal horizontal line tangent to the highest point of the rear seat bottom in the longitudinal vertical plane described in either S4.5.4.1(b)(1) or S4.5.4.1(b)(2), between the rearward surface of the front seat back and the forward surface of the rear seat back is less than 720 millimeters. (1) In a vehicle equipped with front bucket seats, the vertical plane at the centerline of the driver's seat cushion. (2) In a vehicle equipped with front bench seating, the vertical plane which passes through the center of the steering wheel rim. S4.5.4.2 The device is operable by means of the ignition key for the vehicle. The device shall be separate from the ignition switch for the vehicle, so that the driver must take some action with the ignition key other than inserting it or turning it in the ignition switch to deactivate the passenger air bag. Once deactivated, the passenger air bag shall remain deactivated until it is reactivated by means of the device. S4.5.4.3 A telltale light in the interior of the vehicle shall be illuminated whenever the passenger air bag is turned off by means of the on-off switch. The telltale shall be clearly visible to occupants of all front seating positions. “Clearly visible” means within the normal range of vision throughout normal driving operations. The telltale: (a) Shall be yellow; (b) Shall have the identifying words “PASSENGER AIR BAG OFF” or “PASS AIR BAG OFF” on the telltale or within 25 millimeters of the telltale; (c) Shall remain illuminated for the entire time that the air bag is “off”; (d) Shall not be illuminated at any time when the air bag is “on”; and, (e) Shall not be combined with the readiness indicator required by S4.5.2 of this standard. S4.5.4.4 The vehicle owner's manual shall provide, in a readily understandable format: (a) Complete instructions on the operation of the on-off switch; (b) A statement that the on-off switch should only be used when a member of a passenger risk group identified in the request form in appendix B to part 595 of this chapter is occupying the right front passenger seating position; and, (c) A warning about the safety consequences of using the on-off switch at other times. S4.5.5 Rear seat belt requirements for passenger cars and for trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lbs.) or less. S4.5.5.1 Vehicles manufactured on or after September 1, 2005 and before September 1, 2007. (a) For vehicles manufactured for sale in the United States on or after September 1, 2005, and before September 1, 2007, a percentage of the manufacturer's production as specified in S4.5.5.2, shall meet the requirements specified in either S4.1.5.5 for complying passenger cars, S4.2.7 for complying trucks and multipurpose passenger vehicles, or S4.4.3.1 for complying buses. (b) A manufacturer that sells two or fewer carlines, as that term is defined at 49 CFR 583.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph, instead of paragraph (a) of this section. Each vehicle manufactured on or after September 1, 2006, and before September 1, 2007, shall meet the requirements specified in S4.1.5.5 for complying passenger cars, S4.2.7 for complying trucks & multipurpose passenger vehicles, and S4.4.3.1 for complying buses. Credits for vehicles manufactured before September 1, 2006 are not to be applied to the requirements of this paragraph. (c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S4.5.5.1. (d) Vehicles that are manufactured by a manufacturer that produces fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S4.5.5.1. S4.5.5.2 Phase-in schedule. (a) Vehicles manufactured on or after September 1, 2005, and before September 1, 2006. Subject to S4.5.5.3(a), for vehicles manufactured on or after September 1, 2005, and before September 1, 2006, the amount of vehicles complying with S4.1.5.5 for complying passenger cars, S4.2.7 for complying trucks and multipurpose passenger vehicles, or S4.4.3.1 for complying buses shall be not less than 50 percent of: (1) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years immediately prior to September 1, 2005, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2003, and before September 1, 2006, or (2) The manufacturer's production on or after September 1, 2005, and before September 1, 2006. (b) Vehicles manufactured on or after September 1, 2006, and before September 1, 2007. Subject to S4.5.5.3(b), for vehicles manufactured on or after September 1, 2006, and before September 1, 2007, the amount of vehicles complying with S4.1.5.5 for complying passenger cars, S4.2.7 for complying trucks and multipurpose passenger vehicles, or S4.4.3.1 for complying buses shall be not less than 80 percent of: (1) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years immediately prior to September 1, 2006, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2004, and before September 1, 2007, or (2) The manufacturer's production on or after September 1, 2006, and before September 1, 2007. S4.5.5.3 Calculation of complying vehicles. (a) For the purposes of complying with S4.5.5.2(a), a manufacturer may count a vehicle if it is manufactured on or after February 7, 2005, but before September 1, 2006. (b) For the purposes of complying with S4.5.5.2(b), a manufacturer may count a vehicle if it: (1) Is manufactured on or after February 7, 2005, but before September 1, 2007, and (2) Is not counted toward compliance with S4.5.5.2(a). S4.5.5.4 Vehicles produced by more than one manufacturer. (a) For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S4.5.5.2, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to paragraph (b) of this section. (1) A vehicle that is imported shall be attributed to the importer. (2) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. (b) A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under paragraph (a) of this section. S4.6 Dynamic testing of manual belt systems. S4.6.1 Each truck and multipurpose passenger vehicle with a GVWR of 8,500 pounds or less and an unloaded weight of less than 5,500 pounds that is manufactured on or after September 1, 1991, and is equipped with a Type 2 seat belt assembly at a front outboard designated seating position pursuant to S4.1.2.3 shall meet the frontal crash protection requirements of S5.1 at those designated seating positions with a test dummy restrained by a Type 2 seat belt assembly that has been adjusted in accordance with S7.4.2. A vehicle shall not be deemed to be in noncompliance with this standard if its manufacturer establishes that it did not have reason to know in the exercise of due care that such vehicle is not in conformity with the requirement of this standard. S4.6.2 Any manual seat belt assembly subject to the requirements of S5.1 of this standard by virtue of any provision of this standard other than S4.1.2.1(c)(2) does not have to meet the requirements of S4.2(a)-(f) and S4.4 of Standard No. 209 (§ 571.209). S4.6.3 Any manual seat belt assembly subject to the requirements of S5.1 of this standard by virtue of S4.1.2.1(c)(2) does not have to meet the elongation requirements of S4.2(c), S4.4(a)(2), S4.4(b)(4), and S4.4(b)(5) of Standard No. 209 (§ 571.209). S4.7 [Reserved] S4.8 Selection of compliance options. S4.9 Values and tolerances. S4.10 Metric values. S4.11 Test duration for purpose of measuring injury criteria. (a) For all barrier crashes, the injury criteria specified in this standard shall be met when calculated based on data recorded for 300 milliseconds after the vehicle strikes the barrier. (b) For the 3-year-old and 6-year-old child dummy low risk deployment tests, the injury criteria specified in this standard shall be met when calculated on data recorded for 100 milliseconds after the initial deployment of the air bag. (c) For 12-month-old infant dummy low risk deployment tests, the injury criteria specified in the standard shall be met when calculated on data recorded for 125 milliseconds after the initiation of the final stage of air bag deployment designed to deploy in any full frontal rigid barrier crash up to 64 km/h (40 mph). (d) For driver dummy low risk deployment tests, the injury criteria shall be met when calculated based on data recorded for 125 milliseconds after the initiation of the final stage of air bag deployment designed to deploy in any full frontal rigid barrier crash up to 26 km/h (16 mph). (e) The requirements for dummy containment shall continue until both the vehicle and the dummies have ceased moving. S4.12 Suppression systems that do not detect dummies. S4.13 Data channels. S5 Occupant crash protection requirements for the 50th percentile adult male dummy. S5.1 Frontal barrier crash test. S5.1.1 Belted test. Vehicles not certified to S14. (b) Vehicles certified to S14 Vehicles certified to S14.1 or S14.2. (2) Vehicles certified to S14.3 or S14.4. S5.1.2 Unbelted test. Vehicles not certified to the requirements of S13 or S14. (1) Impact a vehicle traveling longitudinally forward at any speed up to and including 48 km/h (30 mph), into a fixed rigid barrier that is perpendicular to the line of travel of the vehicle, and at any angle up to 30 degrees in either direction from the perpendicular to the line of travel of the vehicle, under the applicable conditions of S8 and S10, excluding S10.7, S10.8, and S10.9. The test dummy specified in S8.1.8 placed in each front outboard designated seating position shall meet the injury criteria of S6.1, S6.2(a), S6.3, S6.4(a), and S6.5 of this standard. (2) Impact a vehicle traveling longitudinally forward at any speed between 32 km/h (20 mph) and 40 km/h (25 mph), inclusive, into a fixed rigid barrier that is perpendicular to the line of travel of the vehicle, and at any angle up to 30 degrees in either direction from the perpendicular to the line of travel of the vehicle, under the applicable conditions of S8 and S10, excluding S10.7, S10.8, and S10.9. The test dummy specified in S8.1.8 placed in each front outboard designated seating position shall meet the injury criteria of S6.1, S6.2(b), S6.3, S6.4(b), S6.5, and S6.6 of this standard. (b) Vehicles certified to the requirements of S14. S5.2 Lateral moving barrier crash test. S5.3 Rollover. S6 Injury criteria for the part 572, subpart E, Hybrid III test dummy. S6.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment. S6.2 Head injury criteria. 1 2 1 2 36 r (2) The maximum calculated HIC 36 (b)(1) For any two points in time, t 1 2 1 2 15 r (2) The maximum calculated HIC 15 S6.3 The resultant acceleration calculated from the output of the thoracic instrumentation shown in drawing 78051.218, revision R incorporated by reference in part 572, subpart E of this chapter shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S6.4 Chest deflection. (b) Compressive deflection of the sternum relative to the spine shall not exceed 63 mm (2.5 in). S6.5 The force transmitted axially through each upper leg shall not exceed 2250 pounds. S6.6 Neck injury. (a) Nij. (1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600. (2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf). (3) When calculating Nij using equation S6.6(a)(4), the critical values, Fzc and Myc, are: (i) Fzc = 6806 N (1530 lbf) when Fz is in tension (ii) Fzc = 6160 N (1385 lbf) when Fz is in compression (iii) Myc = 310 Nm (229 lbf-ft) when a flexion moment exists at the occipital condyle (iv) Myc = 135 Nm (100 lbf-ft) when an extension moment exists at the occipital condyle. (4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by: Nij = (Fz/Fzc) + (Mocy/Myc) (5) None of the four Nij values shall exceed 1.0 at any time during the event. (b) Peak tension. (c) Peak compression. S6.7 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR Part 572, Subpart E Hybrid III test dummy. S7. Seat belt assembly requirements. S7.1 Adjustment. S7.1.1 Except as specified in S7.1.1.1 and S7.1.1.2, the lap belt of any seat belt assembly furnished in accordance with S4.1.2 shall adjust by means of any emergency-locking or automatic-locking retractor that conforms to § 571.209 to fit persons whose dimensions range from those of a 50th percentile 6-year-old child to those of a 95th percentile adult male and the upper torso restraint shall adjust by means of an emergency-locking retractor or a manual adjusting device that conforms to § 571.209 to fit persons whose dimensions range from those of a 5th percentile adult female to those of a 95th percentile adult male, with the seat in any position, the seat back in the manufacturer's nominal design riding position, and any adjustable anchorages adjusted to the manufacturer's nominal design position for a 50th percentile adult male occupant. However, an upper torso restraint furnished in accordance with S4.1.2.3.1(a) shall adjust by means of an emergency-locking retractor that conforms to § 571.209. S7.1.1.1 A seat belt assembly installed at the driver's seating position shall adjust to fit persons whose dimensions range from those of a 5th-percentile adult female to those of a 95th-percentile adult male. S7.1.1.2 (a) A seat belt assembly installed in a motor vehicle other than a forward control vehicle at any designated seating position other than the outboard positions of the front and second seats shall adjust either by a retractor as specified in S7.1.1 or by a manual adjusting device that conforms to § 571.209. (b) A seat belt assembly installed in a forward control vehicle at any designated seating position other than the front outboard seating positions shall adjust either by a retractor as specified in S7.1.1 or by a manual adjusting device that conforms to § 571.209. (c) A seat belt assembly installed in a forward-facing rear outboard seating position in a law enforcement vehicle shall adjust either by a retractor as specified in S7.1.1 or by a manual adjusting device that conforms to § 571.209. S7.1.1.3 A Type 1 lap belt or the lap belt portion of any Type 2 seat belt assembly installed at any forward-facing outboard designated seating position of a vehicle with a gross vehicle weight rating of 10,000 pounds or less to comply with a requirement of this standard, except walk-in van-type vehicles and school buses, and except in rear seating positions in law enforcement vehicles, shall meet the requirements of S7.1 by means of an emergency locking retractor that conforms to Standard No. 209 (49 CFR 571.209). S7.1.1.4 Notwithstanding the other provisions of S7.1—S7.1.1.3, emergency-locking retractors on belt assemblies located in positions other than front outboard designated seating postions may be equipped with a manual webbing adjustment device capable of causing the retractor that adjusts the lap belt to lock when the belt is buckled. S7.1.1.5 Passenger cars, and trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less manufactured on or after September 1, 1995 and buses with a GVWR of more than 11,793 kg (26,000 pounds) manufactured on or after November 28, 2016, except a perimeter-seating bus, prison bus, school bus, or transit bus, shall meet the requirements of S7.1.1.5(a), S7.1.1.5(b) and S7.1.1.5(c). (a) Each designated seating position, except the driver's designated seating position, and except any right front seating position that is equipped with an automatic belt, that is in any motor vehicle, except walk-in van-type vehicles and vehicles manufactured to be sold exclusively to the U.S. Postal Service, and that is forward-facing or can be adjusted to be forward-facing, shall have a seat belt assembly whose lap belt portion is lockable so that the seat belt assembly can be used to tightly secure a child restraint system. The means provided to lock the lap belt or lap belt portion of the seat belt assembly shall not consist of any device that must be attached by the vehicle user to the seat belt webbing, retractor, or any other part of the vehicle. Additionally, the means provided to lock the lap belt or lap belt portion of the seat belt assembly shall not require any inverting, twisting or otherwise deforming of the belt webbing. (b) If the means provided pursuant to S7.1.1.5(a) to lock the lap belt or lap belt portion of any seat belt assembly makes it necessary for the vehicle user to take some action to activate the locking feature, the vehicle owner's manual shall include a description in words and/or diagrams describing how to activate the locking feature so that the seat belt assembly can tightly secure a child restraint system and how to deactivate the locking feature to remove the child restraint system. (c) Except for seat belt assemblies that have no retractor or that are equipped with an automatic locking retractor, compliance with S7.1.1.5(a) is demonstrated by the following procedure: (1) With the seat in any adjustment position, buckle the seat belt assembly. Complete any procedures recommended in the vehicle owner's manual, pursuant to S7.1.1.5(b), to activate any locking feature for the seat belt assembly. (2) Locate a reference point A on the safety belt buckle. Locate a reference point B on the attachment hardware or retractor assembly at the other end of the lap belt or lap belt portion of the seat belt assembly. Adjust the lap belt or lap belt portion of the seat belt assembly pursuant to S7.1.1.5(c)(1) as necessary so that the webbing between points A and B is at the maximum length allowed by the belt system. Measure and record the distance between points A and B along the longitudinal centerline of the webbing for the lap belt or lap belt portion of the seat belt assembly. (3) Readjust the belt system so that the webbing between points A and B is at any length that is 5 inches or more shorter than the maximum length of the webbing. (4) Apply a pre-load of 10 pounds, using the webbing tension pull device described in Figure 5 of this standard, to the lap belt or lap belt portion of the seat belt assembly in a vertical plane parallel to the longitudinal axis of the vehicle and passing through the seating reference point of the designated seating position whose belt system is being tested. Apply the pre-load in a horizontal direction toward the front of the vehicle with a force application angle of not less than 5 degrees nor more than 15 degrees above the horizontal. Measure and record the length of belt between points A and B along the longitudinal centerline of the webbing for the lap belt or lap belt portion of the seat belt assembly while the pre-load is being applied. (5) Apply a load of 50 pounds, using the webbing tension pull device described in Figure 5 of this standard, to the lap belt or lap belt portion of the seat belt assembly in a vertical plane parallel to the longitudinal axis of the vehicle and passing through the seating reference point of the designated seating position whose belt system is being tested. The load is applied in a horizontal direction toward the front of the vehicle with a force application angle of not less than 5 degrees nor more than 15 degrees above the horizontal at an onset rate of not more than 50 pounds per second. Attain the 50 pound load in not more than 5 seconds. If webbing sensitive emergency locking retroactive are installed as part of the lap belt assembly or lap belt portion of the seat belt assembly, apply the load at a rate less than the threshold value for lock-up specified by the manufacturer. Maintain the 50 pound load for at least 5 seconds before the measurements specified in S7.1.1.5(c)(6) are obtained and recorded. (6) Measure and record the length of belt between points A and B along the longitudinal centerline of the webbing for the lap belt or lap belt portion of the seat belt assembly. (7) The difference between the measurements recorded under S7.1.1.5(c) (6) and (4) shall not exceed 2 inches. (8) The difference between the measurements recorded under S7.1.1.5(c) (6) and (2) shall be 3 inches or more. S7.1.1.6 Passenger seats, other than any outboard designated seating position not rearward of the driver's seating position, in buses with a GVWR of more than 11,793 kg (26,000 lb) manufactured on or after . S7.1.2 Except as provided in S7.1.2.1, S7.1.2.2, and S7.1.2.3, for each Type 2 seat belt assembly which is required by Standard No. 208 (49 CFR 571.208), the upper anchorage, or the lower anchorage nearest the intersection of the torso belt and the lap belt, shall include a movable component which has a minimum of two adjustment positions. The distance between the geometric center of the movable component at the two extreme adjustment positions shall be not less than five centimeters, measured linearly. If the component required by this paragraph must be manually moved between adjustment positions, information shall be provided in the owner's manual to explain how to adjust the seat belt and warn that misadjustment could reduce the effectiveness of the safety belt in a crash. S7.1.2.1 As an alternative to meeting the requirement of S7.1.2, a Type 2 seat belt assembly shall provide a means of automatically moving the webbing in relation to either the upper anchorage, or the lower anchorage nearest the intersection of the torso belt and the lap belt. The distance between the midpoint of the webbing at the contact point of the webbing and the anchorage at the extreme adjustment positions shall be not less than five centimeters, measured linearly. S7.1.2.2 The requirements of S7.1.2 do not apply the anchorages of a Type 2 seat belt assembly installed: (a) At a seat which is adjustable fore and aft while the vehicle is in motion and whose seat frame above the fore-and-aft adjuster is part of each of the assembly's seat belt anchorages, as defined in S3 of Standard No. 210 (49 CFR 571.210). (b) At a seat that is not adjustable fore and aft while the vehicle is in motion. S7.1.2.3 The requirements of S7.1.2 do not apply to any truck with a gross vehicle weight rating of more than 8,500 pounds manufactured before January 1, 1998. S7.1.3 The intersection of the upper torso belt with the lap belt in any Type 2 seat belt assembly furnished in accordance with S4.1.1 or S4.1.2, with the upper torso manual adjusting device, if provided, adjusted in accordance with the manufacturer's instructions, shall be at least 6 inches from the front vertical centerline of a 50th-percentile adult male occupant, measured along the centerline of the lap belt, with the seat in its rearmost and lowest adjustable position and with the seat back in the manufacturer's nominal design riding position. S7.1.4 The weights and dimensions of the vehicle occupants referred to in this standard are as follows: 50th-percentile 50th-percentile 5th-percentile adult female 50th-percentile adult male 95th-percentile adult male Weight 47.3 pounds 82.1 pounds 102 pounds 164 pounds ±3 215 pounds. Erect sitting height 25.4 inches 28.9 inches 30.9 inches 35.7 inches ±.1 38 inches. Hip breadth (sitting) 8.4 inches 10.1 inches 12.8 inches 14.7 inches ±.7 16.5 inches. Hip circumference (sitting) 23.9 inches 27.4 inches (standing) 36.4 inches 42 inches 47.2 inches. Waist circumference (sitting) 20.8 inches 25.7 inches (standing) 23.6 inches 32 inches ±.6 42.5 inches. Chest depth 6.0 inches 7.5 inches 9.3 inches ±.2 10.5 inches Chest circumference: (nipple) 30.5 inches (upper) 26.3 inches 29.8 inches 37.4 inches ±.6 44.5 inches (lower) 26.6 inches S7.1.5 School bus bench seats. S7.2 Latch mechanism. (a) The components of the latch mechanism shall be accessible to a seated occupant in both the stowed and operational positions; (b) The latch mechanism shall release both the upper torso restraint and the lap belt simultaneously, if the assembly has a lap belt and an upper torso restraint that require unlatching for release of the occupant; (c) The latch mechanism shall release at a single point; and; (d) The latch mechanism shall release by a pushbutton action. (e) The requirements of S7.2 do not apply to any automatic belt assembly. The requirements specified in S7.2(a) through (c) do not apply to any safety belt assembly installed at a forward-facing rear outboard seating position in a law enforcement vehicle. S7.3 (a) A seat belt assembly provided at the driver's seating position shall be equipped with a warning system that, at the option of the manufacturer, either— (1) Activates a continuous or intermittent audible signal for a period of not less than 4 seconds and not more than 8 seconds and that activates a continuous or flashing warning light visible to the driver displaying the identifying symbol for the seat belt telltale shown in Table 2 of FMVSS 101 or, at the option of the manufacturer if permitted by FMVSS 101, displaying the words “Fasten Seat Belts” or “Fasten Belts”, for not less than 60 seconds (beginning when the vehicle ignition switch is moved to the “on” or the “start” position) when condition (b) exists simultaneously with condition (c), or that (2) Activates, for a period of not less than 4 seconds and not more than 8 seconds (beginning when the vehicle ignition switch is moved to the “on” or the “start” position), a continuous or flashing warning light visible to the driver, displaying the identifying symbol of the seat belt telltale shown in Table 2 of FMVSS 101 or, at the option of the manufacturer if permitted by FMVSS 101, displaying the words “Fasten Seat Belts” or “Fasten Belts”, when condition (b) exists, and a continuous or intermittent audible signal when condition (b) exists simultaneously with condition (c). (b) The vehicle's ignition switch is moved to the “on” position or to the “start” position. (c) The driver's lap belt is not in use, as determined, at the option of the manufacturer, either by the belt latch mechanism not being fastened, or by the belt not being extended at least 4 inches from its stowed position. S7.4 Seat belt comfort and convenience. (a) Automatic seat belts. (b) Manual seat belts. (1) Vehicles manufactured after September 1, 1986. (2) Vehicles manufactured after September 1, 1989. (i) If the automatic restraint requirement of S4.1.4 is rescinded pursuant to S4.1.5, then manual seat belts installed in a passenger car shall meet the requirements of S7.1.1.3(a), S7.4.2, S7.4.3, S7.4.4, S7.4.5, and S7.4.6. (ii) Manual seat belts installed in a bus, multipurpose passenger vehicle and truck with a gross vehicle weight rating of 10,000 pounds or less, except for walk-in van-type vehicles, shall meet the requirements of S7.4.3, S7.4.4, S7.4.5, and S7.4.6. S7.4.1 Convenience hooks. (a) The vehicle ignition switch is moved to the “on” or “start” position; (b) The vehicle's drive train is engaged; (c) The vehicle's parking brake is in the released mode (nonengaged). S7.4.2 Webbing tension-relieving device. (a) Comply with the requirements of S5.1 with the shoulder belt webbing adjusted to introduce the maximum amount of slack recommended by the vehicle manufacturer pursuant to S7.4.2(b). (b) Have a section in the vehicle owner's manual that explains how the tension-relieving device works and specifies the maximum amount of slack (in inches) recommended by the vehicle manufacturer to be introduced into the shoulder belt under normal use conditions. The explanation shall also warn that introducing slack beyond the amount specified by the manufacturer could significantly reduce the effectiveness of the shoulder belt in a crash; and (c) Have, except for open-body vehicles with no doors, an automatic means to cancel any shoulder belt slack introduced into the belt system by a tension-relieving device. In the case of an automatic safety belt system, cancellation of the tension-relieving device shall occur each time the adjacent vehicle door is opened. In the case of a manual seat belt required to meet S5.1, cancellation of the tension-relieving device shall occur, at the manufacturer's option, either each time the adjacent door is opened or each time the latchplate is released from the buckle. In the case of a Type 2 manual seat belt assembly installed at a rear outboard designated seating position, cancellation of the tension-relieving device shall occur, at the manufacturer's option either each time the door designed to allow the occupant of that seating position entry and egress of the vehicle is opened or each time the latchplate is released from the buckle. In the case of open-body vehicles with no doors, cancellation of the tension-relieving device may be done by a manual means. S7.4.3 Belt contact force. S7.4.4 Latchplate access. S7.4.5 Retraction. S7.4.6 Seat belt guides and hardware. S7.4.6.1 (a) Any manual seat belt assembly whose webbing is designed to pass through the seat cushion or between the seat cushion and seat back shall be designed to maintain one of the following three seat belt parts (the seat belt latchplate, the buckle, or the seat belt webbing) on top of or above the seat cushion under normal conditions (i.e., conditions other than when belt hardware is intentionally pushed behind the seat by a vehicle occupant). In addition, the remaining two seat belt parts must be accessible under normal conditions. (b) The requirements of S7.4.6.1(a) do not apply to: (1) seats whose seat cushions are movable so that the seat back serves a function other than seating, (2) seats which are removable, or (3) seats which are movable so that the space formerly occupied by the seat can be used for a secondary function. S7.4.6.2 The buckle and latchplate of a manual seat belt assembly subject to S7.4.6.1 shall not pass through the guides or conduits provided for in S7.4.6.1 and fall behind the seat when the events listed below occur in the order specified: (a) The belt is completely retracted or, if the belt is nonretractable, the belt is unlatched; (b) the seat is moved to any position to which it is designed to be adjusted; and (c) the seat back, if foldable, is folded forward as far as possible and then moved backward into position. The inboard receptacle end of a seat belt assembly installed at a front outboard designated seating position shall be accessible with the center arm rest in any position to which it can be adjusted (without having to move the armrest). S7.5 Seat belt warning systems for vehicles manufactured on or after September 1, 2028 provided in accordance with the requirements S4.1.5.7, S4.2.8, and S4.4.3.4 of this standard. (a) Definitions for S7.5. not in use in use not in use (2) A warning cycle for an intermittent audible warning (3) Chime frequency (4) Duty cycle (5) A readily-removable seat (6) Seat centerline (b) Front seat belt warning system. (1) Visual warning. (ii) Vehicles with a driver's designated seating position. (iii) Vehicles without a driver's designated seating position. (iv) The visual warning may be continuous or intermittent and must display the identifying symbol or the words specified in table 2 of FMVSS No. 101 (§ 571.101). (v) For a visual warning associated with multiple front outboard seats, the visual warning must use supplementary symbols, words, or abbreviations to indicate the seating positions for which the warnings are intended. (vi) The visual warning must not be overridden by other warnings. (2) Audible warning—first phase. (ii) The audible warning must continue for at least 30 seconds, until the seat belt that triggered the warning is in use, until the seat is no longer occupied, or until the second-phase warning activates. The audible warning may be paused during the activation of another audible safety warning that is designed to alert the driver to take immediate action, but the seat belt audible warning must be resumed for the remainder of the required duration after the other audible warning deactivates. (iii) The audible warning may be continuous or intermittent. If intermittent, inactive periods longer than 3 seconds will not be counted toward the total duration of the audible warning, and there must be no inactive periods greater than 10 seconds. The same audible warning may be used for all front and rear seats. (3) Audible warning—second phase. (ii) The audible warning may be continuous or intermittent. If intermittent, the audible warning when active must be continuous or have a chime frequency of at least 0.5 Hz and a duty cycle of at least 0.2. The same audible warning may be used for all front and rear seats. (4) Cancellation. (c) Rear passenger seat belt warning system. (1) Start-of-trip warning. (i) No visual warning is required for: (A) an unoccupied seat if the system is able to determine whether or not a seat is occupied; (B) a seat belt that is in use in a system designed to indicate to the driver how many or which rear seat belts are not in use; and (C) a seat belt that is not in use in a system designed to indicate to the driver how many or which rear seat belts are in use. (2) Change-of-status warning. (3) Additional visual warning requirements. (ii) The warning must be visible from the driver's seat. (iii) If the warning is designed to indicate how many or which rear seat belts are in use, the color of the symbols or numbers indicating seat belts in use must be green. If the warning is designed to indicate to the driver how many or which rear seat belts are not in use, the color of the symbols or numbers indicating seat belts not in use must be red. (iv) The change-of-status warning may use the same visual warning as the start of trip warning, provided that the color of an illuminated symbol or number , (v) The warning must not be overridden by other visual warnings for the required duration. (4) Audible warning requirements. (ii) The audible warning may be paused during the activation of another audible safety warning that is designed to alert the driver to take immediate action, but the seat belt audible warning must be resumed for the remainder of the required duration after the other audible warning deactivates. (iii) The same audible warning may be used for all front and rear seats. (5) Cancellation. (6) Seat electrical connection requirements. (i) Automatically connect the electrical connections when the seat is put in place; or (ii) If a manual electrical connection is required, the connectors must be readily accessible. (7) Electrical connection warning signal. (d) Test procedures. Occupied designated seating positions. (i) Front outboard seating positions. (B) Seat any human occupant that weighs 46.7 kg (103 lb) or more and is 139.7 cm (55 inches) tall or taller. (ii) Driver's seating position. (B) Seat any human occupant that weighs 46.7 kg (103 lb) or more and is 139.7 cm (55 inches) tall or taller; or (C) The seat may be considered occupied when the ignition switch is in the “on” or “start” position (or the propulsion system is activated). (iii) Rear seating positions. (B) Seat any human occupant that weighs 21 kg (46.5 lb) or more and is 114 cm (45 inches) tall or taller. (iv) Compliance option selection. (2) Seating procedures Seat adjustment. (ii) Test dummy. (iii) Human occupant. (3) Verify that the seat belt warnings function as specified in S7.5(b) and (c) for any combination of seat belt use (at any seating position), seat occupancy (at any seating position), removable seat electrical connection status (connected or not connected, for any removable seat), vehicle speed, and door status (open or closed, for any door), except that the door shall not be opened when the vehicle is in motion. S8. Test conditions. S8.1 General conditions. S8.1.1 Except as provided in paragraph (c) of S8.1.1, the vehicle, including test devices and instrumentation, is loaded as follows: (a) Passenger cars. (b) Multipurpose passenger vehicles, trucks, and buses. (c) Fuel system capacity. (d) Vehicle test attitude. S8.1.2 Adjustable seats are in the adjustment position midway between the forwardmost and rearmost positions, and if separately adjustable in a vertical direction, are at the lowest position. If an adjustment position does not exist midway between the forwardmost and rearmost positions, the closest adjustment position to the rear of the midpoint is used. S8.1.3 Place adjustable seat backs in the manufacturer's nominal design riding position in the manner specified by the manufacturer. Place any adjustable anchorages at the manufacturer's nominal design position for a 50th percentile adult male occupant. Place each adjustable head restraint in its highest adjustment position. Adjustable lumbar supports are positioned so that the lumbar support is in its lowest adjustment position. S8.1.4 Adjustable steering controls are adjusted so that the steering control hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions. S8.1.5 Movable vehicle windows and vents are placed in the fully closed position, unless the vehicle manufacturer chooses to specify a different adjustment position prior to the time it certifies the vehicle. S8.1.6 Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration. S8.1.7 Doors are fully closed and latched but not locked. S8.1.8 Anthropomorphic test dummies. S8.1.8.1 The anthropomorphic test dummies used for evaluation of occupant protection systems manufactured pursuant to applicable portions of S4.1.2, S4.1.3, and S4.1.4 of this standard shall conform to the requirements of subpart E of part 572 of this chapter. S8.1.8.2 Each test dummy is clothed in a form fitting cotton stretch short sleeve shirt with above-the-elbow sleeves and above-the-knee length pants. The weight of the shirt or pants shall not exceed 0.25 pounds each. Each foot of the test dummy is equipped with a size 11XW shoe which meets the configuration size, sole, and heel thickness specifications of MIL-S-13192P (incorporated by reference, see § 571.5) change “P” and whose weight is 1.25 ±0.2 pounds. S8.1.8.3 Limb joints are set at 1g, barely restraining the weight of the limb when extended horizontally. Leg joints are adjusted with the torso in the supine position. S8.1.8.4 Instrumentation does not affect the motion of the dummies during impact or rollover. S8.1.8.5 The stabilized test temperature of the test dummy is at any temperature level between 69 degrees F and 72 degrees F, inclusive. S8.2 Lateral moving barrier crash test conditions. S8.2.1 The moving barrier, including the impact surface, supporting structure, and carriage, weighs 4,000 pounds. S8.2.2 The impact surface of the barrier is a vertical, rigid, flat rectangle, 78 inches wide and 60 inches high, perpendicular to its direction of movement, with its lower edge horizontal and 5 inches above the ground surface. S8.2.3 During the entire impact sequence the barrier undergoes no significant amount of dynamic or static deformation, and absorbs no significant portion of the energy resulting from the impact, except for energy that results in translational rebound movement of the barrier. S8.2.4 During the entire impact sequence the barrier is guided so that it travels in a straight line, with no significant lateral, vertical or rotational movement. S8.2.5 The concrete surface upon which the vehicle is tested is level, rigid and of uniform construction, with a skid number of 75 when measured in accordance with ASTM E274-65T (incorporated by reference, see § 571.5) at 40 m.p.h., omitting water delivery as specified in paragraph 7.1 of that method. S8.2.6 The tested vehicle's brakes are disengaged and the transmission is in neutral. S8.2.7 The barrier and the test vehicle are positioned so that at impact— (a) The vehicle is at rest in its normal attitude; (b) The barrier is traveling in a direction perpendicular to the longitudinal axis of the vehicle at 20 m.p.h.; and (c) A vertical plane through the geometric center of the barrier impact surface and perpendicular to that surface passes through the driver's seating position seating reference point in the tested vehicle. S8.3 Rollover test conditions. S8.3.1 The tested vehicle's brakes are disengaged and the transmission is in neutral. S8.3.2 The concrete surface on which the test is conducted is level, rigid, of uniform construction, and of a sufficient size that the vehicle remains on it throughout the entire rollover cycle. It has a skid number of 75 when measured in accordance with ASTM E274-65T (incorporated by reference, see § 571.5) at 40 m.p.h. omitting water delivery as specified in paragraph 7.1 of that method. S8.3.3 The vehicle is placed on a device, similar to that illustrated in Figure 2, having a platform in the form of a flat, rigid plane at an angle of 23° from the horizontal. At the lower edge of the platform is an unyielding flange, perpendicular to the platform with a height of 4 inches and a length sufficient to hold in place the tires that rest against it. The intersection of the inner face of the flange with the upper face of the platform is 9 inches above the rollover surface. No other restraints are used to hold the vehicle in position during the deceleration of the platform and the departure of the vehicle. S8.3.4 With the vehicle on the test platform, the test devices remain as nearly as possible in the posture specified in S8.1. S8.3.5 Before the deceleration pulse, the platform is moving horizontally, and perpendicularly to the longitudinal axis of the vehicle, at a constant speed of 30 m.p.h. for a sufficient period of time for the vehicle to become motionless relative to the platform. S8.3.6 The platform is decelerated from 30 to 0 m.p.h. in a distance of not more than 3 feet, without change of direction and without transverse or rotational movement during the deceleration of the platform and the departure of the vehicle. The deceleration rate is at least 20g for a minimum of 0.04 seconds. S8.4 Frontal test condition. S9. Pressure vessels and explosive devices. S9.1 Pressure vessels. S9.2 Explosive devices. S10. Test dummy positioning procedures. S10.1 Head. 1/2 1/2 S10.2 Upper Arms. S10.2.1 The driver dummy's upper arms shall be adjacent to the torso with the centerlines as close to a vertical plane as possible. S10.2.2 Any front outboard passenger dummy's upper arms shall be in contact with the seat back and the sides of the torso. S10.3 Hands. S10.3.1 The palms of the driver dummy shall be in contact with the outer part of the steering control rim at the rim's horizontal centerline. The thumbs shall be over the steering control rim and shall be lightly taped to the steering control rim so that if the hand of the test dummy is pushed upward by a force of not less than 2 pounds and not more than 5 pounds, the tape shall release the hand from the steering control rim. S10.3.2 The palms of any passenger test dummy shall be in contact with the outside of the thigh. The little finger shall be in contact with the seat cushion. S10.4 Torso. S10.4.1 Upper Torso. S10.4.1.1 In vehicles equipped with bench seats, the upper torso of the driver and front outboard passenger dummies shall rest against the seat back. The midsagittal plane of the driver dummy shall be vertical and parallel to the vehicle's longitudinal centerline, and pass through the center of rotation of the steering control. The midsagittal plane of any passenger dummy shall be vertical and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline as the midsagittal plane of the driver dummy, if there is a driver's seating position. If there is no driver's seating position, the midsagittal plane of any front outboard passenger dummy shall be vertical and parallel to the vehicle's longitudinal centerline, and pass through the seating reference point of the seat that it occupies. S10.4.1.2 In vehicles equipped with bucket seats, the upper torso of the driver and passenger dummies shall rest against the seat back. The midsagittal plane of the driver and any front outboard passenger dummy shall be vertical and shall coincide with the longitudinal centerline of the bucket seat. S10.4.2 Lower Torso. S10.4.2.1 H-point. 1/2 1/2 1/4 S10.4.2.2 Pelvic angle. 1/2 1/2 S10.5 Legs. S10.6 Feet. S10.6.1 Driver dummy position. S10.6.1.1 If the vehicle has an adjustable accelerator pedal, adjust it to the full forward position. Rest the right foot of the test dummy on the undepressed accelerator pedal with the rearmost point of the heel on the floor pan in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, set it initially perpendicular to the lower leg and then place it as far forward as possible in the direction of the pedal centerline with the rearmost point of the heel resting on the floor pan. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. If the accelerator pedal still does not touch the foot in the full rearward position, leave the pedal in that position. S10.6.1.2 Place the left foot on the toeboard with the rearmost point of the heel resting on the floor pan as close as possible to the point of intersection of the planes described by the toeboard and the floor pan and not on the wheelwell projection. If the foot cannot be positioned on the toeboard, set it initially perpendicular to the lower leg and place it as far forward as possible with the heel resting on the floor pan. If necessary to avoid contact with the vehicle's brake or clutch pedal, rotate the test dummy's left foot about the lower leg. If there is still pedal interference, rotate the left leg outboard about the hip the minimum distance necessary to avoid the pedal interference. For vehicles with a foot rest that does not elevate the left foot above the level of the right foot, place the left foot on the foot rest so that the upper and lower leg centerlines fall in a vertical plane. S10.6.2 Front outboard passenger dummy position. S10.6.2.1 Vehicles with a flat floor pan/toeboard. S10.6.2.2 Vehicles with wheelhouse projections in passenger compartment. S10.7 Test dummy positioning for latchplate access. S10.8 Test dummy positioning for belt contact force. S10.9 Manual belt adjustment for dynamic testing. S11. [Reserved] S12. Temporary Exemption from Requirement for Inflatable Restraint System. S12.1 Scope. S12.2 Definitions. Line line S12.3 Standard of review. S12.4 Exemption applications—General requirements. (a) Be written in the English language; (b) Be submitted in three copies to: Administrator, National Highway Traffic Safety Administration, 400 Seventh Street, SW., Washington, DC 20590; (c) State the full name and address of the manufacturer, the nature of its organization (individual, partnership, corporation, etc.), and the name of the State or country under the laws of which it is organized; (d) Identify the motor vehicle line or lines for which the temporary exemption is being sought; (e) Set forth in full the data, views, and arguments of the manufacturer that would support granting the temporary exemption, including the specific information required by S12.5; and (f) Specify and segregate any part of the information and data submitted in the application that should be withheld from public disclosure in accordance with part 512 of this chapter. S12.5 Exemption applications—Specific content requirements. (a) A clear and specific identification of any component in the inflatable restraint system that has become unavailable due to circumstances beyond the manufacturer's control, and a diagram showing the location of such component within the restraint system and within the vehicle; (b) A clear and specific explanation of the cause or causes of the disruption in the supply of the component, and a showing that such disruption is beyond the control of the manufacturer; (c) An estimate of the length of time that will be needed to correct the disruption and again incorporate the subject components into current production, or an explanation of why it is not possible to provide such an estimate; (d) A complete statement of the bases for the manufacturer's belief that NHTSA should grant a temporary exemption in response to this application; (e) An unconditional statement by the manufacturer that it will recall every vehicle for which a temporary exemption is requested in the application, to install all missing inflatable restraint systems; (f) A plan setting forth steps the manufacturer will take to ensure that as many exempted vehicles as possible will be returned for installation of missing inflatable restraint systems; (g) A proposed reasonable period of time after the disruption in the supply of inflatable restraint system components is corrected that the manufacturer estimates will ensure a sufficient quantity of components for both anticipated production and retrofit of those vehicles for which a temporary exemption is requested in the application, so that the vehicle manufacturer can recall those vehicles for which a temporary exemption is requested and install inflatable restraint systems in them, together with a demonstration of why the manufacturer believes this proposed period of time is reasonable for completing this recall, or an explanation of why it is not possible to provide such an estimate; (h) A proposed date for termination of the exemption; (i) A proposed date by which all exempted vehicles will have been recalled and had inflatable restraints installed (assuming owners returned their vehicles in a timely matter in response to a first notice by the manufacturer), or an explanation of why it is not possible to provide such an estimate. S12.6 Processing an application for a temporary exemption. (b) Notice of each application for temporary exemption shall be published in the Federal Register. (c) NHTSA will issue its decision to grant or deny the requested temporary exemption not later than 15 days after the agency receives a complete petition, as defined in paragraph (a). However, a failure to issue a decision within this time does not result in a grant of the petition. (d) Notice of each decision to grant or deny a temporary exemption, and the reasons for granting or denying it, will be published in the Federal Register. (e) The Administrator may attach such conditions as he or she deems appropriate to a temporary exemption, including but not limited to requiring manufacturers to provide progress reports at specified times (including, as appropriate and to the extent possible, estimate of dates and times concerning when a supply disruption will be corrected and when recall will take place) and requiring manufacturers to take specific steps to ensure that as many exempted vehicles as possible will be returned for installation of missing inflatable restraint systems. (f) Unless a later effective date is specified in a notice announcing an agency decision to grant a temporary exemption, a temporary exemption from the inflatable restraint requirement will become effective upon the date the decision is issued. S12.7 Labels and written notice announcing temporary exemption. S12.7.1 It shall be a condition of every temporary exemption from the inflatable restraint requirement that the manufacturer of exempted vehicles comply with the provisions of S12.7.2 and S12.7.3. S12.7.2 (a) The manufacturer of any vehicle granted a temporary exemption from the inflatable restraint requirement shall affix a label within the passenger compartment of such vehicle. The label shall set forth the following information in block capital letters and numerals not less than three thirty-seconds of an inch high: THIS VEHICLE DOES NOT CONTAIN AN AIR BAG IN CONFORMANCE WITH THE FEDERAL MOTOR VEHICLE SAFETY STANDARD FOR OCCUPANT CRASH PROTECTION. IT WAS EXEMPTED PURSUANT TO NHTSA EXEMPTION NO. (insert number assigned by NHTSA). (b) This label shall not be removed until after the vehicle manufacturer has recalled the vehicle and installed an inflatable restraint system at those seating positions for which it was granted an exemption. S12.7.3 The manufacturer of any vehicle that is delivered without an inflatable restraint system, pursuant to a temporary exemption granted under this section, shall, at the time of delivery of the vehicle, provide a written notice to the dealer to whom the vehicle is delivered. The manufacturer shall also provide a written notice by registered mail to the first purchaser of the vehicle for purposes other than resale, within two weeks after purchase. Unless otherwise provided for by the Administrator in the exemption, such notice shall provide the following information: (a) This vehicle does not conform to Federal Motor Vehicle Safety Standard No. 208, because it is not equipped with an inflatable restraint at (insert the affected seating positions). (b) The vehicle was allowed to be sold pursuant to NHTSA Exemption No. (insert appropriate exemption number). (c) The reason this vehicle was exempted from the requirement for an inflatable restraint was because of factors beyond the manufacturer's control. (d) The manufacturer will recall this vehicle not later than (insert the time set forth in the exemption) and install the missing inflatable restraint at no charge. (e) If the reader has any questions or would like some further information, he or she may contact the manufacturer at (insert an address and telephone number). S13 Alternative unbelted test available, under S3(b) of this standard, for certain vehicles manufactured before September 1, 2006. S13.1 Instrumentation for Impact Test—Part 1—Electronic Instrumentation. S13.2 Neck injury criteria. (a) Flexion Bending Moment (calculated at the occipital condyle)—190 Nm. SAE Class 600. (b) Extension Bending Moment (calculated at the occipital condyle)—57 Nm. SAE Class 600. (c) Axial Tension—3300 peak N. SAE Class 1000. (d) Axial Compression—4000 peak N. SAE Class 1000. (e) Fore-and-Aft Shear—3100 peak N. SAE Class 1000. S13.3 Vehicle test attitude. S13.4 Tires and wheels. S13.5. Vehicle Securing. S14 Advanced air bag requirements for passenger cars and for trucks, buses, and multipurpose passenger vehicles with a GVWR of 3,855 kg (8500 pounds) or less and an unloaded vehicle weight of 2,495 kg (5500 pounds) or less, except for walk-in van-type trucks or vehicles designed to be sold exclusively to the U.S. Postal Service. S14.1 Vehicles manufactured on or after September 1, 2003, and before September 1, 2006. (b) Manufacturers that sell three or fewer carlines, as that term is defined at 49 CFR 585.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph instead of paragraph (a) of this section. At least 95 percent of the vehicles manufactured by the manufacturer on or after September 1, 2005 and before September 1, 2006 shall meet the requirements specified in S14.5.1(a), S14.5.2, S15.1, S15.2, S17, S19, S21, S23, and S25 (in addition to the other requirements specified in this standard). (c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S14.1. (d) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S14.1. S14.1.1 Phase-in schedule. S14.1.1.1 Vehicles manufactured on or after September 1, 2003, and before September 1, 2004. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2003, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2001, and before September 1, 2004, or (b) The manufacturer's production on or after September 1, 2003, and before September 1, 2004. S14.1.1.2 Vehicles manufactured on or after September 1, 2004, and before September 1, 2005. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2004, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2002, and before September 1, 2005, or (b) The manufacturer's production on or after September 1, 2004, and before September 1, 2005. S14.1.1.3 Vehicles manufactured on or after September 1, 2005, and before September 1, 2006. S14.1.2 Calculation of complying vehicles. (a) For the purposes of complying with S14.1.1.1, a manufacturer may count a vehicle if it is manufactured on or after June 12, 2000, but before September 1, 2004. (b) For purposes of complying with S14.1.1.2, a manufacturer may count a vehicle if it: (1) Is manufactured on or after June 12, 2000, but before September 1, 2005, and (2) Is not counted toward compliance with S14.1.1.1. (c) For purposes of complying with S14.1.1.3, a manufacturer may count a vehicle if it: (1) Is manufactured on or after June 12, 2000, but before September 1, 2006, and (2) Is not counted toward compliance with S14.1.1.1 or S14.1.1.2. S14.1.3 Vehicles produced by more than one manufacturer. S14.1.3.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.1.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.1.3.2. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S14.1.3.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.1.3.1. S14.2 Vehicles manufactured on or after September 1, 2006. S14.3 Vehicles manufactured on or after September 1, 2007, and before September 1, 2010. (a) For vehicles manufactured for sale in the United States on or after September 1, 2007, and before September 1, 2010, a percentage of the manufacturer's production, as specified in S14.3.1, shall meet the requirements specified in S14.5.1(b) (in addition to the other requirements of this standard). (b) Manufacturers that sell two or fewer carlines, as that term is defined at 49 CFR 583.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph instead of paragraph (a) of this section. Each vehicle manufactured on or after September 1, 2008, and before September 1, 2010, shall meet the requirements specified in S14.5.1(b) (in addition to the other requirements specified in this standard). (c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having been previously certified in accordance with part 567 of this chapter are not subject to the requirements of S14.3. (d) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S14.3. S14.3.1 Phase-in schedule. S14.3.1.1 Vehicles manufactured on or after September 1, 2007, and before September 1, 2008. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2007, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2005, and before September 1, 2008, or (b) The manufacturer's production on or after September 1, 2007, and before September 1, 2008. S14.3.1.2 Vehicles manufactured on or after September 1, 2008, and before September 1, 2009. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2008, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2006 and before September 1, 2009, or (b) The manufacturer's production on or after September 1, 2008, and before September 1, 2009. S14.3.1.3 Vehicles manufactured on or after September 1, 2009, and before September 1, 2010. S14.3.2 Calculation of complying vehicles. (a) For the purposes of complying with S14.3.1.1, a manufacturer may count a vehicle if it is manufactured on or after September 1, 2006, but before September 1, 2008. (b) For purposes of complying with S14.3.1.2, a manufacturer may count a vehicle if it: (1) Is manufactured on or after September 1, 2006, but before September 1, 2009, and (2) Is not counted toward compliance with S14.3.1.1. (c) For purposes of complying with S14.3.1.3, a manufacturer may count a vehicle if it: (1) Is manufactured on or after September 1, 2006, but before September 1, 2010, and (2) Is not counted toward compliance with S14.3.1.1 or S14.3.1.2. S14.3.3 Vehicles produced by more than one manufacturer. S14.3.3.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.3.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.3.3.2. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S14.3.3.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.3.3.1. S14.4 Vehicles manufactured on or after September 1, 2010. S14.5 Barrier test requirements using 50th percentile adult male dummies. S14.5.1 Rigid barrier belted test. (b) Each vehicle that is certified as complying with S14.3 or S14.4 shall, at each front outboard designated seating position, meet the injury criteria specified in S6.1, S6.2(b), S6.3, S6.4(b), S6.5, and S6.6 when tested under S5.1.1(b)(2). S14.5.2 Rigid barrier unbelted test. S14.6 Vehicles manufactured on or after September 1, 2009, and before September 1, 2012 (Phase-in of higher maximum speed (56 km/h (35 mph)) belted test requirement using 5th percentile adult female dummies). (a) For vehicles manufactured for sale in the United States on or after September 1, 2009, and before September 1, 2012, a percentage of the manufacturer's production, as specified in S14.6.1, shall meet the requirements specified in S15.1(b) (in addition to the other requirements specified in this standard). (b) Manufacturers that sell two or fewer carlines, as that term is defined at 49 CFR 583.4, in the United States may, at the option of the manufacturer, meet the requirements of this paragraph instead of paragraph (a) of this section. Each vehicle manufactured on or after September 1, 2010, and before September 1, 2012, shall meet the requirements specified in S15.1(b) (in addition to the other requirements specified in this standard). (c) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S14.6. (d) Vehicles that are manufactured by an original vehicle manufacturer that produces or assembles fewer than 5,000 vehicles annually for sale in the United States are not subject to the requirements of S14.6. S14.6.1 Phase-in schedule. S14.6.1.1 Vehicles manufactured on or after September 1, 2009, and before September 1, 2010. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2009, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2007, and before September 1, 2010, or (b) The manufacturer's production on or after September 1, 2009, and before September 1, 2010. S14.6.1.2 Vehicles manufactured on or after September 1, 2010, and before September 1, 2011. (a) If the manufacturer has manufactured vehicles for sale in the United States during both of the two production years prior to September 1, 2010, the manufacturer's average annual production of vehicles manufactured on or after September 1, 2008 and before September 1, 2011, or (b) The manufacturer's production on or after September 1, 2010, and before September 1, 2011. S14.6.1.3 Vehicles manufactured on or after September 1, 2011, and before September 1, 2012. S14.6.2 Calculation of complying vehicles. (a) For the purposes of complying with S14.6.1.1, a manufacturer may count a vehicle if it is manufactured on or after September 1, 2008, but before September 1, 2010. (b) For purposes of complying with S14.6.1.2, a manufacturer may count a vehicle if it: (1) Is manufactured on or after September 1, 2008, but before September 1, 2011, and (2) Is not counted toward compliance with S14.6.1.1. (c) For purposes of complying with S14.6.1.3, a manufacturer may count a vehicle if it: (1) Is manufactured on or after September 1, 2008, but before September 1, 2012, and (2) Is not counted toward compliance with S14.6.1.1 or S14.6.1.2. S14.6.3 Vehicles produced by more than one manufacturer. S14.6.3.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.6.1, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S14.6.3.2. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S14.6.3.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.6.3.1. S14.7 Vehicles manufactured on or after September 1, 2012. (Higher maximum speed (56km/h (35 mph)) belted test requirement using 5th percentile adult female dummies S14.8 Vehicles manufactured on or after September 1, 2025, and before September 1, 2026. S14.8.1 Subject to S14.8.2 of this standard, for vehicles manufactured on or after September 1, 2025, the number of vehicles certified as complying with S19, S21, and S23 of this standard when using the child restraint systems specified in appendix A-1 of this standard shall be not less than 40 percent of: (a) The manufacturer's average annual production of vehicles subject to S19, S21, and S23 of this standard manufactured on or after September 1, 2022, and before September 1, 2025; or (b) The manufacturer's production of vehicles subject to S19, S21, and S23 of this standard manufactured on or after September 1, 2025, and before September 1, 2026. S14.8.2 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S14.8.1 of this standard, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as provided in S14.8.2(a) through (c) of this standard, subject to S14.8.3 of this standard. (a) A vehicle which is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle. (c) A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S14.8.2(a) or (b) of this standard. S14.8.3 For the purposes of calculating average annual production of vehicle for each manufacturer and the number of vehicles by each manufacturer under S14.8.1 of this standard, each vehicle that is excluded from the requirement to test with child restraints listed in appendix A or A-1 of this standard is not counted. S14.8.4 Until September 1, 2027, vehicles manufactured by a final-stage manufacturer or alterer may certify compliance with S19, S21, and S23 of this standard when using the child restraint systems specified in appendix A. Vehicles manufactured on or after September 1, 2027, by these manufacturers must be certified as complying with S19, S21, and S23 when using the child restraint systems specified in appendix A-1 of this standard. S14.8.5 Until September 1, 2027, manufacturers selling fewer than 5,000 vehicles per year in the U.S. may certify their vehicles as complying with S19, S21, and S23 of this standard when using the child restraint systems specified in appendix A. Vehicles manufactured on or after September 1, 2027, by these manufacturers must be certified as complying with S19, S21, and S23 when using the child restraint systems specified in appendix A-1 of this standard. S15 Rigid barrier test requirements using 5th percentile adult female dummies. S15.1 Belted Test. (b) Each vehicle that is certified as complying with S14.6 or S14.7 shall, at each front outboard designated seating position, meet the injury criteria specified in S15.3 when tested under S16.1(a)(2). S15.2 Unbelted test. S15.3 Injury criteria for the 49 CFR part 572, subpart O Hybrid III 5th percentile female test dummy. S15.3.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment. S15.3.2 Head injury criteria. 1 2 1 2 15 r (b) The maximum calculated HIC 15 S15.3.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S15.3.4 Compression deflection of the sternum relative to the spine, as determined by instrumentation, shown shall not exceed 52 mm (2.0 in). S15.3.5 The force transmitted axially through each femur shall not exceed 6805 N (1530 lb). S15.3.6 Neck injury. (a) Nij. (1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600. (2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: Tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf). (3) When calculating Nij using equation S15.3.6(a)(4), the critical values, Fzc and Myc, are: (i) Fzc = 4287 N (964 lbf) when Fz is in tension (ii) Fzc = 3880 N (872 lbf) when Fz is in compression (iii) Myc = 155 Nm (114 lbf-ft) when a flexion moment exists at the occipital condyle (iv) Myc = 67 Nm (49 lbf-ft) when an extension moment exists at the occipital condyle. (4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by: Nij = (Fz/Fzc) + (Mocy/Myc) (5) None of the four Nij values shall exceed 1.0 at any time during the event. (b) Peak tension. (c) Peak compression. S15.3.7 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR part 572, subpart O Hybrid III 5th percentile female test dummy. S16. Test procedures for rigid barrier test requirements using 5th percentile adult female dummies. S16.1 General provisions. (a) Belted test Vehicles certified to S14.1 or S14.2. (2) Vehicles certified to S14.6 or S14.7. (b) Unbelted test. S16.2 Test conditions. S16.2.1 The vehicle, including test devices and instrumentation, is loaded as in S8.1.1. S16.2.2 Movable vehicle windows and vents are placed in the fully closed position, unless the vehicle manufacturer chooses to specify a different adjustment position prior to the time the vehicle is certified. S16.2.3 Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration. S16.2.4 Doors are fully closed and latched but not locked. S16.2.5 The dummy is clothed in form fitting cotton stretch garments with short sleeves and above the knee length pants. A size 7 1/2 S16.2.6 Limb joints are set at one g, barely restraining the weight of the limb when extended horizontally. Leg joints are adjusted with the torso in the supine position. S16.2.7 Instrumentation shall not affect the motion of dummies during impact. S16.2.8 The stabilized temperature of the dummy is at any level between 20.6 °C and 22.2 °C (69 °F to 72 °F). S16.2.9 Steering control adjustment. S16.2.9.1 Adjust a tiltable steering control, if possible, so that the steering control hub is at the geometric center of its full range of driving positions. S16.2.9.2 If there is no setting detent at the mid-position, lower the steering control to the detent just below the mid-position. S16.2.9.3 If the steering column is telescoping, place the steering column in the mid-position. If there is no mid-position, move the steering control rearward one position from the mid-position. S16.2.10 Front seat set-up. S16.2.10.1 Lumbar support adjustment. S16.2.10.2 Other seat adjustments. S16.2.10.3 Seat position adjustment. S16.2.10.3.1 Using only the controls that primarily move the seat and seat cushion independent of the seat back in the fore and aft directions, move the seat cushion reference point (SCRP) to the rearmost position. Using any part of any control, other than those just used, determine the full range of angles of the seat cushion reference line and set the seat cushion reference line to the middle of the range. Using any part of any control other than those that primarily move the seat or seat cushion fore and aft, while maintaining the seat cushion reference line angle, place the SCRP to its lowest position. S16.2.10.3.2 Using only the control that primarily moves the seat fore and aft, move the SCRP to the full forward position. S16.2.10.3.3 If the seat or seat cushion height is adjustable, other than by the controls that primarily move the seat or seat cushion fore and aft, determine the maximum and minimum heights of the SCRP, while maintaining, as closely as possible, the angle determined in S16.2.10.3.1. Set the SCRP at the midpoint height with the seat cushion reference line angle set as closely as possible to the angle determined in S16.2.10.3.1. Mark location of the seat for future reference. S16.3 Dummy seating positioning procedures. S16.3.1 General provisions and definitions. S16.3.1.1 All angles are measured with respect to the horizontal plane unless otherwise stated. S16.3.1.2 The dummy's neck bracket is adjusted to align the zero degree index marks. S16.3.1.3 The term “midsagittal plane” refers to the vertical plane that separates the dummy into equal left and right halves. S16.3.1.4 The term “vertical longitudinal plane” refers to a vertical plane parallel to the vehicle's longitudinal centerline. S16.3.1.5 The term “vertical plane” refers to a vertical plane, not necessarily parallel to the vehicle's longitudinal centerline. S16.3.1.6 The term “transverse instrumentation platform” refers to the transverse instrumentation surface inside the dummy's skull casting to which the neck load cell mounts. This surface is perpendicular to the skull cap's machined inferior-superior mounting surface. S16.3.1.7 The term “thigh” refers to the femur between, but not including, the knee and the pelvis. S16.3.1.8 The term “leg” refers to the lower part of the entire leg, including the knee. S16.3.1.9 The term “foot” refers to the foot, including the ankle. S16.3.1.10 The longitudinal centerline of a bucket seat cushion is defined by a vertical plane that passes through the SgRP and is parallel to the longitudinal centerline of the vehicle. S16.3.1.11 For leg and thigh angles, use the following references: S16.3.1.11.1 Thigh S16.3.1.11.2 Leg S16.3.1.12 The term “seat cushion reference point” (SCRP) means a point placed on the outboard side of the seat cushion at a horizontal distance between 150 mm (5.9 in) and 250 mm (9.8 in) from the front edge of the seat used as a guide in positioning the seat. S16.3.1.13 The term “seat cushion reference line” means a line on the side of the seat cushion, passing through the seat cushion reference point, whose projection in the vehicle vertical longitudinal plane is straight and has a known angle with respect to the horizontal. S16.3.2 Driver dummy positioning. S16.3.2.1 Driver torso/head/seat back angle positioning. S16.3.2.1.1 With the seat in the position determined in S16.2.10.3.3, use only the control that primarily moves the seat fore and aft to place the seat in the rearmost position. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain, as closely as possible, the seat cushion reference line angle determined in S16.2.10.3.1, for the final forward position when measuring the pelvic angle as specified in S16.3.2.1.11. The seat cushion reference angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft. S16.3.2.1.2 Fully recline the seat back, if adjustable. Install the dummy into the driver's seat, such that when the legs are positioned 120 degrees to the thighs, the calves of the legs are not touching the seat cushion. S16.3.2.1.3 Bucket seats. S16.3.2.1.4 Bench seats. S16.3.2.1.5 Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle. S16.3.2.1.6 Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion. S16.3.2.1.7 Gently rock the upper torso laterally in a side to side motion three times through a ±5 degree arc (approximately 51 mm (2 in) side to side). S16.3.2.1.8 If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. Keeping the leg and the thigh in a vertical plane, place the foot in the vertical longitudinal plane that passes through the centerline of the accelerator pedal. Rotate the left thigh outboard about the hip until the center of the knee is the same distance from the midsagittal plane of the dummy as the right knee ±5 mm (±0.2 in). Using only the control that primarily moves the seat fore and aft, attempt to return the seat to the full forward position. If either of the dummy's legs first contacts the steering control, then adjust the steering control, if adjustable, upward until contact with the steering control is avoided. If the steering control is not adjustable, separate the knees enough to avoid steering control contact. Proceed with moving the seat forward until either the leg contacts the vehicle interior or the seat reaches the full forward position. (The right foot may contact and depress the accelerator and/or change the angle of the foot with respect to the leg during seat movement.) If necessary to avoid contact with the vehicles brake or clutch pedal, rotate the test dummy's left foot about the leg. If there is still interference, rotate the left thigh outboard about the hip the minimum distance necessary to avoid pedal interference. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seat is a power seat, move the seat fore and aft to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior. If the steering control was moved, return it to the position described in S16.2.9. If the steering control contacts the dummy's leg(s) prior to attaining this position, adjust it to the next higher detent, or if infinitely adjustable, until there is 5 mm (0.2 in) clearance between the control and the dummy's leg(s). S16.3.2.1.9 For vehicles without adjustable seat backs, adjust the lower neck bracket to level the head as much as possible. For vehicles with adjustable seat backs, while holding the thighs in place, rotate the seat back forward until the transverse instrumentation platform of the head is level to within ±0.5 degree, making sure that the pelvis does not interfere with the seat bight. Inspect the abdomen to ensure that it is properly installed. If the torso contacts the steering control, adjust the steering control in the following order until there is no contact: Telescoping adjustment, lowering adjustment, raising adjustment. If the vehicle has no adjustments, or contact with the steering control cannot be eliminated by adjustment, position the seat at the next detent where there is no contact with the steering control as adjusted in S16.2.9. If the seat is a power seat, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the steering control as adjusted in S16.2.9 and the point of contact on the dummy. S16.3.2.1.10 If it is not possible to achieve the head level within ±0.5 degrees, minimize the angle. S16.3.2.1.11 Measure and set the dummy's pelvic angle using the pelvic angle gauge (drawing TE-2504, incorporated by reference in 49 CFR part 572, subpart O of this chapter). The angle shall be set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible by adjustments specified in S16.3.2.1.9 and S16.3.2.1.10. S16.3.2.1.12 If the dummy is contacting the vehicle interior after these adjustments, using only the control that primarily moves the seat fore and aft, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is a maximum of 5 mm (0.2 in) from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position that causes no contact, or until the seat reaches its forwardmost position, whichever occurs first. S16.3.2.2 Driver foot positioning. S16.3.2.2.1 If the vehicle has an adjustable accelerator pedal, adjust it to the full forward position. If the heel of the right foot can contact the floor pan, follow the positioning procedure in (a). If not, follow the positioning procedure in (b). (a) Rest the right foot of the test dummy on the undepressed accelerator pedal with the rearmost point of the heel on the floor pan in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, set it initially perpendicular to the leg and then place it as far forward as possible in the direction of the pedal centerline with the rearmost point of the heel resting on the floor pan. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. If the accelerator pedal in the full rearward position still does not touch the foot, leave the pedal in that position. Extend the foot and lower leg by decreasing the knee flexion angle until any part of the foot contacts the undepressed accelerator pedal. If the foot does not contact the pedal, place the highest part of the foot at the same height as the highest part of the pedal. (b) Extend the foot and lower leg by decreasing the knee flexion angle until any part of the foot contacts the undepressed accelerator pedal or the highest part of the foot is at the same height as the highest part of the pedal. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. S16.3.2.2.2 If the ball of the right foot does not contact the pedal, increase the ankle plantar flexion angle such that the toe of the foot contacts or is as close as possible to contact with the undepressed accelerator pedal. S16.3.2.2.3 If, in its final position, the heel is off of the vehicle floor, a spacer block must be used under the heel to support the final foot position (see figure 13). The surface of the block in contact with the heel must have an inclination of 30 degrees, measured from the horizontal, with the highest surface towards the rear of the vehicle. S16.3.2.2.4 Place the left foot on the toe-board with the rearmost point of the heel resting on the floor pan as close as possible to the point of intersection of the planes described by the toe-board and floor pan. S16.3.2.2.5 If the left foot cannot be positioned on the toe board, place the foot perpendicular to the lower leg centerline as far forward as possible with the heel resting on the floor pan. S16.3.2.2.6 If the left foot does not contact the floor pan, place the foot parallel to the floor and place the lower leg as perpendicular to the thigh as possible. S16.3.2.2.7 When positioning the test dummy under S16.3.2.2.4, S16.3.2.2.5, and S16.2.2.6, avoid contact between the left foot of the test dummy and the vehicle's brake pedal, clutch pedal, wheel well projection, and foot rest. To avoid this contact, use the three foot position adjustments listed in paragraphs (a) through (c). The adjustment options are listed in priority order, with each subsequent option incorporating the previous. In making each adjustment, move the foot the minimum distance necessary to avoid contact. If it is not possible to avoid all prohibited foot contact, give priority to avoiding brake or clutch pedal contact. (a) Rotate (abduction/adduction) the test dummy's left foot about the lower leg, (b) Plantar flex the foot, (c) Rotate the left leg about the hip in either an outboard or inboard direction. S16.3.2.3 Driver arm/hand positioning. S16.3.2.3.1 Place the dummy's upper arms adjacent to the torso with the arm centerlines as close to a vertical longitudinal plane as possible. S16.3.2.3.2 Place the palms of the dummy in contact with the outer part of the steering control rim at its horizontal centerline with the thumbs over the steering control rim. S16.3.2.3.3 If it is not possible to position the thumbs inside the steering control rim at its horizontal centerline, then position them above and as close to the horizontal centerline of the steering control rim as possible. S16.3.2.3.4 Lightly tape the hands to the steering control rim so that if the hand of the test dummy is pushed upward by a force of not less than 9 N (2 lb) and not more than 22 N (5 lb), the tape releases the hand from the steering control rim. S16.3.3 Front outboard passenger dummy positioning. S16.3.3.1 Front outboard passenger torso/head/seat back angle positioning. S16.3.3.1.1 With the seat at the mid-height in the full forward position determined in S16.2.10.3.3, use only the control that primarily moves the seat fore and aft to place the seat in the rearmost position, without adjusting independent height controls. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain as closely as possible the seat cushion reference line angle in S16.2.10.3.1, for the final forward position when measuring the pelvic angle as specified in S16.3.3.1.11. The seat cushion reference line angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft. S16.3.3.1.2 Fully recline the seat back, if adjustable. Install the dummy into any front outboard passenger seat, such that when the legs are 120 degrees to the thighs, the calves of the legs are not touching the seat cushion. S16.3.3.1.3 Bucket seats. S16.3.3.1.4 Bench seats. S16.3.3.1.5 Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle. S16.3.3.1.6 Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion. S16.3.3.1.7 Gently rock the upper torso laterally side to side three times through a ±5 degree arc (approximately 51 mm (2 in) side to side). S16.3.3.1.8 If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. With the feet perpendicular to the legs, place the heels on the floor pan. If a heel will not contact the floor pan, place it as close to the floor pan as possible. Using only the control that primarily moves the seat fore and aft, attempt to return the seat to the full forward position. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seats are power seats, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior. S16.3.3.1.9 For vehicles without adjustable seat backs, adjust the lower neck bracket to level the head as much as possible. For vehicles with adjustable seat backs, while holding the thighs in place, rotate the seat back forward until the transverse instrumentation platform of the head is level to within ±0.5 degrees, making sure that the pelvis does not interfere with the seat bight. Inspect the abdomen to insure that it is properly installed. S16.3.3.1.10 If it is not possible to orient the head level within ±0.5 degrees, minimize the angle. S16.3.3.1.11 Measure and set the dummy's pelvic angle using the pelvic angle gauge (drawing TE-2504, incorporated by reference in 49 CFR Part 572, Subpart O, of this chapter). The angle shall be set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible, as specified in S16.3.3.1.9 and S16.3.3.1.10. S16.3.3.1.12 If the dummy is contacting the vehicle interior after these adjustments, using only the control that primarily moves the seat fore and aft, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is a maximum of 5 mm (0.2 in) from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position that causes no contact, or until the seat reaches its forwardmost position, whichever occurs first. S16.3.3.2 Front outboard passenger foot positioning. S16.3.3.2.1 Place the passenger's feet flat on the toe board. S16.3.3.2.2 If the feet cannot be placed flat on the toe board, set them perpendicular to the leg centerlines and place them as far forward as possible with the heels resting on the floor pan. If either foot does not contact the floor pan, place the foot parallel to the floor pan and place the lower leg as perpendicular to the thigh as possible. S16.3.3.3 Front outboard passenger arm/hand positioning. S16.3.3.3.1 Place the dummy's upper arms in contact with the seat back and the torso. S16.3.3.3.2 Place the palms of the dummy in contact with the outside of the thighs. S16.3.3.3.3 Place the little fingers in contact with the seat cushion. S16.3.4 Driver and front outboard passenger adjustable head restraints. S16.3.4.1 If the head restraint has an automatic adjustment, leave it where the system positions the restraint after the dummy is placed in the seat. S16.3.4.2 Adjust each head restraint to its lowest position. S16.3.4.3 Measure the vertical distance from the top most point of the head restraint to the bottom most point. Locate a horizontal plane through the midpoint of this distance. Adjust each head restraint vertically so that this horizontal plane is aligned with the center of gravity (CG) of the dummy head. S16.3.4.3 If the above position is not attainable, move the vertical center of the head restraint to the closest detent below the center of the head CG. S16.3.4.4 If the head restraint has a fore and aft adjustment, place the restraint in the forwardmost position or until contact with the head is made, whichever occurs first. S16.3.5 Driver and front outboard passenger manual belt adjustment (for tests conducted with a belted dummy) S16.3.5.1 If an adjustable seat belt D-ring anchorage exists, place it in the manufacturer's design position for a 5th percentile adult female with the seat in the position specified in S16.2.10.3. S16.3.5.2 Place the Type 2 manual belt around the test dummy and fasten the latch. S16.3.5.3 Ensure that the dummy's head remains as level as possible, as specified in S16.3.2.1.9 and S16.3.2.1.10 and S16.3.3.1.9 and S16.3.3.1.10. S16.3.5.4 Remove all slack from the lap belt. Pull the upper torso webbing out of the retractor and allow it to retract; repeat this operation four times. Apply a 9 N (2 lbf) to 18 N (4 lbf) tension load to the lap belt. If the belt system is equipped with a tension-relieving device, introduce the maximum amount of slack into the upper torso belt that is recommended by the manufacturer. If the belt system is not equipped with a tension-relieving device, allow the excess webbing in the shoulder belt to be retracted by the retractive force of the retractor. S17 Offset frontal deformable barrier requirements using 5th percentile adult female test dummies. S18 Test procedure for offset frontal deformable barrier requirements using 5th percentile adult female dummies. S18.1 General provisions. S18.2 Test conditions. S18.2.1 Offset frontal deformable barrier. S18.2.2 General test conditions. S18.2.3 Dummy seating procedures. S18.2.4 Impact configuration. S19 Requirements to provide protection for infants in rear facing and convertible child restraints and car beds. S19.1 Each vehicle certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S19.2 or S19.3, under the test procedures specified in S20. S19.2 Option 1—Automatic suppression feature. S19.2.1 The vehicle shall be equipped with an automatic suppression feature for any front outboard passenger air bag which results in deactivation of the air bag during each of the static tests specified in S20.2 (using the 49 CFR part 572 Subpart R 12-month-old CRABI child dummy in any of the child restraints identified in sections B and C of appendix A or A-1 of this standard, as appropriate and the 49 CFR part 572 subpart K Newborn Infant dummy in any of the car beds identified in section A of appendix A or A-1, as appropriate), and activation of the air bag system during each of the static tests specified in S20.3 (using the 49 CFR part 572 Subpart O 5th percentile adult female dummy). S19.2.2 The vehicle shall be equipped with telltales for each front outboard passenger seat which emit light whenever the associated front outboard passenger air bag system is deactivated and does not emit light whenever the associated front outboard passenger air bag system is activated, except that the telltale(s) need not illuminate when the associated front outboard passenger seat is unoccupied. For telltales associated with multiple front outboard passenger seats, it shall be clearly recognizable to a driver and any front outboard passenger the seat with which seat each telltale is associated. Each telltale: (a) Shall emit yellow light; (b) Shall have the identifying words “PASSENGER AIR BAG OFF” or “PASS AIR BAG OFF” on the telltale or within 25 mm (1.0 in) of the telltale; and (c) Shall not be combined with the readiness indicator required by S4.5.2 of this standard. (d) Shall be located within the interior of the vehicle and forward of and above the design H-point of both the driver's and any front outboard passenger's seat in their forwardmost seating positions and shall not be located on or adjacent to a surface that can be used for temporary or permanent storage of objects that could obscure the telltale from either the driver's or any-front outboard passenger's view, or located where the telltale would be obscured from the driver's view or the adjacent front outboard passenger's view if a rear-facing child restraint listed in appendix A or A-1, as appropriate, is installed in any-front outboard passenger's seat. (e) Shall be visible and recognizable to a driver and any front outboard passenger during night and day when the occupants have adapted to the ambient light roadway conditions. (f) Telltales need not be visible or recognizable when not activated. (g) Means shall be provided for making telltales visible and recognizable to the driver and any front outboard passenger under all driving conditions. The means for providing the required visibility may be adjustable manually or automatically, except that the telltales may not be adjustable under any driving conditions to a level that they become invisible or not recognizable to the driver and any front outboard passenger. (h) The telltale must not emit light except when any passenger air bag is turned off or during a bulb check upon vehicle starting. S19.2.3 The vehicle shall be equipped with a mechanism that indicates whether the air bag system is suppressed, regardless of whether any front outboard passenger seat is occupied. The mechanism need not be located in the occupant compartment unless it is the telltale described in S19.2.2. S19.3 Option 2—Low risk deployment. S19.4 Injury criteria for the 49 CFR part 572, Subpart R 12-month-old CRABI test dummy. S19.4.1 All portions of the test dummy and child restraint shall be contained within the outer surfaces of the vehicle passenger compartment. S19.4.2 Head injury criteria. (a) For any two points in time, t 1 2 1 2 15 r (b) The maximum calculated HIC 15 S19.4.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 50 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S19.4.4 Neck injury. (a) Nij. (1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600. (2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf). (3) When calculating Nij using equation S19.4.4(a)(4), the critical values, Fzc and Myc, are: (i) Fzc = 1460 N (328 lbf) when Fz is in tension (ii) Fzc = 1460 N (328 lbf) when Fz is in compression (iii) Myc = 43 Nm (32 lbf-ft) when a flexion moment exists at the occipital condyle (iv) Myc = 17 Nm (13 lbf-ft) when an extension moment exists at the occipital condyle. (4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by: Nij ' (Fz / Fzc) + (Mocy / Myc) (5) None of the four Nij values shall exceed 1.0 at any time during the event. (b) Peak tension. (c) Peak compression. S19.4.5 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR part 572 Subpart R 12-month-old CRABI test dummy. S20 Test procedure for S19. S20.1 General provisions. S20.1.1 Tests specifying the use of a car bed, a rear facing child restraint, or a convertible child restraint may be conducted using any such restraint listed in sections A, B, and C, respectively, of appendix A or A-1 of this standard, as appropriate. The car bed, rear facing child restraint, or convertible child restraint may be unused or have been previously used only for automatic suppression tests. If it has been used, there shall not be any visible damage prior to the test. S20.1.2 Unless otherwise specified, each vehicle certified to this option shall comply in tests conducted with any front outboard passenger seating position, if adjustable fore and aft, at full rearward, middle, and full forward positions. If the child restraint or dummy contacts the vehicle interior, move the seat rearward to the next detent that provides clearance, or if the seat is a power seat, using only the control that primarily moves the seat fore and aft, move the seat rearward while assuring that there is a maximum of 5 mm (0.2 in) clearance between the dummy or child restraint and the vehicle interior. S20.1.3 If the car bed, rear facing child restraint, or convertible child restraint is equipped with a handle, the vehicle shall comply in tests conducted with the handle at both the child restraint manufacturer's recommended position for use in vehicles and in the upright position. S20.1.4 If the car bed, rear facing child restraint, or convertible child restraint is equipped with a sunshield, the vehicle shall comply in tests conducted with the sunshield both fully open and fully closed. S20.1.5 The vehicle shall comply in tests with the car bed, rear facing child restraint, or convertible child restraint uncovered and in tests with a towel or blanket weighing up to 1.0 kg (2.2 lb) placed on or over the restraint in any of the following positions: (a) with the blanket covering the top and sides of the restraint, and (b) with the blanket placed from the top of the vehicle's seat back to the forwardmost edge of the restraint. S20.1.6 Except as otherwise specified, if the car bed, rear facing child restraint, or convertible child restraint has an anchorage system as specified in S5.9 of FMVSS No. 213 and is tested in a vehicle with a front outboard passenger vehicle seat that has an anchorage system as specified in FMVSS No. 225, the vehicle shall comply in the belted tests with the restraint anchorage system attached to the vehicle seat anchorage system and the vehicle seat belt unattached. It shall also comply in the belted test requirements with the restraint anchorage system unattached to the vehicle seat anchorage system and the vehicle seat belt attached. The vehicle shall comply in the unbelted tests with the restraint anchorage system unattached to the vehicle seat anchorage system. S20.1.7 If the car bed, rear facing child restraint, or convertible child restraint comes equipped with a detachable base, the vehicle shall comply in tests conducted with the detachable base attached to the child restraint and with the detachable base unattached to the child restraint. S20.1.8 Do not attach any tethers. S20.1.9 Seat set-up. S20.1.9.1 Lumbar support adjustment. S20.1.9.2 Other seat adjustments. S20.1.9.3 Set the seat and seat cushion in the position determined in S16.2.10.3.1. S20.1.9.4 Using only the control that primarily moves the seat in the fore and aft direction, determine the full rearward, middle, and full forward positions of the SCRP. Using any part of any seat or seat cushion adjustments, other than that which primarily moves the seat or seat cushion fore-aft, determine the SCRP mid-point height for each of the three fore-aft test positions, while maintaining, as closely as possible, the seat cushion reference line middle angle determined in S16.2.10.3.1. S20.1.9.5 The seat back angle, if adjustable, is set at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. S20.1.9.6 If adjustable, set the head restraint at the full down and full forward position. S20.1.10 The longitudinal centerline of a bucket seat cushion is defined by a vertical plane that passes through the SgRP and is parallel to the longitudinal centerline of the vehicle. S20.2 Static tests of automatic suppression feature which shall result in deactivation of any front outboard passenger air bag, associated with that designated seating position. S20.2.1 Belted rear facing and convertible child restraints. S20.2.1.1 The vehicle shall comply in tests using any child restraint specified in section B and section C of appendix A or A-1 of this standard, as appropriate, installed in the front outboard passenger vehicle seat in the following orientations: (a) With the section B and section C child restraints facing rearward as appropriate; and (b) With the section C child restraints facing forward. S20.2.1.2 The vehicle shall comply with the child restraint attached to the vehicle in the following manner: (a) Using the vehicle safety belts as specified in S20.2.1.5; and (b) If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, using only the mechanism provided by the child restraint manufacturer for attachment to the lower anchorages as specified in S20.2.1.6. S20.2.1.3 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A.” S20.2.1.4 For bucket seats, “Plane B” refers to a vertical plane parallel to the vehicle longitudinal centerline through the longitudinal centerline of any front outboard passenger vehicle seat cushion. For bench seats in vehicles with manually operated driving controls, “Plane B” refers to a vertical plane through any front outboard passenger vehicle seat parallel to the vehicle longitudinal centerline the same distance from the longitudinal centerline of the vehicle as the center of the steering control. For bench seats in vehicles without manually operated driving controls, “Plane B” refers to the vertical plane parallel to the vehicle longitudinal centerline, through any front outboard passenger seat's SgRP. S20.2.1.5 Installation with vehicle safety belts. (a) Place any adjustable seat belt anchorages at the vehicle manufacturer's nominal design position for a 50th percentile adult male occupant. (b) Without attaching the child restraint anchorage system components specified in S5.9 of § 571.213 to a vehicle child restraint anchorage system specified in § 571.225, align the child restraint system facing rearward or forward, depending on the orientation being tested, such that Plane A is aligned with Plane B. (c) While maintaining the child restraint positions achieved in S20.2.1.5(b), secure the child restraint by following, to the extent possible, the child restraint manufacturer's directions regarding proper installation of the restraint for the orientation being tested. Cinch the vehicle belts to any tension from zero up to 134 N to secure the child restraint. Measure belt tension in a flat, straight section of the lap belt between the child restraint belt path and the contact point with the belt anchor or vehicle seat, on the side away from the buckle (to avoid interference from the shoulder portion of the belt). (d) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants. (e) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S20.2.1.6 Installation using the lower anchor bars and the child restraint manufacturer provided attachment mechanism. S20.2.1.6.1 If the attachment mechanism provided by the manufacturer incorporates a strap(s), use the following procedure: (a) Place the child restraint on the vehicle seat facing rearward or forward, depending on the orientation being tested, with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing though a point midway between the centers of the two lower anchor bars. (b) Position any adjustments on the child restraint, to the extent possible according to the child restraint manufacturer's instructions. (c) Connect the lower anchor straps of the restraint to the lower anchor bars of the seat and remove the slack, but do not apply any load using these straps. (d) Move the child restraint rearward until it contacts the seat back. (e) Use the loading device equipped with the loading foot shown in Figure A1 and position it as shown in Figure A2 of appendix A and appendix A-1 of this section. The 15±3 degree angle of the loading device illustrated in Figure A2 is determined with an initial preload of 75±25N. (f) Over a period of 90±30 seconds, increase the load to 875N±25 N. (g) After achieving the 875 N load in step (f) of this section, hold the bar length at present position and allow the load to settle for 60 seconds. (h) Following the one-minute settling period specified in step (g) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period. (i) Hold the bar length at present position and allow the load to settle for 120 seconds after achieving the load in step (f) of this section. (j) Following the settling period specified in step (i) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period. (k) Observe the settling of the load and tighten the lower anchor straps when the load is 850±5N or 180 seconds has elapsed since achieving the 875±25 N load in step (f) of this section, whichever comes first. Tighten the lower anchor straps at the same time such that the load is reduced 15±10 N and the change occurs within 2 seconds. (l) Remove the loading device and position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants. (m) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S20.2.1.6.2 If the mechanism provided by the manufacturer does not incorporate a strap(s), use the following procedure: (a) Place the vehicle seat in the rearmost and mid-height position. (b) Place the child restraint on the vehicle seat facing rearward or forward, depending on the orientation being tested, with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing though a point midway between the centers of the two lower anchor bars. (c) Position any adjustments on the child restraint, to the extent possible, according to the child restraint manufacturer's instructions. (d) Connect the lower anchor attachments to the lower anchor bars following, to the extent possible, the child restraint manufacturer's instructions. (e) Move the child restraint rearward until it contacts the seat back. (f) If the child restraint does not use a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, follow, to the extent possible, the CRS manufacturer's instructions for installing the child restraint onto the seat. Do not load the seat as provided in S20.2.1.6.2(g). (g) If the child restraint uses a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, within 25±5 seconds, apply a 475±25N force, that has no lateral component, aligned angularly ±10 degrees with a parallel plane located within ±100 mm of the plane formed by the linear mechanism. Release the force. (h) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants. (i) Move the vehicle seat to the seat position being tested (full rear, mid, full forward). (j) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S20.2.2 Unbelted rear facing and convertible child restraints. S20.2.2.1 The vehicle shall comply in tests using any child restraint specified in section B and section C of appendix A or A-1 of this standard, as appropriate. S20.2.2.2 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A”. S20.2.2.3 For bucket seats, “Plane B” refers to a vertical plane parallel to the vehicle longitudinal centerline through the longitudinal centerline of any front outboard passenger vehicle seat cushion. For bench seats in vehicles with manually operated driving controls, “Plane B” refers to a vertical plane through any front outboard passenger seat parallel to the vehicle longitudinal centerline the same distance from the longitudinal centerline of the vehicle as the center of the steering control. For bench seats in vehicles without manually operated driving controls, “Plane B” refers to the vertical plane parallel to the vehicle longitudinal centerline, through any front outboard passenger seat's SgRP. S20.2.2.4 Facing rear. (a) Align the child restraint system facing rearward such that Plane A is aligned with Plane B and the child restraint is in contact with the seat back. (b) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants. (c) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S20.2.2.5 Facing forward. (a) Align the child restraint system facing forward such that Plane A is aligned with Plane B and the child restraint is in contact with the seat back. (b) Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants. (c) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S20.2.3 Tests with a belted car bed. S20.2.3.1 The vehicle shall comply in tests using any car bed specified in section A of appendix A or A-1 of this standard, as appropriate. S20.2.3.2 (a) Install the car bed following, to the extent possible, the car bed manufacturer's directions regarding proper installation of the car bed. If the seat belt cannot be secured around the car bed, move the seat rearward to the next detent that allows the belt to be secured around the car bed, or if the seat is a power seat, using only the control that primarily moves the seat fore and aft, move the seat rearward the minimum distance necessary for the seat belt to be secured around the car bed. (b) Place any adjustable seat belt anchorages at the vehicle manufacturer's nominal design position for a 50th percentile adult male occupant. Cinch the vehicle belts to secure the car bed. (c) Position the 49 CFR part 572 subpart K Newborn Infant dummy in the car bed by following, to the extent possible, the car bed manufacturer's instructions provided with the car bed for positioning infants. (d) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S20.3 Static tests of automatic suppression feature which shall result in activation of any front outboard passenger air bag system. S20.3.1 Each vehicle certified to this option shall comply in tests conducted with any front outboard passenger seating position, if adjustable fore and aft, at the mid-height, in the full rearward and middle positions determined in S20.1.9.4, and the forward position determined in S16.3.3.1.8. S20.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult female test dummy at any front outboard passenger seating position of the vehicle, in accordance with procedures specified in S16.3.3 of this standard, except as specified in S20.3.1, subject to the fore-aft seat positions in S20.3.1. Do not fasten the seat belt. S20.3.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. S20.3.4 Wait 10 seconds, then check whether the air bag system is activated. S20.4 Low risk deployment test. S20.4.1 Position any front outboard passenger vehicle seat at the mid-height in the full forward position determined in S20.1.9.4, and adjust the seat back (if adjustable independent of the seat) to the nominal design position for a 50th percentile adult male as specified in S8.1.3. Position adjustable lumbar supports so that the lumbar support is in its lowest, retracted or deflated adjustment position. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint at the full down and most forward position. If the child restraint or dummy contacts the vehicle interior, do the following: Using only the control that primarily moves the seat in the fore and aft direction, move the seat rearward to the next detent that provides clearance; or if the seat is a power seat, move the seat rearward while assuring that there is a maximum of 5 mm (0.2 in) clearance. S20.4.2 The vehicle shall comply in tests using any child restraint specified in section B and section C of appendix A or A-1 of this standard, as appropriate. S20.4.3 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A”. S20.4.4 For bucket seats, “Plane B” refers to a vertical plane parallel to the vehicle longitudinal centerline through the longitudinal centerline of any front outboard passenger seat cushion. For bench seats in vehicles with manually operated driving controls, “Plane B” refers to a vertical plane through any front outboard passenger seat parallel to the vehicle longitudinal centerline that is the same distance from the longitudinal centerline of the vehicle as the center of the steering control. For bench seats in vehicles without manually operated driving controls, “Plane B” refers to the vertical plane parallel to the vehicle longitudinal centerline, through any front outboard passenger seat's SgRP. S20.4.5 Align the child restraint system facing rearward such that Plane A is aligned with Plane B. S20.4.6 If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, attach the child restraint to the vehicle seat anchorage as specified in S20.2.1.6. Do not attach the top tether of the child restraint system. Do not attach the vehicle safety belt. S20.4.7 While maintaining the child restraint position achieved in S20.4.5, secure the child restraint by following, to the extent possible, the child restraint manufacturer's directions regarding proper installation of the restraint in the rear facing mode. Place any adjustable seat belt anchorages at the manufacturer's nominal design position for a 50th percentile adult male occupant. Cinch the vehicle belts to any tension from zero up to 134 N (30 lb) to secure the child restraint. Measure belt tension in a flat, straight section of the lap belt between the child restraint belt path and the contact point with the belt anchor or vehicle seat, on the side away from the buckle (to avoid interference from the shoulder portion of the belt). S20.4.8 Position the 49 CFR part 572 subpart R 12-month-old CRABI dummy in the child restraint by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating infants. S20.4.9 Deploy any front outboard passenger frontal air bag system. If the air bag system contains a multistage inflator, the vehicle shall be able to comply at any stage or combination of stages or time delay between successive stages that could occur in the presence of an infant in a rear facing child restraint and a 49 CFR part 572, subpart R 12-month-old CRABI dummy positioned according to S20.4, and also with the seat at the mid-height, in the middle and full rearward positions determined in S20.1.9.4, in a rigid barrier crash test at speeds up to 64 km/h (40 mph). S21 Requirements using 3-year-old child dummies. S21.1 Each vehicle that is certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S21.2, S21.3, S21.4 or S21.5, under the test procedures specified in S22 or S28, as applicable. S21.2 Option 1—Automatic suppression feature. S21.2.1 The vehicle shall be equipped with an automatic suppression feature for any front outboard passenger air bag which results in deactivation of the air bag during each of the static tests specified in S22.2 (using the 49 CFR part 572 subpart P 3-year-old child dummy and, as applicable, any child restraint specified in section C and section D of appendix A or A-1 of this standard, as appropriate), and activation of the air bag system during each of the static tests specified in S22.3 (using the 49 CFR part 572 subpart O 5th percentile adult female dummy). S21.2.2 The vehicle shall be equipped with a telltale light meeting the requirements specified in S19.2.2. S21.2.3 The vehicle shall be equipped with a mechanism that indicates whether the air bag is suppressed, regardless of whether any front outboard passenger seat is occupied. The mechanism need not be located in the occupant compartment unless it is the telltale described in S21.2.2. S21.3 Option 2—Dynamic automatic suppression system that suppresses the air bag when an occupant is out of position. S21.4 Option 3—Low risk deployment. S21.5 Injury criteria for the 49 CFR part 572, subpart P 3-year-old child test dummy. S21.5.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment. S21.5.2 Head injury criteria. (a) For any two points in time, t 1 2 1 2 15 r (b) The maximum calculated HIC 15 S21.5.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 55 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S21.5.4 Compression deflection of the sternum relative to the spine, as determined by instrumentation, shall not exceed 34 millimeters (1.3 in). S21.5.5 Neck injury. (a) Nij. (1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600. (2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: Tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf). (3) When calculating Nij using equation S21.5.5(a)(4), the critical values, Fzc and Myc, are: (i) Fzc = 2120 N (477 lbf) when Fz is in tension (ii) Fzc = 2120 N (477 lbf) when Fz is in compression (iii) Myc = 68 Nm (50 lbf-ft) when a flexion moment exists at the occipital condyle (iv) Myc = 27 Nm (20 lbf-ft) when an extension moment exists at the occipital condyle. (4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by: Nij = (Fz / Fzc) + (Mocy / Myc) (5) None of the four Nij values shall exceed 1.0 at any time during the event. (b) Peak tension. (c) Peak compression. S21.5.6 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given in 49 CFR part 572 subpart P 3-year-old child test dummy. S22 Test procedure for S21. S22.1 General provisions and definitions. S22.1.1 Tests specifying the use of a forward facing child restraint, including a booster seat where applicable, may be conducted using any such restraint listed in section C and section D of appendix A or A-1 of this standard, as appropriate. The child restraint may be unused or have been previously used only for automatic suppression tests. If it has been used, there shall not be any visible damage prior to the test. Booster seats are to be used in the manner appropriate for a 3-year-old child of the same height and weight as the 3-year-old child dummy. S22.1.2 Unless otherwise specified, each vehicle certified to this option shall comply in tests conducted with any front outboard passenger seating position at the mid-height, in the full rearward, middle, and the full forward positions determined in S22.1.7.4. If the dummy contacts the vehicle interior, using only the control that primarily moves the seat fore and aft, move the seat rearward to the next detent that provides clearance. If the seat is a power seat, move the seat rearward while assuring that there is a maximum of 5 mm (0.2 in) clearance. S22.1.3 Except as otherwise specified, if the child restraint has an anchorage system as specified in S5.9 of FMVSS No. 213 and is tested in a vehicle with any front outboard passenger vehicle seat that has an anchorage system as specified in FMVSS No. 225, the vehicle shall comply with the belted test conditions with the restraint anchorage system attached to the vehicle seat anchorage system and the vehicle seat belt unattached. It shall also comply with the belted test conditions with the restraint anchorage system unattached to the vehicle seat anchorage system and the vehicle seat belt attached. S22.1.4 Do not attach any tethers. S22.1.5 The definitions provided in S16.3.1 through S16.3.10 apply to the tests specified in S22. S22.1.6 For leg and thigh angles use the following references: (a) Thigh 5/16 1/2 (b) Leg S22.1.7 Seat set-up. S22.1.7.1 Lumbar support adjustment. S22.1.7.2 Other seat adjustments. S22.1.7.3 Set the seat and seat cushion in the position determined in S16.2.10.3.1. S22.1.7.4 Using only the control that primarily moves the seat in the fore and aft direction, determine the full rearward, middle, and full forward positions of the SCRP. Using any part of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft, determine the SCRP mid-point height for each of the three fore-aft test positions, while maintaining, as closely as possible, the seat cushion reference line angle determined in S16.2.10.3.1. S22.1.7.5 The seat back angle, if adjustable, is set at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. S22.1.7.6 If adjustable, set the head restraint at the full down and full forward position. S22.2 Static tests of automatic suppression feature which shall result in deactivation of any front outboard passenger air bag, associated with that designated seating position. 22.2.1 Belted test with forward facing or booster seat child restraint S22.2.1.1 Install the restraint in any front outboard passenger vehicle seat in accordance, to the extent possible, with the child restraint manufacturer's instructions provided with the seat for use by children with the same height and weight as the 3-year-old child dummy. S22.2.1.2 Locate a vertical plane through the longitudinal centerline of the child restraint. This will be referred to as “Plane A”. S22.2.1.3 For bucket seats, “Plane B” refers to a vertical longitudinal plane through the longitudinal centerline of the seat cushion of any front outboard passenger vehicle seat. For bench seats in vehicles with manually operated driving controls, “Plane B” refers to a vertical plane through any front outboard passenger vehicle seat parallel to the vehicle longitudinal centerline the same distance from the longitudinal centerline of the vehicle as the center of the steering control. For bench seats in vehicles without manually operated driving controls, “Plane B” refers to the vertical plane parallel to the vehicle longitudinal centerline, through any front outboard passenger seat's SgRP. S22.2.1.4 The vehicle shall comply with the child restraint belted to the vehicle in the following manner: (a) Using the vehicle safety belts as specified in S22.2.1.5 with section C and section D child restraints of appendix A or A-1, as appropriate, of this section designed to be secured to the vehicle seat even when empty; and (b) If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, using only the mechanism provided by the child restraint manufacturer for attachment to the lower anchorage as specified in S22.2.1.6. S22.2.1.5 Installation with vehicle safety belts. (a) Place any adjustable safety belt anchorages at the vehicle manufacturer's nominal design position for a 50th percentile adult male occupant. (b) Without attaching the child restraint anchorage system components specified in S5.9 of § 571.213 to a vehicle child restraint anchorage system specified in § 571.225, align the child restraint system facing forward, such that Plane A is aligned with Plane B. (c) While maintaining the child restraint positions achieved in S22.2.1.5(b), secure the child restraint by following, to the extent possible, the child restraint manufacturer's directions regarding proper installation of the restraint. Cinch the vehicle belts to any tension from zero up to 134 N to secure the child restraint. Measure belt tension in a flat, straight section of the lap belt between the child restraint belt path and the contact point with the belt anchor or vehicle seat, on the side away from the buckle (to avoid interference from the shoulder portion of the belt). S22.2.1.6 Installation using the lower anchor bars and the attachment mechanism provided by the child restraint manufacturer. S22.2.1.6.1 If the mechanism provided by the manufacturer incorporates a strap(s), use the following procedure. (a) Place the child restraint on the vehicle seat facing forward, with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing through a point midway between the centers of the two lower anchor bars. (b) Position any adjustments on the child restraint, to the extent possible, according to the child restraint manufacturer's instructions. (c) Connect the lower anchor straps to the lower anchor bars and remove most of the slack, but do not apply any load using these straps. (d) Move the child restraint rearward until it contacts the seat back. (e) Do not attach any top tethers. (f) Use the loading device equipped with the loading foot shown in Figure A1 and position it as shown in Figure A2 of appendix A and appendix A-1 of this standard. The 15±3 degree angle of the loading device is determined with an initial preload of 75±25 N. (g) Over a period of 90±30 seconds, increase the load to 875±25 N. (h) After achieving the 875 N load in step (g) of this section, hold the bar length at the present position and allow the load to settle for 60 seconds. (i) Following the one-minute settling period specified in step (h) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period. (j) Hold the bar length at present position and allow the load to settle for 120 seconds after achieving the load in step (g) of this section. (k) Following the settling period specified in step (j) of this section, increase the load to 875±25 N such that the 875±25 N load is achieved within 10 seconds of the settling period. (l) Observe the settling of the load and tighten the lower anchor straps when the load is 850±5N or 180 seconds has elapsed since achieving the 875±25 N load in step (g) of this section, whichever comes first. Tighten the lower anchor straps at the same time such that the load is reduced 15±10 N and the change occurs within 2 seconds. (m) Remove the loading device. S22.2.1.6.2 If the mechanism provided by the manufacturer does not incorporate a strap(s), use the following procedure. (a) Place the vehicle seat in the rear-most and mid-height position. (b) Place the child restraint on the vehicle seat facing forward with Plane A of the child restraint aligned within ±10 mm with a longitudinal vertical plane passing through a point midway between the centers of the two lower anchor bars. (c) Position any adjustments on the child restraint, to the extent possible, according to the child restraint manufacturer's instructions. (d) Connect the lower anchor attachments to the lower anchor bars following, to the extent possible, the child restraint manufacturer's instructions. (e) Move the child restraint rearward until it contacts the seat back. (f) Do not attach any top tethers. (g) If the child restraint does not use a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, follow, to the extent possible, the manufacturer's instructions for installing the child restraint onto the seat. Do not load the seat as provided in S22.2.1.6.2(h). (h) If the child restraint uses a linear sliding or ratcheting mechanism that requires the application of force to securely install the child restraint, within 25±5 seconds, apply a 475±25N force, that has no lateral component, aligned angularly ±10 degrees with a parallel plane located within ±100 mm of the plane formed by the linear mechanism. Release the force. (i) Move the vehicle seat to the seat position being tested (full rear, mid, full forward). S22.2.1.7 Forward facing child restraint. S22.2.1.7.1 After installation of a forward facing child restraint, position the 49 CFR part 572 subpart P 3-year-old child dummy in the child restraint such that the dummy's lower torso is centered on the child restraint and the dummy's spine is against the seat back of the child restraint. Place the arms at the dummy's sides. S22.2.1.7.2 Attach all belts that come with the child restraint that are appropriate for a child of the same height and weight as the 3-year-old child dummy, if any, by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating children. S22.2.1.7.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S22.2.1.8 Booster seat child restraint. S22.2.1.8.1 After installation of a booster seat child restraint, position the 49 CFR part 572 subpart P 3-year-old child dummy in the booster seat such that the dummy's lower torso is centered on the booster seat cushion and the dummy's back is parallel to and in contact with the booster seat back or, if there is no booster seat back, the vehicle seat back. Place the arms at the dummy's sides. S22.2.1.8.2 If applicable, attach all belts that come with the child restraint that are appropriate for a child of the same height and weight as the 3-year-old child dummy, if any, by following, to the extent possible, the manufacturer's instructions provided with the child restraint for seating children. S22.2.1.8.3 If applicable, place the Type 2 manual belt around the test dummy and fasten the latch. Remove all slack from the lap belt portion. Pull the upper torso webbing out of the retractor and allow it to retract; repeat this four times. Apply a 9 to 18 N (2 to 4 lb) tension load to the lap belt. Allow the excess webbing in the upper torso belt to be retracted by the retractive force of the retractor. S22.2.1.8.4 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2 Unbelted tests with dummies. S22.2.2.1 Sitting on seat with back against seat back. (a) Place the dummy on any front outboard passenger seat. (b) In the case of vehicles equipped with bench seats and with manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering control. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. In the case of vehicles equipped with bucket seats, position the midsagittal plane of any front outboard dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). Position the torso of the dummy against the seat back. Position the dummy's thighs against the seat cushion. (c) Allow the legs of the dummy to extend off the surface of the seat. (d) Rotate the dummy's upper arms down until they contact the seat back. (e) Rotate the dummy's lower arms until the dummy's hands contact the seat cushion. (f) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (g) Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2.2 Sitting on seat with back against reclined seat back. S22.2.2.3 Sitting on seat with back not against seat back. (a) Place the dummy on any front outboard passenger seat. (b) In the case of vehicles equipped with bench seats and with manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering control. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. In the case of vehicles equipped with bucket seats, position the midsagittal plane of any front outboard dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). Position the dummy with the spine vertical so that the horizontal distance from the dummy's back to the seat back is no less than 25 mm (1.0 in) and no more than 150 mm (6.0 in), as measured along the dummy's midsagittal plane at the mid-sternum level. To keep the dummy in position, a material with a maximum breaking strength of 311 N (70 lb) may be used to hold the dummy. (c) Position the dummy's thighs against the seat cushion. (d) Allow the legs of the dummy to extend off the surface of the seat. (e) Position the upper arms parallel to the spine and rotate the dummy's lower arms until the dummy's hands contact the seat cushion. (f) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (g) Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2.4 Sitting on seat edge, spine vertical, hands by the dummy's sides. (a) In the case of vehicles equipped with bench seats and with manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering control. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. In the case of vehicles equipped with bucket seats, position the midsagittal plane of any front outboard dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). (b) Position the dummy in the seated position forward in the seat such that the legs are vertical and the back of the legs rest against the front of the seat with the spine vertical. If the dummy's feet contact the floor pan, rotate the legs forward until the dummy is resting on the seat with the feet positioned flat on the floor pan and the dummy spine vertical. To keep the dummy in position, a material with a maximum breaking strength of 311 N (70 lb) may be used to hold the dummy. (c) Place the upper arms parallel to the spine. (d) Lower the dummy's lower arms such that they contact the seat cushion. (e) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (f) Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2.5 Standing on seat, facing forward. (a) In the case of vehicles equipped with bench seats and with manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering control rim. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. In the case of vehicles equipped with bucket seats, position the midsagittal plane of any front outboard dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). Position the dummy in a standing position on any front outboard passenger seat cushion facing the front of the vehicle while placing the heels of the dummy's feet in contact with the seat back. (b) Rest the dummy against the seat back, with the arms parallel to the spine. (c) If the head contacts the vehicle roof, recline the seat so that the head is no longer in contact with the vehicle roof, but allow no more than 5 mm (0.2 in) distance between the head and the roof. If the seat does not sufficiently recline to allow clearance, omit the test. (d) If necessary use a material with a maximum breaking strength of 311 N (70 lb) or spacer blocks to keep the dummy in position. (e) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (f) Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2.6 Kneeling on seat, facing forward. (a) In the case of vehicles equipped with bench seats and manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering control. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. In the case of vehicles equipped with bucket seats, position the midsagittal plane of any front outboard dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). (b) Position the dummy in a kneeling position in any front outboard passenger vehicle seat with the dummy facing the front of the vehicle with its toes at the intersection of the seat back and seat cushion. Position the dummy so that the spine is vertical. Push down on the legs so that they contact the seat as much as possible and then release. Place the arms parallel to the spine. (c) If necessary use a material with a maximum breaking strength of 311 N (70 lb) or spacer blocks to keep the dummy in position. (d) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (e) Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2.7 Kneeling on seat, facing rearward. (a) In the case of vehicles equipped with bench seats and manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the center of the steering control. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. In the case of vehicles equipped with bucket seats, position the midsagittal plane of any front outboard dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). (b) Position the dummy in a kneeling position in any front outboard passenger vehicle seat with the dummy facing the rear of the vehicle. Position the dummy such that the dummy's head and torso are in contact with the seat back. Push down on the legs so that they contact the seat as much as possible and then release. Place the arms parallel to the spine. (c) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (d) Wait 10 seconds, then check whether the air bag is deactivated. S22.2.2.8 Lying on seat. (a) Lay the dummy on any front outboard passenger vehicle seat such that the following criteria are met: (1) The midsagittal plane of the dummy is horizontal, (2) The dummy's spine is perpendicular to the vehicle's longitudinal axis, (3) The dummy's arms are parallel to its spine, (4) A plane passing through the two shoulder joints of the dummy is vertical, (5) The anterior of the dummy is facing the vehicle front, (6) The head of the dummy is positioned towards the nearest passenger door, and (7) The horizontal distance from the topmost point of the dummy's head to the vehicle door is 50 to 100 mm (2-4 in). (8) The dummy is as far back in the seat as possible. (b) Rotate the thighs as much as possible toward the chest of the dummy and rotate the legs as much as possible against the thighs. (c) Move the dummy's upper left arm parallel to the vehicle's transverse plane and the lower left arm 90 degrees to the upper arm. Rotate the lower left arm about the elbow joint and toward the dummy's head until movement is obstructed. (d) Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. (e) Wait 10 seconds, then check whether the air bag is deactivated. S22.3 Static tests of automatic suppression feature which shall result in activation of any front outboard passenger air bag system. S22.3.1 Each vehicle certified to this option shall comply in tests conducted with any front outboard passenger seating position at the mid-height, in the full rearward, and middle positions determined in S22.1.7.4, and the forward position determined in S16.3.3.1.8. S22.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult female test dummy at any front outboard passenger seating position of the vehicle, in accordance with procedures specified in S16.3.3 of this standard, except as specified in S22.3.1. Do not fasten the seat belt. S22.3.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. S22.3.4 Wait 10 seconds, then check whether the air bag system is activated. S22.4 Low risk deployment tests. S22.4.1 Each vehicle that is certified as complying with S21.4 shall meet the following test requirements with the 49 CFR part 572, subpart P 3-year-old child dummy in both of the following positions: Position 1 (S22.4.2) and Position 2 (S22.4.3). S22.4.1.1 Locate and mark a point on the front of the dummy's chest jacket on the midsagittal plane that is 114 mm (4.5 in) ±3 mm (±0.1 in) along the surface of the skin from the top of the skin at the neck line. This is referred to as “Point 1.” S22.4.1.2 Mark a point on the instrument panel that is longitudinally and transversely, as measured along the surface of the instrument panel, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the instrument panel and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air bag. S22.4.1.3 Locate the vertical plane parallel to the vehicle longitudinal centerline through the point located in S22.4.1.2. This is referred to as “Plane D.” S22.4.1.4 Locate the horizontal plane through the point located in S22.4.1.2. This is referred to as “Plane C.” S22.4.2 Position 1 (chest on instrument panel). S22.4.2.1 Set the seat and seat cushion in the positions determined in S16.2.10.3.1. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint in the lowest and most forward position. S22.4.2.2 Place the dummy in any front outboard passenger seat such that: S22.4.2.2.1 The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in). S22.4.2.2.2 The legs are initially vertical to the floor pan. The legs and thighs shall be adjusted to the extent necessary for the head/torso to contact the instrument panel as specified in S22.4.2.3. S22.4.2.2.3 The upper arms are parallel to the torso and the hands are in contact with the thighs. S22.4.2.3 Without changing the seat position and with the dummy's thorax instrument cavity rear face vertical, move the dummy forward until the dummy head/torso contacts the instrument panel. If the dummy loses contact with the seat cushion because of the forward movement, maintain the height of the dummy and the angle of the thigh with respect to the torso. Once contact is made, raise the dummy vertically until Point 1 lies in Plane C within ±10 mm (±0.4 in). If the dummy's head contacts the windshield and keeps Point 1 from reaching Plane C, lower the dummy until there is no more than 5 mm (0.2 in) clearance between the head and the windshield. (The dummy shall remain in contact with the instrument panel while being raised or lowered, which may change the dummy's fore-aft position.) S22.4.2.4 If possible, position the legs of the dummy so that the legs are vertical and the feet rest flat on the floor pan of the vehicle. If the positioning against the instrument panel does not allow the feet to be on the floor pan, the feet shall be parallel to the floor pan. S22.4.2.5 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag. S22.4.3 Position 2 (head on instrument panel). S22.4.3.1 Place any front outboard passenger seat at the mid-height, in full rearward seating position determined in S22.1.7.4. Place the seat back, if adjustable independent of the seat, at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint in the lowest and most forward position. S22.4.3.2 Place the dummy in any front outboard passenger seat such that: S22.4.3.2.1 The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in). S22.4.3.2.2 The legs are vertical to the floor pan, the back of the legs are in contact with the seat cushion, and the dummy's thorax instrument cavity rear face is vertical. If it is not possible to position the dummy with the legs in the prescribed position, rotate the legs forward until the dummy is resting on the seat with the feet positioned flat on the floor pan, and the back of the legs are in contact with the front of the seat cushion. Set the transverse distance between the longitudinal centerlines at the front of the dummy's knees at 86 to 91 mm (3.4 to 3.6 in), with the thighs and the legs of the dummy in vertical planes. S22.4.3.2.3 The upper arms are parallel to the torso and the hands are in contact with the thighs. S22.4.3.3 Using only the control that primarily moves the seat in the fore and aft direction, move the seat forward, while maintaining the thorax instrument cavity rear face orientation until any part of the dummy contacts the vehicle's instrument panel. S22.4.3.4 If dummy contact has not been made with the vehicle's instrument panel at the full forward seating position of the seat, slide the dummy forward until contact is made. Maintain the thorax instrument cavity rear face vertical orientation. If the dummy loses contact with the seat, from that point forward, maintain the height of the dummy. Except as provided in S22.4.3.5, maintain the angle of the thigh with respect to the horizontal. S22.4.3.5 If head/torso contact with the instrument panel has not been made, maintain the angle of the thighs with respect to the horizontal while applying a force towards the front of the vehicle on the spine of the dummy between the shoulder joints, perpendicular to the thorax instrument cavity rear face, until the head or torso comes into contact with the vehicle's instrument panel or until a maximum force of 222 N (50 lb) is achieved. If the head/torso is still not in contact with the instrument panel, hold the femurs and release the 222 N (50 lb) force. While maintaining the relative angle between the torso and the femurs, roll the dummy forward on the seat cushion, without sliding, until head/torso contact with the instrument panel is achieved. If seat contact is lost prior to or during femur rotation out of the horizontal plane, constrain the dummy to rotate about the dummy H-point. If the dummy cannot be rolled forward on the seat due to contact of the dummy feet with the floor pan, extend the lower legs forward, at the knees, until floor pan contact is avoided. S22.4.3.6 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag. S22.4.4 Deploy any front outboard passenger frontal air bag system. If the frontal air bag system contains a multistage inflator, the vehicle shall be able to comply with the injury criteria at any stage or combination of stages or time delay between successive stages that could occur in a rigid barrier crash test at or below 26 km/h (16 mph), under the test procedure specified in S22.5. S22.5 Test procedure for determining stages of air bag systems subject to low risk deployment (low speed crashes) test requirement. S22.5.1 The test described in S22.5.2 shall be conducted with an unbelted 50th percentile adult male test dummy in the driver's seating position according to S8 as it applies to that seating position and an unbelted 5th percentile adult female test dummy either in any front outboard passenger vehicle seating position according to S16 as it applies to that seating position or at any fore-aft seat position on any passenger side. S22.5.2 Impact the vehicle traveling longitudinally forward at any speed, up to and including 26 km/h (16 mph) into a fixed rigid barrier that is perpendicular ±5 degrees to the line of travel of the vehicle under the applicable conditions of S8, S10, and S16 excluding S10.7, S10.8, S10.9, and S16.3.5. S22.5.3 Determine which inflation stage or combination of stages are fired and determine the time delay between successive stages. That stage or combination of stages, with time delay between successive stages, shall be used in deploying the air bag when conducting the low risk deployment tests described in S22.4, S24.4, and S26. S22.5.4 If the air bag does not deploy in the impact described in S22.5.2, the low risk deployment tests described in S22.4, S24.4, and S26 shall be conducted with all stages using the maximum time delay between stages. S23 Requirements using 6-year-old child dummies. S23.1 Each vehicle that is certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S23.2, S23.3, or S23.4, under the test procedures specified in S24 or S28, as applicable. S23.2 Option 1—Automatic suppression feature. S23.2.1 The vehicle shall be equipped with an automatic suppression feature for any front outboard passenger frontal air bag system which results in deactivation of the air bag during each of the static tests specified in S24.2 (using the 49 CFR part 572 subpart N 6-year-old child dummy in any of the child restraints specified in section D of appendix A or A-1 of this standard, as appropriate), and activation of the air bag system during each of the static tests specified in S24.3 (using the 49 CFR part 572 subpart O 5th percentile adult female dummy). S23.2.2 The vehicle shall be equipped with a telltale light meeting the requirements specified in S19.2.2. S23.2.3 The vehicle shall be equipped with a mechanism that indicates whether the air bag is suppressed, regardless of whether any front outboard passenger seat is occupied. The mechanism need not be located in the occupant compartment unless it is the telltale described in S23.2.2. S23.3 Option 2—Dynamic automatic suppression system that suppresses the air bag when an occupant is out of position. S23.4 Option 3—Low risk deployment. S23.5 Injury criteria for the 49 CFR part 572 subpart N 6-year-old child dummy. S23.5.1 All portions of the test dummy shall be contained within the outer surfaces of the vehicle passenger compartment. S23.5.2 Head injury criteria. (a) For any two points in time, t 1 2 1 2 15 r (b) The maximum calculated HIC 15 S23.5.3 The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S23.5.4 Compression deflection of the sternum relative to the spine, as determined by instrumentation, shall not exceed 40 mm (l.6 in). S23.5.5 Neck injury. (a) Nij. (1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600. (2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf). (3) When calculating Nij using equation S23.5.5(a)(4), the critical values, Fzc and Myc, are: (i) Fzc = 2800 N (629 lbf) when Fz is in tension (ii) Fzc = 2800 N (629 lbf) when Fz is in compression (iii) Myc = 93 Nm (69 lbf-ft) when a flexion moment exists at the occipital condyle (iv) Myc = 37 Nm (27 lbf-ft) when an extension moment exists at the occipital condyle. (4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by: Nij = (Fz / Fzc) + (Mocy / Myc) (5) None of the four Nij values shall exceed 1.0 at any time during the event. (b) Peak tension. (c) Peak compression. S23.5.6 Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given for the 49 CFR part 572 subpart N 6-year-old child test dummy. S24 Test procedure for S23. S24.1 General provisions and definitions. S24.1.1 Tests specifying the use of a booster seat may be conducted using any such restraint listed in section D of appendix A or A-1 of this standard, as appropriate. The booster seat may be unused or have been previously used only for automatic suppression tests. If it has been used, there shall not be any visible damage prior to the test. Booster seats are to be used in the manner appropriate for a 6-year-old child of the same height and weight as the 6-year-old child dummy. S24.1.2 Unless otherwise specified, each vehicle certified to this option shall comply in tests conducted with any front outboard passenger seating position at the mid-height, in the full rearward seat track position, the middle seat track position, and the full forward seat track position as determined in this section. Using only the control that primarily moves the seat in the fore and aft direction, determine the full rearward, middle, and full forward positions of the SCRP. Using any seat or seat cushion adjustments other than that which primarily moves the seat fore-aft, determine the SCRP mid-point height for each of the three fore-aft test positions, while maintaining as closely as possible, the seat cushion angle determined in S16.2.10.3.1. Set the seat back angle, if adjustable independent of the seat, at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. If the dummy contacts the vehicle interior, move the seat rearward to the next detent that provides clearance. If the seat is a power seat, move the seat rearward while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior. S24.1.3 Except as otherwise specified, if the booster seat has an anchorage system as specified in S5.9 of FMVSS No. 213 and is used under this standard in testing a vehicle with any front outboard passenger vehicle seat that has an anchorage system as specified in FMVSS No. 225, the vehicle shall comply with the belted test conditions with the restraint anchorage system attached to the FMVSS No. 225 vehicle seat anchorage system and the vehicle seat belt unattached. It shall also comply with the belted test conditions with the restraint anchorage system unattached to the FMVSS No. 225 vehicle seat anchorage system and the vehicle seat belt attached. The vehicle shall comply with the unbelted test conditions with the restraint anchorage system unattached to the FMVSS No. 225 vehicle seat anchorage system. S24.1.4 Do not attach any tethers. S24.1.5 The definitions provided in S16.3.1 through S16.3.10 apply to the tests specified in S24. S24.1.6 For leg and thigh angles, use the following references: S24.1.6.1 Thigh S24.1.6.2 Leg S24.2 Static tests of automatic suppression feature which shall result in deactivation of any passenger air bag, associated with that designated seating position. (a) Using the vehicle safety belts as specified in S22.2.1.5 with section D child restraints designed to be secured to the vehicle seat even when empty; (b) If the child restraint is certified to S5.9 of § 571.213, and the vehicle seat has an anchorage system as specified in § 571.225, using only the mechanism provided by the child restraint manufacturer for attachment to the lower anchorage as specified in S22.2.1.6; and (c) Without securing the child restraint with either the vehicle safety belts or any mechanism provided with a child restraint certified to S5.9 of § 571.213. S24.2.1 Except as provided in S24.2.2, conduct all tests as specified in S22.2, except that the 49 CFR part 572 subpart N 6-year-old child dummy shall be used. S24.2.2 Exceptions. S24.2.3 Sitting back in the seat and leaning on any front outboard passenger door. (a) Place the dummy in the seated position in any front outboard passenger vehicle seat. For bucket seats, position the midsagittal plane of the dummy vertically such that it coincides with the longitudinal centerline of the seat cushion, within ±10 mm (±0.4 in). For bench seats in vehicles with manually operated driving controls, position the midsagittal plane of the dummy vertically and parallel to the vehicle's longitudinal centerline and the same distance from the longitudinal centerline of the vehicle, within ±10 mm (±0.4 in), as the center of rotation of the steering control. For bench seats in vehicles without manually operated driving controls, position the midsagittal plane of any front outboard dummy vertically and parallel to the vehicle's longitudinal centerline, within ±10 mm (±0.4 in) of the seating reference point of the seat that it occupies. (b) Place the dummy's back against the seat back and rest the dummy's thighs on the seat cushion. (c) Allow the legs and feet of the dummy to extend off the surface of the seat. If this positioning of the dummy's legs is prevented by contact with the instrument panel, using only the control that primarily moves the seat fore and aft, move the seat rearward to the next detent that provides clearance. If the seat is a power seat, move the seat rearward, while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the part of the dummy that was in contact with the vehicle interior. (d) Rotate the dummy's upper arms toward the seat back until they make contact. (e) Rotate the dummy's lower arms down until they contact the seat. (f) Close the vehicle's passenger-side door and then start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system. (g) Push against the dummy's left shoulder to lean the dummy against the door; close all remaining doors. (h) Wait ten seconds, then check whether the air bag is deactivated. S24.3 Static tests of automatic suppression feature which shall result in activation of any front outboard passenger air bag system. S24.3.1 Each vehicle certified to this option shall comply in tests conducted with any front outboard passenger seating position at the mid-height, in the full rearward and middle positions determined in S24.1.2, and the forward position determined in S16.3.3.1.8. S24.3.2 Place a 49 CFR part 572 subpart O 5th percentile adult female test dummy at any front outboard passenger seating position of the vehicle, in accordance with procedures specified in S16.3.3 of this standard, except as specified in S24.3.1. Do not fasten the seat belt. S24.3.3 Start the vehicle engine or place the ignition in the “on” position, whichever will turn on the suppression system, and then close all vehicle doors. S24.3.4 Wait 10 seconds, then check whether the air bag system is activated. S24.4 Low risk deployment tests. S24.4.1 Each vehicle that is certified as complying with S23.4 shall meet the following test requirements with the 49 CFR part 572, subpart N 6-year-old child dummy in both of the following positions: Position 1 (S24.4.2) or Position 2 (S24.4.3). S24.4.1.1 Locate and mark a point on the front of the dummy's chest jacket on the midsagittal plane that is 139 mm (5.5 in) ±3 mm (±0.1in) along the surface of the skin from the top of the skin at the neckline. This is referred to as “Point 1.” S24.4.1.2 Mark a point on the instrument panel that is longitudinally and transversely, as measured along the surface of the instrument panel, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the instrument panel and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air bag. S22.4.1.3 Locate the vertical plane parallel to the vehicle longitudinal centerline through the point located in S24.4.1.2. This is referred to as “Plane D.” S24.4.1.4 Locate the horizontal plane through the point located in S24.4.1.2. This is referred to as “Plane C.” S24.4.2 Position 1 (chest on instrument panel). S24.4.2.1 Set the seat and seat cushion in the positions determined in S16.2.10.3.1. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. If adjustable, set the head restraint in the lowest and most forward position. S24.4.2.2 Remove the legs of the dummy at the pelvic interface. S24.4.2.3 Place the dummy in any front outboard passenger seat such that: (a) The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in). (b) The upper arms are parallel to the torso and the hands are next to where the thighs would be. (c) Without changing the seat position and with the dummy's thorax instrument cavity rear face 6 degrees forward of the vertical, move the dummy forward until the dummy head/torso contacts the instrument panel. If the dummy loses contact with the seat cushion because of the forward movement, maintain the height of the dummy while moving the dummy forward. If the head contacts the windshield before head/torso contact with the instrument panel, maintain the thorax instrument cavity angle and move the dummy forward such that the head is following the angle of the windshield until there is head/torso contact with the instrument panel. Once contact is made, raise or lower the dummy vertically until Point 1 lies in Plane C within ±10 mm (±0.4 in). If the dummy's head contacts the windshield and keeps Point 1 from reaching Plane C, lower the dummy until there is no more than 5 mm (0.2 in) clearance between the head and the windshield. (The dummy shall remain in contact with the instrument panel while being raised or lowered which may change the dummy's fore-aft position.) S24.4.2.4 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag. S24.4.3 Position 2 (head on instrument panel). S24.4.3.1 Place any front outboard passenger seat at the mid-height full rearward seating position determined in S24.1.2. Place the seat back, if adjustable independent of the seat, at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. Position an adjustable head restraint in the lowest and most forward position. S24.4.3.2 Place the dummy in any front outboard passenger seat such that: (a) The midsagittal plane is coincident with Plane D within ±10 mm (±0.4 in). (b) The legs are perpendicular to the floor pan, the back of the legs are in contact with the seat cushion, and the dummy's thorax instrument cavity rear face is 6 degrees forward of vertical. If it is not possible to position the dummy with the legs in the prescribed position, rotate the legs forward until the dummy is resting on the seat with the feet positioned flat on the floor pan and the back of the legs are in contact with the front of the seat cushion. Set the transverse distance between the longitudinal centerlines at the front of the dummy's knees at 112 to 117 mm (4.4 to 4.6 in), with the thighs and the legs of the dummy in vertical planes. (c) The upper arms are parallel to the torso and the hands are in contact with the thighs. S24.4.3.3 Using only the control that primarily moves the seat in the fore and aft direction, move the seat forward, while maintaining the thorax instrument cavity rear face orientation until any part of the dummy contacts the vehicle's instrument panel. S24.4.3.4 If dummy contact has not been made with the vehicle's instrument panel at the full forward seating position of the seat, slide the dummy forward on the seat until contact is made. Maintain the thorax instrument cavity rear face orientation. If the dummy loses contact with the seat, from that point forward maintain the height of the dummy. Except as provided in S24.4.3.5, maintain the angle of the thigh with respect to the horizontal. S24.4.3.5 If head/torso contact with the instrument panel has not been made, maintain the angle of the thighs with respect to the horizontal while applying a force towards the front of the vehicle on the spine of the dummy between the shoulder joints, perpendicular to the thorax instrument cavity rear face, until the head or torso comes into contact with the vehicle's instrument panel or until a maximum force of 222 N (50 lb) is achieved. If the head/torso is still not in contact with the instrument panel, hold the femurs and release the 222 N (50 lb) force. While maintaining the relative angle between the torso and the femurs, roll the dummy forward on the seat cushion, without sliding, until head/torso contact with the instrument panel is achieved. If seat contact is lost prior to or during femur rotation out of the horizontal plane, constrain the dummy to rotate about the dummy H-point. If the dummy cannot be rolled forward on the seat due to contact of the dummy feet with the floor pan, extend the lower legs forward, at the knees, until floor pan contact is avoided. S24.4.3.6 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag. S24.4.4 Deploy any front outboard passenger frontal air bag system. If the frontal air bag system contains a multistage inflator, the vehicle shall be able to comply with the injury criteria at any stage or combination of stages or time delay between successive stages that could occur in a rigid barrier crash test at or below 26 km/h (16 mph), under the test procedure specified in S22.5. S25 Requirements using an out-of-position 5th percentile adult female dummy at the driver position. S25.1 Each vehicle certified as complying with S14 shall, at the option of the manufacturer, meet the requirements specified in S25.2 or S25.3 under the test procedures specified in S26 or S28, as appropriate. S25.2 Option 1—Dynamic automatic suppression system that suppresses the air bag when the driver is out of position. S25.3 Option 2—Low risk deployment. S25.4 Neck injury criteria driver low risk deployment tests. (a) Nij. (1) The shear force (Fx), axial force (Fz), and bending moment (My) shall be measured by the dummy upper neck load cell for the duration of the crash event as specified in S4.11. Shear force, axial force, and bending moment shall be filtered for Nij purposes at SAE Recommended Practice J211/1 MAR95 (incorporated by reference, see § 571.5) Channel Frequency Class 600. (2) During the event, the axial force (Fz) can be either in tension or compression while the occipital condyle bending moment (Mocy) can be in either flexion or extension. This results in four possible loading conditions for Nij: tension-extension (Nte), tension-flexion (Ntf), compression-extension (Nce), or compression-flexion (Ncf). (3) When calculating Nij using equation S25.4(a)(4), the critical values, Fzc and Myc, are: (i) Fzc = 3880 N (872 lbf) when Fz is in tension (ii) Fzc = 3880 N (872 lbf) when Fz is in compression (iii) Myc = 155 Nm (114 lbf-ft) when a flexion moment exists at the occipital condyle (iv) Myc = 61 Nm (45 lbf-ft) when an extension moment exists at the occipital condyle. (4) At each point in time, only one of the four loading conditions occurs and the Nij value corresponding to that loading condition is computed and the three remaining loading modes shall be considered a value of zero. The expression for calculating each Nij loading condition is given by: Nij = (Fz / Fzc) + (Mocy / Myc) (5) None of the four Nij values shall exceed 1.0 at any time during the event. (b) Peak tension. (c) Peak compression. (d) Unless otherwise indicated, instrumentation for data acquisition, data channel frequency class, and moment calculations are the same as given in 49 CFR part 572 subpart O 5th percentile female test dummy. S26 Procedure for low risk deployment tests of driver air bag. S26.1 Each vehicle that is certified as complying with S25.3 shall meet the requirements of S25.3 and S25.4 with the 49 CFR part 572 subpart O 5th percentile adult female dummy in both of the following positions: Driver position 1 (S26.2) and Driver position 2 (S26.3). S26.2 Driver position 1 (chin on module). S26.2.1 Adjust the steering controls so that the steering control hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions. If there is no setting at the geometric center, position it one setting lower than the geometric center. Set the rotation of the steering control so that the vehicle wheels are pointed straight ahead. S26.2.2 Mark a point on the steering control cover that is longitudinally and transversely, as measured along the surface of the steering control cover, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the steering control cover and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air bag. Locate the vertical plane parallel to the vehicle longitudinal centerline through the point located on the steering control cover. This is referred to as “Plane E.” S26.2.3 Place the seat and seat cushion in the position achieved in S16.2.10.3.1. If the seat or seat cushion is adjustable in the vertical direction by adjustments other than that which primarily moves the seat or seat cushion fore-aft, determine the maximum and minimum heights of the SCRP at this position, while maintaining the seat cushion reference line angle as closely as possible. Place the SCRP in the mid-height position. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. Position an adjustable head restraint in the lowest and most forward position. S26.2.4 Place the dummy in the driver's seat such that: S26.2.4.1 The midsagittal plane is coincident with Plane E within ±10 mm (±0.4 in). S26.2.4.2 The legs are perpendicular to the floor pan and the back of the legs are in contact with the seat cushion. The legs may be adjusted if necessary to achieve the final head position. S26.2.4.3 The dummy's thorax instrument cavity rear face is 6 degrees forward (toward the front of the vehicle) of the steering control angle ( i.e., S26.2.4.4 The initial transverse distance between the longitudinal centerlines at the front of the dummy's knees is 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. S26.2.4.5 The upper arms are parallel to the torso and the hands are in contact with the thighs. S26.2.5 Maintaining the spine angle, slide the dummy forward until the head/torso contacts the steering control. S26.2.6 While maintaining the spine angle, adjust the height of the dummy so that the bottom of the chin is in the same horizontal plane as the highest point of the air bag module cover (dummy height can be adjusted using the seat height adjustments and/or spacer blocks). If the seat prevents the bottom of the chin from being in the same horizontal plane as the module cover, adjust the dummy height to as close to the prescribed position as possible. S26.2.7 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag. S26.3 Driver position 2 (chin on rim). S26.3.1 Place the seat and seat cushion in the position achieved in S16.2.10.3.1. If the seat or seat cushion is adjustable in the vertical direction by adjustments other than that which primarily moves the seat or seat cushion fore-aft, determine the maximum and minimum heights of the SCRP at this position, while maintaining the seat cushion reference line angle as closely as possible. Place the SCRP in the mid-height position. If the seat back is adjustable independent of the seat, place the seat back at the manufacturer's nominal design seat back angle for a 50th percentile adult male as specified in S8.1.3. Position any adjustable parts of the seat that provide additional support so that they are in the lowest or most open adjustment position. Position an adjustable head restraint in the lowest position. S26.3.2 Adjust the steering controls so that the steering control hub is at the geometric center of the locus it describes when it is moved through its full range of driving positions. If there is no setting at the geometric center, position it one setting lower than the geometric center. Set the rotation of the steering control so that the vehicle wheels are pointed straight ahead. S26.3.3 Mark a point on the steering control cover that is longitudinally and transversely, as measured along the surface of the steering control cover, within ±6 mm (±0.2 in) of the point that is defined by the intersection of the steering control cover and a line between the volumetric center of the smallest volume that can encompass the folded undeployed air bag and the volumetric center of the static fully inflated air bag. Locate the vertical plane parallel to the vehicle longitudinal centerline through the point located on the steering control cover. This is referred to as “Plane E.” S26.3.4 Place the dummy in the driver's seat position such that: S26.3.4.1 The midsagittal plane is coincident with Plane E within ±10 mm (±0.4 in). S26.3.4.2 The legs are perpendicular to the floor pan and the back of the legs are in contact with the seat cushion. The legs may be adjusted if necessary to achieve the final head position. S26.3.4.3 The dummy's thorax instrument cavity rear face is 6 degrees forward (toward the front of the vehicle) of the steering control angle ( i.e., S26.3.4.4 The initial transverse distance between the longitudinal centerlines at the front of the dummy's knees is 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. S26.3.4.5 The upper arms are parallel to the torso and the hands are in contact with the thighs. S26.3.5 Maintaining the spine angle, slide the dummy forward until the head/torso contacts the steering control. S26.3.6 While maintaining the spine angle, position the dummy so that a point on the chin 40 mm (1.6 in) ±3 mm (±0.1 in) below the center of the mouth (chin point) is, within ±10 mm (±0.4 in), in contact with a point on the steering control rim surface closest to the dummy that is 10 mm (0.4 in) vertically below the highest point on the rim in Plane E. If the dummy's head contacts the vehicle windshield or upper interior before the prescribed position can be obtained, lower the dummy until there is no more than 5 mm (0.2 in) clearance between the vehicle's windshield or upper interior, as applicable. S26.3.7 If the steering control can be adjusted so that the chin point can be in contact with the rim of the uppermost portion of the steering control, adjust the steering control to that position. If the steering control contacts the dummy's leg(s) prior to attaining this position, adjust it to the next highest detent, or if infinitely adjustable, until there is a maximum of 5 mm (0.2 in) clearance between the control and the dummy's leg(s). Readjust the dummy's torso such that the thorax instrument cavity rear face is 6 degrees forward of the steering control angle. Position the dummy so that the chin point is in contact, or if contact is not achieved, as close as possible to contact with the rim of the uppermost portion of the steering control. S26.3.8 If necessary, material with a maximum breaking strength of 311 N (70 lb) and spacer blocks may be used to support the dummy in position. The material should support the torso rather than the head. Support the dummy so that there is minimum interference with the full rotational and translational freedom for the upper torso of the dummy and the material does not interfere with the air bag. S26.4 Deploy the driver frontal air bag system. If the frontal air bag system contains a multistage inflator, the vehicle shall be able to comply with the injury criteria at any stage or combination of stages or time delay between successive stages that could occur in a rigid barrier crash test at or below 26 km/h (16 mph), under the test procedure specified in S22.5. S27 Option for dynamic automatic suppression system that suppresses the air bag when an occupant is out-of-position. S27.1 Availability of option. (a) A petition for rulemaking to establish dynamic automatic suppression system test procedures is submitted pursuant to subpart B of part 552 and a test procedure applicable to the vehicle is added to S28 pursuant to the procedures specified by that subpart, or (b) A test procedure applicable to the vehicle is otherwise added to S28. S27.2 Definitions. Automatic suppression zone or ASZ Dynamic automatic suppression system or DASS (1) Sensing the location of an occupant, moving or still, in relation to the air bag; (2) Interpreting the occupant characteristics and location information to determine whether or not the air bag should deploy; and (3) Activating or suppressing the air bag system based on the interpretation of occupant characteristics and location information. S27.3 Requirements. S27.4 Each vehicle shall be equipped with a DASS. S27.5 Static test requirement (low risk deployment for occupants outside the ASZ). S27.5.1 Driver (49 CFR part 572 subpart O 5th percentile female dummy). S27.5.2 Front outboard passenger (49 CFR part 572 subpart P 3-year-old child dummy and 49 CFR part 572 subpart N 6-year-old child dummy). S27.6 Dynamic test requirement (suppression of air bag for occupants inside the ASZ). S27.6.1 Driver. S27.6.2 Front outboard passenger. S28 Test procedure for S27 of this standard. S28.1 Driver suppression zone verification test (49 CFR part 572 Subpart O 5th percentile female dummy). S28.2 Front outboard passenger suppression zone verification test (49 CFR part 572 subpart P 3-year-old child dummy and 49 CFR part 572 subpart N 6-year-old child dummies). S28.3 Driver dynamic test procedure for DASS requirements. S28.4 Front outboard passenger dynamic test procedure for DASS requirements. S29 Manufacturer option to certify vehicles to certain static suppression test requirements using human beings rather than test dummies. S29.1 At the option of the manufacturer, instead of using test dummies in conducting the tests for the following automatic suppression and occupant recognition parts of the low risk deployment test requirements, human beings may be used as specified. If human beings are used, they shall assume, to the extent possible, the final physical position specified for the corresponding dummies for each test. (a) If a manufacturer decides to certify a vehicle using a human being for a test of the passenger automatic suppression, it shall use humans for the entire series of tests, e.g., 3-year-old children for each test of the system involving 3-year-old test dummies. If a manufacturer decides to certify a vehicle using a test dummy for a test of the system, it shall use test dummies for the entire series of tests, e.g., a Hybrid III 3-year-old child dummy for each test of the system involving 3-year-old child test dummies. (b) For S19.2, instead of using the 49 CFR part 572 subpart R 12-month-old child dummy, a human child who weighs between 8.2 and 9.1 kg (18 and 20 lb), and who is between 61 and 66 cm (24 and 26 in) tall may be used. (c) For S19.2, instead of using the 49 CFR part 572 subpart K newborn infant dummy, a human child who weighs between 8.2 and 9.1 kg (18 and 20 lb), and who is between 61 and 66 cm (24 and 26 in) tall may be used. (d) For S21.2 and S21.5.1, instead of using the 49 CFR part 572 subpart P 3-year-old child dummy, a human child who weighs between 13.4 and 18 kg (29.5 and 39.5 lb), and who is between 89 and 99 cm (35 and 39 in) tall may be used. (e) For S23.2 and S23.5.1, instead of using the 49 CFR part 572 subpart N 6-year-old child dummy, a human child who weighs between 21 and 25.6 kg (46.5 and 56.5 lb), and who is between 114 and 124.5 cm (45 and 49 in) tall may be used. (f) For S19.2, S21.2, and S23.2, instead of using the 49 CFR part 572 subpart O 5th percentile adult female test dummy, a female who weighs between 46.7 and 51.25 kg (103 and 113 lb), and who is between 139.7 and 150 cm (55 and 59 in) tall may be used. S29.2 Human beings shall be dressed in a cotton T-shirt, full length cotton trousers, and sneakers. Specified weights and heights include clothing. S29.3 A manufacturer exercising this option shall upon request: (a) Provide NHTSA with a method to deactivate the air bag during compliance testing under S20.2, S20.3, S22.2, S22.3, S24.2, and S24.3, and identify any parts or equipment necessary for deactivation; such assurance may be made by removing the air bag; and (b) Provide NHTSA with a method to assure that the same test results would be obtained if the air bag were not deactivated. Figures to § 571.208 Figure 1. [Reserved] Appendix A to § 571.208—Selection of Child Restraint Systems This appendix A applies to vehicles manufactured before September 1, 2025, and to not more than 60 percent of a manufacturer's vehicles manufactured on or after September 1, 2025, and before September 1, 2026, as specified in S14.8 of this standard. This appendix does not apply to vehicles manufactured on or after September 1, 2026. A. The following car bed, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration to test the suppression system of a vehicle that has been certified as being in compliance with 49 CFR 571.208 S19: Subpart A—Car Bed Child Restraints of Appendix A Manufactured on or after Angel Guard Angel Ride XX2403XXX September 25, 2007. B. Any of the following rear-facing child restraint systems specified in the table in subpart B of this appendix, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration to test the suppression or low risk deployment (LRD) system of a vehicle that has been certified as being in compliance with S19 of this standard. When the restraint system comes equipped with a removable base, the test may be run either with the base attached or without the base. Subpart B—Rear-Facing Child Restraints of Appendix A Manufactured on or after Century Smart Fit 4543 December 1, 1999. Cosco Arriva 22-013 PAW and base 22-999 WHO September 25, 2007. Evenflo Discovery Adjust Right 212 December 1, 1999. Graco Infant 8457 December 1, 1999. Graco Snugride September 25, 2007. Peg Perego Primo Viaggio SIP IMUN00US September 25, 2007. C. Any of the following forward-facing child restraint systems, and forward-facing child restraint systems that also convert to rear-facing, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration to test the suppression or LRD system of a vehicle that has been certified as being in compliance with S19 or S21 of this standard. (Note: Any child restraint listed in this subpart that does not have manufacturer instructions for using it in a rear-facing position is excluded from use in testing in a belted rear-facing configuration under S20.2.1.1(a) and S20.4.2 of this standard): Subpart C—Forward-Facing and Convertible Child Restraints of Appendix A Manufactured on or after Britax Roundabout E9L02xx September 25, 2007. Graco ComfortSport September 25, 2007. Cosco Touriva 02519 December 1, 1999. Evenflo Tribute V 379xxxx or Evenflo Tribute 381xxxx September 25, 2007. Evenflo Medallion 254 December 1, 1999. Cosco Summit Deluxe High Back Booster 22-262 September 25, 2007. Evenflo Generations 352xxxx September 25, 2007. Graco Toddler SafeSeat Step 2 September 25, 2007. Graco Platinum Cargo September 25, 2007. Cosco High Back Booster 22-209 September 25, 2007. D. Any of the following forward-facing child restraint systems and belt positioning seats, manufactured on or after the date listed, may be used by the National Highway Traffic Safety Administration as test devices to test the suppression system of a vehicle that has been certified as being in compliance with S21 or S23 of this standard: Subpart D—Forward-Facing Child Restraints and Belt Positioning Seats of Appendix A Manufactured on or after Britax Roadster 9004 December 1, 1999. Graco Platinum Cargo September 25, 2007. Cosco High Back Booster 22-209 September 25, 2007. Evenflo Right Fit 245 December 1, 1999. Evenflo Generations 352xxxx September 25, 2007. Cosco Summit Deluxe High Back Booster 22-262 September 25, 2007. Appendix A-1 to § 571.208—Selection of Child Restraint Systems This appendix A-1 applies to not less than 40 percent of a manufacturer's vehicles manufactured on or after September 1, 2025, and before September 1, 2026, as specified in S14.8 of this standard. This appendix applies to all vehicles manufactured on or after September 1, 2026. A. The following car bed, manufactured on or after [ Date of publication of final rule Subpart A—Car Bed Child Restraints of Appendix A-1 Safety 1st Dreamride with LATCH #IC238xxx. B. Any of the following rear-facing child restraint systems specified in the table below, manufactured on or after August 22, 2024, may be used by the National Highway Traffic Safety Administration to test the suppression or low risk deployment (LRD) system of a vehicle that has been certified as being in compliance with S19 of this standard. When the restraint system comes equipped with a removable base, the test may be run either with the base attached or without the base. Subpart B—Rear-Facing Child Restraints of Appendix A-1 Evenflo Litemax #305xxxxx. Chicco Keyfit 30 #04061472xxxxxx. Doona Car Seat & Stroller. Nuna Pipa RX with Pipa RELX base. Cybex Cloud Q with SensorSafe. Evenflo NurtureMax #364xxxxx. C. Any of the following forward-facing child restraint systems, and forward-facing child restraint systems that also convert to rear-facing, manufactured on or after August 22, 2024, may be used by the National Highway Traffic Safety Administration to test the suppression or LRD system of a vehicle that has been certified as being in compliance with S19 or S21 of this standard. ( Note: Subpart C—Forward-Facing and Convertible Child Restraints of Appendix A-1 Britax Poplar #E1C93xx. Cosco Scenera Next #CC123xxx. Graco 4Ever DLX. Nuna Rava #CS05116CVR. Graco Contender Slim. Cybex Eternis S with SensorSafe. Safety 1st Grow and Go #CC138xxx. Evenflo Chase Plus #307xxxxx. Cosco Finale #BC110xxx. Chicco MyFit #04079783—0070. D. Any of the following forward-facing child restraint systems and belt positioning seats, manufactured on or after August 22, 2024, may be used by the National Highway Traffic Safety Administration as test devices to test the suppression system of a vehicle that has been certified as being in compliance with S21 or S23 of this standard: Subpart D—Forward-Facing Child Restraints and Belt Positioning Seats of Appendix A-1 Chicco MyFit #04079783—0070. Cybex Eternis S with SensorSafe. Safety 1st Grow and Go #CC138xxx. Evenflo Chase Plus #307xxxxx. Cosco Finale #BC110xxx. Cosco Rise #BC126xxx. Graco TurboBooster Backless Booster Seat. Britax Grow with You ClickTight #E1C19xx. Figure A1 to Appendix A and Appendix A-1 to § 571.208: Loading Bar Foot Detail Figure A2 to Appendix A and Appendix A-1 to § 571.208: Loading Bar Installation [36 FR 22902, Dec. 2, 1971] Editorial Note: For Federal Register www.govinfo.gov. § 571.209 Standard No. 209; Seat belt assemblies. S1. Purpose and scope. S2. Application. S3. Definitions. Adjustment hardware Attachment hardware Automatic-locking retractor Buckle Emergency-locking retractor Hardware Load-limiter Nonlocking retractor Pelvic restraint Retractor Seat back retainer Seat belt assembly Strap Type 1 seat belt assembly Type 2 seat belt assembly Type 2a shoulder belt Upper torso restraint Webbing S4. Requirements. S4.1 (a) [Reserved] (b) Single occupancy. (c) Upper torso restraint. A Type 2a shoulder belt shall comply with applicable requirements for a Type 2 seat belt assembly in S4.1 to S4.4, inclusive. (d) Hardware. (e) Release. (f) Attachment hardware. 2 (g) Adjustment. (2) A Type 1 or Type 2 seat belt assembly for use in a vehicle having seats that are adjustable shall conform to the requirements of S4.1(g)(1) regardless of seat position. However, if a seat has a back that is separately adjustable, the requirements of S4.1(g)(1) need be met only with the seat back in the manufacturer's nominal design riding position. (3) The adult occupants referred to in S4.1(g)(1) shall have the following measurements: 5th percentile adult female 95th percentile adult male Weight 46.3 kg 97.5 kg. Erect sitting height 785 mm 965 mm. Hip breadth (sitting) 325 mm 419 mm. Hip circumference (sitting) 925 mm 1199 mm. Waist circumference (sitting) 599 mm 1080 mm. Chest depth 190 mm 267 mm. Chest circumference: Nipple 775 mm 1130 mm. Upper 757 mm 1130 mm. Lower 676 mm 1130 mm. (h) Webbing. (i) Strap. (j) Marking. (k) Installation instructions. This seat belt assembly is for use only in [insert specific seating position(s), e.g., “front right”] in [insert specific vehicle make(s) and model(s)]. (l) Usage and maintenance instructions. (m) Workmanship. S4.2 Requirements for webbing. (a) Width. (b) Breaking strength. (c) Elongation. (d) Resistance to abrasion. (e) Resistance to light. (f) Resistance to micro-organisms. S4.3 Requirements for hardware. (a) Corrosion resistance. (2) Surfaces of buckles, retractors and metallic parts, other than attachment hardware, of a seat belt assembly after subjection to the conditions specified in S5.2(a) shall be free of ferrous or nonferrous corrosion which may be transferred, either directly or by means of the webbing, to the occupant or his clothing when the assembly is worn. After test, buckles shall conform to applicable requirements in paragraphs (d) to (g) of this section. (b) Temperature resistance. (c) Attachment hardware. (2) Other attachment hardware designed to receive the ends of two seat belt assemblies shall withstand a tensile force of at least 26,689 N without fracture of a section when tested by the procedure specified in S5.2(c)(2). (3) A seat belt assembly having single attachment hooks of the quick-disconnect type for connecting webbing to an eye bolt shall be provided with a retaining latch or keeper which shall not move more than 2 mm in either the vertical or horizontal direction when tested by the procedure specified in S5.2(c)(3). (d) Buckle release. (2) A buckle designed for pushbutton application of buckle release force shall have a minimum area of 452 mm 2 (3) The buckle of a Type 1 or Type 2 seat belt assembly shall not release under a compressive force of 1779 N applied as prescribed in paragraph S5.2(d)(3). The buckle shall be operable and shall meet the applicable requirement of paragraph S4.4 after the compressive force has been removed. (e) Adjustment force. (f) Tilt-lock adjustment. (g) Buckle latch. (h) Nonlocking retractor. (i) Automatic-locking retractor. (j) Emergency-locking retractor. (1) For seat belt assemblies manufactured before February 22, 2007. (i) Shall lock before the webbing extends 25 mm when the retractor is subjected to an acceleration of 7 m/s 2 (ii) Shall not lock, if the retractor is sensitive to webbing withdrawal, before the webbing extends 51 mm when the retractor is subjected to an acceleration of 3 m/s 2 (iii) Shall not lock, if the retractor is sensitive to vehicle acceleration, when the retractor is rotated in any direction to any angle of 15° or less from its orientation in the vehicle; (iv) Shall exert a retractive force of at least 3 N under zero acceleration when attached only to the pelvic restraint; (v) Shall exert a retractive force of not less than 1 N and not more than 5 N under zero acceleration when attached only to an upper torso restraint; (vi) Shall exert a retractive force not less than 1 N and not more than 7 N under zero acceleration when attached to a strap or webbing that restrains both the upper torso and the pelvis. (2) For seat belt assemblies manufactured on or after February 22, 2007 and for manufacturers opting for early compliance. (i) Shall under zero acceleration loading— (A) Exert a retractive force of not less than 1 N and not more than 7 N when attached to a strap or webbing that restrains both the upper torso and the pelvis; (B) Exert a retractive force not less than 3 N when attached only to the pelvic restraint; and (C) Exert a retractive force of not less than 1 N and not more than 5 N when attached only to an upper torso restraint. (D) For a retractor sensitive to vehicle acceleration, lock when tilted at any angle greater than 45 degrees from the angle at which it is installed in the vehicle or meet the requirements of S4.3(j)(2)(ii). (E) For a retractor sensitive to vehicle acceleration, not lock when the retractor is rotated in any direction to any angle of 15 degrees or less from its orientation in the vehicle. (ii) Shall lock before the webbing payout exceeds the maximum limit of 25 mm when the retractor is subjected to an acceleration of 0.7 g under the applicable test conditions of S5.2(j)(2)(iii)(A) or (B). The retractor is determined to be locked when the webbing belt load tension is at least 35 N. (iii) For a retractor sensitive to webbing withdrawal, shall not lock before the webbing payout extends to the minimum limit of 51 mm when the retractor is subjected to an acceleration no greater than 0.3 g under the test condition of S5.2(j)(2)(iii)(C). (k) Performance of retractor. S4.4 Requirements for assembly performance. (a) Type I seat belt assembly. (1) The assembly loop shall withstand a force of not less than 22,241 N; that is, each structural component of the assembly shall withstand a force of not less than 11,120 N. (2) The assembly loop shall extend not more than 7 inches or 178 mm when subjected to a force of 22,241 N; that is, the length of the assembly between anchorages shall not increase more than 356 mm. (3) Any webbing cut by the hardware during test shall have a breaking strength at the cut of not less than 18,683 N. (4) Complete fracture through any solid section of metal attachment hardware shall not occur during test. (b) Type 2 seat belt assembly. (1) The structural components in the pelvic restraint shall withstand a force of not less than 11,120 N. (2) The structural components in the upper torso restraint shall withstand a force of not less than 6,672 N. (3) The structural components in the assembly that are common to pelvic and upper torso restraints shall withstand a force of not less than 13,345 N. (4) The length of the pelvic restraint between anchorages shall not increase more than 508 mm when subjected to a force of 11,120 N. (5) The length of the upper torso restraint between anchorages shall not increase more than 508 mm when subjected to a force of 6,672 N. (6) Any webbing cut by the hardware during test shall have a breaking strength of not less than 15,569 N at a cut in webbing of the pelvic restraint, or not less than 12,455 N at a cut in webbing of the upper torso restraint. (7) Complete fracture through any solid section of metal attachment hardware shall not occur during test. S4.5 Load-limiter. (b) A seat belt assembly that includes a load limiter and that does not comply with the elongation requirements of this standard may be installed in motor vehicles at any designated seating position that is subject to the requirements of S5.1 of Standard No. 208 (§ 571.208). S4.6 Manual belts subject to crash protection requirements of Standard No. 208. (a)(1) A manual seat belt assembly, which is subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of any provision of Standard No. 208 other than S4.1.2.1(c)(2) of that standard, does not have to meet the requirements of S4.2(a)-(f) and S4.4 of this standard. (2) A manual seat belt assembly subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of S4.1.2.1(c)(2) of Standard No. 208 does not have to meet the elongation requirements of S4.2(c), S4.4(a)(2), S4.4(b)(4), and S4.4(b)(5) of this standard. S5. Demonstration procedures. S5.1 Webbing Width. (b) Breaking strength. (c) Elongation. (d) Resistance to abrasion. (e) Resistance to light. (f) Resistance to micro-organisms. Note: This test shall not be required on webbing made from material which is inherently resistant to micro-organisms. S5.2 Hardware. (a) Corrosion resistance. Note: When attachment and other hardware are permanently fastened, by sewing or other means, to the same piece of webbing, separate assemblies shall be used to test the two types of hardware. The test for corrosion resistance shall not be required for attachment hardware made from corrosion-resistant steel containing at least 11.5 percent chromium or for attachment hardware protected with an electrodeposited coating of nickel, or copper and nickel, as prescribed in S4.3(a). The assembly that has been used to test the corrosion resistance of the buckle shall be used to measure adjustment force, tilt-lock adjustment, and buckle latch in paragraphs (e), (f), and (g), respectively, of this section, assembly performance in S5.3 and buckle release force in paragraph (d) of this section. (b) Temperature resistance. (c) Attachment hardware. 7/16 1/2 (2) Attachment hardware, other than bolts, designed to receive the ends of two seat belt assemblies shall be subjected to a tensile force of 26,689 N in a manner simulating use. The hardware shall be examined for fracture after the force is released. Attachment hardware from three seat belt assemblies shall be tested. (3) Single attachment hook for connecting webbing to any eye bolt shall be tested in the following manner: The hook shall be held rigidly so that the retainer latch or keeper, with cotter pin or other locking device in place, is in a horizontal position as shown in Figure 4. A force of 667 N ±9 N shall be applied vertically as near as possible to the free end of the retainer latch, and the movement of the latch by this force at the point of application shall be measured. The vertical force shall be released, and a force of 667 N ±9 N shall be applied horizontally as near as possible to the free end of the retainer latch. The movement of the latch by this force at the point of load application shall be measured. Alternatively, the hook may be held in other positions, provided the forces are applied and the movements of the latch are measured at the points indicated in Figure 4. A single attachment hook from each of three seat belt assemblies shall be tested. (d) Buckle release. (2) The area for application of release force on pushbutton actuated buckle shall be measured to the nearest 30 mm 2 (3) The buckle of a Type 1 or Type 2 seat belt assembly shall be subjected to a compressive force of 1779 N applied anywhere on a test line that is coincident with the center line of the belt extended through the buckle or on any line that extends over the center of the release mechanism and intersects the extended centerline of the belt at an angle of 60°. The load shall be applied by using a curved cylindrical bar having a cross section diameter of 19 mm and a radius of curvature of 152 mm, placed with its longitudinal center line along the test line and its center directly above the point or the buckle to which the load will be applied. The buckle shall be latched, and a tensile force of 334 N shall be applied to the connected webbing during the application of the compressive force. Buckles from three seat belt assemblies shall be tested to determine compliance with paragraph S4.3(d)(3). (e) Adjustment Force. (f) Tilt-lock adjustment. (g) Buckle latch. (h) Nonlocking retractor. Note: This test shall not be required on a nonlocking retractor attached to the free end of webbing which is not subjected to any tension during restraint of an occupant by the assembly. (i) Automatic-locking retractor. (j) Emergency-locking retractor. (1) For seat belt assemblies manufactured before February 22, 2007. 2 2 (i) Accelerated in the horizontal plane in two directions normal to each other, while the retractor drum's central axis is oriented at the angle at which it is installed in the vehicle; and (ii) Accelerated in three directions normal to each other while the retractor drum's central axis is oriented at angles of 45°, 90°, 135°, and 180° from the angle at which it is installed in the vehicle, unless the retractor locks by gravitational force when tilted in any direction to any angle greater than 45° from the angle at which it is installed in the vehicle. (2) For seat belt assemblies manufactured on or after February 22, 2007 and for manufacturers opting for early compliance. (i) Retraction force: The webbing shall be extended fully from the retractor, passing over and through any hardware or other material specified in the installation instructions. While the webbing is being retracted, measure the lowest force of retraction within ±51 mm of 75 percent extension. (ii) Gravitational locking: For a retractor sensitive to vehicle acceleration, rotate the retractor in any direction to an angle greater than 45 degrees from the angle at which it is installed in the vehicle. Apply a force to the webbing greater than the minimum force measured in S5.2(j)(2)(i) to determine compliance with S4.3(j)(2)(i)(D). (iii) Dynamic tests: Each acceleration pulse shall be recorded using an accelerometer having a full scale range of ±10 g and processed according to the practices set forth in SAE Recommended Practice J211-1 DEC2003 (incorporated by reference, see § 571.5) Channel Frequency Class 60. The webbing shall be positioned at 75 percent extension, and the displacement shall be measured using a displacement transducer. For tests specified in S5.2(j)(2)(iii)(A) and (B), the 0.7 g acceleration pulse shall be within the acceleration-time corridor shown in Figure 8 of this standard. (A) For a retractor sensitive to vehicle acceleration— ( 1 ( 2 (B) For a retractor sensitive to webbing withdrawal— ( 1 ( 2 (C) A retractor that is sensitive to webbing withdrawal shall be subjected to an acceleration no greater than 0.3 g occurring within a period of the first 50 ms and sustaining an acceleration no greater than 0.3 g throughout the test, while the webbing is at 75 percent extension. Measure the webbing payout. (k) Performance of retractor. S5.3 Assembly performance—(a) Type 1 seat belt assembly. (1) The testing machine shall conform to the requirements specified in S5.1(b). A double-roller block shall be attached to one head of the testing machine. This block shall consist of two rollers 102 mm in diameter and sufficiently long so that no part of the seat belt assembly touches parts of the block other than the rollers during test. The rollers shall be mounted on antifriction bearings and spaced 305 mm between centers, and shall have sufficient capacity so that there is no brinelling, bending or other distortion of parts which may affect the results. An anchorage bar shall be fastened to the other head of the testing machine. (2) The attachment hardware furnished with the seat belt assembly shall be attached to the anchorage bar. The anchor points shall be spaced so that the webbing is parallel in the two sides of the loop. The attaching bolts shall be parallel to, or at an angle of 45° or 90° to the webbing, whichever results in an angle nearest to 90° between webbing and attachment hardware except that eye bolts shall be vertical, and attaching bolts or nonthreaded anchorages of a seat belt assembly designed for use in specific models of motor vehicles shall be installed to produce the maximum angle in use indicated by the installation instructions, utilizing special fixtures if necessary to simulate installation in the motor vehicle. Rigid adapters between anchorage bar and attachment hardware shall be used if necessary to locate and orient the adjustment hardware. The adapters shall have a flat support face perpendicular to the threaded hole for the attaching bolt and adequate in area to provide full support for the base of the attachment hardware connected to the webbing. If necessary, a washer shall be used under a swivel plate or other attachment hardware to prevent the webbing from being damaged as the attaching bolt is tightened. (3) The length of the assembly loop from attaching bolt to attaching bolt shall be adjusted to about 1295 mm, or as near thereto as possible. A force of 245 N shall be applied to the loop to remove any slack in webbing at hardware. The force shall be removed and the heads of the testing machine shall be adjusted for an assembly loop between 1220 and 1270 mm in length. The length of the assembly loop shall then be adjusted by applying a force between 89 and 98 N to the free end of the webbing at the buckle, or by the retraction force of an automatic-locking or emergency-locking retractor. A seat belt assembly that cannot be adjusted to this length shall be adjusted as closely as possible. An automatic-locking or emergency locking retractor when included in a seat belt assembly shall be locked at the start of the test with a tension on the webbing slightly in excess of the retractive force in order to keep the retractor locked. The buckle shall be in a location so that it does not touch the rollers during test, but to facilitate making the buckle release test in S5.2(d) the buckle should be between the rollers or near a roller in one leg. (4) The heads of the testing machine shall be separated at a rate between 51 and 102 mm per minute until a force of 22,241 ±222 N is applied to the assembly loop. The extension of the loop shall be determined from measurements of head separation before and after the force is applied. The force shall be decreased to 667 ±45 N and the buckle release force measured as prescribed in S5.2(d). (5) After the buckle is released, the webbing shall be examined for cutting by the hardware. If the yarns are partially or completely severed in a line for a distance of 10 percent or more of the webbing width, the cut webbing shall be tested for breaking strength as specified in S5.1(b) locating the cut in the free length between grips. If there is insufficient webbing on either side of the cut to make such a test for breaking strength, another seat belt assembly shall be used with the webbing repositioned in the hardware. A tensile force of 11,120 ±111 N shall be applied to the components or a force of 22,241 ±222 N shall be applied to the assembly loop. After the force is removed, the breaking strength of the cut webbing shall be determined as prescribed above. (6) If a Type 1 seat belt assembly includes an automatic-locking retractor or an emergency-locking retractor, the webbing and retractor shall be subjected to a tensile force of 11,120 ±111 N with the webbing fully extended from the retractor. (7) If a seat belt assembly has a buckle in which the tongue is capable of inverted insertion, one of the three assemblies shall be tested with the tongue inverted. (b) Type 2 seat belt assembly. (1) The pelvic restraint between anchorages shall be adjusted to a length between 1220 and 1270 mm, or as near this length as possible if the design of the pelvic restraint does not permit its adjustment to this length. An automatic-locking or emergency-locking retractor when included in a seat belt assembly shall be locked at the start of the test with a tension on the webbing slightly in excess of the retractive force in order to keep the retractor locked. The attachment hardware shall be oriented to the webbing as specified in paragraph (a)(2) of this section and illustrated in Figure 5. A tensile force 11,120 ±111 N shall be applied on the components in any convenient manner and the extension between anchorages under this force shall be measured. The force shall be reduced to 334 ±22 N and the buckle release force measured as prescribed in S5.2(d). (2) The components of the upper torso restraint shall be subjected to a tensile force of 6,672 ±67 N following the procedure prescribed above for testing pelvic restraint and the extension between anchorages under this force shall be measured. If the testing apparatus permits, the pelvic and upper torso restraints may be tested simultaneously. The force shall be reduced to 334 ±22 N and the buckle release force measured as prescribed in S5.2(d). (3) Any component of the seat belt assembly common to both pelvic and upper torso restraint shall be subjected to a tensile force of 13,344 ±134 N. (4) After the buckle is released in tests of pelvic and upper torso restraints, the webbing shall be examined for cutting by the hardware. If the yarns are partially or completely severed in a line for a distance of 10 percent or more of the webbing width, the cut webbing shall be tested for breaking strength as specified in S5.1(b) locating the cut in the free length between grips. If there is insufficient webbing on either side of the cut to make such a test for breaking strength, another seat belt assembly shall be used with the webbing repositioned in the hardware. The force applied shall be 11,120 ±111 N for components of pelvic restraint, and 6,672 ±67 N for components of upper torso restraint. After the force is removed, the breaking strength of the cut webbing shall be determined as prescribed above. (5) If a Type 2 seat belt assembly includes an automatic-locking retractor or an emergency-locking retractor the webbing and retractor shall be subjected to a tensile force of 11,120 ±111 N with the webbing fully extended from the retractor, or to a tensile force of 6,672 ±67 N with the webbing fully extended from the retractor if the design of the assembly permits only upper torso restraint forces on the retractor. (6) If a seat belt assembly has a buckle in which the tongue is capable of inverted insertion, one of the three assemblies shall be tested with the tongue inverted. (c) Resistance to buckle abrasion. S5.4 Tolerances on angles. [44 FR 72139, Dec. 13, 1979] Editorial Note: For Federal Register www.govinfo.gov. § 571.210 Standard No. 210; Seat belt assembly anchorages. S1. Purpose and scope. S2. Application. S3. Definitions. Actuator Bridged pull yoke FAD FAD1 FAD2 Midsagittal plane School bus torso belt adjusted height School bus torso belt anchor point Seat belt anchorage Seat reference plane Small occupant seating position S4. Requirements. S4.1 Type. S4.1.1 Seat belt anchorages for a Type 1 or a Type 2 seat belt assembly shall be installed for each designated seating position for which a Type 1 or a Type 2 seat belt assembly is required by Standard No. 208 (49 CFR 571.208). Seat belt anchorages for a Type 2 seat belt assembly shall be installed for each designated seating position for which a Type 2 seat belt assembly is required by Standard No. 208 (49 CFR 571.208). S4.1.2 (a) Notwithstanding the requirement of S4.1.1, each vehicle that is equipped with an automatic restraint at the front right outboard designated seating position, which automatic restraint cannot be used for securing a child restraint system or cannot be adjusted by the vehicle owner to secure a child restraint system solely through the use of attachment hardware installed as an item of original equipment by the vehicle manufacturer, shall have, at the manufacturer's option, either anchorages for a Type 1 seat belt assembly installed at that position or a Type 1 or Type 2 seat belt assembly installed at that position. If a manufacturer elects to install anchorages for a Type 1 seat belt assembly to comply with this requirement, those anchorages shall consist of, at a minimum, holes threaded to accept bolts that comply with S4.1(f) of Standard No. 209 (49 CFR 571.209). (b) The requirement in S4.1.1 of this standard that seat belt anchorages for a Type 1 or a Type 2 seat belt assembly shall be installed for certain designated seating positions does not apply to any such seating positions that are equipped with a seat belt assembly that meets the frontal crash protection requirements of S5.1 of Standard No. 208 (49 CFR 571.208). S4.1.3 School bus passenger seats. S4.1.3.1 Seat belt anchorages for school bus passenger seats must be attached to the school bus seat structure, including seats with wheelchair positions or side emergency doors behind them. Seats with no other seats behind them, no wheelchair positions behind them and no side emergency door behind them are excluded from the requirement that the seat belt anchorages must be attached to the school bus seat structure. For school buses with a GVWR less than or equal to 4,536 kg (10,000 pounds), the seat belt shall be Type 2 as defined in S3. of FMVSS No. 209 (49 CFR 571.209). For school buses with a GVWR greater than 4,536 kg (10,000 pounds), the seat belt shall be Type 1 or Type 2 as defined in S3. of FMVSS No. 209 (49 CFR 571.209). S4.1.3.2 Type 2 seat belt anchorages on school buses must meet the following location requirements. S4.1.3.2 Type 2 seat belt anchorages on school buses must meet the following location requirements. (a) For a small occupant seating position of a flexible occupancy seat, as defined in 49 CFR 571.222, the school bus torso belt anchor point must be 400 mm or more vertically above the seating reference point (SgRP) or adjustable to 400 mm or more vertically above the SgRP. For all other seating positions, the school bus torso belt anchor point must be 520 mm or more vertically above the SgRP or adjustable to 520 mm or more vertically above the SgRP. The school bus torso belt adjusted height at each seating position shall be adjustable to no more than 280 mm vertically above the SgRP in the lowest position and no less than the required vertical height of the school bus torso belt anchor point for that seating position in the highest position. ( See (b) The minimum lateral distance between the vertical centerline of the bolt holes or the centroid of any other means of attachment to the structure specified in 4.1.3.1, simultaneously achievable by all seating positions, must be: (i) 280 mm for seating positions in a flexible occupancy seat in a maximum occupancy configuration, as defined in 49 CFR 571.222; and (ii) 330 mm for all other seating positions. S4.1.3.3 School buses with a GVWR less than or equal to 4,536 kg (10,000 pounds) must meet the requirements of S4.2.2 of this standard. S4.1.3.4 School buses with a GVWR greater than 4,536 kg (10,000 pounds), with Type 1 seat belt anchorages, must meet the strength requirements specified in S4.2.1 of this standard. S4.1.3.5 School buses with a GVWR greater than 4,536 kg (10,000 pounds), with Type 2 seat belt anchorages, must meet the strength requirements specified in S4.2.2 of this standard. S4.2 Strength. S4.2.1 Seats with Type 1 or certain Type 2 seat belt assemblies. (a) For vehicles manufactured on or after September 17, 2024, and before September 1, 2027, except as provided in S4.2.5, the anchorages, attachment hardware, and attachment bolts for any of the following seat belt assemblies shall withstand a 22,241 N (5,000 pound) force when tested in accordance with, at the choice of the manufacturer, S5.1(a), (b), or (c): (1) Type 1 seat belt assembly; and (2) Lap belt portion of either a Type 2 or automatic seat belt assembly, if such seat belt assembly is equipped with a detachable upper torso belt. (b) For vehicles manufactured on or after September 1, 2027, except as provided in S4.2.5, the anchorages, attachment hardware, and attachment bolts for any of the following seat belt assemblies shall withstand a 22,241 N (5,000 pound) force when tested in accordance with, at the choice of the manufacturer, S5.1(b) or (c): (1) Type 1 seat belt assembly; and (2) Lap belt portion of either a Type 2 or automatic seat belt assembly, if such seat belt assembly is equipped with a detachable upper torso belt. S4.2.2 Seats with certain Type 2 or automatic seat belt assemblies. (a) For vehicles manufactured on or after September 17, 2024, and before September 1, 2027, except as provided in S4.2.5, the anchorages, attachment hardware, and attachment bolts for any of the following seat belt assemblies shall withstand a 13,345 N (3,000 pound) force applied to the lap belt portion of the seat belt assembly simultaneously with a 13,345 N (3,000 pound) force applied to the shoulder belt portion of the seat belt assembly, when tested in accordance with, at the choice of the manufacturer, S5.2(a), (b), or (c): (1) Type 2 and automatic seat belt assemblies that are installed to comply with Standard No. 208 (49 CFR 571.208); and (2) Type 2 and automatic seat belt assemblies that are installed at a seating position required to have a Type 1 or Type 2 seat belt assembly by Standard No. 208 (49 CFR 571.208). (b) For vehicles manufactured on or after September 1, 2027, except as provided in S4.2.5, the anchorages, attachment hardware, and attachment bolts for any of the following seat belt assemblies shall withstand a 13,345 N (3,000 pound) force applied to the lap belt portion of the seat belt assembly simultaneously with a 13,345 N (3,000 pound) force applied to the shoulder belt portion of the seat belt assembly, when tested in accordance with, at the choice of the manufacturer, S5.2(b) or (c): (1) Type 2 and automatic seat belt assemblies that are installed to comply with Standard No. 208 (49 CFR 571.208); and (2) Type 2 and automatic seat belt assemblies that are installed at a seating position required to have a Type 1 or Type 2 seat belt assembly by Standard No. 208 (49 CFR 571.208). S4.2.3 Permanent deformation or rupture of a seat belt anchorage or its surrounding area is not considered to be a failure, if the required force is sustained for the specified time. S4.2.4 Anchorages, attachment hardware, and attachment bolts shall be tested by simultaneously loading them in accordance with the applicable procedures set forth in S5 of this standard if the anchorages are either: (a) For designated seating positions that are common to the same occupant seat and that face in the same direction, or (b) For laterally adjacent designated seating positions that are not common to the same occupant seat, but that face in the same direction, if the vertical centerline of the bolt hole for at least one of the anchorages for one of those designated seating positions is within 305 mm of the vertical center line of the bolt hole for an anchorage for one of the adjacent seating positions. S4.2.5 The attachment hardware of a seat belt assembly, which is subject to the requirements of S5.1 of Standard No. 208 (49 CFR 571.208) by virtue of any provision of Standard No. 208 other than S4.1.2.1(c)(2) of that standard, does not have to meet the requirements of S4.2.1 and S4.2.2 of this standard. S4.2.6 Manufacturer's choice of compliance option. S4.3 Location. S4.3.1 Seat belt anchorages for Type 1 seat belt assemblies and the pelvic portion of Type 2 seat belt assemblies. S4.3.1.1 In an installation in which the seat belt does not bear upon the seat frame: (a) If the seat is a nonadjustable seat, then a line from the seating reference point to the nearest contact point of the belt with the anchorage shall extend forward from the anchorage at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees. (b) If the seat is an adjustable seat, then a line from a point 64 mm forward of and 10 mm above the seating reference point to the nearest contact point of the belt with the anchorage shall extend forward from the anchorage at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees. S4.3.1.2 In an installation in which the belt bears upon the seat frame, the seat belt anchorage, if not on the seat structure, shall be aft of the rearmost belt contact point on the seat frame with the seat in the rearmost position. The line from the seating reference point to the nearest belt contact point on the seat frame, with the seat positioned at the seating reference point, shall extend forward from that contact point at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees. S4.3.1.3 In an installation in which the seat belt attaches to the seat structure, the line from the seating reference point to the nearest contact point of the belt with the hardware attaching it to the seat structure shall extend forward from that contact point at an angle with the horizontal of not less than 30 degrees and not more than 75 degrees. S4.3.1.4 Anchorages for an individual seat belt assembly shall be located at least 165 mm apart laterally, measured between the vertical center line of the bolt holes or, for designs using other means of attachment to the vehicle structure, between the centroid of such means. S4.3.2 Seat belt anchorages for the upper torso portion of Type 2 seat belt assemblies. (a) For fixed anchorages, compliance with this section shall be determined at the vertical centerline of the bolt holes or, for designs using another means of attachment to the vehicle structure, at the centroid of such means. (b) Except for seating positions on school bus bench seats, compliance with this section shall be determined with adjustable anchorages at the midpoint of the adjustment range of all adjustable positions. For seating positions on school bus bench seats, place adjustable anchorages and torso belt height adjusters in their uppermost position. S5. Test procedures. (a) General provisions. (b) Seat adjustment. (c) Shoulder belt anchorage height adjustment. S5.1 Seats with Type 1 or certain Type 2 seat belt assemblies. (a) Apply a force of 22,241 N (5,000 pounds) in the direction in which the seat faces to a pelvic body block as described in figure 2A to this standard, in a plane parallel to the seat reference plane with an initial force application angle of not less than 5 degrees or more than 15 degrees above the horizontal. Apply the force at the onset rate of not more than 222,411 N (50,000 pounds) per second. Attain the 22,241 N (5,000 pound) force in not more than 30 seconds and maintain it for 10 seconds. At the manufacturer's option, the pelvic body block described in figure 2B to this standard may be substituted for the pelvic body block described in figure 2A to apply the specified force to the center set(s) of anchorages for any group of three or more sets of anchorages that are simultaneously loaded in accordance with S4.2.4. (b) Choose the FAD(s) in accordance with S5.4 and position the FAD(s) in accordance with S5.5. Apply a force of 22,241 N (5,000 pounds) to the actuator attachment point of the bridged pull yoke attached to the FAD1 or FAD2 in the direction in which the seat faces, in a plane parallel to the seat reference plane with an initial force application angle of not less than 5 degrees or more than 15 degrees above the horizontal. Apply the force at the onset rate of not more than 222,411 N (50,000 pounds) per second. Attain the 22,241 N (5,000 pound) force in not more than 30 seconds and maintain it for 10 seconds. (c) Apply a force of 22,241 N (5,000 pounds) in the direction in which the seat faces to a pelvic body block as described in figure 2A to this standard and positioned in accordance with S5.3.1, in a plane parallel to the seat reference plane with an initial force application angle of not less than 5 degrees or more than 15 degrees above the horizontal. Apply the force at the onset rate of not more than 222,411 N (50,000 pounds) per second. Attain the 22,241 N (5,000 pound) force in not more than 30 seconds and maintain it for 10 seconds. At the manufacturer's option, the pelvic body block described in figure 2B to this standard may be substituted for the pelvic body block described in figure 2A to apply the specified force to the center set(s) of anchorages for any group of three or more sets of anchorages that are simultaneously loaded in accordance with S4.2.4. S5.2 Seats with certain Type 2 or automatic seat belt assemblies. (a) Apply forces of 13,345 N (3,000 pounds) in the direction in which the seat faces simultaneously to a pelvic body block (as described in figure 2A to this standard) and an upper torso body block (as described in figure 3 to this standard) in a plane parallel to the seat reference plane with an initial force application angle of not less than 5 degrees or more than 15 degrees above the horizontal. Apply the forces at the onset rate of not more than 133,447 N (30,000 pounds) per second. Attain the 13,345 N (3,000 pound) force in not more than 30 seconds and maintain it for 10 seconds. At the manufacturer's option, the pelvic body block described in figure 2B to this standard may be substituted for the pelvic body block described in figure 2A to apply the specified force to the center set(s) of anchorages for any group of three or more sets of anchorages that are simultaneously loaded in accordance with S4.2.4. (b) Choose the FAD(s) in accordance with S5.4 and position the FAD(s) in accordance with S5.5. Apply forces of 13,345 N (3,000 pounds) in the direction in which the seat faces simultaneously, to the eye bolt attached to the pull bracket of the torso pull yoke on the FAD and the thru hole on the pelvis of the FAD in a plane parallel to the seat reference plane with an initial force application angle of not less than 5 degrees or more than 15 degrees above the horizontal. Apply the forces at the onset rate of not more than 133,447 N (30,000 pounds) per second. Attain the 13,345 N (3,000 pound) force in not more than 30 seconds and maintain it for 10 seconds. (c) Position a pelvic body block (as described in figure 2A to this standard) and an upper torso body block (as described in figure 3 to this standard) as described in S5.3. There shall be no contact between the pelvic and torso body blocks at the end of the preload force application ( i.e., S5.3 Body Block Zones. S5.3.1 Pelvic Body Block Zone. (a) With a 1,335 N (300 pound) force being applied to the pelvic body block in the direction in which the seat faces, the target depicted in figure 2A or figure 2B to this standard shall lie within the zone described in S5.3.1(a)(1) through (3) and in table 1 to this standard (and depicted in figure 6 to this standard): (1) At or rearward of the transverse vertical plane of the vehicle located 50 mm longitudinally forward of the SgRP and at or forward of the transverse vertical plane located 155 mm rearward of the SgRP. (2) At or below the horizontal plane located 210 mm above the SgRP and at or above the horizontal plane 65 mm above the SgRP. (3) At or rightward of the plane parallel to the seat reference plane and located 170 mm to the left of the SgRP and at or leftward of the plane parallel to the seat reference plane and located 170 mm to the right of the SgRP. S5.3.2 Torso Body Block Zone. (a) With a 1,335 N (300 pound) force being applied to the torso body block in the direction in which the seat faces, the target depicted in figure 3 to this standard shall lie within the zones described in S5.3.2(a)(1) through (3) and in table 1 to this standard (and depicted in figure 6 to this standard): (1) At or rearward of the transverse vertical plane of the vehicle located 230 mm longitudinally forward of the SgRP and at or forward of the transverse vertical plane located 10 mm rearward of the SgRP. (2) At or below the horizontal plane located 425 mm above the SgRP and at or above the horizontal plane 180 mm above the SgRP. (3) At or rightward of the plane parallel to the seat reference plane and located 265 mm to the left of the SgRP and at or leftward of the plane parallel to the seat reference plane and located 265 mm to the right of the SgRP. S5.4 Choice of FAD. (a) If testing in accordance with S4.2.4, position a FAD1 in accordance with S5.5 at each DSP being simultaneously tested. If there is contact between adjacent FAD1s when positioned as required by S5.5, or if adjacent FAD1s cannot be positioned as required by S5.5 due to contact with each other, then replace the FAD1(s) according to the following hierarchy. (1) For forward or rearward facing designated seating positions: (i) If contact occurs between a FAD1 in an inboard seat and a FAD1 in an outboard seat, replace the FAD1 in the inboard seat with a FAD2. (ii) If contact occurs between adjacent FAD1s in inboard seats, replace the FAD1 on the right-hand side (as viewed in the direction the seat is facing) with a FAD2. For multiple instances of contact between FAD1s, begin replacing FAD1s at the rightmost seating position. (iii) If contact occurs between an inboard FAD1 and an inboard FAD2, replace the FAD1 with a FAD2. (iv) If contact occurs between a FAD1 in an outboard seat and a FAD2 in an inboard seat, replace the FAD1 in the outboard seat with a FAD2. (2) For non-forward and non-rearward facing designated seating positions: (i) If contact occurs between adjacent FAD1s, replace the FAD1 on the right-hand side (as viewed in the direction the seat is facing) with a FAD2. If contact remains, replace the FAD1 on the left-hand side with a FAD2. For multiple instances of contact between FAD1s, begin replacing FAD1s at the rightmost seating position. S5.5 FAD Positioning Procedure. (a) Place the FAD1 or FAD2 on the seat such that the midsagittal plane is parallel to and within 10 mm of the seat reference plane, with the torso portion of the FAD contacting the seat back. (b) While keeping the midsagittal plane within 10 mm of the seat reference plane, move the pelvis portion of the FAD toward the seat back until it contacts the seat back. (c) If the torso is not in contact with the seat back, rotate the torso portion of the FAD while holding the pelvis in place until the back of the torso contacts the seat back. (d) Buckle and position the seat belt so that the lap belt secures the pelvis portion of the FAD and the shoulder belt secures the torso portion of the FAD. (e) Remove all slack from the seat belt. (f) If testing a Type 2 or Type 2A seat belt assembly, attach one actuator to the eye bolt attached to the pull bracket of the torso pull yoke on the FAD and one to the thru hole on the pelvis of the FAD. If testing a Type 1 seat belt assembly, attach the actuator to the actuator attachment point on the bridged pull yoke attached to the FAD. S6. Owner's Manual Information. (a) A section explaining that all child restraint systems are designed to be secured in vehicle seats by lap belts or the lap belt portion of a lap-shoulder belt. The section shall also explain that children could be endangered in a crash if their child restraints are not properly secured in the vehicle. (b) In a vehicle with rear designated seating positions, a statement alerting vehicle owners that, according to accident statistics, children are safer when properly restrained in the rear seating positions than in the front seating positions. Figure 2A to § 571.210—Body Block for Lap Belt Anchorage and Target Location Figure 2B to § 571.210—Optional Body Block for Center Seating Positions Lap Belt Anchorage and Target Location Figure 3 to § 571.210—Body Block for Combination Shoulder and Lap Belt Anchorage and Target Location Figure 6 to § 571.210—Body Block Zones (provided for illustration purposes) Figure 7 to § 571.210—FAD1 (provided for illustration purposes) Figure 8 to § 571.210—FAD2 (provided for illustration purposes) Table 1 to § 571.210-Coordinates of the Vertices From the S g Coordinates of Zone Vertices from SgRP; [(X,Y,Z) in (mm) and (in) Vertices of Torso Body Block Zone T1 (230, 265, −425) Vertices of Pelvic Body Block Zone P1 (50, 170, −210) T2 (230, −265, −425) P2 (50, −170, −210) T3 (230, 265, −180) P3 (50, 170, −65) T4 (230, −265, −180) P4 (50, −170, −65) T5 (−10, 265, −425) P5 (−155, 170, −210) T6 (−10, −265, −425) P6 (−155, −170, −210) T7 (−10, 265, −180) P7 (−155, 170, −65) T8 (−10, −265, −180) P8 (−155, −170, −65) [36 FR 22902, Dec. 2, 1971] Editorial Note: For Federal Register www.govinfo.gov. § 571.211 [Reserved] § 571.212 Standard No. 212; Windshield mounting. S1. Scope. S2. Purpose. S3. Application. S4. Definition. Passive restraint system S5. Requirements. S5.1 Vehicles equipped with passive restraints. S5.2 Vehicles not equipped with passive restraints. S6. Test conditions. S6.1 The vehicle, including test devices and instrumentation, is loaded as follows: (a) Except as specified in S6.2, a passenger car is loaded to its unloaded vehicle weight plus its cargo and luggage capacity weight, secured in the luggage area, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating position and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position. (b) Except as specified in S6.2, a multipurpose passenger vehicle, truck or bus is loaded to its unloaded vehicle weight, plus 136 kilograms or its rated cargo and luggage capacity, whichever is less, secured to the vehicle, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating position and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position. The load is distributed so that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR. If the weight on any axle when the vehicle is loaded to its unloaded vehicle weight plus dummy weight exceeds the axle's proportional share of the test weight, the remaining weight is placed so that the weight on that axle remains the same. For the purposes of this section, unloaded vehicle weight does not include the weight of work-performing accessories. Vehicles are tested to a maximum unloaded vehicle weight of 2,495 kilograms. S6.2 The fuel tank is filled to any level from 90 to 95 percent of capacity. S6.3 The parking brake is disengaged and the transmission is in neutral. S6.4 Tires are inflated to the vehicle manufacturer's specifications. S6.5 The windshield mounting material and all vehicle components in direct contact with the mounting material are at any temperature between −9 degrees Celsius and + 43 degrees Celsius. [41 FR 36494, Aug. 30, 1976, as amended at 42 FR 34289, July 5, 1977; 45 FR 22046, Apr. 3, 1980; 60 FR 13647, Mar. 14, 1995; 87 FR 18597, Mar. 30, 2022] § 571.213 Child restraint systems; Applicable unless a vehicle or child restraint system is certified to § 571.213b. Link to an amendment published at 91 FR 57273, Sept. 9, 2026. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Add-on child restraint system Backless child restraint system Belt-positioning seat Booster seat Built-in child restraint system Car bed Child restraint anchorage system Child restraint system Contactable surface Factory-installed built-in child restraint system Harness Rear-facing child restraint system Representative aircraft passenger seat School bus child restraint system Seat orientation reference line SORL Specific vehicle shell Tether anchorage Tether strap Tether hook Torso S5. Requirements. (b) Each child restraint system manufactured for use in motor vehicles shall meet the requirements in this section when, as specified, tested in accordance with S6.1 and this paragraph. Each add-on system shall meet the requirements at each of the restraint's seat back angle adjustment positions and restraint belt routing positions, when the restraint is oriented in the direction recommended by the manufacturer (e.g., forward, rearward or laterally) pursuant to S5.6, and tested with the test dummy specified in S7. (c) Each child restraint system manufactured for use in aircraft shall meet the requirements in this section and the additional requirements in S8. (d) Each child restraint tested with a Part 572 Subpart S dummy need not meet S5.1.2 and S5.1.3. (e) Each child restraint system tested with a part 572 subpart T dummy need not meet S5.1.2.1(a). (f) Each child restraint system that is equipped with an internal harness or other internal components to restrain the child need not meet this standard when attached to the lower anchors of the child restraint anchorage system on the standard seat assembly if the sum of the weight of the child restraint system (in pounds) and the average weight of child represented by the test dummy used to test the child restraint in accordance with S7 of this standard, shown in the table below, exceeds 65 pounds. Such a child restraint must meet this standard when tested using its internal harness or components to restrain such a test dummy while installed using the standard seat belt assembly specified in S5.3.2 of this standard. Table to S5( f Test dummy Average weight of child represented by test dummy (pounds) CRABI 12-month-old infant dummy (49 CFR Part 572, Subpart R) 22 Hybrid III 3-year-old dummy 31 Hybrid III 6-year-old dummy 49 CFR Part 572, Subpart N) 45 Hybrid III 6-year-old weighted child test dummy (49 CFR Part 572 Subpart S) 62 Hybrid II 6-year-old dummy (49, CFR Part 572, Subpart I) 45 (g) Each add-on child restraint system manufactured for use in motor vehicles, that is recommended for children in a weight range that includes weights up to 18 kilograms (40 pounds), or for children in a height range that includes heights up to 1100 millimeters, shall meet the requirements in this standard and the additional side impact protection requirements in Standard No. 213a (§ 571.213a). Excepted from Standard No. 213a are harnesses and car beds. S5.1 Dynamic performance. S5.1.1 Child restraint system integrity. (a) Exhibit no complete separation of any load bearing structural element and no partial separation exposing either surfaces with a radius of less than 6 mm or surfaces with protrusions greater than 9 mm above the immediate adjacent surrounding contactable surface of any structural element of the system. (b)(1) If adjustable to different positions, remain in the same adjustment position during the testing that it was in immediately before the testing, except as otherwise specified in paragraph (b)(2). (2)(i) Subject to paragraph (b)(2)(ii), a rear-facing child restraint system may have a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position and back to a reclined position during testing. (ii) No opening that is exposed and is larger than 1/4 (c) If a front facing child restraint system, not allow the angle between the system's back support surfaces for the child and the system's seating surface to be less than 45 degrees at the completion of the test. S5.1.2 Injury criteria. (a) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy head as specified in part 572 such that the expression: shall not exceed 1,000, where a is the resultant acceleration expressed as a multiple of g (the acceleration of gravity), and t 1 2 (b) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy upper thorax as specified in part 572 to not more than 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S5.1.2.1 When tested in accordance with S6.1 and with the test dummies specified in S7, each child restraint system manufactured on or after August 1, 2005 shall' (a) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy head such that, for any two points in time, t1 and t2, during the event which are separated by not more than a 36 millisecond time interval and where t1 is less than t2, the maximum calculated head injury criterion (HIC36) shall not exceed 1,000, determined using the resultant head acceleration at the center of gravity of the dummy head, ar, expressed as a multiple of g (the acceleration of gravity), calculated using the expression: (b) The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S5.1.2.2 At the manufacturer's option (with said option irrevocably selected prior to, or at the time of, certification of the restraint), child restraint systems manufactured before August 1, 2005 may be tested to the requirements of S5 while using the test dummies specified in S7.1.2 of this standard according to the criteria for selecting test dummies specified in that paragraph. That paragraph specifies the dummies used to test child restraint systems manufactured on or after August 1, 2005. If a manufacturer selects the dummies specified in S7.1.2 to test its product, the injury criteria specified by S5.1.2.1 of this standard must be met. Child restraints manufactured on or after August 1, 2005 must be tested using the test dummies specified in S7.1.2. S5.1.3 Occupant excursion. S5.1.3.1 Child restraint systems other than rear-facing ones and car beds. (a) For each add-on child restraint system: (1) No portion of the test dummy's head shall pass through a vertical transverse plane that is 720 mm or 813 mm (as specified in the table in this S5.1.3.1) forward of point Z on the standard seat assembly, measured along the center SORL (as illustrated in figure 1B of this standard); and (2) Neither knee pivot point shall pass through a vertical transverse plane that is 915 mm forward of point Z on the standard seat assembly, measured along the center SORL. Table 1 to S5.1.3.1( a When this type of child restraint Is tested in accordance with— These excursion limits apply Explanatory note: in the test specified in 2nd column, the child restraint is attached to the test seat assembly in the manner described below, subject to certain conditions Harnesses and restraints designed for use by children with physical disabilities S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with lap belt; in addition, if a tether is provided, it is attached. Harnesses labeled per S5.3.1(b)(i) through S5.3.1(b)(iii) and Figure 12 S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with seat back mount. Belt-positioning seats S6.1.2(a)(1)(ii) Head 813 mm; Knee 915 mm Attached with lap and shoulder belt; no tether is attached. All other child restraints ( i.e., S6.1.2(a)(1)(i)(B) Head 813 mm; Knee 915 mm Attached with a lap belt, without a tether attached; and, All other child restraints ( i.e., S6.1.2(a)(1)(i)(A), S6.1.2(a)(1)(i)(C) Head 720 mm; Knee 915 mm Attached with a lap belt, with a tether attached; and, Table 2 to S5.1.3.1( a When this type of child restraint Is tested in accordance with— These excursion limits apply Explanatory note: in the test specified in 2nd column, the excursion requirement must be met when the child restraint system is attached to the test seat assembly in the manner described below, subject to certain conditions Harnesses and restraints designed for use by children with physical disabilities S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with lap and shoulder belt; in addition, if a tether is provided, it is attached. School bus child restraint systems S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with seat back mount, or, seat back, and, seat pan mounts. Booster seats S6.1.2(a)(1)(ii) Head 813 mm; Knee 915 mm Attached with lap and shoulder belt; no tether is attached. Child restraints other than harnesses, restraints designed for use by children with physical disabilities, school bus child restraint systems, and booster seats S6.1.2(a)(1)(i)(B) Head 813 mm; Knee 915 mm Attached with a lap belt; without a tether attached. Child restraints other than harnesses, restraints designed for use by children with physical disabilities, and school bus child restraint systems S6.1.2(a)(1)(i)(A), S6.1.2(a)(1)(i)(C) Head 720 mm; Knee 915 mm Attached with a lap belt, with a tether attached. Child restraints equipped with a fixed or movable surface described in S5.2.2.2 that has belts that are not an integral part of that fixed or movable surface S6.1.2(a)(2) Head 813 mm; Knee 915 mm Attached with lap belt, no tether is attached. (b) In the case of a built-in child restraint system, neither knee pivot point shall, at any time during the dynamic test, pass through a vertical transverse plane that is 305 mm forward of the initial pre-test position of the respective knee pivot point, measured along a horizontal line that passes through the knee pivot point and is parallel to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline. S5.1.3.2 Rear-facing child restraint systems. S5.1.3.3 Car beds. S5.1.4 Back support angle. S5.2 Force distribution. S5.2.1 Minimum head support surface—child restraints other than car beds. S5.2.1.1 Except as provided in S5.2.1.2, each child restraint system other than a car bed shall provide restraint against rearward movement of the head of the child (rearward in relation to the child) by means of a continuous seat back which is an integral part of the system and which— (a) Has a height, measured along the system seat back surface for the child in the vertical longitudinal plane passing through the longitudinal centerline of the child restraint systems from the lowest point on the system seating surface that is contacted by the buttocks of the seated dummy, as follows: Table to S5.2.1.1( a Weight 1 Height 2 Not more than 18 kg 500 More than 18 kg 560 1 2 (b) Has a width of not less than 8 inches, measured in the horizontal plane at the height specified in paragraph (a) of this section. Except that a child restraint system with side supports extending at least 4 inches forward from the padded surface of the portion of the restraint system provided for support of the child's head may have a width of not less than 6 inches, measured in the horizontal plane at the height specified in paragraph (a) of this section. (c) Limits the rearward rotation of the test dummy head so that the angle between the head and torso of the dummy specified in S7. when tested in accordance with S6.1 is not more than 45 degrees greater than the angle between the head and torso after the dummy has been placed in the system in accordance with S6.1.2.3 and before the system is tested in accordance with S6.1. S5.2.1.2 The applicability of the requirements of S5.2.1.1 to a front-facing child restraint, and the conformance of any child restraint other than a car bed to those requirements, is determined using the largest of the test dummies specified in S7 for use in testing that restraint, provided that the 6-year-old dummy described in subpart I or subpart N of part 572 of this title and the 10-year-old dummy described in subpart T of part 572 of this title, are not used to determine the applicability of or compliance with S5.2.1.1. A front facing child restraint system is not required to comply with S5.2.1.1 if the target point on either side of the dummy's head is below a horizontal plane tangent to the top of— (a) The standard seat assembly, in the case of an add-on child restraint system, when the dummy is positioned in the system and the system is installed on the assembly in accordance with S6.1.2. (b) The vehicle seat, in the case of a built-in child restraint system, when the system is activated and the dummy is positioned in the system in accordance with S6.1.2. S5.2.2 Torso impact protection. S5.2.2.1(a) The system surface provided for the support of the child's back shall be flat or concave and have a continuous surface area of not less than 85 square inches. (b) Each system surface provided for support of the side of the child's torso shall be flat or concave and have a continuous surface of not less than 24 square inches for systems recommended for children weighing 20 pounds or more, or 48 square inches for systems recommended for children weighing less than 20 pounds. (c) Each horizontal cross section of each system surface designed to restrain forward movement of the child's torso shall be flat or concave and each vertical longitudinal cross section shall be flat or convex with a radius of curvature of the underlying structure of not less than 2 inches. S5.2.2.2 Each forward-facing child restraint system shall have no fixed or movable surface— (a) Directly forward of the dummy and intersected by a horizontal line— (1) Parallel to the SORL, in the case of the add-on child restraint system, or (2) Parallel to a vertical plane through the longitudinal center line of the vehicle seat, in the case of a built-in child restraint system, and, (b) Passing through any portion of the dummy, except for surfaces which restrain the dummy when the system is tested in accordance with S6.1.2(a)(2), so that the child restraint system shall conform to the requirements of S5.1.2 and S5.1.3.1. S5.2.3 [Reserved] S5.2.4 Protrusion limitation. S5.3 Installation. S5.3.1 Add-on child restraints shall meet either (a) or (b), as appropriate. (a) Except for components designed to attach to a child restraint anchorage system, each add-on child restraint system must not have any means designed for attaching the system to a vehicle seat cushion or vehicle seat back and any component (except belts) that is designed to be inserted between the vehicle seat cushion and vehicle seat back. (b) School bus child restraint systems (including harnesses manufactured for use on school bus seats) must have a label that conforms in content to Figure 12 and to the requirements of S5.3.1(b)(1) through S5.3.1(b)(3) of this standard. The label must be permanently affixed to the part of the school bus child restraint system, that attaches the system to a vehicle seat back. (1) The label must be plainly visible when installed and easily readable. (2) The message area must be white with black text. The message area must be no less than 20 square centimeters. (3) The pictogram shall be gray and black with a red circle and slash on a white background. The pictogram shall be no less than 20 mm in diameter. (c) The provision that add-on child restraint systems shall meet the requirements of this standard when installed solely by a Type 1 belt applies to child restraint systems manufactured before September 1, 2029. Except for harnesses, the requirement sunsets for child restraint systems manufactured on or after September 1, 2029. For harnesses, the requirement does not sunset and continues to apply to harnesses manufactured on or after September 1, 2029. S5.3.2 Each add-on child restraint system shall be capable of meeting the requirements of this standard when installed solely by each of the means indicated in the following table for the particular type of child restraint system: Table to S5.3.2 Type of add-on child restraint system Means of installation Type 1 seat belt assembly Type 1 seat belt assembly plus a tether anchorage, if needed Child restraint anchorage system (effective September 1, 2002) Type II seat belt assembly Seat back mount Harnesses labeled per S5.3.1(b)(1) through S5.3.1(b)(3) and Figure 12 X Other harnesses X Car beds X Rear-facing restraints X X Belt-positioning seats X All other child restraints X X X S5.3.2.1 School bus child restraint systems manufactured on or after June 30, 2025, shall be capable of meeting the requirements of this standard when installed by seat back mount, or, seat back mount and seat pan mount. S5.3.3 Car beds. S5.4 Belts, belt buckles, and belt webbing. S5.4.1 Performance requirements. S5.4.1.1 Child restraint systems manufactured before September 1, 2007. (a) After being subjected to abrasion as specified in S5.1(d) or S5.3(c) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 75 percent of the strength of the unabraded webbing when tested in accordance with S5.1(b) of FMVSS 209. A mass of 2.35 ±.05 kg shall be used in the test procedure in S5.1(d) of FMVSS 209 for webbing, including webbing used to secure a child restraint system to the tether and lower anchorages of a child restraint anchorage system, except that a mass of 1.5 ±.05 kg shall be used for webbing in pelvic and upper torso restraints of a belt assembly used in a child restraint system. The mass is shown as (B) in Figure 2 of FMVSS 209. (b) Meet the requirements of S4.2 (e) and (f) of FMVSS No. 209 (§ 571.209); and (c) If contactable by the test dummy torso when the system is tested in accordance with S6.1, have a width of not less than 1 1/2 S5.4.1.2 Child restraint systems manufactured on or after September 1, 2007. (a) Have a minimum breaking strength for new webbing of not less than 15,000 N in the case of webbing used to secure a child restraint system to the vehicle, including the tether and lower anchorages of a child restraint anchorage system, and not less than 11,000 N in the case of the webbing used to secure a child to a child restraint system when tested in accordance with S5.1 of FMVSS No. 209. Each value shall be not less than the 15,000 N and 11,000 N applicable breaking strength requirements, but the median value shall be used for determining the retention of breaking strength in paragraphs (b)(1), (c)(1), and (c)(2) of this section S5.4.1.2. “New webbing” means webbing that has not been exposed to abrasion, light or micro-organisms as specified elsewhere in this section. (b)(1) After being subjected to abrasion as specified in S5.1(d) or S5.3(c) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 75 percent of the new webbing strength, when tested in accordance with S5.1(b) of FMVSS 209. (2) A mass of 2.35 ±.05 kg shall be used in the test procedure in S5.1(d) of FMVSS 209 for webbing, including webbing to secure a child restraint system to the tether and lower anchorages of a child restraint anchorage system, except that a mass of 1.5 ±.05 kg shall be used for webbing in pelvic and upper torso restraints of a belt assembly used in a child restraint system. The mass is shown as (B) in Figure 2 of FMVSS 209. (c)(1) After exposure to the light of a carbon arc and tested by the procedure specified in S5.1(e) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 60 percent of the new webbing, and shall have a color retention not less than No. 2 on the AATCC Gray Scale for Evaluating Change in Color (incorporated by reference, see § 571.5). (2) After being subjected to micro-organisms and tested by the procedures specified in S5.1(f) of FMVSS 209 (§ 571.209), shall have a breaking strength not less than 85 percent of the new webbing. (d) If contactable by the test dummy torso when the system is tested in accordance with S6.1, have a width of not less than 1 1/2 S5.4.1.3 Width test procedure. S5.4.2 Belt buckles and belt adjustment hardware. S5.4.3 Belt Restraint. S5.4.3.1 General. S5.4.3.2 Direct restraint. (a) In the case of an add-on child restraint system, from the mass of the seat back of the standard seat assembly specified in S6.1, or (b) In the case of a built-in child restraint system, from the mass of any part of the vehicle into which the child restraint system is built. S5.4.3.3 Seating systems. (a) Upper torso restraint in the form of: (i) Belts passing over each shoulder of the child, or (ii) A fixed or movable surface that complies with S5.2.2.1(c), and (b) Lower torso restraint in the form of: (i) A lap belt assembly making an angle between 45° and 90° with the child restraint seating surface at the lap belt attachment points, or (ii) A fixed or movable surface that complies with S5.2.2.1(c), and (c) In the case of each seating system recommended for children whose masses are more than 10 kg, crotch restraint in the form of: (i) A crotch belt connectable to the lap belt or other device used to restrain the lower torso, or (ii) A fixed or movable surface that complies with S5.2.2.1(c). S5.4.3.4 Harnesses. (a) Provide upper torso restraint, including belts passing over each shoulder of the child; (b) Provide lower torso restraint by means of lap and crotch belt; and (c) Prevent a child of any height for which the restraint is recommended for use pursuant to S5.5.2(f) from standing upright on the vehicle seat when the child is placed in the device in accordance with the instructions required by S5.6. S5.4.3.5 Buckle release. (a) When tested in accordance with S6.2.1 prior to the dynamic test of S6.1, not release when a force of less than 40 newtons (N) is applied and shall release when a force of not more than 62 N is applied; (b) After the dynamic test of S6.1, when tested in accordance with the appropriate sections of S6.2, release when a force of not more than 71 N is applied, provided, however, that the conformance of any child restraint to this requirement is determined using the largest of the test dummies specified in S7 for use in testing that restraint when the restraint is facing forward, rearward, and/or laterally; (c) Meet the requirements of S4.3(d)(2) of FMVSS No. 209 (§ 571.209), except that the minimum surface area for child restraint buckles designed for push button application shall be 0.6 square inch; (d) Meet the requirements of S4.3(g) of FMVSS No. 209 (§ 571.209) when tested in accordance with S5.2(g) of FMVSS No. 209; and (e) Not release during the testing specified in S6.1. S5.5 Labeling. S5.5.1 Each add-on child restraint system shall be permanently labeled with the information specified in S5.5.2 (a) through (m). S5.5.2 The information specified in paragraphs (a) through (m) of this section shall be stated in the English language and lettered in letters and numbers that are not smaller than 10 point type. Unless otherwise specified, the information shall be labeled on a white background with black text. Unless written in all capitals, the information shall be stated in sentence capitalization. (a) The model name or number of the system. (b) The manufacturer's name. A distributor's name may be used instead if the distributor assumes responsibility for all duties and liabilities imposed on the manufacturer with respect to the system by the National Traffic and Motor Vehicle Safety Act, as amended. (c) The statement: “Manufactured in ____,” inserting the month and year of manufacture. (d) The place of manufacture (city and State, or foreign country). However, if the manufacturer uses the name of the distributor, then it shall state the location (city and State, or foreign country) of the principal offices of the distributor. (e) The statement: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.” (f) For child restraint systems manufactured before June 30, 2025, paragraph (f)(1) of this section applies. For child restraint systems manufactured on or after June 30, 2025, paragraph (f)(2) of this section applies. (1) One of the following statements, as appropriate, inserting the manufacturer's recommendations for the maximum mass of children who can safely occupy the system, except that booster seats shall not be recommended for children whose masses are less than 13.6 kg. For child restraint systems that can only be used as belt-positioning seats, manufacturers must include the maximum and minimum recommended height, but may delete the reference to weight: (i) Use only with children who weigh ____ pounds (____ kg) or less and whose height is ( insert values in English and metric units; use of word “mass” in label is optional (ii) Use only with children who weigh between ____ and ____ pounds ( insert appropriate English and metric values; use of word “mass” is optional insert appropriate values in English and metric units (iii) Use only with children who weigh between ____ and ____ pounds ( insert appropriate English and metric values; use of word “mass” is optional insert appropriate values in English and metric units (iv) Use only with children who weigh between ____ and ____ pounds ( insert appropriate English and metric values; use of word “mass” is optional insert appropriate values in English and metric units (2) For child restraint systems manufactured on or after June 30, 2025: Statements or a combination of statements and pictograms specifying the manufacturer's recommendations for the mass and height ranges (in English and metric units) of children who can safely occupy the system in each applicable mode (rear-facing, forward facing, booster), except manufacturers shall not recommend forward-facing use for child restraint systems with internal harnesses for children of masses less than 12 kg (26.5 lb), and shall not recommend booster seats for children of masses less than 18 kg (40 lb). (g) The statements specified in paragraphs (1) and (2): (1) A heading as specified in S5.5.2(k)(3)(i), with the statement “WARNING! DEATH or SERIOUS INJURY can occur,” capitalized as written and followed by bulleted statements in the following order: (i) As appropriate, the statements required by the following sections will be bulleted and placed after the statement required by 5.5.2(g)(1) in the following order: 5.5.2(k)(1), 5.5.2(h), 5.5.2(j), and 5.5.2(i). For child restraint systems manufactured on or after June 30, 2025, the statements required by 5.5.2(f) and 5.5.2(k)(2) need not be included. (ii) Secure this child restraint with the vehicle's child restraint anchorage system, if available, or with a vehicle belt. [For car beds, harnesses, and belt positioning seats, the first part of the statement regarding attachment by the child restraint anchorage system is optional.] [For belt-positioning seats, the second part of the statement regarding attachment by the vehicle belt does not apply.] (iii) Follow all instructions on this child restraint and in the written instructions located ( insert storage location on the restraint for the manufacturer's installation instruction booklet or sheet (iv) Register your child restraint with the manufacturer. (2) At the manufacturer's option, the phrase “DEATH or SERIOUS INJURY can occur” in the heading can be on either a white or yellow background. (3) More than one label may be used for the required bulleted statements. Multiple labels shall be placed one above the other unless that arrangement is precluded by insufficient space or shape of the child restraint. In that case, multiple labels shall be placed side by side. When using multiple labels, the mandated warnings must be in the correct order when read from top to bottom. If the labels are side-by-side, then the mandated warnings must appear top to bottom of the leftmost label, then top to bottom of the next label to its right, and so on. There shall be no intervening labels and the required heading shall only appear on the first label in the sequence. (h) In the case of each child restraint system that has belts designed to restrain children using them and which do not adjust automatically to fit the child: Snugly adjust the belts provided with this child restraint around your child. (i)(1) For a booster seat that is recommended for use with either a vehicle's Type I or Type II seat belt assembly, one of the following statements, as appropriate: (i) Use only the vehicle's lap and shoulder belt system when restraining the child in this booster seat; or, (ii) Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child in this seat. (2)(i) Except as provided in paragraph (i)(2)(ii) of this section, for a booster seat which is recommended for use with both a vehicle's Type I and Type II seat belt assemblies, the following statement: Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child with the ( insert description of the system element provided to restrain forward movement of the child's torso when used with a lap belt e.g., shield insert above description (ii) A booster seat which is recommended for use with both a vehicle's Type I and Type II seat belt assemblies is not subject to S5.5.2(i)(2)(i) if, when the booster is used with the shield or similar component, the booster will cause the shoulder belt to be located in a position other than in front of the child when the booster is installed. However, such a booster shall be labeled with a warning to use the booster with the vehicle's lap and shoulder belt system when using the booster without a shield. (j) In the case of each child restraint system equipped with a top anchorage strap, the statement: Secure the top anchorage strap provided with this child restraint. (k) (1) In the case of each rear-facing child restraint system that is designed for infants only, the statement: Use only in a rear-facing position when using it in the vehicle. (2) In the case of a child restraint system that is designed to be used rearward-facing for infants and forward-facing for older children, the statement: Use only in a rear-facing position when using it with an infant weighing less than ( insert a recommended weight that is not less than 20 pounds (3) Except as provided in (k)(4) of this section, each child restraint system that can be used in a rear-facing position shall have a label that conforms in content to Figure 10 and to the requirements of S5.5.2(k)(3)(i) through S5.5.2(k)(3)(iii) of this standard permanently affixed to the outer surface of the cushion or padding in or adjacent to the area where a child's head would rest, so that the label is plainly visible and easily readable. (i) The heading area shall be yellow with the word “warning” and the alert symbol in black. (ii) The message area shall be white with black text. The message area shall be no less than 30 square cm. (iii) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 30 mm in diameter. (4) If a child restraint system is equipped with a device that deactivates the passenger-side air bag in a vehicle when and only when the child restraint is installed in the vehicle and provides a signal, for at least 60 seconds after deactivation, that the air bag is deactivated, the label specified in Figure 10 may include the phrase “unless air bag is off” after “on front seat with air bag.” (l) An installation diagram showing the child restraint system installed in: (1) A seating position equipped with a continuous-loop lap/shoulder belt; (2) A seating position equipped with only a lap belt, as specified in the manufacturer's instructions; and (3) A seating position equipped with a child restraint anchorage system. For child restraint systems manufactured on or after February 27, 2015, the following paragraphs (l)(3)(i) and (ii) apply, as appropriate. (i) If the child restraint system is designed to meet the requirements of this standard when installed by the child restraint anchorage system according to S5.3.2, and if the sum of the weight of the child restraint system and the maximum child weight recommended for the child restraint when used with the restraint's internal harness or components is greater than 65 lb when used forward-facing or rear-facing, include the following statement on this installation diagram: “Do not install by this method for a child weighing more than *.” At the manufacturer's option, “*” is the child weight limit in English units in accordance with S5.5.2(l)(3)(i)(A), (B) or (C). The corresponding child weight limit in metric units may also be included in the statement at the manufacturer's option. (A) For forward-facing and rear-facing child restraints, * is less than or equal to 65 minus child restraint weight (pounds). (B) For forward-facing child restraints, * is the child weight limit specified in the following table corresponding to the value CW, calculated as 65 minus child restraint weight (pounds). Table to S5.5.2 (l)(3)(i)(B) CW = 65—child restaint weight (pounds) Child weight limit “*” (pounds) 20 < CW ≤ 25 25 25 < CW ≤ 30 30 30 < CW ≤ 35 35 35 < CW ≤ 40 40 40 < CW ≤ 45 45 45 < CW ≤ 50 50 50 < CW ≤ 55 55 55 < CW ≤ 60 60 (C) For rear-facing child restraints, * is the child weight limit specified in the following table corresponding to the value CW, calculated as 60 minus child restraint weight (pounds). Table to S5.5.2 (l)(3)(i)(C) CW = 60—child restraint weight (pounds) Child weight limit “*” (pounds) 15 < CW ≤ 20 20 20 < CW ≤ 25 25 25 < CW ≤ 30 30 30 < CW ≤ 35 35 35 < CW ≤ 40 40 40 < CW ≤ 45 45 45 < CW ≤ 50 50 50 < CW ≤ 55 55 (ii) For child restraints designed to meet the requirements of this standard when installed forward-facing and rear-facing by the child restraint anchorage system according to S5.3.2, the following applies: (A) If separate installation diagrams are provided for the child restraint installed forward-facing and rear-facing, S5.5.2(l)(3)(i) applies to each of the installation diagrams. (B) If only one installation diagram is provided and if a statement specifying a child weight limit is required in only rear-facing or forward-facing mode pursuant to S5.5.2(l)(3)(i), then the diagram shall depict installation in that mode along with the corresponding child weight limit in accordance with S5.5.2(l)(3)(i). (C) If a statement specifying a child weight limit is required for the child restraint installed forward-facing and rear-facing pursuant to S5.5.2(l)(3)(i) and only one installation diagram is provided, then the child weight limit shall be in accordance with S5.5.2(l)(3)(i)(A) or the lesser of the child weight limits described in S5.5.2(l)(3)(i)(B) and (C). (m) One of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a Web site on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in part (ii): (i) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional) and the restraint's model number and manufacturing date to ( insert address insert a U.S. telephone number http://www.NHTSA.gov. (ii) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available [preceding four words are optional], and the restraint's model number and manufacturing date to ( insert address insert a U.S. telephone number insert Web site for electronic registration form http://www.NHTSA.gov. (n) Child restraint systems, other than belt-positioning seats, harnesses and backless child restraint systems, may be certified as complying with the provisions of S8. Child restraints that are so certified shall be labeled with the statement “This Restraint is Certified for Use in Motor Vehicles and Aircraft.” Belt-positioning seats, harnesses and backless child restraint systems shall be labeled with the statement “This Restraint is Not Certified for Use in Aircraft.” The statement required by this paragraph shall be in red lettering and shall be placed after the certification statement required by S5.5.2(e). S5.5.3 The information specified in S5.5.2(f) through (l) shall be located on the add-on child restraint system so that it is visible when the system is installed as specified in S5.6.1, except that for child restraints with a detachable base, the installation diagrams specified in S5.5.2(l) are required to be visible only when the base alone is installed. S5.5.4 (a) Each built-in child restraint system other than a factory-installed built-in restraint shall be permanently labeled with the information specified in S5.5.5 (a) through (l). The information specified in S5.5.5(a) through (j) and in S5.5.5(l) shall be visible when the system is activated for use. (b) Each factory-installed built-in child restraint shall be permanently labeled with the information specified in S5.5.5(f) through (j) and S5.5.5(l), so that the information is visible when the restraint is activated for use. The information shall also be included in the vehicle owner's manual. S5.5.5 The information specified in paragraphs (a) through (l) of this section that is required by S5.5.4 shall be in English and lettered in letters and numbers using a not smaller than 10 point type. Unless specified otherwise, the information shall be labeled on a white background with black text. Unless written in all capitals, the information shall be stated in sentence capitalization. (a) The model name or number of the system. (b) The manufacturer's name. A distributor's or dealer's name may be used instead if the distributor or dealer assumes responsibility for all duties and liabilities imposed on the manufacturer with respect to the system by the National Traffic and Motor Vehicle Safety Act, as amended. (c) The statement: “Manufactured in ______,” inserting the month and year of manufacture. (d) The place of manufacture (city and State, or foreign country). However, if the manufacturer uses the name of the distributor or dealer, then it shall state the location (city and State, or foreign country) of the principal offices of the distributor or dealer. (e) The statement: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.” (f) One of the following statements, inserting the manufacturer's recommendations for the maximum mass of children who can safely occupy the system, except that booster seats shall not be recommended for children whose masses are less than 13.6 kg. For seats that can only be used as belt-positioning seats, manufacturers must include the maximum and minimum recommended height, but may delete the reference to weight: (1) Use only with children who weigh ____ pounds (____ kg) or less and whose height is ( insert values in English and metric units; use of word “mass” in label is optional (2) Use only with children who weigh between ____ and ____ pounds (____ and ____ kg) and whose height is ( insert appropriate values in English and metric units; use of word “mass” in label is optional (3) Use only with children who weigh between ____ and ____ pounds (____ and ____ kg) and whose height is ( insert appropriate values in English and metric units; use of word “mass” in label is optional (4) Use only with children who weigh between ____ and ____ pounds ( insert appropriate English and metric values; use of word “mass” is optional insert appropriate values in English and metric units (g) The heading and statement specified in paragraph (1), and if appropriate, the statements in paragraph (2) and (3). If used, the statements in paragraphs (2) and (3) shall be bulleted and precede the bulleted statement required by paragraph (1) after the heading. (1) A heading as specified in S5.5.2(k)(3)(i), with the statement “WARNING! DEATH or SERIOUS INJURY can occur,” capitalized as written and followed by the bulleted statement: Follow all instructions on the child restraint and in the vehicle's owner's manual. At the manufacturer's option, the phrase “DEATH or SERIOUS INJURY can occur” in the heading can be on either a white or yellow background. (2) In the case of each built-in child restraint system which is not intended for use in motor vehicles in certain adjustment positions or under certain circumstances, an appropriate statement of the manufacturers restrictions regarding those positions or circumstances. (3) As appropriate, the statements required by the following sections will be bulleted and placed after the statement required by 5.5.5(g)(1) in the following order: 5.5.5(g)(2), 5.5.5(f), S5.5.5(h) and S5.5.5(i). (h) In the case of each built-in child restraint system that has belts designed to restrain children using them and which do not adjust automatically to fit the child: Snugly adjust the belts provided with this child restraint around your child. (i) In the case of each built-in child restraint which can be used in a rear-facing position, the following statement: Place an infant in a rear-facing position in this child restraint. (j) A diagram or diagrams showing the fully activated child restraint system in infant and/or child configurations. (k) One of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a Web site on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in part (ii): (i) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert a U.S. telephone number http://www.NHTSA.gov. (ii) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, e-mail address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert telephone number insert Web site for electronic registration form http://www.NHTSA.gov. (l) In the case of a built-in belt-positioning seat that uses either the vehicle's Type I or Type II belt systems or both, a statement describing the manufacturer's recommendations for the maximum height and weight of children who can safely occupy the system and how the booster should be used (e.g., with or without shield) with the different vehicle belt systems. S5.6 Printed Instructions for Proper Use. S5.6.1 Add-on child restraint systems. S5.6.1.1 In a vehicle with rear designated seating positions, the instructions shall alert vehicle owners that, according to accident statistics, children are safer when properly restrained in the rear seating positions than in the front seating positions. S5.6.1.2 The instructions shall specify in general terms the types of vehicles, the types of seating positions, and the types of vehicle safety belts with which the add-on child restraint system can or cannot be used. S5.6.1.3 The instructions shall explain the primary consequences of not following the warnings required to be labeled on the child restraint system in accordance with S5.5.2 (g) through (k). S5.6.1.4 The instructions for each car bed shall explain that the car bed should position in such a way that the child's head is near the center of the vehicle. S5.6.1.5 The instructions shall state that add-on child restraint systems should be securely belted to the vehicle, even when they are not occupied, since in a crash an unsecured child restraint system may injure other occupants. S5.6.1.6 Each add-on child restraint system shall have a location on the restraint for storing the manufacturer's instructions. S5.6.1.7 (a) For child restraint systems manufactured before June 30, 2025, one of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a website on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in paragraph S5.6.1.7(a)(2): (1) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, email address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert a U.S. telephone number www.NHTSA.gov. (2) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, email address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert telephone number insert website for electronic registration form www.NHTSA.gov. (b) For child restraint systems manufactured on or after June 30, 2025, the child restraint system shall include statements informing the owner of the importance of registering the child restraint for recall purposes and instructing the owner how to register the child restraint at least by mail and by telephone, providing a U.S. telephone number. The following statement must also be provided: “For recall information, call the U.S. Government's Vehicle Safety Hotline at 1-888-327-4236 (TTY: 1-800-424-9153), or go to www.NHTSA.gov.” S5.6.1.8 In the case of each child restraint system that can be used in a position so that it is facing the rear of the vehicle, the instructions shall provide a warning against using rear-facing restraints at seating positions equipped with air bags, and shall explain the reasons for, and consequences of not following the warning. The instructions shall also include a statement that owners of vehicles with front passenger side air bags should refer to their vehicle owner's manual for child restraint installation instructions. S5.6.1.9 In the case of each rear-facing child restraint system that has a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position during testing, the instructions shall include a warning against impeding the ability of the restraint to change adjustment position. S5.6.1.10(a) For instructions for a booster seat that is recommended for use with either a vehicle's Type I or Type II seat belt assembly, one of the following statements, as appropriate, and the reasons for the statement: (1) Warning! Use only the vehicle's lap and shoulder belt system when restraining the child in this booster seat; or, (2) Warning! Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child in this seat. (b)(1) Except as provided in S5.6.1.10(b)(2), the instructions for a booster seat that is recommended for use with both a vehicle's Type I and Type II seat belt assemblies shall include the following statement and the reasons therefor: Warning! Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child with the ( insert description of the system element provided to restrain forward movement of the child's torso when used with a lap belt (e.g., shield insert above description (2) A booster seat which is recommended for use with both a vehicle's Type I and Type II seat belt assemblies is not subject to S5.6.1.10(b)(1) if, when the booster is used with the shield or similar component, the booster will cause the shoulder belt to be located in a position other than in front of the child when the booster is installed. However, the instructions for such a booster shall include a warning to use the booster with the vehicle's lap and shoulder belt system when using the booster without a shield. (c) The instructions for belt-positioning seats shall include the statement, “This restraint is not certified for aircraft use,” and the reasons for this statement. S5.6.1.11 (a) For harnesses that are manufactured before June 30, 2025, for use on school bus seats, the instructions must include the following statement: “WARNING! This restraint must only be used on school bus seats. Entire seat directly behind must be unoccupied or have restrained occupants.” The labeling requirement refers to a restrained occupant as: an occupant restrained by any user appropriate vehicle restraint or child restraint system ( e.g., (b) For school bus child restraint systems manufactured on or after June 30, 2025, the instructions must include the following statement: “WARNING! This restraint must only be used on school bus seats. Entire seat directly behind must be unoccupied or have restrained occupants.” (The instruction's reference to a “restrained occupant” refers to an occupant restrained by any user-appropriate vehicle restraint or child restraint system ( e.g., S5.6.1.12 (a) Child restraint systems manufactured from February 27, 2014 to February 26, 2015. (b) Child restraint systems manufactured on or after February 27, 2015. S5.6.2 Built-in child restraint systems. (b) Each motor vehicle equipped with a factory-installed built-in child restraint shall have the information specified in paragraph (a) of this section included in its vehicle owner's manual. S5.6.2.1 The instructions shall explain the primary consequences of not following the manufacturer's warnings for proper use of the child restraint system in accordance with S5.5.5 (f) through (i). S5.6.2.2 (a) For child restraint systems manufactured before June 30, 2025, the instructions for each built in child restraint system other than a factory-installed restraint, shall include one of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a website on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in S5.6.2.2(a)(2): (1) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, email address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert a U.S. telephone number www.NHTSA.gov. (2) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, email address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert website for electronic registration form www.NHTSA.gov. (b) For child restraint systems manufactured on or after June 30, 2025, the instructions for each built-in child restraint system other than a factory-installed restraint shall include statements informing the owner of the importance of registering the child restraint for recall purposes and instructing the owner how to register the child restraint at least by mail and by telephone, providing a U.S. telephone number. The following statement must also be provided: “For recall information, call the U.S. Government's Vehicle Safety Hotline at 1-888-327-4236 (TTY: 1-800-424-9153), or go to www.NHTSA.gov.” S5.6.2.3. Each built-in child restraint system other than a factory-installed built-in restraint, shall have a location on the restraint for storing the instructions. S5.6.2.4 Each built-in child restraint system, other than a system that has been installed in a vehicle or a factory-installed built-in system that is designed for a specific vehicle model and seating position, shall be accompanied by instructions in English that provide a step-by-step procedure for installing the system in a motor vehicle. The instructions shall specify the types of vehicles and the seating positions into which the restraint can or cannot be installed. The instructions for each car bed shall explain that the bed should be installed so that the child's head will be near the center of the vehicle. S5.6.2.5 In the case of a built-in belt-positioning seat that uses either the vehicle's Type I or Type II belt systems or both, the instructions shall include a statement describing the manufacturer's recommendations for the maximum height and weight of children who can safely occupy the system and how the booster must be used with the vehicle belt systems appropriate for the booster seat. The instructions shall explain the consequences of not following the directions. The instructions shall specify that, if the booster seat is recommended for use with only the lap-belt part of a Type II assembly, the shoulder belt portion of the assembly must be placed behind the child. S5.6.3 Add-on and built-in child restraint systems. S5.7 Flammability. S5.8 Information requirements—attached registration form and electronic registration form. S5.8.1 Attached registration form. (b) Each attached form shall: (1) Consist of a postcard that is attached at a perforation to an informational card; (2) Conform in size, content and format to Figures 9a and 9b of this section; and (3) Have a thickness of at least 0.007 inches and not more than 0.0095 inches. (c) Each postcard shall provide the model name or number and date of manufacture (month, year) of the child restraint system to which the form is attached, shall contain space for the purchaser to record his or her name, mailing address, and at the manufacturer's option, e-mail address, shall be addressed to the manufacturer, and shall be postage paid. No other information shall appear on the postcard, except identifying information that distinguishes a particular child restraint system from other systems of that model name or number may be preprinted in the shaded area of the postcard, as shown in figure 9a. (d) Manufacturers may voluntarily provide a web address on the informational card enabling owners to register child restraints online, provided that the Web address is a direct link to the electronic registration form meeting the requirements of S5.8.2 of this section. S5.8.1.1 Upgraded attached registration form. (a) Each attached registration form shall provide a mail-in postcard that conforms in size, and in basic content and format to the forms depicted in Figures 9a' and 9b' of this section. (1) The mail-in postcard shall: (i) Have a thickness of at least 0.007 inches and not more than 0.0095 inches; (ii) Be pre-printed with the information identifying the child restraint system for recall purposes, such as the model name or number and date of manufacture (month, year) of the child restraint system to which the form is attached; (iii) Contain space for the owner to record his or her name, mailing address, email address (optional), telephone number (optional), and other pertinent information; (iv) Be addressed to the manufacturer, and be postage paid. (v) Be detachable from the information card without the use of scissors or other tools. (c) The registration form attached to the child restraint system shall also provide an information card with the following: (1) Informing the owner of the importance of registering the child restraint system; and, (2) Instructing the owner how to register the CRS. (3) Manufacturers must provide statements informing the purchaser that the registration card is pre-addressed and that postage has been paid. (4) Manufacturers may provide instructions to register the child restraint system electronically. If an electronic registration form is used or referenced, it must meet the requirements of S5.8.2 of this section. (5) Manufacturers may optionally provide statements to the owner explaining that the registration card is not a warranty card, and that the information collected from the owner will not be used for marketing purposes. S5.8.2 Electronic registration form. (1) Contain the following statements at the top of the form: (i) “FOR YOUR CHILD'S CONTINUED SAFETY” (Displayed in bold type face, caps, and minimum 12 point type.) (ii) “Although child restraint systems undergo testing and evaluation, it is possible that a child restraint could be recalled.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.) (iii) “In case of a recall, we can reach you only if we have your name and address, so please fill in the registration form to be on our recall list.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.) (iv) “In order to properly register your child restraint system, you will need to provide the model number, serial number and date of manufacture. This information is printed on the registration card and can also be found on a white label located on the back of the child restraint system.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.) (v) “This registration is only applicable to child restraint systems purchased in the United States.” (Displayed in bold typeface, caps and lower case, and minimum 12 point type.) (2) Provide as required registration fields, space for the purchaser to record the model name or number and date of manufacture (month, year) of the child restraint system, and space for the purchaser to record his or her name and mailing address. At the manufacturer's option, a space is provided for the purchaser to record his or her e-mail address. (b) No other information shall appear on the electronic registration form, except for information identifying the manufacturer or a link to the manufacturer's home page, a field to confirm submission, and a prompt to indicate any incomplete or invalid fields prior to submission. Accessing the web page that contains the electronic registration form shall not cause additional screens or electronic banners to appear. (c) The electronic registration form shall be accessed directly by the web address that the manufacturer printed on the attached registration form. The form must appear on screen when the consumer has inputted the web address provided by the manufacturer, without any further keystrokes on the keyboard or clicks of the mouse. S5.8.2.1 Upgraded electronic registration form. (1) Contain statements at the top of the form: (i) Informing the owner of the importance of registering the CRS; and, (ii) Instructing the owner how to register the CRS. (2) Provide as required registration fields, space for the purchaser to record the model name or number and date of manufacture (month, year) of the child restraint system, and space for the purchaser to record his or her name and mailing address. At the manufacturer's option, a space is provided for the purchaser to optionally record his or her email address. At the manufacturer's option, a space is provided for the purchaser to optionally record his or her telephone number. (b) No advertising or other information shall appear on the electronic registration form. However, manufacturers may optionally provide a statement to the owner explaining that the registration is not a warranty card, and that the information collected from the owner will not be used for marketing purposes. (c) The electronic registration form may provide information identifying the manufacturer or a link to the manufacturer's home page, a field to confirm submission, and a prompt to indicate any incomplete or invalid fields prior to submission. (d) If a manufacturer printed the electronic address (in form of a website (printed URL)) on the attached registration form provided pursuant to S5.8.1, the electronic registration form shall be accessed directly by the electronic address. Accessing the electronic address (in form of a website (printed URL) that contains the electronic registration form shall not cause additional screens or electronic banners to appear. In addition to the electronic address in form of a website, manufacturers may include a code (such as a QR code or similar) to access the electronic address. S5.9 Attachment to child restraint anchorage system. (b) In the case of each child restraint system that is manufactured on or after September 1, 1999 and that has components for attaching the system to a tether anchorage, those components shall include a tether hook that conforms to the configuration and geometry specified in Figure 11 of this standard. (c) In the case of each child restraint system that is manufactured on or after September 1, 1999 and that has components, including belt webbing, for attaching the system to a tether anchorage or to a child restraint anchorage system, the belt webbing shall be adjustable so that the child restraint can be tightly attached to the vehicle. (d) Beginning September 1, 1999, each child restraint system with components that enable the restraint to be securely fastened to the lower anchorages of a child restraint anchorage system, other than a system with hooks for attaching to the lower anchorages, shall provide either an indication when each attachment to the lower anchorages becomes fully latched or attached, or a visual indication that all attachments to the lower anchorages are fully latched or attached. Visual indications shall be detectable under normal daylight lighting conditions. S6. Test conditions and procedures. S6.1 Dynamic systems test for child restraint systems. The test conditions described in S6.1.1 apply to the dynamic systems test. The test procedure for the dynamic systems test is specified in S6.1.2. The test dummy specified in S7 is placed in the test specimen (child restraint), clothed as described in S9 and positioned according to S10. S6.1.1 Test conditions. (a) Test devices. (1) Add-on child restraints. (i) [Reserved] (ii) The test device for add-on restraint systems manufactured on or after August 1, 2005 is a standard seat assembly consisting of a simulated vehicle bench seat, with three seating positions, which is depicted in Drawing Package, “NHTSA Standard Seat Assembly; FMVSS No. 213, No. NHTSA-213-2003,” (consisting of drawings and a bill of materials) dated June 3, 2003 (incorporated by reference; see § 571.5). The assembly is mounted on a dynamic test platform so that the center SORL of the seat is parallel to the direction of the test platform travel and so that movement between the base of the assembly and the platform is prevented. (2) The test device for built-in child restraint systems is either the specific vehicle shell or the specific vehicle. (i) Specific vehicle shell. (A) The specific vehicle shell, if selected for testing, is mounted on a dynamic test platform so that the longitudinal center line of the shell is parallel to the direction of the test platform travel and so that movement between the base of the shell and the platform is prevented. Adjustable seats are in the adjustment position midway between the forwardmost and rearmost positions, and if separately adjustable in a vertical direction, are at the lowest position. If an adjustment position does not exist midway between the forwardmost and rearmost position, the closest adjustment position to the rear of the midpoint is used. Adjustable seat backs are in the manufacturer's nominal design riding position. If such a position is not specified, the seat back is positioned so that the longitudinal center line of the child test dummy's neck is vertical, and if an instrumented test dummy is used, the accelerometer surfaces in the dummy's head and thorax, as positioned in the vehicle, are horizontal. If the vehicle seat is equipped with adjustable head restraints, each is adjusted to its highest adjustment position. (B) The platform is instrumented with an accelerometer and data processing system having a frequency response of 60 Hz channel frequency class as specified in SAE Recommended Practice J211/1, (incorporated by reference, see § 571.5). The accelerometer sensitive axis is parallel to the direction of test platform travel. (ii) Specific vehicle. (A) The vehicle is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the appropriate child test dummy and, at the vehicle manufacturer's option, an anthropomorphic test dummy which conforms to the requirements of subpart B or subpart E of part 572 of this title for a 50th percentile adult male dummy placed in the front outboard seating position. If the built-in child restraint system is installed at one of the seating positions otherwise requiring the placement of a part 572 test dummy, then in the frontal barrier crash specified in (c), the appropriate child test dummy shall be substituted for the part 572 adult dummy, but only at that seating position. The fuel tank is filled to any level from 90 to 95 percent of capacity. (B) Adjustable seats are in the adjustment position midway between the forward-most and rearmost positions, and if separately adjustable in a vehicle direction, are at the lowest position. If an adjustment position does not exist midway between the forward-most and rearmost positions, the closest adjustment position to the rear of the midpoint is used. (C) Adjustable seat backs are in the manufacturer's nominal design riding position. If a nominal position is not specified, the seat back is positioned so that the longitudinal center line of the child test dummy's neck is vertical, and if an anthropomorphic test dummy is used, the accelerometer surfaces in the test dummy's head and thorax, as positioned in the vehicle, are horizontal. If the vehicle is equipped with adjustable head restraints, each is adjusted to its highest adjustment position. (D) Movable vehicle windows and vents are, at the manufacturer's option, placed in the fully closed position. (E) Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration. (F) Doors are fully closed and latched but not locked. (G) All instrumentation and data reduction are in conformance with SAE Recommended Practice J211/1 (1995), “Instrumentation for Impact Tests,” (incorporated by reference, see § 571.5). (b) The tests are frontal barrier impact simulations of the test platform or frontal barrier crashes of the specific vehicles as specified in S5.1 of § 571.208 and for: (1) Test Configuration I, are at a velocity change of 48 km/h with the acceleration of the test platform entirely within the curve shown in Figure 2 (for child restraints manufactured before August 1, 2005) or in Figure 2A (for child restraints manufactured on or after August 1, 2005), or for the specific vehicle test with the deceleration produced in a 48 km/h frontal barrier crash. (2) Test Configuration II, are set at a velocity change of 32 km/h with the acceleration of the test platform entirely within the curve shown in Figure 3, or for the specific vehicle test, with the deceleration produced in a 32 km/h frontal barrier crash. (c) As illustrated in Figures 1A and 1B of this standard, attached to the seat belt anchorage points provided on the standard seat assembly are Type 1 seat belt assemblies in the case of add-on child restraint systems other than belt-positioning seats, or Type 2 seat belt assemblies in the case of belt-positioning seats. These seat belt assemblies meet the requirements of Standard No. 209 (§ 571.209) and have webbing with a width of not more than 2 inches, and are attached to the anchorage points without the use of retractors or reels of any kind. As illustrated in Figures 1A” and 1B” of this standard, attached to the standard seat assembly is a child restraint anchorage system conforming to the specifications of Standard No. 225 (§ 571.225), in the case of add-on child restraint systems other than belt-positioning booster seats. (d)(1) When using the test dummy specified in 49 CFR part 572, subparts I and K, performance tests under S6.1 are conducted at any ambient temperature from 19 °C to 26 °C and at any relative humidity from 10 percent to 70 percent. (2) When using the test dummies specified in 49 CFR part 572, subparts N, P, R or T, performance tests under S6.1 are conducted at any ambient temperature from 20.6 °C to 22.2 °C and at any relative humidity from 10 percent to 70 percent. (e) In the case of add-on child restraint systems, the restraint shall meet the requirements of S5 at each of its seat back angle adjustment positions and restraint belt routing positions, when the restraint is oriented in the direction recommended by the manufacturer (e.g., forward, rearward or laterally) pursuant to S5.6, and tested with the test dummy specified in S7. S6.1.2 Dynamic test procedure. (a) Activate the built-in child restraint or attach the add-on child restraint to the seat assembly as described below: (1) Test configuration I. (i) Child restraints other than belt-positioning seats. (A) Install the child restraint system at the center seating position of the standard seat assembly, in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1, except that the standard lap belt is used and, if provided, a tether strap may be used. For harnesses that bear the label shown in Figure 12 and that meet S5.3.1(b)(1) through S5.3.1(b)(3), attach the harness in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1, i.e. (B) Except for a child harness, a school bus child restraint system, and a restraint designed for use by children with physical disabilities, install the child restraint system at the center seating position of the standard seat assembly as in S6.1.2(a)(1)(i)(A), except that no tether strap (or any other supplemental device) is used. (C) Install the child restraint system using the child restraint anchorage system at the center seating position of the standard seat assembly in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1. The tether strap, if one is provided, is attached to the tether anchorage. (D) Install the child restraint system using only the lower anchorages of the child restraint anchorage system as in S6.1.2(a)(1)(i)(C). No tether strap (or any other supplemental device) is used. (ii) Belt-positioning seats. (iii) In the case of each built-in child restraint system, activate the restraint in the specific vehicle shell or the specific vehicle, in accordance with the manufacturer's instructions provided in accordance with S5.6.2. (2) Test configuration II. (ii) In the case of each built-in child restraint system which is equipped with a fixed or movable surface described in S5.2.2.2, or a built-in booster seat with a top anchorage strap, activate the system in the specific vehicle shell or the specific vehicle in accordance with the manufacturer's instructions provided in accordance with S5.6.2. (b) Select any dummy specified in S7 for testing systems for use by children of the heights and weights for which the system is recommended in accordance with S5.5. The dummy is assembled, clothed and prepared as specified in S7 and S9 and Part 572 of this chapter, as appropriate. (c) Place the dummy in the child restraint. Position it, and attach the child restraint belts, if appropriate, as specified in S10. (d) Belt adjustment. (1) Add-on systems other than belt-positioning seats. (i) If appropriate, shoulder and pelvic belts that directly restrain the dummy shall be adjusted as follows: Tighten the belts until a 9 N force applied (as illustrated in figure 5) to the webbing at the top of each dummy shoulder and to the pelvic webbing 50 mm on either side of the torso midsagittal plane pulls the webbing 7 mm from the dummy. (ii) All Type I belt systems used to attach an add-on child restraint system to the standard seat assembly, and any provided additional anchorage belt (tether), are tightened to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell used on the webbing portion of the belt. All belt systems used to attach a harness that bears the label shown in Figure 12 and that meets S5.3.1(b)(i) through S5.3.1(b)(iii) are also tightened to a tension of not less than 53.5 N and not more than 67 N, by measurement means specified in this paragraph. (iii) When attaching a child restraint system to the tether anchorage and the child restraint anchorage system on the standard seat assembly, tighten all belt systems used to attach the restraint to the standard seat assembly to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell or other suitable means used on the webbing portion of the belt. (2) Add-on belt-positioning seats. (i) The lap portion of Type II belt systems used to restrain the dummy is tightened to a tension of not less than 9 N (2 pounds) and not more than 18 N (4 pounds). (ii) The shoulder portion of Type II belt systems used to restrain the dummy is tightened to a tension of not less than 9 N (2 pounds) and not more than 18 N (4 pounds). (3) Built-in child restraint systems. (i) The lap portion of Type II belt systems used to secure a dummy to the built-in child restraint system is tightened to a tension of not less than 53.5 N and not more than 67 N, as measured by a load cell used on the webbing portion of the belt. (ii) The shoulder portion of Type II belt systems used to secure a child is tightened to a tension of not less than 9 N and not more than 18 N, as measured by a load cell used on the webbing portion of the belt. (iii) If provided, and if appropriate to attach the child restraint belts under S10, shoulder (other than the shoulder portion of a Type II vehicle belt system) and pelvic belts that directly restrain the dummy shall be adjusted as follows: Tighten the belts until a 9 N force applied (as illustrated in figure 5) to the webbing at the top of each dummy shoulder and to the pelvic webbing 50 mm on either side of the torso midsagittal plane pulls the webbing 7 mm from the dummy. (e) Accelerate the test platform to simulate frontal impact in accordance with Test Configuration I or II, as appropriate. (f) Determine conformance with the requirements in S5.1. S6.2 Buckle release test procedure. The belt assembly buckles used in any child restraint system shall be tested in accordance with S6.2.1 through S6.2.4 inclusive. S6.2.1 Before conducting the testing specified in S6.1, place the loaded buckle on a hard, flat, horizontal surface. Each belt end of the buckle shall be pre-loaded in the following manner. The anchor end of the buckle shall be loaded with a 9 N force in the direction away from the buckle. In the case of buckles designed to secure a single latch plate, the belt latch plate end of the buckle shall be pre-loaded with a 9 N force in the direction away from the buckle. In the case of buckles designed to secure two or more latch plates, the belt latch plate ends of the buckle shall be loaded equally so that the total load is 9 N, in the direction away from the buckle. For pushbutton-release buckles, the release force shall be applied by a conical surface (cone angle not exceeding 90 degrees). For pushbutton-release mechanisms with a fixed edge (referred to in Figure 7 as “hinged button”), the release force shall be applied at the centerline of the button, 3 mm away from the movable edge directly opposite the fixed edge, and in the direction that produces maximum releasing effect. For pushbutton-release mechanisms with no fixed edge (referred to in Figure 7 as “floating button”), the release force shall be applied at the center of the release mechanism in the direction that produces the maximum releasing effect. For all other buckle release mechanisms, the force shall be applied on the centerline of the buckle lever or finger tab in the direction that produces the maximum releasing effect. Measure the force required to release the buckle. Figure 7 illustrates the loading for the different buckles and the point where the release force should be applied, and Figure 8 illustrates the conical surface used to apply the release force to pushbutton-release buckles. S6.2.2 After completion of the testing specified in S6.1 and before the buckle is unlatched, tie a self-adjusting sling to each wrist and ankle of the test dummy in the manner illustrated in Figure 4, without disturbing the belted dummy and the child restraint system. S6.2.3 Pull the sling tied to the dummy restrained in the child restraint system and apply the following force: 50 N for a system tested with a newborn dummy (49 CFR part 572, subpart K); 90 N for a system tested with a 12-month-old dummy (49 CFR part 572, subpart R); 200 N for a system tested with a 3-year-old dummy (49 CFR part 572, subpart P); 270 N for a system tested with a 6-year-old dummy (49 CFR part 572, subpart N or I); 350 N for a system tested with a weighted 6-year-old dummy (49 CFR part 572, subpart S); or 437 N for a system tested with a 10-year-old dummy (49 CFR part 572, subpart T). The force is applied in the manner illustrated in Figure 4 and as follows: (a) Add-on Child Restraints. (b) Built-in Child Restraints. S6.2.4 While applying the force specified in S6.2.3, and using the device shown in Figure 8 for pushbutton-release buckles, apply the release force in the manner and location specified in S6.2.1, for that type of buckle. Measure the force required to release the buckle. S6.3 [Reserved] S7 Test dummies. Dummy selection. S7.1.1 [Reserved] S7.1.2 Child restraints that are manufactured on or after August 1, 2005, are subject to the following provisions and S7.1.3. (a) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass of not greater than 5 kg, or by children in a specified height range that includes any children whose height is not greater than 650 mm, is tested with a newborn test dummy conforming to part 572 subpart K. (b) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 5 but not greater than 10 kg, or by children in a specified height range that includes any children whose height is greater than 650 mm but not greater than 850 mm, is tested with a newborn test dummy conforming to part 572 subpart K, and a 12-month-old test dummy conforming to part 572 subpart R. (c) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 10 kg but not greater than 18 kg, or by children in a specified height range that includes any children whose height is greater than 850 mm but not greater than 1100 mm, is tested with a 12-month-old test dummy conforming to part 572 subpart R, and a 3-year-old test dummy conforming to part 572 subpart P and S7.2, provided, however, that the 12-month-old dummy is not used to test a booster seat. (d) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 18 kg (40 lb) but not greater than 22.7 (50 lb), or by children in a specified height range that includes any children whose height is greater than 1100 mm but not greater than 1250 mm is tested with a 49 CFR part 572, subpart N dummy (Hybrid III 6-year-old dummy). (e) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 22.7 kg (50 lb) but not greater than 30 kg (65 lb) or by children in a specified height range that includes any children whose height is greater than 1100 mm but not greater than 1250 mm is tested with a 49 CFR part 572, subpart N dummy (Hybrid III 6-year-old dummy) and with a part 572, subpart S dummy (Hybrid III 6-year-old weighted dummy). (f) A child restraint that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified mass range that includes any children having a mass greater than 30 kg (65 lb) or by children in a specified height range that includes any children whose height is greater than 1250 mm is tested with a 49 CFR part 572, subpart T dummy (Hybrid III 10-year-old dummy). S7.1.3 Voluntary use of alternative dummies. S8 Requirements, test conditions, and procedures for child restraint systems manufactured for use in aircraft. S8.1 Installation instructions. S8.2 Inversion test. S8.2.1 A standard seat assembly consisting of a representative aircraft passenger seat shall be positioned and adjusted so that its horizontal and vertical orientation and its seat back angle are the same as shown in Figure 6. S8.2.2 The child restraint system shall be attached to the representative aircraft passenger seat using, at the manufacturer's option, any Federal Aviation Administration approved aircraft safety belt, according to the restraint manufacturer's instructions for attaching the restraint to an aircraft seat. No supplementary anchorage belts or tether straps may be attached; however, Federal Aviation Administration approved safety belt extensions may be used. S8.2.3 In accordance with S10, place in the child restraint any dummy specified in S7 for testing systems for use by children of the heights and weights for which the system is recommended in accordance with S5.5 and S8.1. S8.2.4 If provided, shoulder and pelvic belts that directly restrain the dummy shall be adjusted in accordance with S6.1.2. S8.2.5 The combination of representative aircraft passenger seat, child restraint, and test dummy shall be rotated forward around a horizontal axis which is contained in the median transverse vertical plane of the seating surface portion of the aircraft seat and is located 25 mm below the bottom of the seat frame, at a speed of 35 to 45 degrees per second, to an angle of 180 degrees. The rotation shall be stopped when it reaches that angle and the seat shall be held in this position for three seconds. The child restraint shall not fall out of the aircraft safety belt nor shall the test dummy fall out of the child restraint at any time during the rotation or the three second period. The specified rate of rotation shall be attained in not less than one half second and not more than one second, and the rotating combination shall be brought to a stop in not less than one half second and not more than one second. S8.2.6 Repeat the procedures set forth in S8.2.1 through S8.2.4. The combination of the representative aircraft passenger seat, child restraint, and test dummy shall be rotated sideways around a horizontal axis which is contained in the median longitudinal vertical plane of the seating surface portion of the aircraft seat and is located 25 mm below the bottom of the seat frame, at a speed of 35 to 45 degrees per second, to an angle of 180 degrees. The rotation shall be stopped when it reaches that angle and the seat shall be held in this position for three seconds. The child restraint shall not fall out of the aircraft safety belt nor shall the test dummy fall out of the child restraint at any time during the rotation or the three second period. The specified rate of rotation shall be attained in not less than one half second and not more than one second, and the rotating combination shall be brought to a stop in not less than one half second and not more than one second. S9 Dummy clothing and preparation. S9.1 Type of clothing. (a) Newborn dummy. (b) [Reserved] (c) 12-month-old dummy (49 CFR part 572, subpart R). (d) Hybrid II three-year-old and Hybrid II six-year-old dummies (49 CFR part 572, subparts C and I). 1/2 (e) Hybrid III 3-year-old dummy (49 CFR part 572, subpart P). (f) Hybrid III 6-year-old dummy (49 CFR part 572, subpart N) and Hybrid III 6-year-old weighted dummy (49 CFR part 572, subpart S), and Hybrid III 10-year-old dummy (49 CFR part 572, subpart T). S9.2 Preparing clothing. S9.3 Preparing dummies. S9.3.1 When using the test dummies conforming to part 572 C, I, or K, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 19 ° C to 25.5 ° C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours. S9.3.2 When using the test dummies conforming to part 572 subparts N, P, R, S or T, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 20.6° to 22.2°C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours. S10 Positioning the dummy and attaching the system belts. S10.1 Car beds. S10.2 Restraints other than car beds. S10.2.1 Newborn dummy and 12-month-old dummy. (a) [Reserved] (b)(1) [Reserved] (2) When testing rear-facing child restraint systems, place the newborn, or 12-month-old dummy in the child restraint system so that the back of the dummy torso contacts the back support surface of the system. For a child restraint system which is equipped with a fixed or movable surface described in S5.2.2.2 which is being tested under the conditions of test configuration II, do not attach any of the child restraint belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. If the dummy's head does not remain in the proper position, tape it against the front of the seat back surface of the system by means of a single thickness of 6 mm-wide paper masking tape placed across the center of the dummy's face. (c)(1)(i) When testing forward-facing child restraint systems, extend the arms of the 12-month old test dummy as far as possible in the upward vertical direction. Extend the legs of the 12-month-old test dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the centerline of the lower legs. Using a flat square surface with an area of 2,580 square mm, apply a force of 178 N, perpendicular to: (A) The plane of the back of the standard seat assembly, in the case of an add-on system, or (B) The back of the vehicle seat in the specific vehicle shell or the specific vehicle, in the case of a built-in system, first against the dummy crotch and then at the dummy thorax in the midsagittal plane of the dummy. For a child restraint system with a fixed or movable surface described in S5.2.2.2, which is being tested under the conditions of test configuration II, do not attach any of the child restraint belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. (ii) After the steps specified in paragraph (c)(1)(i) of this section, rotate each dummy limb downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the limbs, if necessary, so that limb placement does not inhibit torso or head movement in tests conducted under S6. (2) When testing rear-facing child restraint systems, extend the dummy's arms vertically upwards and then rotate each arm downward toward the dummy's lower body until the arm contacts a surface of the child restraint system or the standard seat assembly in the case of an add-on child restraint system, or the specific vehicle shell or the specific vehicle, in the case of a built-in child restraint system. Ensure that no arm is restrained from movement in other than the downward direction, by any part of the system or the belts used to anchor the system to the standard seat assembly, the specific shell, or the specific vehicle. S10.2.2 Other dummies generally. (a) Holding the test dummy torso upright until it contacts the system's design seating surface, place the test dummy in the seated position within the system with the midsagittal plane of the test dummy head— (1) Coincident with the center SORL of the standard seating assembly, in the case of the add-on child restraint system, or (2) Vertical and parallel to the longitudinal center line of the specific vehicle, in the case of a built-in child restraint system. (b) Extend the arms of the test dummy as far as possible in the upward vertical direction. Extend the legs of the dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the center line of the lower legs. (c) Using a flat square surface with an area of 2580 square millimeters, apply a force of 178 N, perpendicular to: (1) The plane of the back of the standard seat assembly, in the case of an add-on system, or (2) The back of the vehicle seat in the specific vehicle shell or the specific vehicle, in the case of a built-in system, first against the dummy crotch and then at the dummy thorax in the midsagittal plane of the dummy. For a child restraint system with a fixed or movable surface described in S5.2.2.2, which is being tested under the conditions of test configuration II, do not attach any of the child restraint belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. (d) After the steps specified in paragraph (c) of this section, rotate each dummy limb downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the limbs, if necessary, so that limb placement does not inhibit torso or head movement in tests conducted under S6. S10.2.3 Hybrid III 6-year-old in belt-positioning seats, Hybrid III weighted 6-year-old in belt-positioning seats, and Hybrid III 10-year-old in belt-positioning seats. (a) Prepare the dummy. (i) Set the dummy's neck angle at the SP-16 setting (“SP” means standard procedure), see Figure 14a. (ii) Set the dummy's lumbar angle at the SP-12 setting, see Figure 14b. This is done by aligning the notch on the lumbar adjustment bracket with the SP-12 notch on the lumbar attachment. (iii) Adjust the limb joints to 1-2 g while the torso is in the seated position. (iv) Apply double-sided tape to the surface of a lap shield, which is a piece of translucent silicone rubber 3 mm ±0.5 mm thick (50A durometer) cut to the dimensions specified in Figure 13. Place the lap shield on the pelvis of the dummy. Align the top of the lap shield with the superior anterior edge of the pelvis skin. Attach the lap shield to the dummy. (v) Apply double-sided tape to one side of a pelvis positioning pad, which is a 125 × 95 × 20 mm (±2 mm tolerance in each of the three dimensions) piece of closed cell (Type 2 according to ASTM D-1056-07) (incorporated by reference; see § 571.5) foam or rubber cut from material having the following specifications: compression resistance between 9 to 17 psi in a compression-deflection test specified in ASTM D-1056-07 (incorporated by reference; see § 571.5), and a density of 7 to 12.5 lb/ft 3 (vi) Dress and prepare the dummy according to S9. (2) When using the Hybrid III 6-year-old dummy, prepare the dummy according to the following: (i) If necessary, adjust the limb joints to 1-2 g while the torso is in the seated position. (ii) Apply double-sided tape to the surface of a lap shield, which is a piece of translucent silicone rubber 3 mm thick ±0.5 mm thick (50A durometer) cut to the dimensions specified in Figure 13. Place the lap shield on the pelvis of the dummy. Align the top of the lap shield with the superior anterior edge of the pelvis skin. Attach the lap shield to the dummy. (iii) Dress and prepare the dummy according to S9. (b) Position the belt-positioning seat according to S6.1.2(a)(1)(ii). (c) Position the dummy in the belt-positioning seat. (1) Place the dummy on the seat cushion of the belt-positioning seat such that the plane of the posterior pelvis is parallel to the plane of the seat back of the belt-positioning seat, standard seat assembly or vehicle seat back, but not touching. Pick up and move the dummy rearward, maintaining the parallel planes, until the pelvis positioning pad, if used, or the pelvis or back of the dummy and the back of the belt-positioning seat or the back of the standard seat assembly, are in minimal contact. (2) Straighten and align the arm segments horizontally, then rotate the arms upward at the shoulder as far as possible without contacting the belt-positioning seat. Straighten and align the legs horizontally and extend the lower legs as far as possible in the forward horizontal direction, with the feet perpendicular to the centerline of the lower legs. (3) Using a flat square surface with an area of 2580 square millimeters, apply a force of 178 N (40 lb) first against the dummy crotch and then against the dummy thorax on the midsagittal plane of the dummy, perpendicular to: (i) The plane of the back of the belt-positioning seat, in the case of a belt-positioning seat with a back, or, (ii) The plane of the back of the standard seat assembly or vehicle seat, in the case of a backless belt-positioning seat or built-in booster. (4) Rotate the arms of the dummy down so that they are perpendicular to the torso. (5) Bend the knees until the back of the lower legs are in minimal contact with the belt-positioning seat, standard seat assembly or vehicle seat. Position the legs such that the outer edges of the knees are 180 ±10 mm apart for the Hybrid III 6-year-old dummy and 220 ±10 mm apart for the Hybrid III 10-year-old dummy. Position the feet such that the soles are perpendicular to the centerline of the lower legs. In the case of a belt-positioning seat with a back, adjust the dummy so that the shoulders are parallel to a line connecting the shoulder belt guides. This can be accomplished by leaning the torso such that the dummy's head and neck are centered on the backrest components of the belt-positioning seat. In case of a backless child restraint, adjust the dummy's torso so that the head is as close to laterally level as possible. (d) Apply the belt. (e) Dummy final positioning. (2) Rotate each dummy arm downwards in the plane parallel to the dummy's midsagittal plane until the arm contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the arms, if necessary, so that the arm placement does not inhibit torso or head movement in tests conducted under S6. Figure 9a-2 to § 571.213 Figure 9b-2 to § 571.213 [44 FR 72147, Dec. 13, 1979] Editorial Note: For Federal Register www.govinfo.gov. § 571.213a Standard No. 213a; Child restraint systems—side impact protection. Link to an amendment published at 91 FR 57273, Sept. 9, 2026. S1. Scope. S2. Purpose. S3. Application. regardless of height, regardless of weight, S4. Definitions. Add-on child restraint system Belt-positioning seat Car bed Child restraint anchorage system Child restraint system Contactable surface Harness Rear-facing child restraint system Seat orientation reference line SORL Tether anchorage Tether strap Torso S5. Requirements. i.e., (b) Each child restraint system subject to this section shall also meet all applicable requirements in FMVSS No. 213 (§ 571.213). S5.1 Dynamic performance. S5.1.1 Child restraint system integrity. (a) With any padding or other flexible overlay material removed, exhibit no complete separation of any load bearing structural element and no partial separation exposing either surfaces with a radius of less than 6 millimeters or surfaces with protrusions greater than 9 millimeters above the immediate adjacent surrounding contactable surface of any structural element of the child restraint system. (b)(1) If adjustable to different positions, remain in the same adjustment position during the testing that it was in immediately before the testing, except as otherwise specified in paragraph (b)(2). (2)(i) Subject to paragraph (b)(2)(ii), a rear-facing child restraint system may have a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position and back to a reclined position during testing. (ii) No opening that is exposed and is larger than 6 millimeters before the testing shall become smaller during the testing as a result of the movement of the seating surface relative to the child restraint system as a whole. (c) If a front facing child restraint system, not allow the angle between the system's back support surfaces for the child and the system's seating surface to be less than 45 degrees at the completion of the test. S5.1.2 Injury criteria. (a) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy head as specified in Part 572 such that, for any two points in time, t1 and t2, during the event which are separated by not more than a 15 millisecond time interval and where t1 is less than t2, the maximum calculated head injury criterion (HIC) shall not exceed 570, determined using the resultant head acceleration at the center of gravity of the dummy head, a r (b) The maximum chest compression (or deflection) from the output of the thoracic InfraRed Telescoping Rod for Assessment of Chest Compression (IR-TRACC) shall not exceed 23 millimeters. S5.1.3 Occupant containment. S5.1.4 Protrusion limitation. S5.1.5 Belt buckle release. (a) When tested in accordance with the appropriate sections of S6.2, after the dynamic test of S6.1, release when a force of not more than 71 Newtons is applied. (b) Not release during the testing specified in S6.1. S5.1.6 Installation. Table 1 to S5.1.6 Type of add-on child restraint system Means of installation Type II seat belt Type II seat belt Lower anchorages of the child restraint Lower anchorages of the child restraint Rear-facing restraints X X Forward-facing restraints X X S6. Test conditions and procedures. S6.1 Dynamic side impact test for child restraint systems. S6.1.1 Test conditions. (a) Test device. (2) As illustrated in the SISA drawing package, attached to the seat belt anchorage points provided on the SISA is a Type II seat belt assembly. These seat belt assemblies are certified to meet the requirements of Standard No. 209 (§ 571.209) and have webbing with a width of not more than 2 inches, and are attached to the anchorage points without the use of retractors or reels of any kind. As illustrated in the SISA drawing package, attached to the SISA is a child restraint anchorage system conforming to the specifications of Standard No. 225 (§ 571.225). (b) Accelerate the test platform to achieve a relative velocity of 31.3 ± 0.64 km/h in the direction perpendicular to the SORL between the SISA sliding seat and the door assembly at the time they come in contact (time = T 0 0 0 (c) The sliding seat acceleration perpendicular to the SORL is any pulse within the acceleration corridor shown in Figure 3 and the change in relative velocity perpendicular to the SORL between the SISA sliding seat and the door assembly is any velocity within the relative velocity corridor shown in Figure 4. (d) Performance tests under S6.1 are conducted at any ambient temperature from 20.6 °C to 22.2 °C and at any relative humidity from 10 percent to 70 percent. (e) The child restraint shall meet the requirements of S5 when oriented in each direction recommended by the manufacturer ( i.e., S6.1.2 Dynamic test procedure. (a) The child restraint centerline is positioned 300 ± 2 millimeters from the SISA sliding seat edge (impact side). The child restraint system is attached in any of the following manners, at NHTSA's option. (1) Install the child restraint system using the child restraint anchorage system in accordance with the manufacturer's instructions provided with the child restraint system pursuant to S5.6 of Standard No. 213 (§ 571.213), except as provided in this paragraph. For forward-facing restraints, attach the tether strap, if provided, to the tether anchorage on the SISA. No supplemental device is used to install the child restraint system. Tighten belt systems of the lower anchorage attachments used to attach the restraint to the SISA sliding seat to any tension of not less than 53.5 Newtons and not more than 67 Newtons. Tighten the belt of the top tether attachment used to attach the restraint to the SISA sliding seat to any tension of not less than 45 Newtons and not more than 53.5 Newtons. (2) For forward-facing and rear-facing child restraint systems, install the child restraint system using the Type II belt system in accordance with the manufacturer's instructions provided with the child restraint system pursuant to S5.6 of Standard No. 213 (§ 571.213), except as provided in this paragraph. For forward-facing restraints, attach the top tether strap, if provided, to the top tether anchorage on the SISA. For all child restraints, no supplemental device to install the child restraint system is used. Tighten the Type II belt used to attach the restraint to the SISA sliding seat to any tension of not less than 53.5 Newtons and not more than 67 Newtons. Tighten the belt of the top tether attachment used to attach the forward-facing restraint to the SISA sliding seat to any tension of not less than 45 Newtons and not more than 53.5 Newtons. Rear-facing infant carriers with a detachable base shall only be tested using the base. (3) For rear-facing restraints, install the child restraint system using only the lower anchorages of the child restraint anchorage system in accordance with the manufacturer's instructions provided with the child restraint system pursuant to S5.6 of Standard No. 213 (§ 571.213). No tether strap is used. No supplemental device is used to install the child restraint system. Tighten belt systems used to attach the restraint to the SISA-sliding seat to any tension of not less than 53.5 Newtons and not more than 67 Newtons. Rear-facing infant carriers with a detachable base shall only be tested using the base. (b) Select any dummy specified in S7 for testing child restraint systems for use by children of the heights or weights for which the system is recommended in accordance with S5.5 of Standard No. 213 (§ 571.213). The dummy is assembled, clothed and prepared as specified in S8 and part 572 of this chapter, as appropriate. (c) The dummy is placed and positioned in the child restraint system as specified in S9. Attach the child restraint belts used to restrain the child within the system, if appropriate, as specified in S9. (d) Shoulder and pelvic belts that directly restrain the dummy are adjusted as follows: Tighten the belt system used to restrain the child within the child restraint system to any tension of not less than 9 Newtons and not more than 18 Newtons on the webbing at the top of each dummy shoulder and the pelvic region. Tighten the belt systems used to attach the restraint to the SISA sliding seat to any tension of not less than 53.5 Newtons and not more than 67 Newtons. (e) Accelerate the test platform in accordance with S6.1.1(b). (f) All instrumentation and data reduction is in conformance with SAE J211/1 (1995) (incorporated by reference, see § 571.5). S6.2 Buckle release test procedure. (a) After completion of the testing specified in S6.1 and before the buckle is unlatched, tie a self-adjusting sling to each wrist and ankle of the test dummy in the manner illustrated in Figure 4 to Standard No. 213 (§ 571.213), without disturbing the belted dummy and the child restraint system. (b) Pull the sling that is tied to the dummy restrained in the child restraint system and apply the following force: 90 Newtons for a system tested with a 12-month-old dummy; 200 Newtons for a system tested with a 3-year-old dummy. For an add-on child restraint, the force is applied in the manner illustrated in Figure 4 to Standard No. 213 (§ 571.213) and by pulling the sling horizontally and parallel to the SORL of the SISA. (c) While applying the force specified in S6.2(b), and using the device shown in Figure 8 of Standard No. 213 (§ 571.213) for pushbutton-release buckles, apply the release force in the manner and location specified in S6.2.1 of Standard No. 213 (§ 571.213), for that type of buckle. Measure the force required to release the buckle. S7 Test dummies. S7.1 Dummy selection. (a) A child restraint that is recommended by its manufacturer in accordance with S5.5 of Standard No. 213 (§ 571.213) for use either by children in a specified mass range that includes any children having a mass greater than 5 kilograms but not greater than 13.6 kilograms, or by children in a specified height range that includes any children whose height is greater than 650 millimeters but not greater than 870 millimeters, is tested with a CRABI 12-month-old test dummy conforming to 49 CFR part 572 subpart R. (b) A child restraint that is recommended by its manufacturer in accordance with S5.5 of Standard No. 213 (§ 571.213) for use either by children in a specified mass range that includes any children having a mass greater than 13.6 kilograms but not greater than 18 kilograms, or by children in a specified height range that includes any children whose height is greater than 870 millimeters but not greater than 1100 millimeters, is tested with a 3-year-old test dummy (Q3s) conforming to 49 CFR part 572 subpart W. S8 Dummy clothing and preparation. S8.1 Type of clothing. (a) 12-month-old dummy (CRABI) (49 CFR part 572, subpart R). (b) 3-year-old side impact dummy (Q3s) (49 CFR part 572, subpart W). S8.2 Preparing dummies. S9 Positioning the dummy and attaching the belts used to restrain the child within the child restraint system and/or to attach the system to the SISA sliding seat. S9.1 12-month-old dummy (CRABI) (49 CFR part 572, subpart R). (a) When testing rear-facing child restraint systems, place the 12-month-old dummy in the child restraint system so that the back of the dummy torso contacts the back support surface of the system. Attach all appropriate child restraint belts used to restrain the child within the child restraint system and tighten them as specified in S6.1.2 of this standard. Attach all appropriate belts used to attach the child restraint system to the SISA sliding seat and tighten them as specified in S6.1.2. (b) When testing forward-facing child restraint systems, extend the dummy's arms vertically upwards and then rotate each arm downward toward the dummy's lower body until the arm contacts a surface of the child restraint system or the SISA. Ensure that no arm is restrained from movement in other than the downward direction, by any part of the system or the belts used to anchor the system to the SISA sliding seat. (c) When testing forward-facing child restraint systems, extend the arms of the 12-month-old test dummy as far as possible in the upward vertical direction. Extend the legs of the test dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the centerline of the lower legs. Using a flat square surface with an area of 2,580 square mm, apply a force of 178 Newtons, perpendicular to the plane of the back of the standard seat assembly, first against the dummy crotch and then at the dummy thorax in the midsagittal plane of the dummy. Attach all appropriate child restraint belts used to restrain the child within the child restraint system and tighten them as specified in S6.1.2(d). Attach all appropriate belts used to attach the child restraint system (per S5.1.6) to the SISA sliding seat and tighten them as specified in S6.1.2. (d) After the steps specified in paragraph (c), rotate each dummy limb downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint system or the standard seat assembly. Position the limbs, if necessary, so that limb placement does not inhibit torso or head movement in tests conducted under S6. S9.2 3-year-old side impact dummy (Q3s) (49 CFR part 572, subpart W) in forward-facing child restraints. (a) Holding the test dummy torso upright until it contacts the child restraint system's design seating surface, place the test dummy in the seated position within the child restraint system with the midsagittal plane of the test dummy head coincident with the center of the child restraint system. (b) Extend the arms of the test dummy as far as possible in the upward vertical direction. Extend the legs of the dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the center line of the lower legs. (c) For a child restraint system with a fixed or movable surface, position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2 of Standard No. 213 (§ 571.213). For forward-facing restraints, attach all appropriate child restraint belts used to restrain the child within the child restraint system and tighten them as specified in S6.1.2(d). Attach all appropriate belts or lower anchorage attachments used to attach the child restraint system to the SISA or to restrain the child and tighten them as specified in S6.1.2. For belt-positioning seats, attach all appropriate vehicle belts used to restrain the child within the child restraint system and tighten them as specified in S6.1.2(d). (d) After the steps specified in paragraph (c) of this section, rotate each of the dummy's legs downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint or the SISA. Rotate each of the dummy's arms downwards in the plane parallel to the dummy's midsagittal plane until the arm is engaged on the detent that positions the arm at a 25-degree angle with respect to the thorax. For child restraint systems with a fixed or movable surface that does not allow the dummy's arm to be positioned at a 25-degree angle, rotate each dummy arm downwards in the plane parallel to the dummy's midsagittal plane until the arm contacts a surface of the child restraint system or the standard seat assembly. S9.3 3-year-old side impact dummy (Q3s) (49 CFR part 572, subpart W) in rear-facing child restraints. (a) Extend the arms of the test dummy as far as possible in the upward vertical direction. Extend the legs of the dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the center line of the lower legs. (b) Place the Q3s dummy in the child restraint system so that the back of the dummy torso contacts the back support surface of the system. Place the test dummy in the child restraint system with the midsagittal plane of the test dummy head coincident with the center of the child restraint system. Rotate each of the dummy's legs downwards in the plane parallel to the dummy's midsagittal plane until the leg or feet of the dummy contacts the seat back of the SISA or a surface of the child restraint system. (c) For a child restraint system with a fixed or movable surface, position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2 of Standard No. 213 (§ 571.213). Attach all appropriate child restraint belts used to restrain a child within the child restraint system and tighten them as specified in S6.1.2(d). Attach all appropriate belts or lower anchorage attachments used to attach the child restraint system to the SISA and tighten them as specified in S6.1.2. (d) After the steps specified in paragraph (c) of this section, rotate each dummy arm downwards in the plane parallel to the dummy's midsagittal plane until the limb is positioned at a 25-degree angle with respect to the thorax. For child restraint systems with a fixed or movable surface that does not allow the dummy's arm to be positioned at a 25-degree angle, rotate each dummy arm downwards in the plane parallel to the dummy's midsagittal plane until the arm contacts a surface of the child restraint system or the standard seat assembly. [87 FR 39310, June 30, 2022, as amended at 89 FR 81846, Oct. 9, 2024] § 571.213b Standard No. 213b; Child restraint systems; Mandatory applicability beginning December 5, 2026. Link to an amendment published at 91 FR 57273, Sept. 9, 2026. S1. Scope. S2. Purpose. S3. Application. S4. Definitions Add-on child restraint system Backless child restraint system Belt-positioning seat Booster seat Built-in child restraint system Car bed Child restraint anchorage system Child restraint system Contactable surface Factory-installed built-in child restraint system Harness Rear-facing child restraint system Representative aircraft passenger seat School bus child restraint system Seat orientation reference line SORL Specific vehicle shell e.g., Tether anchorage Tether hook Tether strap Torso S5. Requirements. (b)(1) Each child restraint system manufactured for use in motor vehicles shall meet the requirements in this section when, as specified, tested in accordance with S6.1 and this paragraph. Each add-on system shall meet the requirements at each of the restraint's seat back angle adjustment positions and restraint belt routing positions, when the restraint is oriented in the direction recommended by the manufacturer ( e.g., (2) Each add-on child restraint system manufactured for use in motor vehicles, that is recommended for children in a weight range that includes weights less than 18 kilograms (40 pounds) regardless of height, or for children in a height range that includes heights less than 1100 millimeters (mm) regardless of weight, shall meet the requirements in this standard and the applicable side impact protection requirements in Standard No. 213a (§ 571.213a). (c) Each child restraint system manufactured for use in aircraft shall meet the requirements in this section and the additional requirements in S8. (d) Each child restraint system tested with a part 572 subpart S dummy need not meet S5.1.2 and S5.1.3. (e) Each child restraint system tested with a part 572 subpart T dummy need not meet S5.1.2.1(a). (f) Each child restraint system that is equipped with an internal harness or other internal components to restrain the child need not meet this standard when attached to the lower anchors of the child restraint anchorage system on the standard seat assembly if the sum of the weight of the child restraint system (in pounds) and the average weight of child represented by the test dummy used to test the child restraint system in accordance with S7 of this standard, shown in the table below, exceeds 65 pounds. Such a child restraint system must meet this standard when tested using its internal harness or components to restrain such a test dummy while installed using the means of installation specified in S5.3.2 of this standard. Table 1 to S5( f Test dummy Average weight of child represented by test dummy CRABI 12-month-old infant dummy (49 CFR Part 572, Subpart R) 22 Hybrid III 3-year-old dummy (49 CFR Part 572, Subpart P) 31 Hybrid III 6-year-old dummy (49 CFR Part 572, Subpart N) 45 Hybrid III 6-year-old weighted dummy (49 CFR Part 572 Subpart S) 62 Hybrid II 6-year-old dummy (49, CFR Part 572, Subpart I) 45 S5.1 Dynamic performance. S5.1.1 Child restraint system integrity. (a) Exhibit no complete separation of any load bearing structural element and no partial separation exposing either surfaces with a radius of less than 6 mm or surfaces with protrusions greater than 9 mm above the immediate adjacent surrounding contactable surface of any structural element of the system. (b)(1) If adjustable to different positions, remain in the same adjustment position during the testing that it was in immediately before the testing, except as otherwise specified in paragraph (b)(2). (2)(i) Subject to paragraph (b)(2)(ii) of this section, a rear-facing child restraint system may have a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position and back to a reclined position during testing. (ii) No opening that is exposed and is larger than 1/4 (c) If a front facing child restraint system, not allow the angle between the system's back support surfaces for the child and the system's seating surface to be less than 45 degrees at the completion of the test. S5.1.2 Injury criteria. S5.1.2.1 When tested in accordance with S6.1 and with the test dummies specified in S7, each child restraint system shall: (a) Limit the resultant acceleration at the location of the accelerometer mounted in the test dummy head such that, for any two points in time, t1 and t2, during the event which are separated by not more than a 36 millisecond time interval and where t1 is less than t2, the maximum calculated head injury criterion (HIC36) shall not exceed 1,000, determined using the resultant head acceleration at the center of gravity of the dummy head, a, expressed as a multiple of g (the acceleration of gravity), calculated using the expression below. The HIC calculation shall be calculated within the first 175 milliseconds of the sled acceleration that is within the acceleration corridor in Figure 2, when testing with the HIII-6YO dummy in a backless child restraint system. (b) The resultant acceleration calculated from the output of the thoracic instrumentation shall not exceed 60 g's, except for intervals whose cumulative duration is not more than 3 milliseconds. S5.1.2.2 [Reserved] S5.1.3 Occupant excursion. S5.1.3.1 Child restraint systems other than rear-facing ones and car beds. (a) For each add-on child restraint system: (1) No portion of the test dummy's head shall pass through a vertical transverse plane that is 720 mm or 813 mm (as specified in the table in this S5.1.3.1) forward of point Z on the standard seat assembly, measured along the center SORL (as illustrated in figure 1B-1 and 1B-2 of this standard); and (2) Neither knee pivot point shall pass through a vertical transverse plane that is 915 mm forward of point Z on the standard seat assembly, measured along the center SORL. Table 2 to S5.1.3.1( a When this type of child restraint system Is tested in accordance with— These excursion Explanatory note: All harnesses S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with lap belt; in addition, if a tether is provided, it is attached. Restraints designed for use by children with physical disabilities S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with lap and shoulder belt; in addition, if a tether is provided, it is attached. School bus child restraint systems S6.1.2(a)(1)(i)(A) Head 813 mm; Knee 915 mm Attached with seat back mount, or seat back and seat pan mounts. Booster seats S6.1.2(a)(1)(ii) Head 813 mm; Knee 915 mm Attached with lap and shoulder belt; no tether is attached. Child restraint systems other than harnesses, restraints designed for use by children with physical disabilities, school bus child restraint systems, and booster seats S6.1.2(a)(1)(i)(B) Head 813 mm; Knee 915 mm Attached with a lap and shoulder belt; without a tether attached. Child restraint systems other than harnesses, restraints designed for use by children with physical disabilities, school bus child restraint systems S6.1.2(a)(1)(i)(A), S6.1.2(a)(1)(i)(C) Head 720 mm; Knee 915 mm Attached with a lap and shoulder belt, with a tether attached. Child restraint systems equipped with a fixed or movable surface described in S5.2.2.2 that has belts that are not an integral part of that fixed or movable surface S6.1.2(a)(2) Head 813 mm; Knee 915 mm Attached with lap and shoulder belt or lower anchorages of child restraint anchorage system; no tether is attached. (b) In the case of a built-in child restraint system, neither knee pivot point shall, at any time during the dynamic test, pass through a vertical transverse plane that is 305 mm forward of the initial pre-test position of the respective knee pivot point, measured along a horizontal line that passes through the knee pivot point and is parallel to the vertical longitudinal plane that passes through the vehicle's longitudinal centerline. S5.1.3.2 Rear-facing child restraint systems. S5.1.3.3 Car beds. S5.1.4 Back support angle. S5.2 Force distribution. S5.2.1 Minimum head support surface—child restraint systems other than car beds. S5.2.1.1 Except as provided in S5.2.1.2, each child restraint system other than a car bed shall provide restraint against rearward movement of the head of the child (rearward in relation to the child) by means of a continuous seat back which is an integral part of the system and which— (a) Has a height, measured along the system seat back surface for the child in the vertical longitudinal plane passing through the longitudinal centerline of the child restraint systems from the lowest point on the system seating surface that is contacted by the buttocks of the seated dummy, as follows: Table 3 to S5.2.1.1 (a) Weight 1 Height 2 Not more than 18 kg 500 More than 18 kg 560 1 2 (b) Has a width of not less than 8 inches, measured in the horizontal plane at the height specified in paragraph (a) of this section. Except that a child restraint system with side supports extending at least 4 inches forward from the padded surface of the portion of the restraint system provided for support of the child's head may have a width of not less than 6 inches, measured in the horizontal plane at the height specified in paragraph (a) of this section. (c) Limits the rearward rotation of the test dummy head so that the angle between the head and torso of the dummy specified in S7 when tested in accordance with S6.1 is not more than 45 degrees greater than the angle between the head and torso after the dummy has been placed in the system in accordance with S6.1.2.3 and before the system is tested in accordance with S6.1. S5.2.1.2 The applicability of the requirements of S5.2.1.1 to a front-facing child restraint system, and the conformance of any child restraint system other than a car bed to those requirements, is determined using the largest of the test dummies specified in S7 for use in testing that restraint, provided that the 6-year-old dummy described in subpart I or subpart N of part 572 of this title and the 10-year-old dummy described in subpart T of part 572 of this title, are not used to determine the applicability of or compliance with S5.2.1.1. A front facing child restraint system is not required to comply with S5.2.1.1 if the target point on either side of the dummy's head is below a horizontal plane tangent to the top of— (a) The standard seat assembly, in the case of an add-on child restraint system, when the dummy is positioned in the system and the system is installed on the assembly in accordance with S6.1.2. (b) The vehicle seat, in the case of a built-in child restraint system, when the system is activated and the dummy is positioned in the system in accordance with S6.1.2. S5.2.2 Torso impact protection. S5.2.2.1 (a) The system surface provided for the support of the child's back shall be flat or concave and have a continuous surface area of not less than 85 square inches. (b) Each system surface provided for support of the side of the child's torso shall be flat or concave and have a continuous surface of not less than 24 square inches for systems recommended for children weighing 20 pounds or more, or 48 square inches for systems recommended for children weighing less than 20 pounds. (c) Each horizontal cross section of each system surface designed to restrain forward movement of the child's torso shall be flat or concave and each vertical longitudinal cross section shall be flat or convex with a radius of curvature of the underlying structure of not less than 2 inches. S5.2.2.2 Each forward-facing child restraint system shall have no fixed or movable surface— (a) Directly forward of the dummy and intersected by a horizontal line— (1) Parallel to the SORL, in the case of the add-on child restraint system, or (2) Parallel to a vertical plane through the longitudinal center line of the vehicle seat, in the case of a built-in child restraint system, and, (b) Passing through any portion of the dummy, except for surfaces which restrain the dummy when the system is tested in accordance with S6.1.2(a)(2), so that the child restraint system shall conform to the requirements of S5.1.2 and S5.1.3.1. S5.2.3 [Reserved] S5.2.4 Protrusion limitation. S5.3 Installation. S5.3.1 Add-on child restraint systems shall meet either (a) or (b), as appropriate. (a) Except for components designed to attach to a child restraint anchorage system, each add-on child restraint system must not have any means designed for attaching the system to a vehicle seat cushion or vehicle seat back and any component (except belts) that is designed to be inserted between the vehicle seat cushion and vehicle seat back. (b) School bus child restraint systems (including harnesses manufactured for use on school bus seats) must have a label that conforms in content to Figure 12 and to the requirements of S5.3.1(b)(1) through S5.3.1(b)(3) of this standard. The label must be permanently affixed to the part of the school bus child restraint system, that attaches the system to a vehicle seat back. (1) The label must be plainly visible when installed and easily readable. (2) The message area must be white with black text. The message area must be no less than 20 square centimeters. (3) The pictogram shall be gray and black with a red circle and slash on a white background. The pictogram shall be no less than 20 mm in diameter. (c) The provision that add-on child restraint systems shall meet the requirements of this standard when installed solely by a Type 1 belt applies to child restraint systems manufactured before September 1, 2029. Except for harnesses, the requirement sunsets for child restraint systems manufactured on or after September 1, 2029. For harnesses, the requirement does not sunset and continues to apply to harnesses manufactured on or after September 1, 2029. S5.3.2 Each add-on child restraint system shall be capable of meeting the requirements of this standard when installed solely by each of the means indicated in the following table for the particular type of child restraint system: Table 4 to S5.3.2 Means of Installation for Child Restraint Systems Type of add-on child restraint system Type 1 Type 2 Type 2 Lower Lower Seat back School bus child restraint systems X Harnesses X Car beds X Rear-facing restraints X X Booster seats X All other child restraint systems X X X X S5.3.3 Car beds. S5.4 Belts, belt buckles, and belt webbing. S5.4.1 Performance requirements. S5.4.1.1 [Reserved] S5.4.1.2 The webbing of belts provided with a child restraint system and used to attach the system to the vehicle or to restrain the child within the system shall— (a) Have a minimum breaking strength for new webbing of not less than 15,000 N in the case of webbing used to secure a child restraint system to the vehicle, including the tether and lower anchorages of a child restraint anchorage system, and not less than 11,000 N in the case of the webbing used to secure a child to a child restraint system when tested in accordance with S5.1 of FMVSS No. 209. Each value shall be not less than the 15,000 N and 11,000 N applicable breaking strength requirements, but the median value shall be used for determining the retention of breaking strength in paragraphs (b)(1) and (c)(1) and (2) of this section. “New webbing” means webbing that has not been exposed to abrasion, light or micro-organisms as specified elsewhere in this section. (b)(1) After being subjected to abrasion as specified in S5.1(d) or S5.3(c) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 75 percent of the new webbing strength, when tested in accordance with S5.1(b) of FMVSS 209. (2) A mass of 2.35 ±.05 kg shall be used in the test procedure in S5.1(d) of FMVSS 209 for webbing, including webbing to secure a child restraint system to the tether and lower anchorages of a child restraint anchorage system, except that a mass of 1.5 ±.05 kg shall be used for webbing in pelvic and upper torso restraints of a belt assembly used in a child restraint system. The mass is shown as (B) in Figure 2 of FMVSS 209. (c)(1) After exposure to the light of a carbon arc and tested by the procedure specified in S5.1(e) of FMVSS 209 (§ 571.209), have a breaking strength of not less than 60 percent of the new webbing, and shall have a color retention not less than No. 2 on the AATCC Gray Scale for Color Change (incorporated by reference, see § 571.5). (2) After being subjected to micro-organisms and tested by the procedures specified in S5.1(f) of FMVSS 209 (§ 571.209), shall have a breaking strength not less than 85 percent of the new webbing. (d) If contactable by the test dummy torso when the system is tested in accordance with S6.1, have a width of not less than 1 1/2 S5.4.1.3 Width test procedure. S5.4.2 Belt buckles and belt adjustment hardware. S5.4.3 Belt Restraint. S5.4.3.1 General. S5.4.3.2 Direct restraint. (a) In the case of an add-on child restraint system, from the mass of the seat back of the standard seat assembly specified in S6.1, or (b) In the case of a built-in child restraint system, from the mass of any part of the vehicle into which the child restraint system is built. S5.4.3.3 Seating systems. (a) Upper torso restraint in the form of: (i) Belts passing over each shoulder of the child, or (ii) A fixed or movable surface that complies with S5.2.2.1(c), and (b) Lower torso restraint in the form of: (i) A lap belt assembly making an angle between 45° and 90° with the child restraint system seating surface at the lap belt attachment points, or (ii) A fixed or movable surface that complies with S5.2.2.1(c), and (c) In the case of each seating system recommended for children whose masses are more than 10 kg, crotch restraint in the form of: (i) A crotch belt connectable to the lap belt or other device used to restrain the lower torso, or (ii) A fixed or movable surface that complies with S5.2.2.1(c). S5.4.3.4 Harnesses. (a) Provide upper torso restraint, including belts passing over each shoulder of the child; (b) Provide lower torso restraint by means of lap and crotch belt; and (c) Prevent a child of any height for which the restraint is recommended for use pursuant to S5.5.2(f) from standing upright on the vehicle seat when the child is placed in the device in accordance with the instructions required by S5.6. S5.4.3.5 Buckle release. (a) When tested in accordance with S6.2.1 prior to the dynamic test of S6.1, not release when a force of less than 40 newtons (N) is applied and shall release when a force of not more than 62 N is applied; (b) After the dynamic test of S6.1, when tested in accordance with the appropriate sections of S6.2, release when a force of not more than 71 N is applied, provided, however, that the conformance of any child restraint system to this requirement is determined using the largest of the test dummies specified in S7 for use in testing that restraint when the restraint is facing forward, rearward, and/or laterally; (c) Meet the requirements of S4.3(d)(2) of FMVSS No. 209 (§ 571.209), except that the minimum surface area for child restraint system buckles designed for push button application shall be 0.6 square inch; (d) Meet the requirements of S4.3(g) of FMVSS No. 209 (§ 571.209) when tested in accordance with S5.2(g) of FMVSS No. 209; and (e) Not release during the testing specified in S6.1. S5.5 Labeling. S5.5.1 Each add-on child restraint system shall be permanently labeled with the information specified in S5.5.2(a) through (m). S5.5.2 The information specified in paragraphs (a) through (m) of this section shall be stated in the English language and lettered in letters and numbers that are not smaller than 10 point type. Unless otherwise specified, the information shall be labeled on a white background with black text. Unless written in all capitals, the information shall be stated in sentence capitalization. (a) The model name or number of the system. (b) The manufacturer's name. A distributor's name may be used instead if the distributor assumes responsibility for all duties and liabilities imposed on the manufacturer with respect to the system by the National Traffic and Motor Vehicle Safety Act, as amended. (c) The statement: “Manufactured in ____,” inserting the month and year of manufacture. (d) The place of manufacture (city and State, or foreign country). However, if the manufacturer uses the name of the distributor, then it shall state the location (city and State, or foreign country) of the principal offices of the distributor. (e) The statement: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.” (f) Statements or a combination of statements and pictograms specifying the manufacturer's recommendations for the weight and height ranges (in English and metric units) of children who can safely occupy the system in each applicable mode (rear-facing, forward facing, booster), except manufacturers shall not recommend that child restraint systems with internal harnesses be used forward-facing with children of weights less than 12 kg (26.5 lb), and shall not recommend that booster seats be used by children of weights less than 18 kg (40 lb). (g) The statements specified in paragraphs (1) and (2): (1) A heading as specified in S5.5.2(k)(3)(i), with the statement “WARNING! DEATH or SERIOUS INJURY can occur,” capitalized as written and followed by bulleted statements in the following order: (i) As appropriate, the statements required by the following sections will be bulleted and placed after the statement required by 5.5.2(g)(1) in the following order: 5.5.2(k)(1), 5.5.2(h), 5.5.2(j), and 5.5.2(i). (ii) Secure this child restraint with the vehicle's child restraint anchorage system, if available, or with a vehicle belt. [For car beds, harnesses, and belt positioning seats, the first part of the statement regarding attachment by the child restraint anchorage system is optional.] [For belt-positioning seats, the second part of the statement regarding attachment by the vehicle belt does not apply.] (iii) Follow all instructions on this child restraint and in the written instructions located ( insert storage location on the restraint for the manufacturer's installation instruction booklet or sheet (iv) Register your child restraint with the manufacturer. (2) At the manufacturer's option, the phrase “DEATH or SERIOUS INJURY can occur” in the heading can be on either a white or yellow background. (3) More than one label may be used for the required bulleted statements. Multiple labels shall be placed one above the other unless that arrangement is precluded by insufficient space or shape of the child restraint system. In that case, multiple labels shall be placed side by side. When using multiple labels, the mandated warnings must be in the correct order when read from top to bottom. If the labels are side-by-side, then the mandated warnings must appear top to bottom of the leftmost label, then top to bottom of the next label to its right, and so on. There shall be no intervening labels and the required heading shall only appear on the first label in the sequence. (h) In the case of each child restraint system that has belts designed to restrain children using them and which do not adjust automatically to fit the child: Snugly adjust the belts provided with this child restraint around your child. (i)(1) For a booster seat that is recommended for use with either a vehicle's Type 1 or Type 2 seat belt assembly, one of the following statements, as appropriate: (i) Use only the vehicle's lap and shoulder belt system when restraining the child in this booster seat; or, (ii) Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child in this seat. (2)(i) Except as provided in paragraph (i)(2)(ii) of this section, for a booster seat which is recommended for use with both a vehicle's Type 1 and Type 2 seat belt assemblies, the following statement: Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child with the ( insert description of the system element provided to restrain forward movement of the child's torso when used with a lap belt e.g., shield insert above description (ii) A booster seat which is recommended for use with both a vehicle's Type 1 and Type 2 seat belt assemblies is not subject to S5.5.2(i)(2)(i) if, when the booster is used with the shield or similar component, the booster will cause the shoulder belt to be located in a position other than in front of the child when the booster is installed. However, such a booster shall be labeled with a warning to use the booster with the vehicle's lap and shoulder belt system when using the booster without a shield. (j) In the case of each child restraint system equipped with a tether strap system the statement: Secure the tether strap provided with this child restraint. For child restraints manufactured before January 8, 2028, the statement may state: Secure the top anchorage strap provided with this child restraint. (k)(1) In the case of each rear-facing child restraint system that is designed for infants only, the statement: Use only in a rear-facing position when using it in the vehicle. (2) [Reserved] (3) Except as provided in (k)(4) of this section, each child restraint system that can be used in a rear-facing position shall have a label that conforms in content to Figure 10 and to the requirements of S5.5.2(k)(3)(i) through S5.5.2(k)(3)(iii) of this standard permanently affixed to the outer surface of the cushion or padding in or adjacent to the area where a child's head would rest, so that the label is plainly visible and easily readable. (i) The heading area shall be yellow with the word “warning” and the alert symbol in black. (ii) The message area shall be white with black text. The message area shall be no less than 30 square cm. (iii) The pictogram shall be black with a red circle and slash on a white background. The pictogram shall be no less than 30 mm in diameter. (4) If a child restraint system is equipped with a device that deactivates the passenger-side air bag in a vehicle when and only when the child restraint is installed in the vehicle and provides a signal, for at least 60 seconds after deactivation, that the air bag is deactivated, the label specified in Figure 10 may include the phrase “unless air bag is off” after “on front seat with air bag.” (l) An installation diagram showing the child restraint system installed in: (1) A seating position equipped with a continuous-loop lap/shoulder belt; (2) For child restraint systems manufactured before September 1, 2029, a seating position equipped with only a lap belt, as specified in the manufacturer's instructions; and (3) A seating position equipped with a child restraint anchorage system. For child restraint systems the following paragraphs (l)(3)(i) and (ii) of this section apply, as appropriate. (i) If the child restraint system is designed to meet the requirements of this standard when installed by the child restraint anchorage system according to S5.3.2, and if the sum of the weight of the child restraint system and the maximum child weight recommended for the child restraint system when used with the restraint's internal harness or components is greater than 65 lb when used forward-facing or rear-facing, include the following statement on this installation diagram: “Do not install by this method for a child weighing more than *.” At the manufacturer's option, “*” is the child weight limit in English units in accordance with S5.5.2(l)(3)(i)(A), (B), or (C). The corresponding child weight limit in metric units may also be included in the statement at the manufacturer's option. (A) For forward-facing and rear-facing child restraint systems, * is less than or equal to 65 minus child restraint system weight (pounds). (B) For forward-facing child restraint systems, * is the child weight limit specified in the following table corresponding to the value CW, calculated as 65 minus child restraint system weight (pounds). Table 5 to S5.5.2( l i CW = 65 − child restraint system weight Child weight limit “*” 20 < CW ≤ 25 25 25 < CW ≤ 30 30 30 < CW ≤ 35 35 35 < CW ≤ 40 40 40 < CW ≤ 45 45 45 < CW ≤ 50 50 50 < CW ≤ 55 55 55 < CW ≤ 60 60 (C) For rear-facing child restraint systems, * is the child weight limit specified in the following table corresponding to the value CW, calculated as 60 minus child restraint system weight (pounds). Table 6 to S5.5.2( l i CW = 60 − child restraint system weight Child weight limit “*” 15 < CW ≤ 20 20 20 < CW ≤ 25 25 25 < CW ≤ 30 30 30 < CW ≤ 35 35 35 < CW ≤ 40 40 40 < CW ≤ 45 45 45 < CW ≤ 50 50 50 < CW ≤ 55 55 (ii) For child restraint systems designed to meet the requirements of this standard when installed forward-facing and rear-facing using the child restraint anchorage system according to S5.3.2, the following applies: (A) If separate installation diagrams are provided for the child restraint system installed forward-facing and rear-facing, S5.5.2(l)(3)(i) applies to each of the installation diagrams. (B) If only one installation diagram is provided and if a statement specifying a child weight limit is required in only rear-facing or forward-facing mode pursuant to S5.5.2(l)(3)(i), then the diagram shall depict installation in that mode along with the corresponding child weight limit in accordance with S5.5.2(l)(3)(i). (C) If a statement specifying a child weight limit is required for the child restraint system installed forward-facing and rear-facing pursuant to S5.5.2(l)(3)(i) and only one installation diagram is provided, then the child weight limit shall be in accordance with S5.5.2(l)(3)(i)(A) or the lesser of the child weight limits described in S5.5.2(l)(3)(i)(B) and (C). (m) Statements informing the owner of the importance of registering the child restraint system for recall purposes and instructing the owner how to register the child restraint system at least by both mail and telephone, providing a U.S. telephone number. The following statement must also be provided: “For recall information, call the U.S. Government's Vehicle Safety Hotline at 1-888-327-4236 (TTY: 1-800-424-9153), or go to www.NHTSA.gov. (n) Child restraint systems, other than belt-positioning seats, harnesses and backless child restraint systems, may be certified as complying with the provisions of S8. Child restraint systems that are so certified shall be labeled with the statement “This Restraint is Certified for Use in Motor Vehicles and Aircraft.” Belt-positioning seats, harnesses and backless child restraint systems shall be labeled with the statement “This Restraint is Not Certified for Use in Aircraft.” The statement required by this paragraph shall be in red lettering and shall be placed after the certification statement required by S5.5.2(e). S5.5.3 The information specified in S5.5.2(f) through (l) shall be located on the add-on child restraint system so that it is visible when the system is installed as specified in S5.6.1, except that for child restraint systems with a detachable base, the installation diagrams specified in S5.5.2(l) are required to be visible only when the base alone is installed. S5.5.4 (a) Each built-in child restraint system other than a factory-installed built-in restraint shall be permanently labeled with the information specified in S5.5.5 (a) through (l). The information specified in S5.5.5(a) through (j) and in S5.5.5(l) shall be visible when the system is activated for use. (b) Each factory-installed built-in child restraint system shall be permanently labeled with the information specified in S5.5.5(f) through (j) and S5.5.5(l), so that the information is visible when the restraint is activated for use. The information shall also be included in the vehicle owner's manual. S5.5.5 The information specified in paragraphs (a) through (l) of this section that is required by S5.5.4 for the built-in child restraint systems shall be in English and lettered in letters and numbers using a not smaller than 10-point type. Unless specified otherwise, the information shall be labeled on a white background with black text. Unless written in all capitals, the information shall be stated in sentence capitalization. (a) The model name or number of the system. (b) The manufacturer's name. A distributor's or dealer's name may be used instead if the distributor or dealer assumes responsibility for all duties and liabilities imposed on the manufacturer with respect to the system by the National Traffic and Motor Vehicle Safety Act, as amended. (c) The statement: “Manufactured in ________,” inserting the month and year of manufacture. (d) The place of manufacture (city and State, or foreign country). However, if the manufacturer uses the name of the distributor or dealer, then it shall state the location (city and State, or foreign country) of the principal offices of the distributor or dealer. (e) The statement: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.” (f) Statements or a combination of statements and pictograms specifying the manufacturer's recommendations for the weight and height ranges (in English and metric units) of children who can safely occupy the system in each applicable mode (rear-facing, forward facing, booster), except manufacturers shall not recommend forward-facing child restraint systems with internal harnesses for children of weights less than 12 kg (26.5 lb), and shall not recommend booster seats for children of weights less than 18 kg (40 lb). (g) The heading and statement specified in paragraph (1), and if appropriate, the statements in paragraph (2) and (3). If used, the statements in paragraphs (2) and (3) shall be bulleted and precede the bulleted statement required by paragraph (1) after the heading. (1) A heading as specified in S5.5.2(k)(3)(i), with the statement “WARNING! DEATH or SERIOUS INJURY can occur,” capitalized as written and followed by the bulleted statement: Follow all instructions on the child restraint and in the vehicle's owner's manual. At the manufacturer's option, the phrase “DEATH or SERIOUS INJURY can occur” in the heading can be on either a white or yellow background. (2) In the case of each built-in child restraint system which is not intended for use in motor vehicles in certain adjustment positions or under certain circumstances, an appropriate statement of the manufacturers restrictions regarding those positions or circumstances. (3) As appropriate, the statements required by the following sections will be bulleted and placed after the statement required by 5.5.5(g)(1) in the following order: 5.5.5(g)(2), 5.5.5(f), S5.5.5(h) and S5.5.5(i). (h) In the case of each built-in child restraint system that has belts designed to restrain children using them and which do not adjust automatically to fit the child: Snugly adjust the belts provided with this child restraint around your child. (i) In the case of each built-in child restraint which can be used in a rear-facing position, the following statement: Place an infant in a rear-facing position in this child restraint. (j) A diagram or diagrams showing the fully activated child restraint system in infant and/or child configurations. (k) One of the following statements, inserting an address and a U.S. telephone number. If a manufacturer opts to provide a website on the registration card as permitted in Figure 9a of this section, the manufacturer must include the statement in paragraph (k)(2) of this section: (1) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, email address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert a U.S. telephone number http://www.NHTSA.gov. (2) “Child restraints could be recalled for safety reasons. You must register this restraint to be reached in a recall. Send your name, address, email address if available (preceding four words are optional), and the restraint's model number and manufacturing date to ( insert address insert telephone number insert website for electronic registration form http://www.NHTSA.gov. (l) In the case of a built-in belt-positioning seat that uses either the vehicle's Type 1 or Type 2 belt systems or both, a statement describing the manufacturer's recommendations for the maximum height and weight of children who can safely occupy the system and how the booster should be used ( e.g., S5.6 Printed instructions for proper use. S5.6.1 Add-on child restraint systems. S5.6.1.1 In a vehicle with rear designated seating positions, the instructions shall alert vehicle owners that, according to accident statistics, children are safer when properly restrained in the rear seating positions than in the front seating positions. S5.6.1.2 The instructions shall specify in general terms the types of vehicles, the types of seating positions, and the types of vehicle seat belts with which the add-on child restraint system can or cannot be used. S5.6.1.3 The instructions shall explain the primary consequences of not following the warnings required to be labeled on the child restraint system in accordance with S5.5.2(g) through (k). S5.6.1.4 The instructions for each car bed shall explain that the car bed should be positioned in such a way that the child's head is near the center of the vehicle. S5.6.1.5 The instructions shall state that add-on child restraint systems should be securely belted to the vehicle, even when they are not occupied, since in a crash an unsecured child restraint system may injure other occupants. S5.6.1.6 Each add-on child restraint system shall have a location on the restraint for storing the manufacturer's instructions. S5.6.1.7 Child restraint systems shall include statements informing the owner of the importance of registering the child restraint system for recall purposes and instructing the owner how to register the child restraint system at least by mail and by telephone, providing a U.S. telephone number. The following statement must also be provided: “For recall information, call the U.S. Government's Vehicle Safety Hotline at 1-888-327-4236 (TTY: 1-800-424-9153), or go to www.NHTSA.gov. S5.6.1.8 In the case of each child restraint system that can be used in a position so that it is facing the rear of the vehicle, the instructions shall provide a warning against using restraints rear-facing at seating positions equipped with air bags, and shall explain the reasons for, and consequences of not following the warning. The instructions shall also include a statement that owners of vehicles with front passenger-side air bags should refer to their vehicle owner's manual for child restraint system installation instructions. S5.6.1.9 In the case of each rear-facing child restraint system that has a means for repositioning the seating surface of the system that allows the system's occupant to move from a reclined position to an upright position during dynamic testing, the instructions shall include a warning against impeding the ability of the restraint to change adjustment position. S5.6.1.10 (a) For instructions for a booster seat that is recommended for use with either a vehicle's Type 1 or Type 2 seat belt assembly, one of the following statements, as appropriate, and the reasons for the statement: (1) Warning! Use only the vehicle's lap and shoulder belt system when restraining the child in this booster seat; or, (2) Warning! Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child in this seat. (b)(1) Except as provided in S5.6.1.10(b)(2), the instructions for a booster seat that is recommended for use with both a vehicle's Type 1 and Type 2 seat belt assemblies shall include the following statement and the reasons therefor: Warning! Use only the vehicle's lap belt system, or the lap belt part of a lap/shoulder belt system with the shoulder belt placed behind the child, when restraining the child with the ( insert description of the system element provided to restrain forward movement of the child's torso when used with a lap belt e.g., shield insert above description (2) A booster seat which is recommended for use with both a vehicle's Type 1 and Type 2 seat belt assemblies is not subject to S5.6.1.10(b)(1) if, when the booster is used with the shield or similar component, the booster will cause the shoulder belt to be located in a position other than in front of the child when the booster is installed. However, the instructions for such a booster shall include a warning to use the booster with the vehicle's lap and shoulder belt system when using the booster without a shield. (c) The instructions for belt-positioning seats shall include the statement, “This restraint is not certified for aircraft use,” and the reasons for this statement. S5.6.1.11 For school bus child restraint systems, the instructions must include the following statement: “WARNING! This restraint must only be used on school bus seats. Entire seat directly behind must be unoccupied or have restrained occupants.” (The instruction's reference to a “restrained occupant” refers to an occupant restrained by any user-appropriate vehicle restraint or child restraint system ( e.g., S5.6.1.12 If the child restraint system is designed to meet the requirements of this standard when installed by the child restraint anchorage system according to S5.3.2, the installation diagram showing the child restraint system installed using a child restraint anchorage system must meet the specifications in S5.5.2(l)(3). S5.6.1.13 For child restraints manufactured on or after January 8, 2028, in the case of child restraint systems marked as specified in S5.9(a) and (b) of this standard, explain that the markings identify the lower anchor connectors and the tether anchor connector, respectively, and that the consumer should look for corresponding marks on the vehicle child restraint anchorage system to attach the appropriate connectors of the child restraint system. S5.6.1.14 For child restraints manufactured on or after January 8, 2028, use the following terms when referring to the different components of the child restraint anchorage system or for components of the child restraint system that are used to connect the child restraint system to the vehicle: “lower anchor” means the lower anchorage of the child restraint anchorage system in the vehicle, “tether anchor” means the top tether anchorage of the child restraint anchorage system in the vehicle, “lower anchor attachment” means the child restraint system or the detachable base's (in the case of a rear-facing child restraint with a detachable base) lower anchorage connector and the lower anchorage strap (for flexible lower anchorage attachments), “rigid lower anchor attachment” means the child restraint system or the detachable base's (in the case of a rear-facing child restraint with a detachable base) lower anchorage connector that is rigidly attached to the CRS and does not have a lower anchorage strap, and “tether” means the child restraints system's tether hook and tether strap. S5.6.2 Built-in child restraint systems. (b) Each motor vehicle equipped with a factory-installed built-in child restraint system shall have the information specified in paragraph (a) of this section included in its vehicle owner's manual. S5.6.2.1 The instructions shall explain the primary consequences of not following the manufacturer's warnings for proper use of the child restraint system in accordance with S5.5.5(f) through (i). S5.6.2.2 The instructions for each built-in child restraint system other than a factory-installed restraint shall include statements informing the owner of the importance of registering the child restraint system for recall purposes and instructing the owner how to register the child restraint system at least by mail and by telephone, providing a U.S. telephone number. The following statement must also be provided: “For recall information, call the U.S. Government's Vehicle Safety Hotline at 1-888-327-4236 (TTY: 1-800-424-9153), or go to www.NHTSA.gov.” S5.6.2.3 Each built-in child restraint system other than a factory-installed built-in restraint, shall have a location on the restraint for storing the instructions. S5.6.2.4 Each built-in child restraint system, other than a system that has been installed in a vehicle or a factory-installed built-in system that is designed for a specific vehicle model and seating position, shall be accompanied by instructions in English that provide a step-by-step procedure for installing the system in a motor vehicle. The instructions shall specify the types of vehicles and the seating positions into which the restraint can or cannot be installed. The instructions for each car bed shall explain that the bed should be installed so that the child's head will be near the center of the vehicle. S5.6.2.5 In the case of a built-in belt-positioning seat that uses either the vehicle's Type 1 or Type 2 belt systems or both, the instructions shall include a statement describing the manufacturer's recommendations for the maximum height and weight of children who can safely occupy the system and how the booster must be used with the vehicle belt systems appropriate for the booster seat. The instructions shall explain the consequences of not following the directions. The instructions shall specify that, if the booster seat is recommended for use with only the lap-belt part of a Type 2 assembly, the shoulder belt portion of the assembly must be placed behind the child. S5.6.3 Add-on and built-in child restraint systems. S5.7 Flammability. S5.8 Information requirements—attached registration form and electronic registration form. S5.8.1 Attached registration form. (b) Each attached registration form shall provide a mail-in postcard that conforms in size, and in basic content and format to the forms depicted in Figures 9a' and 9b' of this section. (1) The mail-in postcard shall: (i) Have a thickness of at least 0.007 inches and not more than 0.0095 inches; (ii) Be pre-printed with the information identifying the child restraint system for recall purposes, such as the model name or number and date of manufacture (month, year) of the child restraint system to which the form is attached; (iii) Contain space for the owner to record his or her name, mailing address, email address (optional), telephone number (optional) and other pertinent information; (iv) Be addressed to the manufacturer, and be postage paid. (v) Be detachable from the information card without the use of scissors or other tools. (c) The registration form attached to the child restraint system shall also provide an information card with the following: (1) Informing the owner of the importance of registering the child restraint system; and, (2) Instructing the owner how to register the CRS. (3) Manufacturers must provide statements informing the purchaser that the registration card is pre-addressed and that postage has been paid. (4) Manufacturers may provide instructions to register the child restraint system electronically. If an electronic registration form is used or referenced, it must meet the requirements of S5.8.2 of this section. (5) Manufacturers may optionally provide statements to the owner explaining that the registration card is not a warranty card, and that the information collected from the owner will not be used for marketing purposes. S5.8.2 Electronic registration form. (1) Contain statements at the top of the form: (i) Informing the owner of the importance of registering the CRS; and, (ii) Instructing the owner how to register the CRS. (2) Provide as required registration fields, space for the purchaser to record the model name or number and date of manufacture (month, year) of the child restraint system, and space for the purchaser to record his or her name and mailing address. At the manufacturer's option, a space is provided for the purchaser to optionally record his or her email address. At the manufacturer's option, a space is provided for the purchaser to optionally record his or her telephone number. (b) No advertising or other information shall appear on the electronic registration form. However, manufacturers may optionally provide statements to the owner explaining that the registration is not for a warranty, and that the information collected from the owner will not be used for marketing purposes. (c) The electronic registration form may provide information identifying the manufacturer or a link to the manufacturer's home page, a field to confirm submission, and a prompt to indicate any incomplete or invalid fields prior to submission. (d) If a manufacturer printed the electronic address (in form of a website (printed URL)) on the attached registration form provided pursuant to S5.8.1, the electronic registration form shall be accessed directly by the electronic address. Accessing the electronic address (in form of a website (printed URL)) that contains the electronic registration form shall not cause additional screens or electronic banners to appear. In addition to the electronic address in the form of a website, manufacturers may include a code (such as QR code or similar) to access the electronic address. S5.9 Attachment to child restraint anchorage system. see (b) In the case of each child restraint system that has components for attaching the system to a tether anchorage, those components shall include a tether hook that conforms to the configuration and geometry specified in figure 11 to this section. For child restraints manufactured on or after January 8, 2028, the tether hook or the tether strap shall be permanently marked with either pictogram shown in figure 16 to this section. If the mark is on the tether strap or on a tag attached to the tether strap, the mark must be located within 25 mm of the tether hardware assembly (which consists of a tether hook and a webbing tightening mechanism designed to tighten or loosen the tether strap). (c) In the case of each child restraint system that has components, including belt webbing, for attaching the system to an anchorage of a child restraint anchorage system (lower anchorage or tether anchorage), the belt webbing shall be adjustable so that the child restraint can be tightly attached to the vehicle. For child restraints manufactured on or after January 8, 2025, the length of the tether hardware assembly, which consists of a tether hook and a mechanism designed to tighten and loosen the tether strap, shall not exceed 165 mm. (d) Each child restraint system with components that enable the restraint to be securely fastened to the lower anchorages of a child restraint anchorage system, other than a system with hooks for attaching to the lower anchorages, shall provide either an indication when each attachment to the lower anchorages becomes fully latched or attached, or a visual indication that all attachments to the lower anchorages are fully latched or attached. Visual indications shall be detectable under normal daylight lighting conditions. S6 Test conditions and procedures. S6.1 Dynamic systems test for child restraint systems. The test conditions described in S6.1.1 apply to the dynamic systems test. The test procedure for the dynamic systems test is specified in S6.1.2. The test dummy specified in S7 is placed in the test specimen (child restraint system), clothed as described in S9 and positioned according to S10. S6.1.1 Test conditions Test devices. (2) The test device for built-in child restraint systems is either the specific vehicle shell or the specific vehicle. (i) Specific vehicle shell. (B) The platform is instrumented with an accelerometer and data processing system having a frequency response of 60 Hz channel frequency class as specified in SAE Recommended Practice J211/1, (incorporated by reference, see § 571.5). The accelerometer sensitive axis is parallel to the direction of test platform travel. (ii) Specific vehicle. (A) The vehicle is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the appropriate child test dummy and, at the vehicle manufacturer's option, an anthropomorphic test dummy which conforms to the requirements of subpart B or subpart E of part 572 of this title for a 50th percentile adult male dummy placed in the front outboard seating position. If the built-in child restraint system is installed at one of the seating positions otherwise requiring the placement of a part 572 test dummy, then in the frontal barrier crash specified in paragraph (c) of this section, the appropriate child test dummy shall be substituted for the part 572 adult dummy, but only at that seating position. The fuel tank is filled to any level from 90 to 95 percent of capacity. (B) Adjustable seats are in the adjustment position midway between the forward-most and rearmost positions, and if separately adjustable in a vehicle direction, are at the lowest position. If an adjustment position does not exist midway between the forward-most and rearmost positions, the closest adjustment position to the rear of the midpoint is used. (C) Adjustable seat backs are in the manufacturer's nominal design riding position. If a nominal position is not specified, the seat back is positioned so that the longitudinal center line of the child test dummy's neck is vertical, and if an anthropomorphic test dummy is used, the accelerometer surfaces in the test dummy's head and thorax, as positioned in the vehicle, are horizontal. If the vehicle is equipped with adjustable head restraints, each is adjusted to its highest adjustment position. (D) Movable vehicle windows and vents are, at the manufacturer's option, placed in the fully closed position. (E) Convertibles and open-body type vehicles have the top, if any, in place in the closed passenger compartment configuration. (F) Doors are fully closed and latched but not locked. (G) All instrumentation and data reduction are in conformance with SAE Recommended Practice J211/1, (incorporated by reference, see § 571.5). (b) The tests are frontal barrier impact simulations of the test platform or frontal barrier crashes of the specific vehicles as specified in S5.1 of § 571.208 and for: (1) Test Configuration I, are at a velocity change of 48 km/h with the acceleration of the test platform entirely within the curve shown in Figure 2, or for the specific vehicle test with the deceleration produced in a 48 km/h frontal barrier crash. (2) Test Configuration II, are set at a velocity change of 32 km/h with the acceleration of the test platform entirely within the curve shown in Figure 3, or for the specific vehicle test, with the deceleration produced in a 32 km/h frontal barrier crash. (c) As illustrated in Figures 1A and 1B of this standard, attached to the seat belt anchorage points provided on the standard seat assembly are Type 1 or Type 2 seat belt assemblies. These seat belt assemblies meet the requirements of Standard No. 209 (§ 571.209) and have webbing with a width of not more than 2 inches, and are attached to the anchorage points without the use of retractors or reels of any kind. As illustrated in Figures 1A' and 1B' of this standard, attached to the standard seat assembly is a child restraint anchorage system conforming to the specifications of Standard No. 225 (§ 571.225). (d)(1) When using the test dummy specified in 49 CFR part 572, subparts I and K, performance tests under S6.1 are conducted at any ambient temperature from 19 °C to 26 °C and at any relative humidity from 10 percent to 70 percent. (2) When using the test dummies specified in 49 CFR part 572, subpart N, P, R or T, performance tests under S6.1 are conducted at any ambient temperature from 20.6 °C to 22.2 °C and at any relative humidity from 10 percent to 70 percent. (e) In the case of add-on child restraint systems, the restraint shall meet the requirements of S5 at each of its seat back angle adjustment positions and restraint belt routing positions, when the restraint is oriented in the direction recommended by the manufacturer ( e.g., S6.1.2 Dynamic test procedure. (1) Test configuration I. Child restraint systems other than booster seats. (A) Install the child restraint system on the standard seat assembly, in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1, except that, at the agency's option, the standard lap belt is used or the lap and shoulder belt is used. If provided, a tether strap may be used, but only if the manufacturer's instructions instruct consumers to use it. Attach the school bus child restraint system in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1, e.g., (B) Except for a child harness, a school bus child restraint system, and a restraint designed for use by children with physical disabilities, install the child restraint system on the standard seat assembly as in S6.1.2(a)(1)(i)(A), except that no tether strap (or any other supplemental device) is used. (C) Install the child restraint system using the child restraint anchorage system on the standard seat assembly in accordance with the manufacturer's instructions provided with the system pursuant to S5.6.1. The tether strap, if one is provided, is attached to the tether anchorage. (D) Install the child restraint system using only the lower anchorages of the child restraint anchorage system as in S6.1.2(a)(1)(i)(C). No tether strap (or any other supplemental device) is used. (ii) Booster seats. (iii) In the case of each built-in child restraint system, activate the restraint in the specific vehicle shell or the specific vehicle, in accordance with the manufacturer's instructions provided in accordance with S5.6.2. (2) Test configuration II. (ii) In the case of each built-in child restraint system which is equipped with a fixed or movable surface described in S5.2.2.2 that has belts that are not an integral part of that fixed or movable surface, activate the system in the specific vehicle shell or the specific vehicle in accordance with the manufacturer's instructions provided in accordance with S5.6.2. (b) Select any dummy specified in S7 for testing systems for use by children of any height or any weight for which the system is recommended in accordance with S5.5. The dummy is assembled, clothed and prepared as specified in S7 and S9 and part 572 of this chapter, as appropriate. (c) Place the dummy in the child restraint system. Position it, and attach the child restraint system belts, if appropriate, as specified in S10. (d)(1) The belts of add-on systems other than belt-positioning seats are adjusted as follows. (i) Shoulder and pelvic belts that directly restrain the dummy are adjusted as follows: Tighten the belt system used to restrain the child within the child restraint system to any tension of not less than 9 Newtons and not more than 18 Newtons on the webbing at the top of each dummy shoulder and the pelvic region. (ii) All Type 1 or Type 2 belt systems used to attach an add-on child restraint system to the standard seat assembly are tightened to any tension of not less than 53.5 N and not more than 67 N. Tighten any provided additional anchorage belt (top tether) to any tension of not less than 45 Newtons and not more than 53.5 Newtons. All belt systems used to attach a school bus child restraint system are also tightened to any tension of not less than 53.5 N and not more than 67 N. (iii) When using the child restraint anchorage system to attach the child restraint system to the standard seat assembly, tighten the belt systems of the lower anchorage attachments used to attach the restraint to the standard seat assembly to any tension of not less than 53.5 Newtons and not more than 67 Newtons and tighten the belt of the top tether attachment used to attach the restraint to the standard seat assembly to any tension of not less than 45 Newtons and not more than 53.5 Newtons. (2) The belts of add-on belt-positioning seats are adjusted as follows. (i) The lap portion of Type 2 belt systems used to restrain the dummy is tightened to a tension of not less than 9 N and not more than 18 N. (ii) The shoulder portion of Type 2 belt systems used to restrain the dummy is tightened to a tension of not less than 9 N and not more than 18 N. (3) The belts of built-in child restraint systems are adjusted as follows. (i) The lap portion of Type 2 belt systems used to restrain the dummy is tightened to a tension of not less than 9 N and not more than 18 N. (ii) The shoulder portion of Type 2 belt systems used to restrain the dummy is tightened to a tension of not less than 9 N and not more than 18 N. (iii) For built-in child restraint systems, if provided, shoulder and pelvic belts that directly restrain the dummy are adjusted as follows. Tighten the belt system used to restrain the child within the child restraint system to any tension of not less than 9 Newtons and not more than 18 Newtons on the webbing at the top of each dummy shoulder and the pelvic region. (e) Accelerate the test platform to simulate frontal impact in accordance with Test Configuration I or II, as appropriate. (f) Determine conformance with the requirements in S5.1. S6.2 Buckle release test procedure. S6.2.1 Before conducting the testing specified in S6.1, place the loaded buckle on a hard, flat, horizontal surface. Each belt end of the buckle shall be pre-loaded in the following manner. The anchor end of the buckle shall be loaded with a 9 N force in the direction away from the buckle. In the case of buckles designed to secure a single latch plate, the belt latch plate end of the buckle shall be pre-loaded with a 9 N force in the direction away from the buckle. In the case of buckles designed to secure two or more latch plates, the belt latch plate ends of the buckle shall be loaded equally so that the total load is 9 N, in the direction away from the buckle. For pushbutton-release buckles, the release force shall be applied by a conical surface (cone angle not exceeding 90 degrees). For pushbutton-release mechanisms with a fixed edge (referred to in Figure 7 as “hinged button”), the release force shall be applied at the centerline of the button, 3 mm away from the movable edge directly opposite the fixed edge, and in the direction that produces maximum releasing effect. For pushbutton-release mechanisms with no fixed edge (referred to in Figure 7 as “floating button”), the release force shall be applied at the center of the release mechanism in the direction that produces the maximum releasing effect. For all other buckle release mechanisms, the force shall be applied on the centerline of the buckle lever or finger tab in the direction that produces the maximum releasing effect. Measure the force required to release the buckle. Figure 7 illustrates the loading for the different buckles and the point where the release force should be applied, and Figure 8 illustrates the conical surface used to apply the release force to pushbutton-release buckles. S6.2.2 After completion of the testing specified in S6.1 and before the buckle is unlatched, tie a self-adjusting sling to each wrist and ankle of the test dummy in the manner illustrated in Figure 4, without disturbing the belted dummy and the child restraint system. S6.2.3 Pull the sling tied to the dummy restrained in the child restraint system and apply the following force: 50 N for a system tested with a newborn dummy (49 CFR part 572, subpart K); 90 N for a system tested with a 12-month-old dummy (49 CFR part 572, subpart R); 200 N for a system tested with a 3-year-old dummy (49 CFR part 572, subpart P); 270 N for a system tested with a 6-year-old dummy (49 CFR part 572, subpart N or I); 350 N for a system tested with a weighted 6-year-old dummy (49 CFR part 572, subpart S); or 437 N for a system tested with a 10-year-old dummy (49 CFR part 572, subpart T). The force is applied in the manner illustrated in Figure 4 and as follows: (a) Add-on child restraint systems. (b) Built-in child restraint systems. S6.2.4 While applying the force specified in S6.2.3, and using the device shown in Figure 8 for pushbutton-release buckles, apply the release force in the manner and location specified in S6.2.1, for that type of buckle. Measure the force required to release the buckle. S6.3 [Reserved] S7 Test dummies. S7.1 Dummy selection. S7.1.1 [Reserved] S7.1.2 Child restraints systems are subject to the following provisions and S7.1.3. (a) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight of not greater than 5 kg (11 lb) regardless of height, or by children in a specified height range that includes any children whose height is not greater than 650 mm regardless of weight, is tested with a 49 CFR part 572 subpart K dummy (newborn infant dummy). (b) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight greater than 5 kg (11 lb) but not greater than 10 kg (22 lb) regardless of height, or by children in a specified height range that includes any children whose height is greater than 650 mm but not greater than 750 mm regardless of weight, is tested with a 49 CFR part 572 subpart K dummy (newborn infant dummy), and a part 572 subpart R dummy (CRABI 12-month-old test dummy). (c) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight greater than 10 kg (22 lb) but not greater than 13.6 kg (30 lb) regardless of height, or by children in a specified height range that includes any children whose height is greater than 750 mm but not greater than 870 mm regardless of weight, is tested with a part 572 subpart R dummy (CRABI 12-month-old test dummy), provided, however, that the CRABI 12-month-old dummy is not used to test a forward-facing child restraint system. (d) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight greater than 13.6 kg (30 lb) but not greater than 18 kg (40 lb) regardless of height, or by children in a specified height range that includes any children whose height is greater than 870 mm but not greater than 1100 mm regardless of weight, is tested with a 49 CFR part 572, subpart P dummy (Hybrid III 3-year-old dummy). (e) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight greater than 18 kg (40 lb) but not greater than 22.7 kg (50 lb) regardless of height, or by children in a specified height range that includes any children whose height is greater than 1100 mm but not greater than 1250 mm regardless of weight, is tested with a 49 CFR part 572, subpart N dummy (Hybrid III 6- year-old dummy). (f) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight greater than 22.7 kg (50 lb) but not greater than 30 kg (65 lb) regardless of height, or by children in a specified height range that includes any children whose height is greater than 1100 mm but not greater than 1250 mm regardless of weight, is tested with a 49 CFR part 572, subpart N dummy (Hybrid III 6-year-old dummy) and with a part 572, subpart S dummy (Hybrid III 6-year-old weighted dummy). (g) A child restraint system that is recommended by its manufacturer in accordance with S5.5 for use either by children in a specified weight range that includes any children having a weight greater than 30 kg (65 lb) regardless of height, or by children in a specified height range that includes any children whose height is greater than 1250 mm regardless of weight, is tested with a 49 CFR part 572, subpart T dummy (Hybrid III 10-year-old dummy). S8 Requirements, test conditions, and procedures for child restraint systems manufactured for use in aircraft. S8.1 Installation instructions. S8.2 Inversion test. e.g., S8.2.1 A standard seat assembly consisting of a representative aircraft passenger seat shall be positioned and adjusted so that its horizontal and vertical orientation and its seat back angle are the same as shown in Figure 6. S8.2.2 The child restraint system shall be attached to the representative aircraft passenger seat using, at the manufacturer's option, any Federal Aviation Administration approved aircraft safety belt, according to the restraint manufacturer's instructions for attaching the restraint to an aircraft seat. No supplementary anchorage belts or tether straps may be attached; however, Federal Aviation Administration approved safety belt extensions may be used. S8.2.3 In accordance with S10, place in the child restraint system any dummy specified in S7 for testing systems for use by children of the heights and weights for which the system is recommended in accordance with S5.5 and S8.1. S8.2.4 If provided, shoulder and pelvic belts that directly restrain the dummy shall be adjusted in accordance with S6.1.2. S8.2.5 The combination of representative aircraft passenger seat, child restraint system, and test dummy shall be rotated forward around a horizontal axis which is contained in the median transverse vertical plane of the seating surface portion of the aircraft seat and is located 25 mm below the bottom of the seat frame, at a speed of 35 to 45 degrees per second, to an angle of 180 degrees. The rotation shall be stopped when it reaches that angle and the seat shall be held in this position for three seconds. The child restraint system shall not fall out of the aircraft safety belt nor shall the test dummy fall out of the child restraint system at any time during the rotation or the three second period. The specified rate of rotation shall be attained in not less than one half second and not more than one second, and the rotating combination shall be brought to a stop in not less than one half second and not more than one second. S8.2.6 Repeat the procedures set forth in S8.2.1 through S8.2.4. The combination of the representative aircraft passenger seat, child restraint system, and test dummy shall be rotated sideways around a horizontal axis which is contained in the median longitudinal vertical plane of the seating surface portion of the aircraft seat and is located 25 mm below the bottom of the seat frame, at a speed of 35 to 45 degrees per second, to an angle of 180 degrees. The rotation shall be stopped when it reaches that angle and the seat shall be held in this position for three seconds. The child restraint system shall not fall out of the aircraft safety belt nor shall the test dummy fall out of the child restraint system at any time during the rotation or the three second period. The specified rate of rotation shall be attained in not less than one half second and not more than one second, and the rotating combination shall be brought to a stop in not less than one half second and not more than one second. S9 Dummy clothing and preparation. S9.1 Type of clothing. (a) Newborn dummy (49 CFR part 572, subpart K). (b) [Reserved] (c) 12-month-old dummy (49 CFR part 572, subpart R). (d) [Reserved] (e) Hybrid III 3-year-old dummy (49 CFR part 572, subpart P). (f) Hybrid III 6-year-old dummy (49 CFR part 572, subpart N) and Hybrid III 6-year-old weighted dummy (49 CFR part 572, subpart S), and Hybrid III 10-year-old dummy (49 CFR part 572, subpart T). S9.2 Preparing clothing. S9.3 Preparing dummies. S9.3.1 When using the test dummy conforming to subpart K, prepare the dummy as specified in this paragraph. Before being used in testing under this standard, the dummy must be conditioned at any ambient temperature from 19 °C to 25.5 °C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours. S9.3.2 When using the test dummies conforming to subparts N, P, R, S or T, prepare the dummies as specified in this paragraph. Before being used in testing under this standard, dummies must be conditioned at any ambient temperature from 20.6° to 22.2 °C and at any relative humidity from 10 percent to 70 percent, for at least 4 hours. S10 Positioning the dummy and attaching the system belts. S10.1 Car beds. S10.2 Restraints other than car beds. S10.2.1 Newborn dummy and 12-month-old dummy. (a) [Reserved] (b) When testing rear-facing child restraint systems, place the newborn, or 12-month-old dummy in the child restraint system so that the back of the dummy torso contacts the back support surface of the system. For a child restraint system which is equipped with a fixed or movable surface described in S5.2.2.2 which is being tested under the conditions of test configuration II, do not attach any of the child restraint system belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint system belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. If the dummy's head does not remain in the proper position, tape it against the front of the seat back surface of the system by means of a single thickness of 6 mm-wide paper masking tape placed across the center of the dummy's face. (c) When testing rear-facing child restraint systems, extend the dummy's arms vertically upwards and then rotate each arm downward toward the dummy's lower body until the arm contacts a surface of the child restraint system or the standard seat assembly in the case of an add-on child restraint system, or the specific vehicle shell or the specific vehicle, in the case of a built-in child restraint system. Ensure that no arm is restrained from movement in other than the downward direction, by any part of the system or the belts used to anchor the system to the standard seat assembly, the specific shell, or the specific vehicle. S10.2.2 Other dummies generally. (a) Holding the test dummy torso upright until it contacts the system's design seating surface, place the test dummy in the seated position within the system with the midsagittal plane of the test dummy head— (1) Coincident with the center SORL of the standard seating assembly, in the case of the add-on child restraint system, or (2) Vertical and parallel to the longitudinal center line of the specific vehicle, in the case of a built-in child restraint system. (b) Extend the arms of the test dummy as far as possible in the upward vertical direction. Extend the legs of the dummy as far as possible in the forward horizontal direction, with the dummy feet perpendicular to the center line of the lower legs. (c) Using a flat square surface with an area of 2580 square millimeters, apply a force of 178 N, perpendicular to: (1) The plane of the back of the standard seat assembly, in the case of an add-on system, or (2) The back of the vehicle seat in the specific vehicle shell or the specific vehicle, in the case of a built-in system, first against the dummy crotch and then at the dummy thorax in the midsagittal plane of the dummy. For a child restraint system with a fixed or movable surface described in S5.2.2.2, which is being tested under the conditions of test configuration II, do not attach any of the child restraint system belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface which is being tested under the conditions of test configuration I, attach all appropriate child restraint system belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. (d) After the steps specified in paragraph (c) of this section, rotate each dummy limb downwards in the plane parallel to the dummy's midsagittal plane until the limb contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the limbs, if necessary, so that limb placement does not inhibit torso or head movement in tests conducted under S6. (e) Additional provisions when using the Hybrid III 3-year-old (part 572, subpart P) dummy in a rear-facing child restraint system. (1) When using the Hybrid III 3-year-old dummy in a rear-facing child restraint system with an internal harness or other components to restrain the child, remove the knee stop screw (as shown in drawing 210-6516 of Drawing No. 210-5000-1 (L),-2(R), Leg Assembly in subpart P of part 572 of this chapter (incorporated by reference, see § 571.5) from the right and left knee so as to let the knees hyperextend. (2) Place the subpart P dummy in the child restraint system being tested so that the back of the dummy torso contacts the back support surface of the system. For a child restraint system equipped with a fixed or movable surface described in S5.2.2.2 that is being tested under the conditions of test configuration II, do not attach any of the child restraint system belts unless they are an integral part of the fixed or movable surface. For all other child restraint systems and for a child restraint system with a fixed or movable surface that is being tested under the conditions of test configuration I, attach all appropriate child restraint system belts and tighten them as specified in S6.1.2. Attach all appropriate vehicle belts and tighten them as specified in S6.1.2. Position each movable surface in accordance with the instructions that the manufacturer provided under S5.6.1 or S5.6.2. S10.2.3 Hybrid III 6-year-old in belt-positioning seats, Hybrid III weighted 6-year-old in belt-positioning seats, and Hybrid III 10-year-old in belt-positioning seats. (a) Prepare the dummy. (i) Set the dummy's neck angle at the SP-16 setting (“SP” means standard procedure), see Figure 14a. (ii) Set the dummy's lumbar angle at the SP-12 setting, see Figure 14b. This is done by aligning the notch on the lumbar adjustment bracket with the SP-12 notch on the lumbar attachment. (iii) Adjust the limb joints to 1-2 g while the torso is in the seated position. (iv) Apply double-sided tape to the surface of a lap shield, which is a piece of translucent silicone rubber 3 mm ±0.5 mm thick (50A durometer) cut to the dimensions specified in Figure 13 in this section. Place the lap shield on the pelvis of the dummy. Align the top of the lap shield with the superior anterior edge of the pelvis skin. Attach the lap shield to the dummy. (v) Apply double-sided tape to one side of a pelvis positioning pad, which is a 125 x 95 x 20 mm (±2 mm tolerance in each of the three dimensions) piece of closed cell (Type 2 according to ASTM D1056-07) (incorporated by reference; see § 571.5) foam or rubber cut from material having the following specifications: compression resistance between 9 to 17 psi in a compression-deflection test specified in ASTM D1056-07 (incorporated by reference; see § 571.5), and a density of 7 to 12.5 lb/ft 3 (vi) Dress and prepare the dummy according to S9. (2) When using the Hybrid III 6-year-old dummy and the Hybrid III weighted 6-year-old dummy, prepare the dummy according to the following: (i) If necessary, adjust the limb joints to 1-2 g while the torso is in the seated position. (ii) Apply double-sided tape to the surface of a lap shield, which is a piece of translucent silicone rubber 3 mm thick ±0.5 mm thick (50A durometer) cut to the dimensions specified in Figure 13. Place the lap shield on the pelvis of the dummy. Align the top of the lap shield with the superior anterior edge of the pelvis skin. Attach the lap shield to the dummy. (iii) Dress and prepare the dummy according to S9. (b) Position the belt-positioning seat. (c) Position the dummy. (1) Place the dummy on the seat cushion of the belt-positioning seat such that the plane of the posterior pelvis is parallel to the plane of the seat back of the belt-positioning seat, standard seat assembly or vehicle seat back, but not touching. Pick up and move the dummy rearward, maintaining the parallel planes, until the pelvis positioning pad, if used, or the pelvis or back of the dummy and the back of the belt-positioning seat or the back of the standard seat assembly, are in minimal contact. (2) Straighten and align the arm segments horizontally, then rotate the arms upward at the shoulder as far as possible without contacting the belt-positioning seat. Straighten and align the legs horizontally and extend the lower legs as far as possible in the forward horizontal direction, with the feet perpendicular to the centerline of the lower legs. (3) Using a flat square surface with an area of 2580 square millimeters, apply a force of 178 N (40 lb) first against the dummy crotch and then against the dummy thorax on the midsagittal plane of the dummy, perpendicular to: (i) The plane of the back of the belt-positioning seat, in the case of a belt-positioning seat with a back, or, (ii) The plane of the back of the standard seat assembly or vehicle seat, in the case of a backless belt-positioning seat or built-in booster. (4) Rotate the arms of the dummy down so that they are perpendicular to the torso. (5) Bend the knees until the back of the lower legs are in minimal contact with the belt-positioning seat, standard seat assembly or vehicle seat. Position the legs such that the outer edges of the knees are 180 ±10 mm apart for the Hybrid III 6-year-old dummy and 220 ±10 mm apart for the Hybrid III 10-year-old dummy. Position the feet such that the soles are perpendicular to the centerline of the lower legs. In the case of a belt-positioning seat with a back, adjust the dummy so that the shoulders are parallel to a line connecting the shoulder belt guides. This can be accomplished by leaning the torso such that the dummy's head and neck are centered on the backrest components of the belt-positioning seat. In case of a backless child restraint system, adjust the dummy's torso so that the head is as close to laterally level as possible. (d) Apply the belt. (e) Dummy final positioning. (2) Rotate each dummy arm downwards in the plane parallel to the dummy's midsagittal plane until the arm contacts a surface of the child restraint system or the standard seat assembly, in the case of an add-on system, or the specific vehicle shell or specific vehicle, in the case of a built-in system, as appropriate. Position the arms, if necessary, so that the arm placement does not inhibit torso or head movement in tests conducted under S6. Figure 1A-1 to § 571.213b—Seat Orientation Reference Line and Seat Belt Anchorage Point Locations on the Standard Seat Assembly Figure 1A-2 to § 571.213b—Seat Orientation Reference Line and Location of the Lower Anchorages of the Child Restraint Anchorate System on the Standard Seat Assembly Figure 1B-1 to § 571.213b—Location of Shoulder Belt Upper and Lower Guide Loops and Forward Excursion Limits on the Standard Seat Assembly Figure 1B-2 to § 571.213b—Location of the Child Restraint Anchorages and Forward Excursion Limits on the Standard Seat Assembly Figure 1C to § 571.213b—Rear-Facing Child Restraint Forward and Upper Head Excursion Limits Figure 2 to § 571.213b Figure 3 to § 571.213b Figure 4 to § 571.213b—Buckle Release Test Figure 5 [Reserved] Figure 6 to § 571.213b—Simulated Aircraft Passenger Seat Figure 7 to § 571.213b—Pre-Impact Buckle Release Force Test Set-up Figure 8 to § 571.213b—Release Force Application Device-Push Button Release Buckles Figure 9a to § 571.213b—Registration Form for Child Restraint Systems—Product Identification Number and Purchaser Information Side Figure 9b to § 571.213b—Registration Form for Child Restraint Systems—Address Side Figure 10 to § 571.213b—Label on Child Seat Where Child's Head Rests Figure 11 to § 571.213b—Interface Profile of Tether Hook Figure 12 to § 571.213b—Label on Harness Component That Attaches to School Bus Seat Back Figure 13 to § 571.213b—Lap Shield Figure 14a to § 571.213b—HIII-10C Dummy Neck Angle Setting is SP-16 Degrees Figure 14b to § 571.213b—HIII-10C Dummy Lumbar Angle Setting is SP-12 Degrees Figure 15 to § 571.213b—Lower Anchorage Connector Symbol Note 1 to Figure 15 to § 571.213b: Drawing not to scale. Note 2 to Figure 15 to § 571.213b: Symbol may be shown in mirror image. Note 3 to Figure 15 to § 571.213b: Color of the symbol is at the option of the manufacturer. Figure 16 to § 571.213b—Tether Anchorage Connector Symbols Note 1 to Figure 16 to § 571.213b: Drawing not to scale. Note 2 to Figure 16 to § 571.213b: Symbol may be shown in mirror image. Note 3 to Figure 16 to § 571.213b: Color of the symbol is at the option of the manufacturer. Note 4 to Figure 16 to § 571.213b: Either symbol may be marked at the option of the manufacturer. [88 FR 84591, Dec. 5, 2023, as amended at 89 FR 81846, Oct. 9, 2024; 90 FR 1341, Jan. 7, 2025; 90 FR 11031, Mar. 3, 2025] § 571.214 Standard No. 214; Side impact protection. S1 Scope and purpose. (a) Scope. (b) Purpose. S2 Applicability. S3 Definitions. Contoured Double side doors Limited line manufacturer Lowered floor Modified roof Raised roof Walk-in van S4 Requirements. (a) Passenger cars. (b) Multipurpose passenger vehicles, trucks and buses with a GVWR of 2,722 kg or less (6,000 lb or less). (c) Multipurpose passenger vehicles, trucks and buses with a GVWR greater than 2,722 kg (6,000 lb). S5 General exclusions. (a) Exclusions from S6 (door crush resistance). (1) Any side door located so that no point on a ten-inch horizontal longitudinal line passing through and bisected by the H-point of a manikin placed in any seat, with the seat adjusted to any position and the seat back adjusted as specified in S8.3, falls within the transverse, horizontal projection of the door's opening, (2) Any side door located so that no point on a ten-inch horizontal longitudinal line passing through and bisected by the H-point of a manikin placed in any seat recommended by the manufacturer for installation in a location for which seat anchorage hardware is provided, with the seat adjusted to any position and the seat back adjusted as specified in S8.3, falls within the transverse, horizontal projection of the door's opening, (3) Any side door located so that a portion of a seat, with the seat adjusted to any position and the seat back adjusted as specified in S8.3, falls within the transverse, horizontal projection of the door's opening, but a longitudinal vertical plane tangent to the outboard side of the seat cushion is more than 254 mm (10 inches) from the innermost point on the inside surface of the door at a height between the H-point and shoulder reference point (as shown in Figure 1 of Federal Motor Vehicle Safety Standard No. 210 (49 CFR 571.210)) and longitudinally between the front edge of the cushion with the seat adjusted to its forwardmost position and the rear edge of the cushion with the seat adjusted to its rearmost position. (4) Any side door that is designed to be easily attached to or removed (e.g., using simple hand tools such as pliers and/or a screwdriver) from a motor vehicle manufactured for operation without doors. (b) Exclusions from S7 (moving deformable barrier test). (1) Motor homes, ambulances and other emergency rescue/medical vehicles (including vehicles with fire-fighting equipment), vehicles equipped with wheelchair lifts, and vehicles which have no doors or exclusively have doors that are designed to be easily attached or removed so the vehicle can be operated without doors. (2) Passenger cars with a wheelbase greater than 130 inches need not meet the requirements of S7 as applied to the rear seat. (3) Passenger cars, multipurpose passenger vehicles, trucks and buses need not meet the requirements of S7 (moving deformable barrier test) as applied to the rear seat for side-facing rear seats and for rear seating areas that are so small that a Part 572 Subpart V dummy representing a 5th percentile adult female cannot be accommodated according to the positioning procedure specified in S12.3.4 of this standard. (4) Multipurpose passenger vehicles, trucks and buses with a GVWR of more than 2,722 kg (6,000 lb) need not meet the requirements of S7 (moving deformable barrier test). (c) Exclusions from S9 (vehicle-to-pole test). (1) Motor homes; (2) Ambulances and other emergency rescue/medical vehicles (including vehicles with fire-fighting equipment) except police cars; (3) Vehicles with a lowered floor or raised or modified roof and vehicles that have had the original roof rails removed and not replaced; (4) Vehicles in which the seat for the driver or any front outboard passenger has been removed and wheelchair restraints installed in place of the seat are excluded from meeting the vehicle-to-pole test at that position; and (5) Vehicles that have no doors, or exclusively have doors that are designed to be easily attached or removed so that the vehicle can be operated without doors. S6 Door Crush Resistance Requirements. S6.1 With any seats that may affect load upon or deflection of the side of the vehicle removed from the vehicle, each vehicle must be able to meet the requirements of S6.1.1 through S6.1.3. S6.1.1 Initial crush resistance. The initial crush resistance shall not be less than 10,000 N (2,250 lb). S6.1.2 Intermediate crush resistance. The intermediate crush resistance shall not be less than 15,569 N (3,500 lb). S6.1.3 Peak crush resistance. S6.2 With seats installed in the vehicle, and located in any horizontal or vertical position to which they can be adjusted and at any seat back angle to which they can be adjusted, each vehicle must be able to meet the requirements of S6.2.1 through S6.2.3. S6.2.1 Initial crush resistance. The initial crush resistance shall not be less than 10,000 N (2,250 lb). S6.2.2 Intermediate crush resistance. The intermediate crush resistance shall not be less than 19,460 N (4,375 lb). S6.2.3 Peak crush resistance. The peak crush resistance shall not be less than three and one half times the curb weight of the vehicle or 53,378 N (12,000 lb), whichever is less. S6.3 Test procedures for door crush resistance. Door crush resistance requirements. (a) Place side windows in their uppermost position and all doors in locked position. Place the sill of the side of the vehicle opposite to the side being tested against a rigid unyielding vertical surface. Fix the vehicle rigidly in position by means of tiedown attachments located at or forward of the front wheel centerline and at or rearward of the rear wheel centerline. (b) Prepare a loading device consisting of a rigid steel cylinder or semi-cylinder 305 mm (12 inches) in diameter with an edge radius of 13 mm ( 1/2 (1) For doors with windows, the top surface of the loading device is at least 13 mm ( 1/2 (2) For doors without windows, the top surface of the loading device is at the same height above the ground as when the loading device is positioned in accordance with paragraph (b)(1) of this section for purposes of testing a front door with windows on the same vehicle. (c) Locate the loading device as shown in Figure 1 (side view) of this section so that— (1) Its longitudinal axis is vertical. (2) Except as provided in paragraphs (c)(2)(i) and (ii) of this section, its longitudinal axis is laterally opposite the midpoint of a horizontal line drawn across the outer surface of the door 127 mm (5 inches) above the lowest point of the door, exclusive of any decorative or protective molding that is not permanently affixed to the door panel. (i) For contoured doors on trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less, if the length of the horizontal line specified in this paragraph (c)(2) is not equal to or greater than 559 mm (22 inches), the line is moved vertically up the side of the door to the point at which the line is 559 mm (22 inches) long. The longitudinal axis of the loading device is then located laterally opposite the midpoint of that line. (ii) For double side doors on trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less, its longitudinal axis is laterally opposite the midpoint of a horizontal line drawn across the outer surface of the double door span, 127 mm (5 inches) above the lowest point on the doors, exclusive of any decorative or protective molding that is not permanently affixed to the door panel. (3) Except as provided in paragraphs (c)(3)(i) and (ii) of this section, its bottom surface is in the same horizontal plane as the horizontal line drawn across the outer surface of the door 127 mm (5 inches) above the lowest point of the door, exclusive of any decorative or protective molding that is not permanently affixed to the door panel. (i) For contoured doors on trucks, buses, and multipurpose passenger vehicles with a GVWR of 4,536 kg (10,000 lb) or less, its bottom surface is in the lowest horizontal plane such that every point on the lateral projection of the bottom surface of the device on the door is at least 127 mm (5 inches), horizontally and vertically, from any edge of the door panel, exclusive of any decorative or protective molding that is not permanently affixed to the door panel. (ii) For double side doors, its bottom surface is in the same horizontal plane as a horizontal line drawn across the outer surface of the double door span, 127 mm (5 inches) above the lowest point of the doors, exclusive of any decorative or protective molding that is not permanently affixed to the door panel. (d) Using the loading device, apply a load to the outer surface of the door in an inboard direction normal to a vertical plane along the vehicle's longitudinal centerline. Apply the load continuously such that the loading device travel rate does not exceed 12.7 mm (0.5 inch) per second until the loading device travels 457 mm (18 inches). Guide the loading device to prevent it from being rotated or displaced from its direction of travel. The test is completed within 120 seconds. (e) Record applied load versus displacement of the loading device, either continuously or in increments of not more than 25.4 mm (1 inch) or 91 kg (200 pounds) for the entire crush distance of 457 mm (18 inches). (f) Determine the initial crush resistance, intermediate crush resistance, and peak crush resistance as follows: (1) From the results recorded in paragraph (e) of this section, plot a curve of load versus displacement and obtain the integral of the applied load with respect to the crush distances specified in paragraphs (f)(2) and (3) of this section. These quantities, expressed in mm-kN (inch-pounds) and divided by the specified crush distances, represent the average forces in kN (pounds) required to deflect the door those distances. (2) The initial crush resistance is the average force required to deform the door over the initial 152 mm (6 inches) of crush. (3) The intermediate crush resistance is the average force required to deform the door over the initial 305 mm (12 inches) of crush. (4) The peak crush resistance is the largest force recorded over the entire 457 mm (18-inch) crush distance. S7 Moving Deformable Barrier (MDB) Requirements. S7.1 [Reserved] S7.2 MDB test with advanced test dummies. S7.2.1 [Reserved] (c) Place the Subpart U ES-2re 50th percentile male dummy in the front seat and the Subpart V SID-IIs 5th percentile female test dummy in the rear seat. The test dummies are placed and positioned in the front and rear outboard seating positions on the struck side of the vehicle, as specified in S11 and S12 of this standard (49 CFR 571.214). S7.2.2 Each vehicle must meet the requirements of S7.2.5 and S7.2.6, when tested with the test dummy specified in those sections. Place the Subpart U ES-2re 50th percentile male dummy in the front seat and the Subpart V SID-IIs 5th percentile female test dummy in the rear seat. The test dummies are placed and positioned in the front and rear outboard seating positions on the struck side of the vehicle, as specified in S11 and S12 of this standard (49 CFR 571.214). S7.2.3 [Reserved] S7.2.4 [Reserved] S7.2.5 Dynamic performance requirements using the Part 572 Subpart U dummy (ES-2re 50th percentile male) dummy. (a) The HIC shall not exceed 1000 when calculated in accordance with the following formula: Where the term a g (b) Thorax. The deflection of any of the upper, middle, and lower ribs, shall not exceed 44 mm (1.73 inches). (c) Force measurements. (1) The sum of the front, middle and rear abdominal forces, shall not exceed 2,500 N (562 lb). (2) The pubic symphysis force shall not exceed 6,000 N (1,350 pounds). S7.2.6 Dynamic performance requirements using the Part 572 Subpart V SID-IIs (5th percentile female) dummy. (a) The HIC shall not exceed 1000 when calculated in accordance with the following formula: Where the term a g (b) The resultant lower spine acceleration shall not exceed 82 g. (c) The sum of the acetabular and iliac pelvic forces shall not exceed 5,525 N. S7.3 Door opening. (a) Any side door that is struck by the moving deformable barrier shall not separate totally from the vehicle. (b) Any door (including a rear hatchback or tailgate) that is not struck by the moving deformable barrier shall meet the following requirements: (1) The door shall not disengage from the latched position; (2) The latch shall not separate from the striker, and the hinge components shall not separate from each other or from their attachment to the vehicle. (3) Neither the latch nor the hinge systems of the door shall pull out of their anchorages. S8 Test conditions for determining compliance with moving deformable barrier requirements. S8.1 Test weight. S8.2 Vehicle test attitude. ± S8.3 Adjustable seats. S8.3.1 50th Percentile Male ES-2re Dummy (49 CFR Part 572 Subpart U) In Front Seats S8.3.1.1 Lumbar support adjustment. S8.3.1.2 Other seat adjustments. S8.3.1.3 Seat position adjustment. S8.3.1.3.1 Using only the controls that primarily move the seat and seat cushion independent of the seat back in the fore and aft directions, move the seat cushion reference point (SCRP) to the rearmost position. Using any part of any control, other than those just used, determine the full range of angles of the seat cushion reference line and set the seat cushion reference line to the middle of the range. Using any part of any control other than those that primarily move the seat or seat cushion fore and aft, while maintaining the seat cushion reference line angle, place the SCRP to its lowest position. S8.3.1.3.2 Using only the control that primarily moves the seat fore and aft, move the seat cushion reference point to the mid travel position. If an adjustment position does not exist midway between the forwardmost and rearmost positions, the closest adjustment position to the rear of the midpoint is used. S8.3.1.3.3 If the seat or seat cushion height is adjustable, other than by the controls that primarily move the seat or seat cushion fore and aft, set the height of the seat cushion reference point to the minimum height, with the seat cushion reference line angle set as closely as possible to the angle determined in S8.3.1.3.1. Mark location of the seat for future reference. S8.3.2 50th Percentile Male SID Dummy (49 CFR Part 572 Subpart F) in Front and Rear Seats S8.3.2.1 Adjustable seats. S8.3.2.2 Adjustable seat back placement. S8.3.3 5th Percentile Female Dummy in Second Row Seat. S8.3.3.1 Lumbar support adjustment. S8.3.3.2 Other seat adjustments. S8.3.3.3 Seat position adjustment. S8.4 Adjustable steering controls. S8.5 Windows and sunroofs. S8.6 Convertible tops. S8.7 Doors. S8.8 Transmission and brake engagement. S8.9 Moving deformable barrier. S8.10 Impact configuration. S8.11 Impact reference line. S8.11.1 Passenger cars. (a) For vehicles with a wheelbase of 2,896 mm (114 inches) or less, 940 mm (37 inches) forward of the center of the vehicle's wheelbase. (b) For vehicles with a wheelbase greater than 2,896 mm (114 inches), 508 mm (20 inches) rearward of the centerline of the vehicle's front axle. S8.11.2 Multipurpose passenger vehicles, trucks and buses. (a) For vehicles with a wheelbase of 2,489 mm (98 inches) or less, 305 mm (12 inches) rearward of the centerline of the vehicle's front axle, except as otherwise specified in paragraph (d) of this section. (b) For vehicles with a wheelbase of greater than 2,489 mm (98 inches) but not greater than 2,896 mm (114 inches), 940 mm (37 inches) forward of the center of the vehicle's wheelbase, except as otherwise specified in paragraph (d) of this section. (c) For vehicles with a wheelbase greater than 2,896 mm (114 inches), 508 mm (20 inches) rearward of the centerline of the vehicle's front axle, except as otherwise specified in paragraph (d) of this section. (d) At the manufacturer's option, for different wheelbase versions of the same model vehicle, the impact reference line may be located by the following: (1) Select the shortest wheelbase vehicle of the different wheelbase versions of the same model and locate on it the impact reference line at the location described in (a), (b) or (c) of this section, as appropriate; (2) Measure the distance between the seating reference point (SgRP) and the impact reference line; (3) Maintain the same distance between the SgRP and the impact reference line for the version being tested as that between the SgRP and the impact reference line for the shortest wheelbase version of the model. (e) For the compliance test, the impact reference line will be located using the procedure used by the manufacturer as the basis for its certification of compliance with the requirements of this standard. If the manufacturer did not use any of the procedures in this section, or does not specify a procedure when asked by the agency, the agency may locate the impact reference line using either procedure. S8.12 Anthropomorphic test dummies. S9. Vehicle-To-Pole Requirements. S9.1 Except as provided in S5, when tested under the conditions of S10: S9.1.1 [Reserved] S9.1.2 Each vehicle must meet the requirements of S9.2.1, S9.2.2 and S9.2.3, when tested under the conditions specified in S10 into a fixed, rigid pole of 254 mm (10 inches) in diameter, at any speed up to and including 32 km/h (20 mph). S9.2 Requirements. S9.2.1 Dynamic performance requirements using the Part 572 Subpart U (ES-2re 50th percentile male) dummy. (a) The HIC shall not exceed 1000 when calculated in accordance with the following formula: Where the term a (b) Thorax. The deflection of any of the upper, middle, and lower ribs, shall not exceed 44 mm (1.73 inches). (c) Force measurements. (1) The sum of the front, middle and rear abdominal forces, shall not exceed 2,500 N (562 pounds). (2) The pubic symphysis force shall not exceed 6,000 N (1,350 pounds). S9.2.2 Dynamic performance requirements using the Part 572 Subpart V SID-IIs (5th percentile female) dummy. (a) The HIC shall not exceed 1000 when calculated in accordance with the following formula: Where the term a (b) Resultant lower spine acceleration must not exceed 82 g. (c) The sum of the acetabular and iliac pelvic forces must not exceed 5,525 N. S9.2.3 Door opening. (a) Any side door that is struck by the pole shall not separate totally from the vehicle. (b) Any door (including a rear hatchback or tailgate) that is not struck by the pole shall meet the following requirements: (1) The door shall not disengage from the latched position; and (2) The latch shall not separate from the striker, and the hinge components shall not separate from each other or from their attachment to the vehicle. (3) Neither the latch nor the hinge systems of the door shall pull out of their anchorages. S10. General test conditions for determining compliance with vehicle-to-pole requirements. S10.1 Test weight. S10.2 Vehicle test attitude. S10.3 Adjustable seats. S10.3.1 Driver and front outboard passenger seat set-up for 50th percentile male dummy. S10.3.2. Driver and front outboard passenger seat set-up for 49 CFR part 572 Subpart V 5th percentile female dummy. S10.3.2.1 Lumbar support adjustment. S10.3.2.2 Other seat adjustments. S10.3.2.3 Seat position adjustment. S10.3.2.3.1 Using only the controls that primarily move the seat and seat cushion independent of the seat back in the fore and aft directions, move the seat cushion reference point (SCRP) to the rearmost position. Using any part of any control, other than those just used, determine the full range of angles of the seat cushion reference line and set the seat cushion reference line to the middle of the range. Using any part of any control other than those that primarily move the seat or seat cushion fore and aft, while maintaining the seat cushion reference line angle, place the SCRP to its lowest position. S10.3.2.3.2 Using only the control that primarily moves the seat fore and aft, move the seat reference point to the most forward position. S10.3.2.3.3 If the seat or seat cushion height is adjustable, other than by the controls that primarily move the seat or seat cushion fore and aft, set the seat reference point to the midpoint height, with the seat cushion reference line angle set as close as possible to the angle determined in S10.3.2.3.1. Mark location of the seat for future reference. S10.4 Positioning dummies for the vehicle-to-pole test. (a) 50th percentile male test dummy (49 CFR Part 572 Subpart U ES-2re dummy). (b) 5th percentile female test dummy (49 CFR Part 572 Subpart V SID-IIs dummy). S10.5 Adjustable steering controls. S10.6 Windows and sunroofs. S10.7 Convertible tops. S10.8 Doors. S10.9 Transmission and brake engagement. S10.10 Rigid pole. S10.11 Impact reference line. S10.12 Impact configuration. S10.12.1 The rigid pole is stationary. S10.12.2 The test vehicle is propelled sideways so that its line of forward motion forms an angle of 285 (or 75) degrees (±3 degrees) for the right (or left) side impact with the vehicle's longitudinal centerline. The angle is measured counterclockwise from the vehicle's positive X-axis as defined in S10.13. The impact reference line is aligned with the center line of the rigid pole surface, as viewed in the direction of vehicle motion, so that, when the vehicle-to-pole contact occurs, the center line contacts the vehicle area bounded by two vertical planes parallel to and 38 mm (1.5 inches) forward and aft of the impact reference line. S10.13 Vehicle reference coordinate system. S11 Anthropomorphic test dummies. S11.1 Clothing. (a) 50th percentile male. (b) 5th percentile female. S11.2 Limb joints. (a) For the 50th percentile male dummy, set the limb joints at between 1 and 2 g. Adjust the leg joints with the torso in the supine position. Adjust the knee and ankle joints so that they just support the lower leg and the foot when extended horizontally (1 to 2 g adjustment). (b) For the 49 CFR Part 572 Subpart V 5th percentile female dummy, set the limb joints at slightly above 1 g, barely restraining the weight of the limb when extended horizontally. The force needed to move a limb segment does not exceed 2 g throughout the range of limb motion. Adjust the leg joints with the torso in the supine position. S11.3 The stabilized temperature of the test dummy at the time of the test is at any temperature between 20.6 degrees C and 22.2 degrees C. S11.4 Acceleration data. S11.5 Processing Data. (a) [Reserved] (b) Subpart U (ES-2re 50th percentile male) test dummy. (1) The rib deflection data are filtered at channel frequency class 180 Hz. Abdominal and pubic force data are filtered at channel frequency class of 600 Hz. (2) The acceleration data from the accelerometers installed inside the skull cavity of the ES-2re test dummy are filtered at channel frequency class of 1000 Hz. (c) Subpart V (SID-IIs 5th percentile female) test dummy. (1) The acceleration data from the accelerometers installed inside the skull cavity of the SID-IIs test dummy are filtered at channel frequency class of 1000 Hz. (2) The acceleration data from the accelerometers installed on the lower spine of the SID-IIs test dummy are filtered at channel frequency class of 180 Hz. (3) The iliac and acetabular forces from load cells installed in the pelvis of the SID-IIs are filtered at channel frequency class of 600 Hz. S12 Positioning procedures for the anthropomorphic test dummies. S12.1 50th percentile male test dummy—49 CFR part 572 subpart F (SID). S12.1.1 Positioning a Part 572 Subpart F (SID) dummy in the driver's seating position. (a) Torso. (1) For a bench seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and passes through the center of the steering control. (2) For a bucket seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and coincides with the longitudinal centerline of the bucket seat. (b) Pelvis. (1) H-point. The H-points of each test dummy coincide within 12.7 mm ( 1/2 1/2 1/4 (2) Pelvic angle. As determined using the pelvic angle gauge (GM drawing 78051-532 incorporated by reference in part 572, Subpart E of this chapter) which is inserted into the H-point gauging hole of the dummy, the angle of the plane of the surface on the lumbar-pelvic adaptor on which the lumbar spine attaches is 23 to 25 degrees from the horizontal, sloping upward toward the front of the vehicle. (3) Legs. (4) Feet. S12.1.2 Positioning a Part 572 Subpart F (SID) dummy in any front outboard passenger seating position. (a) Torso. (1) For a bench seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline. For vehicles with manually operated driving controls the midsagittal plane of the test dummy is the same distance from the vehicle's longitudinal centerline as would be the midsagittal plane of a test dummy positioned in the driver's seating position under S12.1.1(a)(1). For vehicles without manually operated driving controls the midsagittal plane of the test dummy shall be vertical and parallel to the vehicle's longitudinal centerline, and passes through any front outboard passenger seat's SgRP. (2) For a bucket seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and coincides with the longitudinal centerline of the bucket seat. (b) Pelvis. (1) H-point. The H-points of each test dummy coincide within 12.7 mm ( 1/2 1/2 1/4 (2) Pelvic angle. As determined using the pelvic angle gauge (GM drawing 78051-532 incorporated by reference in part 572, Subpart E of this chapter) which is inserted into the H-point gauging hole of the dummy, the angle of the plane of the surface on the lumbar-pelvic adaptor on which the lumbar spine attaches is 23 to 25 degrees from the horizontal, sloping upward toward the front of the vehicle. (c) Legs. (d) Feet. S12.1.3 Positioning a Part 572 Subpart F (SID) dummy in the rear outboard seating positions. (a) Torso. (1) For a bench seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and, if possible, the same distance from the vehicle's longitudinal centerline as the midsagittal plane of a test dummy positioned in the driver's seating position under S12.1.1(a)(1) or left front passenger seating positioned under S12.1.2(a)(1) in vehicles without manually operated driving controls. If it is not possible to position the test dummy so that its midsagittal plane is parallel to the vehicle longitudinal centerline and is at this distance from the vehicle's longitudinal centerline, the test dummy is positioned so that some portion of the test dummy just touches, at or above the seat level, the side surface of the vehicle, such as the upper quarter panel, an armrest, or any interior trim ( i.e., (2) For a bucket or contoured seat. The upper torso of the test dummy rests against the seat back. The midsagittal plane of the test dummy is vertical and parallel to the vehicle's longitudinal centerline, and coincides with the longitudinal centerline of the bucket or contoured seat. (b) Pelvis. (1) H-point. The H-points of each test dummy coincide within 12.7 mm ( 1/2 1/2 1/4 (2) Pelvic angle. As determined using the pelvic angle gauge (GM drawing 78051-532 incorporated by reference in part 572, Subpart E of this chapter) which is inserted into the H-point gauging hole of the dummy, the angle of the plane of the surface on the lumbar-pelvic adaptor on which the lumbar spine attaches is 23 to 25 degrees from the horizontal, sloping upward toward the front of the vehicle. (c) Legs. (d) Feet. S12.2 50th percentile male test dummy—49 CFR Part 572 Subpart U (ES-2re). S12.2.1 Positioning an ES-2re dummy in all seating positions. (a) Upper torso. (1) The plane of symmetry of the dummy coincides with the vertical median plane of the specified seating position. (2) Bend the upper torso forward and then lay it back against the seat back. Set the shoulders of the dummy fully rearward. (b) Pelvis. (1) Position the pelvis of the dummy such that a lateral line passing through the dummy H-points is perpendicular to the longitudinal center plane of the seat. The line through the dummy H-points is horizontal with a maximum inclination of ±2 degrees. The dummy may be equipped with tilt sensors in the thorax and the pelvis. These instruments can help to obtain the desired position. (2) The correct position of the dummy pelvis may be checked relative to the H-point of the H-point Manikin by using the M3 holes in the H-point back plates at each side of the ES-2re pelvis. Position the dummy such that the M3 holes are located within a circle of radius 10 mm (0.39 in.) around the H-point of the H-point Manikin. (c) Arms. (d) Legs and Feet. (1) For the driver's seating position, without inducing pelvis or torso movement, place the right foot of the dummy on the un-pressed accelerator pedal with the heel resting as far forward as possible on the floor pan. Set the left foot perpendicular to the lower leg with the heel resting on the floor pan in the same lateral line as the right heel. Set the knees of the dummy such that their outside surfaces are 150 ±10 mm (5.9 ±0.4 inches) from the plane of symmetry of the dummy. If possible within these constraints, place the thighs of the dummy in contact with the seat cushion. (2) For other seating positions, without inducing pelvis or torso movement, place the heels of the dummy as far forward as possible on the floor pan without compressing the seat cushion more than the compression due to the weight of the leg. Set the knees of the dummy such that their outside surfaces are 150 ±10 mm (5.9 ±0.4 inches) from the plane of symmetry of the dummy. S12.3 5th percentile female test dummy—49 CFR Part 572 Subpart V (SID-IIs). S12.3.1 General provisions and definitions. (a) Measure all angles with respect to the horizontal plane unless otherwise stated. (b) Adjust the SID-IIs dummy's neck bracket to align the zero degree index marks. (c) Other seat adjustments. The longitudinal centerline of a bucket seat cushion passes through the SgRP and is parallel to the longitudinal centerline of the vehicle. (d) Driver and any front outboard passenger dummy manual belt adjustment. (e) Definitions. (1) The term “midsagittal plane” refers to the vertical plane that separates the dummy into equal left and right halves. (2) The term “vertical longitudinal plane” refers to a vertical plane parallel to the vehicle's longitudinal centerline. (3) The term “vertical plane” refers to a vertical plane, not necessarily parallel to the vehicle's longitudinal centerline. (4) The term “transverse instrumentation platform” refers to the transverse instrumentation surface inside the dummy's skull casting to which the neck load cell mounts. This surface is perpendicular to the skull cap's machined inferior-superior mounting surface. (5) The term “thigh” refers to the femur between, but not including, the knee and the pelvis. (6) The term “leg” refers to the lower part of the entire leg including the knee. (7) The term “foot” refers to the foot, including the ankle. (8) For leg and thigh angles, use the following references: (i) Thigh—a straight line on the thigh skin between the center of the 1/2 (ii) Leg—a straight line on the leg skin between the center of the ankle shell and the knee pivot shoulder bolt. (9) The term “seat cushion reference point” (SCRP) means a point placed on the outboard side of the seat cushion at a horizontal distance between 150 mm (5.9 in) and 250 mm (9.8 in) from the front edge of the seat used as a guide in positioning the seat. (10) The term “seat cushion reference line” means a line on the side of the seat cushion, passing through the seat cushion reference point, whose projection in the vehicle vertical longitudinal plane is straight and has a known angle with respect to the horizontal. S12.3.2 5th percentile female driver dummy positioning. (a) Driver torso/head/seat back angle positioning. (1) With the seat in the position determined in S10.3.2, use only the control that moves the seat fore and aft to place the seat in the rearmost position. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain, as closely as possible, the seat cushion reference line angle determined in S10.3.2.3.3, for the final forward position when measuring the pelvic angle as specified in S12.3.2(a)(11). The seat cushion reference line angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft. (2) Fully recline the seat back, if adjustable. Install the dummy into the driver's seat, such that when the legs are positioned 120 degrees to the thighs, the calves of the legs are not touching the seat cushion. (3) Bucket seats. Center the dummy on the seat cushion so that its midsagittal plane is vertical and passes through the SgRP within ±10 mm (±0.4 in). (4) Bench seats. Position the midsagittal plane of the dummy vertical and parallel to the vehicle's longitudinal centerline and aligned within ±10 mm (±0.4 in) of the center of the steering control rim. (5) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle. (6) Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion. (7) Gently rock the upper torso relative to the lower torso laterally in a side to side motion three times through a ±5 degree arc (approximately 51 mm (2 in) side to side). (8) If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. Keeping the leg and the thigh in a vertical plane, place the foot in the vertical longitudinal plane that passes through the centerline of the accelerator pedal. Rotate the left thigh outboard about the hip until the center of the knee is the same distance from the midsagittal plane of the dummy as the right knee ±5 mm (±0.2 in). Using only the control that moves the seat fore and aft, attempt to return the seat to the full forward position. If either of the dummy's legs first contacts the steering control, then adjust the steering control, if adjustable, upward until contact with the steering control is avoided. If the steering control is not adjustable, separate the knees enough to avoid steering control contact. Proceed with moving the seat forward until either the leg contacts the vehicle interior or the seat reaches the full forward position. (The right foot may contact and depress the accelerator and/or change the angle of the foot with respect to the leg during seat movement.) If necessary to avoid contact with the vehicle's brake or clutch pedal, rotate the test dummy's left foot about the leg. If there is still interference, rotate the left thigh outboard about the hip the minimum distance necessary to avoid pedal interference. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seat is a power seat, move the seat fore and aft to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior. If the steering control was moved, return it to the position described in S10.5. If the steering control contacts the dummy's leg(s) prior to attaining this position, adjust it to the next higher detent, or if infinitely adjustable, until there is 5 mm (0.2 in) clearance between the control and the dummy's leg(s). (9) Head leveling. (i) Vehicles with fixed seat backs. (ii) Vehicles with adjustable seat backs. (10) If the torso contacts the steering control, adjust the steering control in the following order until there is no contact: Telescoping adjustment, lowering adjustment, raising adjustment. If the vehicle has no adjustments or contact with the steering control cannot be eliminated by adjustment, position the seat at the next detent where there is no contact with the steering control as adjusted in S10.5. If the seat is a power seat, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the steering control as adjusted in S10.5 and the point of contact on the dummy. (11) Measure and set the dummy's pelvic angle using the pelvic angle gage. The angle is set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible by adjustments specified in S12.3.2(a)(9). (12) If the dummy is contacting the vehicle interior after these adjustments, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is 5 mm (0.2 in) or less from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position without making contact, or until the seat reaches its forwardmost position, whichever occurs first. (b) Driver foot positioning. (1) If the vehicle has an adjustable accelerator pedal, adjust it to the full forward position. If the heel of the right foot can contact the floor pan, follow the positioning procedure in S12.3.2(b)(1)(i). If not, follow the positioning procedure in S12.3.2(b)(1)(ii). (i) Rest the right foot of the test dummy on the un-depressed accelerator pedal with the rearmost point of the heel on the floor pan in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, set it initially perpendicular to the leg and then place it as far forward as possible in the direction of the pedal centerline with the rearmost point of the heel resting on the floor pan. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. If the accelerator pedal in the full rearward position still does not touch the foot, leave the pedal in that position. (ii) Extend the foot and lower leg by decreasing the knee flexion angle until any part of the foot contacts the un-depressed accelerator pedal or the highest part of the foot is at the same height as the highest part of the pedal. If the vehicle has an adjustable accelerator pedal and the right foot is not touching the accelerator pedal when positioned as above, move the pedal rearward until it touches the right foot. (2) If the ball of the foot does not contact the pedal, increase the ankle plantar flexion angle such that the toe of the foot contacts or is as close as possible to contact with the un-depressed accelerator pedal. (3) If, in its final position, the heel is off of the vehicle floor, a spacer block is used under the heel to support the final foot position. The surface of the block in contact with the heel has an inclination of 30 degrees, measured from the horizontal, with the highest surface towards the rear of the vehicle. (4) Place the left foot on the toe-board with the rearmost point of the heel resting on the floor pan as close as possible to the point of intersection of the planes described by the toe-board and floor pan, and not on or in contact with the vehicle's brake pedal, clutch pedal, wheel-well projection or foot rest, except as provided in S12.3.2(b)(6). (5) If the left foot cannot be positioned on the toe board, place the foot perpendicular to the lower leg centerline as far forward as possible with the heel resting on the floor pan. (6) If the left foot does not contact the floor pan, place the foot parallel to the floor and place the leg as perpendicular to the thigh as possible. If necessary to avoid contact with the vehicle's brake pedal, clutch pedal, wheel-well, or foot rest, use the three foot position adjustments listed in S12.3.2(b)(6)(i) through (iii). The adjustment options are listed in priority order, with each subsequent option incorporating the previous. In making each adjustment, move the foot the minimum distance necessary to avoid contact. If it is not possible to avoid all prohibited foot contact, priority is given to avoiding brake or clutch pedal contact: (i) Rotate (abduction/adduction) the test dummy's left foot about the lower leg; (ii) Planar flex the foot; (iii) Rotate the left leg outboard about the hip. (c) Driver arm/hand positioning. S12.3.3 5th percentile female front passenger dummy positioning. (a) Passenger torso/head/seat back angle positioning. (1) With the seat at the mid-height in the full-forward position determined in S10.3.2, use only the control that primarily moves the seat fore and aft to place the seat in the rearmost position, without adjusting independent height controls. If the seat cushion reference line angle automatically changes as the seat is moved from the full forward position, maintain, as closely as possible, the seat cushion reference line angle determined in S10.3.2.3.3, for the final forward position when measuring the pelvic angle as specified in S12.3.3(a)(11). The seat cushion reference line angle position may be achieved through the use of any seat or seat cushion adjustments other than that which primarily moves the seat or seat cushion fore-aft. (2) Fully recline the seat back, if adjustable. Place the dummy into any passenger seat, such that when the legs are positioned 120 degrees to the thighs, the calves of the legs are not touching the seat cushion. (3) Bucket seats. Place the dummy on the seat cushion so that its midsagittal plane is vertical and passes through the SgRP within ±10 mm (±0.4 in). (4) Bench seats. Position the midsagittal plane of the dummy vertical and parallel to the vehicle's longitudinal centerline and the same distance from the vehicle's longitudinal centerline, within ±10 mm (±0.4 in), as the midsagittal plane of the driver dummy, if there is a driver's seating position. Otherwise, the midsagittal plane of any front outboard passenger dummy shall be vertical, parallel to the vehicle's longitudinal centerline, and pass, within ±10 mm (±0.4 in), through the seating reference point of the seating that it occupies. (5) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle. (6) Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion. (7) Gently rock the upper torso relative to the lower torso laterally in a side to side motion three times through a ±5 degree arc (approximately 51 mm (2 in) side to side). (8) If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. With the feet perpendicular to the legs, place the heels on the floor pan. If a heel will not contact the floor pan, place it as close to the floor pan as possible. Using only the control that primarily moves the seat fore and aft, attempt to return the seat to the full forward position. If a dummy leg contacts the vehicle interior before the full forward position is attained, position the seat at the next detent where there is no contact. If the seats are power seats, position the seat to avoid contact while assuring that there is a maximum of 5 mm (0.2 in) distance between the vehicle interior and the point on the dummy that would first contact the vehicle interior. (9) Head leveling. (i) Vehicles with fixed seat backs. (ii) Vehicles with adjustable seat backs. (10) Measure and set the dummy's pelvic angle using the pelvic angle gage. The angle is set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible by adjustments specified in S12.3.2(a)(9). (11) If the dummy is contacting the vehicle interior after these adjustments, move the seat rearward until there is a maximum of 5 mm (0.2 in) between the contact point of the dummy and the interior of the vehicle or if it has a manual seat adjustment, to the next rearward detent position. If after these adjustments, the dummy contact point is more than 5 mm (0.2 in) from the vehicle interior and the seat is still not in its forwardmost position, move the seat forward until the contact point is 5 mm (0.2 in) or less from the vehicle interior, or if it has a manual seat adjustment, move the seat to the closest detent position without making contact, or until the seat reaches its forwardmost position, whichever occurs first. (b) Passenger foot positioning. (1) Place the front passenger's feet flat on the toe board. (2) If the feet cannot be placed flat on the toe board, set them perpendicular to the leg center lines and place them as far forward as possible with the heels resting on the floor pan. (3) If either foot does not contact the floor pan, place the foot parallel to the floor pan and place the lower leg as perpendicular to the thigh as possible. (c) Passenger arm/hand positioning. S12.3.4 5th percentile female in rear outboard seating positions. (a) Set the rear outboard seat at the full rearward, full down position determined in S8.3.3. (b) Fully recline the seat back, if adjustable. Install the dummy into the passenger's seat, such that when the legs are 120 degrees to the thighs, the calves of the legs are not touching the seat cushion. (c) Place the dummy on the seat cushion so that its midsagittal plane is vertical and coincides with the vertical longitudinal plane through the center of the seating position SgRP within ±10 mm (±0.4 in). (d) Hold the dummy's thighs down and push rearward on the upper torso to maximize the dummy's pelvic angle. (e) Place the legs at 120 degrees to the thighs. Set the initial transverse distance between the longitudinal centerlines at the front of the dummy's knees at 160 to 170 mm (6.3 to 6.7 in), with the thighs and legs of the dummy in vertical planes. Push rearward on the dummy's knees to force the pelvis into the seat so there is no gap between the pelvis and the seat back or until contact occurs between the back of the dummy's calves and the front of the seat cushion. (f) Gently rock the upper torso laterally side to side three times through a ±5 degree arc (approximately 51 mm (2 in) side to side). (g) If needed, extend the legs slightly so that the feet are not in contact with the floor pan. Let the thighs rest on the seat cushion to the extent permitted by the foot movement. With the feet perpendicular to the legs, place the heels on the floor pan. If a heel will not contact the floor pan, place it as close to the floor pan as possible. (h) Head leveling. (1) Vehicles with fixed seat backs. Adjust the lower neck bracket to level the transverse instrumentation platform angle of the head to within ±0.5 degrees. If it is not possible to level the transverse instrumentation platform to within ±0.5 degrees, select the neck bracket adjustment position that minimizes the difference between the transverse instrumentation platform angle and level. (2) Vehicles with adjustable seat backs. While holding the thighs in place, rotate the seat back forward until the transverse instrumentation platform angle of the head is level to within ±0.5 degrees, making sure that the pelvis does not interfere with the seat bight. If it is not possible to level the transverse instrumentation platform to within ±0.5 degrees, select the seat back adjustment position that minimizes the difference between the transverse instrumentation platform angle and level, then adjust the neck bracket to level the transverse instrumentation platform angle to within ±0.5 degrees if possible. If it is still not possible to level the transverse instrumentation platform to within ±0.5 degrees, select the neck bracket angle position that minimizes the difference between the transverse instrumentation platform angle and level. (i) [Reserved] (j) Measure and set the dummy's pelvic angle using the pelvic angle gauge. The angle is set to 20.0 degrees ±2.5 degrees. If this is not possible, adjust the pelvic angle as close to 20.0 degrees as possible while keeping the transverse instrumentation platform of the head as level as possible, as specified in S12.3.4(h). (k) Passenger foot positioning. (1) Place the rear seat passenger's feet flat on the floor pan and beneath the front seat as far as possible without front seat interference. (2) If either foot does not contact the floor pan, place the foot parallel to the floor and place the leg as perpendicular to the thigh as possible. (l) Passenger arm/hand positioning. S13.1 Vehicles manufactured on or after September 1, 2010 and before September 1, 2014. S13.1.1 Vehicles manufactured on or after September 1, 2010 and before September 1, 2011. (a) Subject to S13.4, for vehicles manufactured on or after September 1, 2010 and before September 1, 2011, the number of vehicles complying with S7.2 shall be not less than 20 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. (b) Subject to S13.4, for vehicles manufactured on or after September 1, 2010 and before September 1, 2011, the number of vehicles complying with S9.1 shall be not less than 20 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. S13.1.2 Vehicles manufactured on or after September 1, 2011 and before September 1, 2012. (a) Subject to S13.4, for vehicles manufactured on or after September 1, 2011 and before September 1, 2012, the number of vehicles complying with S7.2 shall be not less than 40 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. (b) Subject to S13.4, for vehicles manufactured on or after September 1, 2011 and before September 1, 2012, the number of vehicles complying with S9.1 shall be not less than 40 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. S13.1.3 Vehicles manufactured on or after September 1, 2012 and before September 1, 2013. (a) Subject to S13.4, for vehicles manufactured on or after September 1, 2012 and before September 1, 2013, the number of vehicles complying with S7.2 shall be not less than 60 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. (b) Subject to S13.4, for vehicles manufactured on or after September 1, 2012 and before September 1, 2013, the number of vehicles complying with S9.1 shall be not less than 60 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. S13.1.4 Vehicles manufactured on or after September 1, 2013 and before September 1, 2014. (a) Subject to S13.4, for vehicles manufactured on or after September 1, 2013 and before September 1, 2014, the number of vehicles complying with S7.2 shall be not less than 80 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. (b) Subject to S13.4, for vehicles manufactured on or after September 1, 2013 and before September 1, 2014, the number of vehicles complying with S9.1 shall be not less than 80 percent of: (1) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (2) The manufacturer's production in the current production year. S13.2 Vehicles produced by more than one manufacturer. S13.2.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1 and S13.1.2, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows, subject to S13.2.2. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S13.2.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S13.2.1. S13.3(a) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1(a), S13.1.2(a), S13.1.3(a), and S13.1.4(a), do not count any vehicle that is excluded by Standard No. 214 from the moving deformable barrier test with the ES-2re or SID-IIs test dummies (S7.2). (b) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1(b), S13.1.2(b), S13.1.3(b), and S13.1.4(b), do not count any vehicle that is excluded by Standard No. 214 from the vehicle-to-pole test (S9). S13.4 Calculation of complying vehicles. (a) For the purposes of calculating the vehicles complying with S13.1.1, a manufacturer may count a vehicle if it is manufactured on or after October 11, 2007 but before September 1, 2011. (b) For purposes of complying with S13.1.2, a manufacturer may count a vehicle if it— (1) Is manufactured on or after October 11, 2007 but before September 1, 2012 and, (2) Is not counted toward compliance with S13.1.1. (c) For purposes of complying with S13.1.3, a manufacturer may count a vehicle if it— (1) Is manufactured on or after October 11, 2007 but before September 1, 2013 and, (2) Is not counted toward compliance with S13.1.1 or S13.1.2. (d) For purposes of complying with S13.1.4, a manufacturer may count a vehicle if it— (1) Is manufactured on or after October 11, 2007 but before September 1, 2014 and, (2) Is not counted toward compliance with S13.1.1, S13.1.2, or S13.1.3. (e) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer, each vehicle that is excluded from having to meet the applicable requirement is not counted. [72 FR 51957, Sept. 11, 2007, as amended at 73 FR 32483, June 9, 2008; 75 FR 12139, Mar. 15, 2010; 77 FR 767, Jan. 6, 2012; 76 FR 52884, Aug. 24, 2011; 77 FR 70914, Nov. 28, 2012; 85 FR 85535, Dec. 29, 2020; 87 FR 39310, June 30, 2022; 87 FR 18597, Mar. 30, 2022; 91 FR 33115, June 3, 2026] § 571.215 [Reserved] § 571.216a Standard No. 216a; Roof crush resistance; Upgraded standard. S1. Scope. S2. Purpose. S3 Application and selection of compliance options. S3.1 Application. (a) This standard applies to passenger cars, and to multipurpose passenger vehicles, trucks designed to carry at least one person, and buses with a GVWR of 4,536 kilograms (10,000 pounds) or less, according to the implementation schedule specified in S8 and S9 of this section. However, it does not apply to— (1) School buses; (2) Vehicles that conform to the rollover test requirements (S5.3) of Standard No. 208 (§ 571.208) by means that require no action by vehicle occupants; (3) Convertibles, except for optional compliance with the standard as an alternative to the rollover test requirement (S5.3) of Standard No. 208; or (4) Trucks built in two or more stages with a GVWR greater than 2,722 kilograms (6,000 pounds) not built using a chassis cab or using an incomplete vehicle with a full exterior van body. (b) At the option of the manufacturer, vehicles within either of the following categories may comply with the roof crush requirements (S4) of Standard No. 220 (§ 571.220) instead of the requirements of this standard: (1) Vehicles built in two or more stages, other than vehicles built using a chassis cab; (2) Vehicles with a GVWR greater than 2,722 kilograms (6,000 pounds) that have an altered roof as defined by S4 of this section. S3.2 Selection of compliance option. S4. Definitions. Altered roof Convertible S5. Requirements. S5.1 When the test device described in S6 is used to apply a force to a vehicle's roof in accordance with S7, first to one side of the roof and then to the other side of the roof: (a) The lower surface of the test device must not move more than 127 millimeters, and (b) No load greater than 222 Newtons (50 pounds) may be applied to the head form specified in S5.2 of 49 CFR 571.201 located at the head position of a 50th percentile adult male in accordance with S7.2 of this section. S5.2 The maximum applied force to the vehicle's roof in Newtons is: (a) For vehicles with a GVWR of 2,722 kilograms (6,000 pounds) or less, any value up to and including 3.0 times the unloaded vehicle weight of the vehicle, measured in kilograms and multiplied by 9.8, and (b) For vehicles with a GVWR greater than 2,722 kilograms (6,000 pounds), any value up to and including 1.5 times the unloaded vehicle weight of the vehicle, measured in kilograms and multiplied by 9.8. S6. Test device. S7. Test procedure. S7.1 Support the vehicle off its suspension and rigidly secure the sills and the chassis frame (when applicable) of the vehicle on a rigid horizontal surface(s) at a longitudinal attitude of 0 degrees ±0.5 degrees. Measure the longitudinal vehicle attitude along both the left and right front sill. Determine the lateral vehicle attitude by measuring the vertical distance between a level surface and a standard reference point on the bottom of the left and right front side sills. The difference between the vertical distance measured on the left front side and the right front side sills is not more than ±10 mm. Close all windows, close and lock all doors, and close and secure any moveable roof panel, moveable shade, or removable roof structure in place over the occupant compartment. Remove roof racks or other non-structural components. For a vehicle built on a chassis-cab incomplete vehicle that has some portion of the added body structure above the height of the incomplete vehicle, remove the entire added body structure prior to testing (the vehicle's unloaded vehicle weight as specified in S5 includes the weight of the added body structure). S7.2 Adjust the seats in accordance with S8.3.1 of 49 CFR 571.214. Position the top center of the head form specified in S5.2 of 49 CFR 571.201 at the location of the top center of the Head Restraint Measurement Device (HRMD) specified in 49 CFR 571.202a, in the front outboard designated seating position on the side of the vehicle being tested as follows: (a) Position the three dimensional manikin specified in SAE Standard J826 JUL95 (incorporated by reference, see § 571.5), in accordance to the seating procedure specified in that document, except that the length of the lower leg and thigh segments of the H-point machine are adjusted to 414 and 401 millimeters, respectively, instead of the 50th percentile values specified in Table 1 of SAE J826 JUL95. (b) Remove four torso weights from the three-dimensional manikin specified in SAE J826 (July 1995) (two from the left side and two from the right side), replace with two HRMD torso weights (one on each side), and attach and level the HRMD head form. (c) Mark the location of the top center of the HRMD in three dimensional space to locate the top center of the head form specified in S5.2 of 49 CFR 571.201. S7.3 Orient the test device as shown in Figure 1 of this section, so that— (a) Its longitudinal axis is at a forward angle (in side view) of 5 degrees (±0.5 degrees) below the horizontal, and is parallel to the vertical plane through the vehicle's longitudinal centerline; (b) Its transverse axis is at an outboard angle, in the front view projection, of 25 degrees below the horizontal (±0.5 degrees). S7.4 Maintaining the orientation specified in S7.3 of this section— (a) Lower the test device until it initially makes contact with the roof of the vehicle. (b) Position the test device so that— (1) The longitudinal centerline on its lower surface is within 10 mm of the initial point of contact, or on the center of the initial contact area, with the roof; and (2) The midpoint of the forward edge of the lower surface of the test device is within 10 mm of the transverse vertical plane 254 mm forward of the forwardmost point on the exterior surface of the roof, including windshield trim, that lies in the longitudinal vertical plane passing through the vehicle's longitudinal centerline. S7.5 Apply force so that the test device moves in a downward direction perpendicular to the lower surface of the test device at a rate of not more than 13 millimeters per second until reaching the force level specified in S5. Guide the test device so that throughout the test it moves, without rotation, in a straight line with its lower surface oriented as specified in S7.3(a) and S7.3(b). Complete the test within 120 seconds. S7.6 Repeat the test on the other side of the vehicle. S8. Phase-in schedule for vehicles with a GVWR of 2,722 kilograms (6,000 pounds) or less. S8.1 Vehicles manufactured on or after September 1, 2012, and before September 1, 2013. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2009, and before September 1, 2012; or (b) The manufacturer's production on or after September 1, 2012, and before September 1, 2013. S8.2 Vehicles manufactured on or after September 1, 2013, and before September 1, 2014. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2010, and before September 1, 2013; or (b) The manufacturer's production on or after September 1, 2013, and before September 1, 2014. S8.3 Vehicles manufactured on or after September 1, 2014, and before September 1, 2015. (a) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2011, and before September 1, 2014; or (b) The manufacturer's production on or after September 1, 2014, and before September 1, 2015. S8.4 Vehicles manufactured on or after September 1, 2015. S8.5 Calculation of complying vehicles. (a) For purpose of complying with S8.1, a manufacturer may count a vehicle if it is certified as complying with this standard and is manufactured on or after September 1, 2012, but before September 1, 2013. (b) For purposes of complying with S8.2, a manufacturer may count a vehicle if it: (1) Is certified as complying with this standard and is manufactured on or after September 1, 2012, but before September 1, 2014; and (2) Is not counted toward compliance with S8.1. (c) For purposes of complying with S8.3, a manufacturer may count a vehicle if it: (1) Is certified as complying with this standard and is manufactured on or after September 1, 2012, but before September 1, 2015; and (2) Is not counted toward compliance with S8.1 or S8.2. S8.6 Vehicles produced by more than one manufacturer. S8.6.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8.1 through S8.3, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S8.6.2: (a) A vehicle that is imported must be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle. S8.6.2 A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR Part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.6.1. S8.7 Small volume manufacturers. S8.8 Final-stage manufacturers and alterers. Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with Part 567 of this chapter are not subject to the requirements of S8.1 through S8.3. Instead, all vehicles produced by these manufacturers on or after September 1, 2016 must comply with this standard. S9 Vehicles with a GVWR above 2,722 kilograms (6,000 pounds). (a) Except as provided in S9(b), each vehicle manufactured on or after September 1, 2016 must comply with this standard. (b) Vehicles that are manufactured in two or more stages or that are altered (within the meaning of 49 CFR 567.7) after having previously been certified in accordance with part 567 of this chapter are not subject to the requirements of S8.1 through S8.3. Instead, all vehicles produced by these manufacturers on or after September 1, 2017 must comply with this standard. [74 FR 22384, May 12, 2009, as amended at 75 FR 17605, Apr. 7, 2010; 77 FR 768, Jan. 6, 2012; 87 FR 18599, Mar. 30, 2022; 91 FR 33081, June 3, 2026] § 571.217 Standard No. 217; Bus emergency exits and window retention and release. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Adjacent seat Mid-point of the passenger compartment Occupant space Passenger compartment Post and roof bow panel space Push-out window Sliding window Wheelchair Wheelchair securement anchorage Wheelchair securement device S5. Requirements. S5.1 Window retention. (a) A force of 1,200 pounds is reached. (b) At least 80 percent of the glazing thickness has developed cracks running from the load contact region to the periphery at two or more points, or shattering of the glazing occurs. (c) The inner surface of the glazing at the center of force application has moved relative to the window frame, along a line perpendicular to the undisturbed inner surface, a distance equal to one-half of the square root of the minimum surface dimension measured through the center of the area of the entire sheet of window glazing. S5.1.1 An increasing force shall be applied to the window glazing through the head form specified in Figure 4, outward and perpendicular to the undisturbed inside surface at the center of the area of each sheet of window glazing, with a head form travel of 2 inches per minute. S5.1.2 The requirements of this standard do not apply to a window whose minimum surface dimension measured through the center of its area is less than 8 inches. S5.2 Provision of emergency exits. S5.2.1 Buses other than school buses shall meet the requirements of either S5.2.2 or S5.2.3. School buses shall meet the requirements of S5.2.3. S5.2.1.1 A bus with GVWR of more than 10,000 pounds may satisfy the unobstructed openings requirement by providing at least one side door for each three passenger seating positions in the vehicle. S5.2.2 Buses other than school buses. S5.2.2.1 Buses other than school buses shall provide unobstructed openings for emergency exit which collectively amount, in total square centimeters, to at least 432 times the number of designated seating positions on the bus. At least 40 percent of the total required area of unobstructed openings, computed in the above manner, shall be provided on each side of a bus. However, in determining the total unobstructed openings provided by a bus, no emergency exit, regardless of its area, shall be credited with more than 3,458 square centimeters of the total area requirement. S5.2.2.2 Buses with GVWR of more than 10,000 pounds. S5.2.2.3 Buses with GVWR of 10,000 pounds or less. (a) Devices that meet the requirements of S5.3 through S5.5 without using remote controls or central power systems; (b) Windows that can be opened manually to a position that provides an opening large enough to admit unobstructed passage, keeping a major axis horizontal at all times, of an ellipsoid generated by rotating about its minor axis an ellipse having a major axis of 50 centimeters and a minor axis of 33 centimeters; or (c) Doors. S5.2.3.1. Each school bus shall be equipped with the exits specified in either S5.2.3.1(a) or S5.2.3.1(b), chosen at the option of the manufacturer. (a) One rear emergency door that opens outward and is hinged on the right side (either side in the case of a bus with a GVWR of 10,000 pounds or less), and the additional exits, if any, specified by Table 1. (b) One emergency door on the vehicle's left side that is hinged on its forward side and meets the requirements of S5.2.3.2(a), and a push-out rear window that provides a minimum opening clearance 41 centimeters high and 122 centimeters wide and meets the requirements of S5.2.3.2(c), and the additional exits, if any, specified by Table 2. Table 1 Seating capacity Additional exits required * 1-45 None. 46-62 1 left side exit door or 2 exit windows. 63-70 1 left side exit door or 2 exit windows, and 1 roof exit. 71 and above 1 left side exit door or 2 exit windows, and 1 roof exit, and any combination of door, roof, or windows such that the total capacity credit specified in Table 3 for these exits, plus 70, is greater than the seating capacity of the bus. * Side emergency exit doors must meet the requirements of S5.2.3.2(a), emergency roof exits must meet the requirements of S5.2.3.2(b), emergency window exits must meet the requirements of S5.2.3.2(c). Table 2 Seating capacity Additional exits required * 1-57 None. 58-74 1 right side exit door or 2 exit windows. 75-82 1 right side exit door or 2 exit windows, and 1 roof exit. 83 and above 1 right side exit door or 2 windows, and 1 roof exit, and any combination of door, roof, or windows such that the total capacity credit specified in Table 3 for these exits plus 82 is greater than the capacity of the bus. * Side emergency exit doors must meet the requirements of S5.2.3.2(a), emergency roof exits must meet the requirements of S5.2.3.2(b), emergency window exits must meet the requirements of S5.2.3.2(c). Table 3 Exit Type Capacity Credit Side Door 16 Window 8 Roof Exit 8 (c) The area of an opening equipped with a wheelchair lift may be credited toward the required additional exits if it meets the requirements of paragraphs (a) or (b) of S5.2.3.1 and if the lift folds or stows in such a manner that the area is available for use by persons not needing the lift. With the lift in the folded or stowed position, such opening is considered a side emergency exit door. S5.2.3.2 All emergency exits required by S5.2.3.1(a) and S5.2.3.1(b) shall meet the following criteria: (a) Side emergency exit doors. (1) Each side emergency exit door shall be hinged on its forward side. (2) The first side emergency exit door installed pursuant to Table 1, shall be located on the left side of the bus and as near as practicable to the mid-point of the passenger compartment. A second side emergency exit door installed pursuant to Table 1 shall be located on the right side of the bus. In the case of a bus equipped with three side emergency door exits pursuant to Table 1, the third shall be located on the left side of the bus. (3) The first side emergency exit door installed pursuant to Table 2 shall be located on the right side of the bus. A second side emergency door exit installed pursuant to Table 2 shall be located on the left side of the bus. In the case of a bus equipped with three side emergency door exits pursuant to Table 2, the third shall be located on the right side of the bus. (4) No two side emergency exit doors shall be located, in whole or in part, within the same post and roof bow panel space. (b) Emergency roof exit. (2) In a bus equipped with a single emergency roof exit, the exit shall be located as near as practicable to the midpoint of the passenger compartment. (3) In a bus equipped with two emergency roof exits, one shall be located as near as practicable to a point equidistant between the midpoint of the passenger compartment and the foremost limit of the passenger compartment and the other shall be located as near as practicable to a point equidistant between the midpoint of the passenger compartment and the rearmost point of the passenger compartment. (4) In a bus equipped with three or more emergency roof exits, the roof exits shall be installed so that, to the extent practicable, the longitudinal distance between each pair of adjacent roof exits is the same and equal to the distance from the foremost point of the passenger compartment to the foremost roof exit and to the distance from the rearmost point of that compartment to the rearmost roof exit. (5) Except as provided in paragraph (b)(6) of this section, each emergency roof exit shall be installed with its longitudinal centerline coinciding with a longitudinal vertical plane passing through the longitudinal centerline of the school bus. (6) In a bus equipped with two or more emergency roof exits, for each roof exit offset from the longitudinal vertical plane specified in paragraph (b)(5) of this section, there shall be another roof exit offset from that plane an equal distance to the other side. (c) Emergency exit windows. S5.2.3.3 The engine starting system of a bus shall not operate if any emergency exit is locked from either inside or outside the bus. For purposes of this requirement, “locked” means that the release mechanism cannot be activated and the exit opened by a person at the exit without a special device such as a key or special information such as a combination. S5.3 Emergency exit release. S5.3.1 Each emergency exit not required by S5.2.3 shall be releasable by operating one or two mechanisms located within the regions specified in Figure 1, Figure 2, or Figure 3. The lower edge of the region in Figure 1, and Region B in Figure 2, shall be located 13 centimeters above the adjacent seat, or 5 centimeters above the arm rest, if any, whichever is higher. S5.3.2 (a) When tested under the conditions of S6, both before and after the window retention test required by S5.1, each emergency exit not required by S5.2.3 shall allow manual release of the exit by a single person, from inside the passenger compartment, using force applications each of which conforms, at the option of the manufacturer, either to S5.3.2.1(a) or S5.3.2.1(b). (b) Each exit described in S5.3.2(a) shall have no more than two release mechanisms. For exits with one release mechanism, the exit shall require two force applications to open the exit: One force application shall be applied to the mechanism and another force application shall be applied to open the exit. The force application for the release mechanism must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. For exits with two release mechanisms, there shall be a total of three force applications to open the exit: One force application shall be applied to each of the two mechanisms to release each mechanism, and another force shall be applied to open the exit. The force application for at least one of the release mechanisms must differ by not less than 90 degrees and not more than 180 degrees from the direction of the initial motion to open the exit. The force applications for the mechanism(s) must conform to either S5.3.2.1(a) or S5.3.2.1(b), as appropriate. S5.3.2.1(a) Low-force application. (1) Location: As shown in Figure 1 or Figure 3. (2) Type of motion: Rotary or straight. (3) Magnitude: Not more than 90 N. (b) High-force application. (1) Location: As shown in Figure 2 or Figure 3. (2) Type of motion: Straight and perpendicular to the undisturbed exit surface. (3) Magnitude: Not more than 270 N. S5.3.3 School bus emergency exit release. S5.3.3.1 When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency exit door shall allow manual release of the door by a single person, from both inside and outside the passenger compartment, using a force application that conforms to S5.3.3.1 (a) through (c) of this section, except a school bus with a GVWR of 10,000 pounds or less is not required to conform to S5.3.3.1 (a). The release mechanism shall operate without the use of remote controls or tools, and notwithstanding any failure of the vehicle's power system. When the release mechanism is not in the position that causes an emergency exit door to be closed and the vehicle's ignition is in the “on” position, a continuous warning sound shall be audible at the driver's seating position and in the vicinity of the emergency exit door. (a) Location: (b) Type of motion: Upward from inside the bus and, at the discretion of the manufacturer, from outside the bus. Buses with a GVWR of 10,000 pounds or less shall provide interior release mechanisms that operate by either an upward or pull-type motion. The pull-type motion shall be used only when the release mechanism is recessed in such a manner that the handle, level, or other activating device, before being activated, does not protrude beyond the rim of the recessed receptacle. (c) Magnitude of force: S5.3.3.2 When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency exit window shall allow manual release of the exit by a single person, from inside the passenger compartment, using not more than two release mechanisms located in specified low-force or high-force regions (at the option of the manufacturer) with force applications and types of motions that conform to either S5.3.3.2 (a) or (b) of this section. In the case of windows with one release mechanism, the mechanism shall require two force applications to release the exit. In the case of windows with two release mechanisms, each mechanism shall require one application to release the exit. At least one of the force applications for each window shall differ from the direction of the initial motion to open the exit by no less than 90° and no more than 180°. Each release mechanism shall operate without the use of remote controls or tools, and notwithstanding any failure of the vehicle's power system. When a release mechanism is open and the vehicle's ignition is in the “on” position, a continuous warning shall be audible at the drivers seating position and in the vicinity of that emergency exit. (a) Emergency exit windows—Low-force application. (1) Location: (2) Type of motion: (3) Magnitude: (b) Emergency exit windows—High-force application. (1) Location: (2) Type of motion: (3) Magnitude: S5.3.3.3 When tested under the conditions of S6., both before and after the window retention test required by S5.1, each school bus emergency roof exit shall allow manual release of the exit by a single person from both inside and outside the passenger compartment, using not more than two release mechanisms located at specified low-force or high-force regions (at the option of the manufacturer) with force applications and types of motions that conform either to S5.3.3.3 (a) or (b) of this section. In the case of roof exits with one release mechanism, the mechanism shall require two force applications to release the exit. In the case of roof exits with two release mechanisms, each mechanism shall require one application to release the exit. At least one of the force applications for each roof exit shall differ from the direction of the initial push-out motion of the exit by no less than 90° and no more than 180°. (a) Emergency roof exits—Low-force application. (1) Location: (2) Type of motion: (3) Magnitude: (b) Emergency roof exits—High-force application. (1) Location: (2) Type of motion: (3) Magnitude: S5.4 Emergency exit opening. S5.4.1 After the release mechanism has been operated, each emergency exit not required by S5.2.3 shall, under the conditions of S6., both before and after the window retention test required by S5.1, using the reach distances and corresponding force levels specified in S5.3.2, allow manual opening by a single occupant to a position that provides an opening large enough to admit unobstructed passage, keeping a major axis horizontal at all times, of an ellipsoid generated by rotating about its minor axis an ellipse having a major axis of 50 centimeters and a minor axis of 33 centimeters. S5.4.2 School bus emergency exit opening. S5.4.2.1 School buses with a GVWR of more than 10,000 pounds. (a) Emergency exit doors. (1) In the case of a rear emergency exit door, an opening large enough to permit unobstructed passage into the bus of a rectangular parallelepiped 1,145 millimeters (45 inches) high, 610 millimeters (24 inches) wide, and 305 millimeters (12 inches) deep, keeping the 1,145 millimeter (45 inch) dimension vertical, the 610 (24 inch) millimeter dimension parallel to the opening, and the lower surface in contact with the floor of the bus at all times, until the bottom edge of the rearmost surface of the parallelepiped is tangent to the plane of the door opening; and (2) In the case of a side emergency exit door, an opening at least 114 centimeters high and 61 centimeters wide. (i) Except as provided in paragraph (a)(2)(ii) of this section, no portion of a seat or a restraining barrier shall be installed within the area bounded by the opening of a side emergency exit door, a vertical transverse plane tangent to the rearward edge of the door opening frame, a vertical transverse plane parallel to that plane at a distance of 30 centimeters forward of that plane, and a longitudinal vertical plane passing through the longitudinal centerline of the bus. (See Figure 5A). (ii) A seat bottom may be located within the area described in paragraph (a)(2)(i) of this section if the seat bottom pivots and automatically assumes and retains a vertical position when not in use, so that no portion of the seat bottom is within the area described in paragraph (i) when the seat bottom is vertical. (See Figure 5B). (iii) No portion of a seat or restraining barrier located forward of the area described in paragraph (a)(2)(i) of this section and between the door opening and a longitudinal vertical plane passing through the longitudinal centerline of the bus shall extend rearward of a vertical transverse plane tangent to the forwardmost portion of a latch mechanism on the door. (See Figures 5B and 5C.) (3)(i) Each emergency exit door of a school bus shall be equipped with a positive door opening device that, after the release mechanism has been operated, under the conditions of S6, before and after the window retention test required by S5.1— (A) Bears the weight of the door; (B) Keeps the door from closing past the point at which the door is perpendicular to the side of the bus body, regardless of the body's orientation; and (C) Provides a means for release or override. (ii) The positive door opening device shall perform the functions specified in paragraph (a)(3)(i) (A) and (B) of this section without the need for additional action beyond opening the door past the point at which the door is perpendicular to the side of the bus body. (b) Emergency roof exits. (c) Emergency exit windows. S5.4.2.2 School buses with a GVWR of 10,000 pounds or less. S5.4.3 Restriction on wheelchair anchorage location. S5.4.3.1 Except as provided in paragraph S5.4.3.2 of this section, no portion of a wheelchair securement anchorage shall be located in a school bus such that: (a) In the case of side emergency exit doors, any portion of the wheelchair securement anchorage is within the space bounded by the interior side wall and emergency exit door opening, transverse vertical planes 305 mm (12 inches) forward and rearward of the center of any side emergency exit door restricted area, and a longitudinal vertical plane through the longitudinal centerline of the school bus, as shown in Figure 6A. (b) In the case of rear emergency exit doors in school buses, using the parallelepiped described in S5.4.2.1(a)(1) (for school buses with a GVWR greater than 10,000 lb) or S5.4.2.2 (for school buses with a GVWR of 10,000 lb or less), when the parallelepiped is positioned, as described in S5.4.2.1(a), flush with the floor and with the rear surface of the parallelepiped tangent to the opening of the rear emergency exit door, there must not be any portion of a wheelchair securement anchorage within the space occupied by the parallelepiped or within the downward vertical projection of the parallelepiped, as shown in Figure 6C. S5.4.3.2 The restriction in S5.4.3.1(a) of this section does not apply to tracks or track-type devices that are used for mounting seats and/or for wheelchair securement devices. S5.4.4 Protrusion Limit on Emergency Exit Window Latches and other related mechanisms. S5.5 Emergency exit identification. S5.5.1 In buses other than school buses, and except for windows serving as emergency exits in accordance with S5.2.2.3(b) and doors in buses with a GVWR of 10,000 pounds or less, each emergency exit door shall have the designation “Emergency Door” or “Emergency Exit,” and every other emergency exit shall have the designation “Emergency Exit” followed by concise operating instructions describing each motion necessary to unlatch and open the exit, located within 16 centimeters of the release mechanism. Examples: (1) Lift to Unlatch, Push to Open (2) Lift Handle and Push out to Open When a release mechanism is not located within an occupant space of an adjacent seat, a label meeting the requirements of S5.5.2 that indicates the location of the nearest release mechanism shall be placed within the occupant space. Example: “Emergency Exit Instructions Located Next to Seat Ahead” S5.5.2 In buses other than school buses. S5.5.2.1 If the exit has no adjacent seat, the marking must meet the legibility requirements of S5.5.2 for occupants standing in the aisle location nearest to the emergency exit, except for a roof exit, which must meet the legibility requirements for occupants positioned with their backs against the floor opposite the roof exit. S5.5.3 School Bus. (a) Each school bus emergency exit provided in accordance with S5.2.3.1 shall have the designation “Emergency Door” or “Emergency Exit,” as appropriate, in letters at least 5 centimeters high, of a color that contrasts with its background. For emergency exit doors, the designation shall be located at the top of, or directly above, the emergency exit door on both the inside and outside surfaces of the bus. The designation for roof exits shall be located on an inside surface of the exit, or within 30 centimeters of the roof exit opening. For emergency window exits, the designation shall be located at the top of, or directly above, or at the bottom of the emergency window exit on both the inside and outside surfaces of the bus. (b) Concise operating instructions describing the motions necessary to unlatch and open the emergency exit shall be located within 15 centimeters of the release mechanism on the inside surface of the bus. These instructions shall be in letters at least 1 centimeter high and of a color that contrasts with its background. Examples: (1) Lift to Unlatch, Push to Open (2) Turn Handle, Push Out to Open (c) Each opening for a required emergency exit shall be outlined around its outside perimeter with a retroreflective tape with a minimum width of 2.5 centimeters and either red, white, or yellow in color, that when tested under the conditions specified in S6.1 of Standard No. 131 (49 CFR 571.131), meets the criteria specified in Table 1 of that section. (d) On the inside surface of each school bus with one or more wheelchair anchorage positions, there shall be a label directly beneath or above each “Emergency Door” or “Emergency Exit” designation specified by paragraph (a) of S5.5.3 of this standard for an emergency exit door or window. The label shall state in letters at least 25 mm (one inch) high, the words “DO NOT BLOCK” in a color that contrasts with the background of the label. S6. Test conditions. S6.1 The vehicle is on a flat, horizontal surface. S6.2 The inside of the vehicle and the outside environment are kept at any temperature from 70° to 85 °Fahrenheit for 4 hours immediately preceding the tests, and during the tests. S6.3 For the window retention test, windows are installed, closed, and latched (where latches are provided) in the condition intended for normal bus operation. S6.4 For the emergency exit release and extension tests, windows are installed as in S6.3, seats, armrests, and interior objects near the windows are installed as for normal use, and seats are in the upright position. Figure 3 Low and High-Force Access Regions for Emergency Exits Without Adjacent Seats Figure 6B [Reserved] Figure 6D [Reserved] [37 FR 9395, May 10, 1972] Editorial Note: For Federal Register www.govinfo.gov. § 571.217a Standard No. 217a; Anti-ejection glazing for bus portals; Mandatory applicability beginning October 30, 2027. S1. Scope. S2. Purpose. S3. Application. (a) Subject to S3(b) of this section, this standard applies to: (1) Over-the-road buses manufactured on or after October 30, 2027, and (2) Buses, other than over-the-road buses, that have a gross vehicle weight rating (GVWR) greater than 11,793 kilograms (kg) manufactured on or after October 30, 2027. (b) This standard does not apply to school buses, transit buses, prison buses, and perimeter-seating buses. S4. Definitions. Daylight opening Latch attachment point Over-the-road bus Perimeter-seating bus Portal Prison bus Stop-request system Transit bus S5. Requirements. S5.1 Edge impact. (a) When the ejection impactor described in S8 of this section contacts the target location specified in S6.1.1 of this section of each side or roof daylight opening of a vehicle at 21.6 km/h ± 0.4 km/h, no portion of the window (excluding glazing shards) may pass the ejection reference plane defined under the procedures of S6 of this section. (b) Each piece of window glazing and each surrounding window frame shall be retained by its surrounding structure in a manner that prevents the formation of any opening large enough to admit the complete passage of a 102 mm diameter sphere when a force of no more than 22 newtons (N) is applied with the sphere at any vector in a direction from the interior to the exterior of the vehicle. S5.2 Center impact. (a) When the ejection impactor described in paragraph S8 of this section contacts the target location specified in paragraph S6.1.2 of this section of each side or roof daylight opening of a vehicle at 21.6 km/h ± 0.4 km/h, no portion of the window (excluding glazing shards) may pass the ejection reference plane defined under the procedures of paragraph S6.3 of this section. (b) Each piece of window glazing and each surrounding window frame shall be retained by its surrounding structure in a manner that prevents the formation of any opening large enough to admit the complete passage of a 102 mm diameter sphere when a force of no more than 22 N is applied with the sphere at any vector in a direction from the interior to the exterior of the vehicle. S5.3 Center impact to pre-broken glazing. (a) When the ejection impactor described in S8 of this section contacts the target location specified in S6.1.3 of this section of each side or roof daylight opening of a vehicle at 21.6 km/h ± 0.4 km/h, no portion of the impactor may displace more than 175 mm past where the surface of the glazing had been in an unbroken condition. (b) Each piece of window glazing and each surrounding window frame shall be retained by its surrounding structure in a manner that prevents the formation of any opening large enough to admit the complete passage of a 102 mm diameter sphere when a force of no more than 22 N is applied with the sphere at any vector in a direction from the interior to the exterior of the vehicle. S5.4 Post-Impact Emergency Exit Release and Operability. S6. Test procedures. S6.1 Target locations. S6.1.1 Edge impact. e.g., (a) For side windows, directly above the center of the lower window edge, with the impactor face plate either horizontal or vertical, whichever orientation provides the shortest distance between the two centers, with the bottom edge of the impactor face plate 25 mm ± 2 mm above the daylight opening periphery when viewed perpendicular to the glazing surface. (b) For roof glazing panels or roof windows, directly forward of the center of the rearmost window edge, with the impactor face plate either horizontal or vertical, whichever orientation provides the shortest distance between the two centers, with the rearmost edge of the impactor face plate 25 mm ± 2 mm forward of the daylight opening periphery when viewed perpendicular to the glazing surface. S6.1.2 Center impact. Position the center of the impactor face, with the long axis of the impactor face plate either vertical or horizontal, at the center of the daylight opening area of the window with the glazing intact. S6.1.3 Center impact to pre-broken glazing. Position the center of the impactor face, with the long axis of the impactor face plate either vertical or horizontal, at the center of the daylight opening area of the window with the glazing pre-broken following the procedure in paragraphs S6.2.1 and S6.2.2 of this section. S6.2 Window glazing pre-breaking procedure. S6.2.1 Breakage pattern. Locate the geometric center of the daylight opening. Mark the surface of the window glazing in a horizontal and vertical grid of points separated by 75 mm ± 2 mm with one point coincident within ± 2 mm of the geometric center of the daylight opening (Figure 2). (a) If the window is a single-pane unit, then both the occupant space interior and outside exterior surfaces of the glass pane are marked with the 75 mm grid pre-break pattern. The patterns are offset diagonally from one another (the points on one surface of the glass pane are offset 37.5 mm ± 2 mm horizontally and 37.5 mm ± 2 mm vertically from the points on the contralateral surface of the glass pane). (b) If the window is an insulated unit or double-glazed window, then both the occupant space side of the interior pane and the outside of the exterior pane are marked with the 75 mm grid prebreak pattern. (1) If one of the glass panes is constructed of tempered or toughened glass, the insulated surface of the remaining glass pane (within the air gap) is marked with the 75 mm grid pre-break pattern. The patterns are offset diagonally from the remaining glass pane's contralateral surface. (2) If neither pane is tempered glass, then both the occupant space side of the interior pane and the outside of the exterior pane are marked with the 75 mm grid pre-break pattern. The patterns are not diagonally offset from one another. The insulated surfaces of the glass panes (within the air gap) are not marked. S6.2.2 Breakage method. (a) Use a 100 mm ± 10 mm × 100 mm ± 10 mm piece of rigid material as a reaction surface on the opposite side of the glazing to prevent to the extent possible the window surface from deforming by more than 10 mm when pressure is being applied by the staple gun. (b) Start with the inside surface of the window and forwardmost, lowest mark made as specified in S6.2.1 of this section. Use an electric staple gun without any staples to apply a load along a line of 12 to 14 mm onto the glazing. The applied force shall be 4,200 N ± 850 N. Apply the line load only once at each marked location, even if the glazing does not break or no perceptible mark or hole results. (c) Continue applying the line load with the electric staple gun by moving rearward in the grid until the end of a row is reached. Then move to the forwardmost mark on the next higher row and apply the line load. Continue in this pattern until the line load has been applied to all grid points on the inside surface of the glazing. (d) Repeat the process on the outside surface of the window. (e) If applying the line load causes the glazing to disintegrate, halt the breakage procedure and proceed with the next step in the compliance test. S6.3 Determination of ejection reference planes. (a) For side windows, the “ejection reference plane” is a vertical plane parallel to the longitudinal vertical center plane of the bus passing through a point located at a lateral distance of 102 mm from the lateral most point on the glazing and surrounding frame, with the window in the closed position. (b) For roof glazing panels/windows, the “ejection reference plane” is a horizontal plane passing through a point located at a vertical distance of 102 mm from the highest point on the glazing and surrounding frame, with the window/panel in the closed position. S7. Test conditions. S8. Guided impactor. Figure 1 to 49 CFR 571.217a—Guided Impactor Figure 2 to 49 CFR 571.217a—Glazing Break Pattern Figure 3 to 49 CFR 571.217a—An Example of a Daylight Opening Periphery (for Illustrative Purposes Only) [89 FR 86282, Oct. 30, 2024, as amended at 91 FR 1715, Jan. 15, 2026] § 571.218 Standard No. 218; Motorcycle helmets. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Basic plane Discrete size Helmet positioning index Impact site Midsagittal plane Reference headform Reference plane Retention system Test headform S5. Requirements. S5.1 Impact attenuation. (a) Peak accelerations shall not exceed 400g; (b) Accelerations in excess of 200g shall not exceed a cumulative duration of 2.0 milliseconds; and (c) Accelerations in excess of 150g shall not exceed a cumulative duration of 4.0 milliseconds. S5.2 Penetration. S5.3 Retention system. S5.3.1 When tested in accordance with S7.3: (a) The retention system or its components shall attain the loads specified without separation; and (b) The adjustable portion of the retention system test device shall not move more than 1 inch (2.5 cm) measured between preliminary and test load positions. S5.3.2 Where the retention system consists of components which can be independently fastened without securing the complete assembly, each such component shall independently meet the requirements of S5.3.1. S5.4 Configuration. S5.5 Projections. S5.6 Labeling. S5.6.1 On a label or labels separate from the certification label required by S5.6.2, each helmet shall be labeled permanently and legibly, in a manner such that the label(s) can be read easily without removing padding or any other permanent part, with the following: (a) Manufacturer's name. (b) Discrete size. (c) Month and year of manufacture. This may be spelled out (for example, June 2010), or expressed in numerals (for example, 6/10). (d) Instructions to the purchaser as follows: (1) “Shell and liner constructed of (identify type(s) of materials).” (2) “Helmet can be seriously damaged by some common substances without damage being visible to the user. Apply only the following: (Recommended cleaning agents, paints, adhesives, etc., as appropriate).” (3) “Make no modifications. Fasten helmet securely. If helmet experiences a severe blow, return it to the manufacturer for inspection, or destroy it and replace it.” (4) Any additional relevant safety information should be applied at the time of purchase by means of an attached tag, brochure, or other suitable means. S5.6.2 Certification. Each helmet shall be labeled permanently and legibly with a label, constituting the manufacturer's certification that the helmet conforms to the applicable Federal motor vehicle safety standards, that is separate from the label(s) used to comply with S5.6.1, and complies with paragraphs (a) through (c) of this section. (a) Content, format, and appearance. The label required by paragraph S5.6.2 shall have the following content, format, and appearance: (1) The symbol “DOT,” horizontally centered on the label, in letters not less than 0.38 inch (1.0 cm) high. (2) The term “FMVSS No. 218,” horizontally centered beneath the symbol DOT, in letters not less than 0.09 inches (0.23 cm) high. (3) The word “CERTIFIED,” horizontally centered beneath the term “FMVSS No. 218,” in letters not less than 0.09 inches (0.23 cm) high. (4) The precise model designation, horizontally centered above the symbol DOT, in letters and/or numerals not less than 0.09 inch (0.23 cm) high. (5) The manufacturer's name and/or brand, horizontally centered above the model designation, in letters and/or numerals not less than 0.09 inch (0.23 cm) high. (6) All symbols, letters and numerals shall be in a color that contrasts with the background of the label. (b) Other information. No information, other than the information specified in subparagraph (a), shall appear on the label. (c) Location. The label shall appear on the outer surface of the helmet and be placed so that it is centered laterally with the horizontal centerline of the DOT symbol located a minimum of 1 inch (2.5 cm) and a maximum of 3 inches (7.6 cm) from the bottom edge of the posterior portion of the helmet. S5.7 Helmet positioning index. S6. Preliminary test procedures. S6.1 Selection of appropriate headform. S6.1.1 A helmet with a manufacturer's designated discrete size or size range which does not exceed 6 3/4 3/4 1/2 1/2 S6.1.2 A helmet with a manufacturer's designated size range which includes sizes falling into two or all three size ranges described in S6.1.1 is tested on each headform specified for each size range. S6.2 Reference marking. S6.2.1 Use a reference headform that is firmly seated with the basic and reference planes horizontal. Place the complete helmet to be tested on the appropriate reference headform, as specified in S6.1.1 and S6.1.2. S6.2.2 Apply a 10-pound (4.5 kg) static vertical load through the helmet's apex. Center the helmet laterally and seat it firmly on the reference headform according to its helmet positioning index. S6.2.3 Maintaining the load and position described in S6.2.2, draw a line (hereinafter referred to as “test line”) on the outer surface of the helmet coinciding with portions of the intersection of that service with the following planes, as shown in Figure 2: (a) A plane 1 inch (2.5 cm) above and parallel to the reference plane in the anterior portion of the reference headform; (b) A vertical transverse plane 2.5 inches (6.4 cm) behind the point on the anterior surface of the reference headform at the intersection of the mid-sagittal and reference planes; (c) The reference plane of the reference headform; (d) A vertical transverse plane 2.5 inches (6.4. cm) behind the center of the external ear opening in a side view; and (e) A plane 1 inch (2.5 cm) below and parallel to the reference plane in the posterior portion of the reference headform. S6.3 Helmet positioning. S6.3.1 Before each test, fix the helmet on a test headform in the position that conforms to its helmet positioning index. Secure the helmet so that it does not shift position before impact or before application of force during testing. S6.3.2 In testing as specified in S7.1 and S7.2, place the retention system in a position such that it does not interfere with free fall, impact or penetration. S6.4 Conditioning. S6.4.1 Immediately before conducting the testing sequence specified in S7, condition each test helmet in accordance with any one of the following procedures: (a) Ambient conditions. (b) Low temperature. (c) High temperature. (d) Water immersion. S6.4.2 If during testing, as specified in S7.1.3 and S7.2.3, a helmet is returned to the conditioning environment before the time out of that environment exceeds 4 minutes, the helmet is kept in the environment for a minimum of 3 minutes before resumption of testing with that helmet. If the time out of the environment exceeds 4 minutes, the helmet is returned to the environment for a minimum of 3 minutes for each minute or portion of a minute that the helmet remained out of the environment in excess of 4 minutes or for a maximum of 12 hours, whichever is less, before the resumption of testing with that helmet. S7. Test conditions. S7.1 Impact attenuation test. S7.1.1 Impact attenuation is measured by determining acceleration imparted to an instrumented test headform on which a complete helmet is mounted as specified in S6.3, when it is dropped in guided free fall upon a fixed hemispherical anvil and a fixed flat steel anvil. S7.1.2 Each helmet is impacted at four sites with two successive impacts at each site. Two of these sites are impacted upon a flat steel anvil and two upon a hemispherical steel anvil as specified in S7.1.10 and S7.1.11. The impact sites are at any point on the area above the test line described in paragraph S6.2.3, and separated by a distance not less than one-sixth of the maximum circumference of the helmet in the test area. For each site, the location where the helmet first contacts the anvil on the second impact shall not be greater than 0.75 inch (1.9 cm) from the location where the helmet first contacts the anvil on the first impact. S7.1.3 Impact testing at each of the four sites, as specified in S7.1.2, shall start at two minutes, and be completed by four minutes, after removal of the helmet from the conditioning environment. S7.1.4 (a) The guided free fall drop height for the helmet and test headform combination onto the hemispherical anvil shall be such that the impact speed is any speed from 16.4 ft/s to and including 17.7 ft/s (from 5.0 m/s to and including 5.4 m/s). (b) The guided free fall drop height for the helmet and test headform combination onto the flat anvil shall be such that the impact speed is any speed from 19.0 ft/s to and including 20.3 ft/s (from 5.8 m/s to and including 6.2 m/s). S7.1.5 Test headforms for impact attenuation testing are constructed of magnesium alloy (K-1A), and exhibit no resonant frequencies below 2,000 Hz. S7.1.6 The monorail drop test system is used for impact attenuation testing. S7.1.7 The weight of the drop assembly, as specified in Table 1, is the combined weight of the test headform and the supporting assembly for the drop test. The weight of the supporting assembly is not less than 2.0 lbs. and not more than 2.4 lbs. (0.9 to 1.1 kg). The supporting assembly weight for the monorail system is the drop assembly weight minus the combined weight of the test headform, the headform's clamp down ring, and its tie down screws. S7.1.8 The center of gravity of the test headform is located at the center of the mounting ball on the supporting assembly and lies within a cone with its axis vertical and forming a 10° included angle with the vertex at the point of impact. The center of gravity of the drop assembly lies within the rectangular volume bounded by x = −0.25 inch (−0.64 cm), x = 0.85 inch (2.16 cm), y = 0.25 inch (0.64 cm), and y = −0.25 inch (−0.64 cm) with the origin located at the center of gravity of the test headform. The rectangular volume has no boundary along the z-axis. The x-y-z axes are mutually perpendicular and have positive or negative designations in accordance with the right-hand rule (See Figure 5). The origin of the coordinate axes also is located at the center of the mounting ball on the supporting assembly (See Figures 6, 7, and 8). The x-y-z axes of the test headform assembly on a monorail drop test equipment are oriented as follows: From the origin, the x-axis is horizontal with its positive direction going toward and passing through the vertical centerline of the monorail. The positive z-axis is downward. The y-axis also is horizontal and its direction can be decided by the z- and x-axes, using the right-hand rule. S7.1.9 The acceleration transducer is mounted at the center of gravity of the test headform with the sensitive axis aligned to within 5° of vertical when the test headform assembly is in the data impact position. The acceleration data channel complies with the SAE Recommended Practice J211/1, revised March 1995 (incorporated by reference, see § 571.5) requirements for channel class 1,000.” S7.1.10 The flat anvil is constructed of steel with a 5-inch (12.7 cm) minimum diameter impact face, and the hemispherical anvil is constructed of steel with a 1.9 inch (4.8 cm) radius impact face. S7.1.11 The rigid mount for both of the anvils consists of a solid mass of at least 300 pounds (136.1 kg), the outer surface of which consists of a steel plate with minimum thickness of 1 inch (2.5 cm) and minimum surface area of 1 ft 2 2 S7.1.12 The drop system restricts side movement during the impact attenuation test so that the sum of the areas bounded by the acceleration-time response curves for both the x- and y-axes (horizontal axes) is less than five percent of the area bounded by the acceleration-time response curve for the vertical axis. S7.2 Penetration test. S7.2.1 The penetration test is conducted by dropping the penetration test striker in guided free fall, with its axis aligned vertically, onto the outer surface of the complete helmet, when mounted as specified in S6.3, at any point above the test line, described in S6.2.3, except on a fastener or other rigid projection. S7.2.2 Two penetration blows are applied at least 3 inches (7.6 cm) apart, and at least 3 inches (7.6 cm) from the centers of any impacts applied during the impact attenuation test. S7.2.3 The application of the two penetration blows, specified in S7.2.2, starts at two minutes and is completed by four minutes, after removal of the helmet from the conditioning environment. S7.2.4 The height of the guided free fall is 118.1 ±0.6 in (3 ±0.015 m), as measured from the striker point to the impact point on the outer surface of the test helmet. S7.2.5 The contactable surface of the penetration test headform is constructed of a metal or metallic alloy having a Brinell hardness number no greater than 55, which will permit ready detection should contact by the striker occur. The surface is refinished if necessary before each penetration test blow to permit detection of contact by the striker. S7.2.6 The weight of the penetration striker is not less than 6 pounds, 8 ounces and not more than 6 pounds, 12 ounces (2.95 to 3.06 kg). S7.2.7 The point of the striker has an included angle of 60 ±0.5°, a cone height of 1.5 ±0.015 in. (3.8 ±0.038 cm), a tip radius of 0.02 ±0.004 in. (0.5 ±0.1 mm), and a minimum hardness of 60 Rockwell, C-scale. S7.2.8 The rigid mount for the penetration test headform is as described in S7.1.11. S7.3 Retention system test. S7.3.1 The retention system test is conducted by applying a quasi-static tensile load at any rate from 0.4 to and including 1.2 inch/min (from 1.0 to and including 3.0 cm/min) to the retention assembly of a complete helmet, which is mounted, as described in S6.3, on a stationary test headform as shown in Figure 4, and by measuring the movement of the adjustable portion of the retention system test device under tension. S7.3.2 The retention system test device consists of both an adjustable loading mechanism by which a quasi-static tensile load is applied at any rate from 0.4 to and including 1.2 inch/min (from 1.0 to and including 3.0 cm/min) to the helmet retention assembly and a means for holding the test headform and helmet stationary. The retention assembly is fastened around two freely moving rollers, both of which have a 0.5 inch (1.3 cm) diameter and a 3 inch (7.6 cm) center-to-center separation, and which are mounted on the adjustable portion of the tensile loading device (Figure 4). The helmet is fixed on the test headform as necessary to ensure that it does not move during the application of the test loads to the retention assembly. S7.3.3 A 50-pound (22.7 kg) preliminary test load is applied to the retention assembly, normal to the basic plane of the test headform and symmetrical with respect to the center of the retention assembly for 30 seconds, and the maximum distance from the extremity of the adjustable portion of the retention system test device to the apex of the helmet is measured. S7.3.4 An additional 250-pound (113.4 kg) test load is applied to the retention assembly, in the same manner and at the same location as described in S7.3.3, for 120 seconds, and the maximum distance from the extremity of the adjustable portion of the retention system test device to the apex of the helmet is measured. Appendix to § 571.218 Table 1—Weight Ranges for Impact Attenuation Test Drop Assembly Test headform size Weight range 1 Small 7.6-8.0 (3.4-3.6) Medium 10.8-11.2 (4.9-5.1) Large 13.2-13.6 (6.0-6.2) 1 [38 FR 22391, Aug. 20, 1973, as amended at 39 FR 3554, Jan. 28, 1974; 45 FR 15181, Mar. 10, 1980; 53 FR 11288, Apr. 6, 1988; 53 FR 12529, Apr. 15, 1988; 76 FR 28160, May 13, 2011; 77 FR 768, Jan. 6, 2012] § 571.219 Standard No. 219; Windshield zone intrusion. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Daylight Opening S5. Requirement. S6. Protected zone template. S6.1 The lower edge of the protected zone is determined by the following procedure (See Figure 1). (a) Place a 165 mm diameter rigid sphere, with a mass of 6.8 kg in a position such that it simultaneously contacts the inner surface of the windshield glazing and the surface of the instrument panel, including padding. If any accessories or equipment such as the steering control system obstruct positioning of the sphere, remove them for the purposes of this procedure. (b) Draw the locus of points on the inner surface of the windshield contactable by the sphere across the width of the instrument panel. From the outermost contactable points, extend the locus line horizontally to the edges of the glazing material. (c) Draw a line on the inner surface of the windshield below and 13 mm distant from the locus line. (d) The lower edge of the protected zone is the longitudinal projection onto the outer surface of the windshield of the line determined in S6.1(c). S6.2 The protected zone is the space enclosed by the following surfaces, as shown in Figure 1: (a) The outer surface of the windshield in its precrash configuration. (b) The locus of points 76 mm outward along perpendiculars drawn to each point on the outer surface of the windshield. (c) The locus of lines forming a 45° angle with the outer surface of the windshield at each point along the top and side edges of the outer surface of the windshield and the lower edge of the protected zone determined in S6.1, in the plane perpendicular to the edge at that point. S6.3 A template is cut or formed from Styrofoam, type DB, cut cell, to the dimensions of the zone as determined in S6.2. The template is affixed to the windshield so that it delineates the protected zone and remains affixed throughout the crash test. S7. Test conditions. S7.1 The protected zone template is affixed to the windshield in the manner described in S6. S7.2 The hood, hood latches, and any other hood retention components are engaged prior to the barrier crash. S7.3 Adjustable cowl tops or other adjustable panels in front of the windshield are in the position used under normal operating conditions when windshield wiping systems are not in use. S7.4 The parking brake is disengaged and the transmission is in neutral. S7.5 Tires are inflated to the vehicle manufacturer's specifications. S7.6 The fuel tank is filled to any level from 90 to 95 per cent of capacity. S7.7 The vehicle, including test devices and instrumentation, is loaded as follows: (a) Except as specified in S7.6, a passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating position and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position. (b) Except as specified in S7.6, a multipurpose passenger vehicle, truck or bus is loaded to its unloaded vehicle weight, plus 136 kg or its rated cargo and luggage capacity, whichever is less, secured to the vehicle, plus a 50th-percentile test dummy as specified in part 572 of this chapter at each front outboard designated seating postion and at any other position whose protection system is required to be tested by a dummy under the provisions of Standard No. 208. Each dummy is restrained only by means that are installed for protection at its seating position. The load is distributed so that the mass on each axle as measured at the tire-ground interface is in proportion to its GAWR. If the mass on any axle when the vehicle is loaded to its unloaded vehicle weight plus dummy mass exceeds the axle's proportional share of the test mass, the remaining mass is placed so that the mass on that axle remains the same. For the purposes of this section, unloaded vehicle weight does not include the mass of work-performing accessories. Vehicles are tested to a maximum unloaded vehicle weight of 2,495 kg. [40 FR 25462, June 16, 1975, as amended at 40 FR 53033, Nov. 14, 1975; 41 FR 54946, Dec. 16, 1976; 45 FR 22046, Apr. 3, 1980; 63 FR 28946, May 27, 1998; 87 FR 18599, Mar. 30, 2022] § 571.220 Standard No. 220; School bus rollover protection. S1. Scope. S2. Purpose. S3. Applicability. S4. Requirements. 1/2 2 (a) The downward vertical movement at any point on the application plate shall not exceed 130 mm and (b) Each emergency exit of the vehicle provided in accordance with Standard No. 217 (§ 571.217) shall be capable of opening as specified in that standard during the full application of the force and after release of the force, except that an emergency exit located in the roof of the vehicle is not required to be capable of being opened during the application of the force. A particular vehicle (i.e., test specimen) need not meet the emergency exit opening requirement after release of force if it is subjected to the emergency exit opening requirements during the full application of the force. S5. Test procedures. S5.1 With any non-rigid chassis-to-body mounts replaced with equivalent rigid mounts, place the vehicle on a rigid horizontal surface so that the vehicle is entirely supported by means of the vehicle frame. If the vehicle is constructed without a frame, place the vehicle on its body sills. Remove any components which extend upward from the vehicle roof. S5.2 Use a flat, rigid, rectangular force application plate that is measured with respect to the vehicle roof longitudinal and lateral centerlines, (a) In the case of a vehicle with a GVWR of more than 4,536 kg, 305 mm shorter than the vehicle roof and 914 mm wide; and (b) In the case of a vehicle with a GVWR of 4,536 kg or less, 127 mm longer and 127 mm wider than the vehicle roof. For purposes of these measurements, the vehicle roof is that structure, seen in the top projected view, that coincides with the passenger and driver compartment of the vehicle. S5.3 Position the force application plate on the vehicle roof so that its rigid surface is perpendicular to a vertical longitudinal plane and it contacts the roof at not less than two points, and so that, in the top projected view, its longitudinal centerline coincides with the longitudinal centerline of the vehicle, and its front and rear edges are an equal distance inside the front and rear edges of the vehicle roof at the centerline. S5.4 Apply an evenly-distributed vertical force in the downward direction to the force application plate at any rate not more than 13 mm per second, until a force of 2,224 N has been applied. S5.5 Apply additional vertical force in the downward direction to the force application plate at a rate of not more than 13 mm per second until the force specified in S4. has been applied, and maintain this application of force. S5.6 Measure the downward movement of any point on the force application plate which occurred during the application of force in accordance with S5.5. S5.7 To test the capability of the vehicle's emergency exits to open in accordance with S4.(b)— (a) In the case of testing under the full application of force, open the emergency exits as specified in S4.(b) while maintaining the force applied in accordance with S5.4 and S5.5; and (b) In the case of testing after the release of all force, release all downward force applied to the force application plate and open the emergency exits as specified in S4.(b). S6. Test conditions. S6.1 Temperature. S6.2 Windows and doors. [41 FR 3875, Jan. 27, 1976, as amended at 41 FR 36026, 36027, Aug. 26, 1976; 63 FR 28948, May 27, 1998] § 571.221 Standard No. 221; School bus body joint strength. S1. Scope. S2. Purpose. S3. Application. This standard applies to school buses. S4. Definitions. Body component Body panel Body panel joint Bus body Maintenance access panel Passenger compartment Serviceable component S5 Requirements. S5.1 Except as provided in S5.2, each body panel joint, including small, curved, and complex joints, when tested in accordance with the procedure of S6, shall hold the body panel to the member to which it is joined when subjected to a force of 60 percent of the tensile strength of the weakest joined body panel determined pursuant to S6.2. S5.1.1 Body panels attached to each other shall have no unattached segment at the joint longer than 203 mm. S5.2 Exclusions S5.2.1 The requirements of S5.1 do not apply to— (a) Any interior maintenance access panel or joint which lies forward of the passenger compartment. (b) Any interior maintenance access panel within the passenger compartment that does not exceed 305 mm when measured across any two points diametrically on opposite sides of the opening. (c) Trim and decorative parts which do not contribute to the strength of the joint, support members such as rub rails which are entirely outside of body panels, doors and windows, ventilation panels, and engine access covers. S6 Procedure S6.1 Preparation of the test specimen. S6.1.1 If a body panel joint is 203 mm or longer, cut a test specimen that consists of any 203 mm segment of the joint, together with a portion of the bus body whose dimensions are those specified in Figure 1, so that the specimen's centerline is perpendicular to the joint at the midpoint of the joint segment. Where the body panel joint is not fastened continuously, select the segment so that it does not bisect a spot weld or a discrete fastener. Support members which contribute to the strength of a body panel joint, such as rub rails on the outside of body panels or underlying structure attached to joint members, shall remain attached to the test specimen, except that material may be removed from the support members as necessary to clear the gripping areas of the joint members being tested. S6.1.2 If a joint is less than 203 mm long, cut a test specimen with enough of the adjacent material to permit it to be held in the tension testing machine specified in S6.3. S6.1.3 Prepare the test specimen in accordance with the preparation procedures specified in ASTM E8-89 (incorporated by reference, see § 571.5). S6.2 Determination of minimum allowable strength. (a) If the mechanical properties of a joint component material are specified in ASTM E8-89 (incorporated by reference, see § 571.5), the lowest value of that material's thickness and tensile strength per unit of area shown in that source shall be used. (b) If the mechanical properties of a material are not specified in ASTM E8-89 (incorporated by reference, see § 571.5), determine its tensile strength by cutting a sheet specimen from outside the joint region of the bus body in accordance with Figure 1 of ASTM E8-89, and by testing it in accordance with S6.3. (c) The cross sectional area of material removed to facilitate the installation of fasteners shall be subtracted from the cross-sectional area of the panel in the determination of the tensile strength of the weakest joined body panel. S6.3 Strength Test. S6.3.1 The joint specimen is gripped on opposite sides of the joint in a tension testing machine in accordance with ASTM E8-89 (incorporated by reference, see § 571.5). S6.3.2 Adjust the testing machine grips so that the applied force on the joint is at 90 degrees plus or minus 3 degrees from the joint centerline, as shown in Figure 1. S6.3.3 A tensile force is applied to the specimen by separating the heads of the testing machine at any uniform rate not less than 3 mm and not more than 10 mm per minute until the specimen separates. [41 FR 3872, Jan. 27, 1976, as amended at 41 FR 36027, Aug. 26, 1976; 67 FR 64366, 64367, Dec. 13, 2002; 68 FR 6360, Feb. 7, 2003; 77 FR 768, Jan. 6, 2012] § 571.222 Standard No. 222; School bus passenger seating and crash protection. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Fixed occupancy seat Flexible occupancy seat Maximum occupancy configuration Minimum occupancy configuration School bus passenger seat Seat bench width Small occupant seating position Wheelchair Wheelchair occupant restraint anchorage Wheelchair securement anchorage Wheelchair securement device S4.1 Determination of the number of seating positions and seat belt positions (a) The number of seating positions considered to be in a bench seat for vehicles manufactured before October 21, 2011 is expressed by the symbol W, and calculated as the seat bench width in millimeters divided by 381 and rounded to the nearest whole number. (b) The number of seating positions and the number of Type 1 seat belt positions considered to be in a bench seat for vehicles manufactured on or after October 21, 2011 is expressed by the symbol W, and calculated as the seat bench width in millimeters divided by 380 and rounded to the nearest whole number. (c) Except as provided in S4.1(d), the number of Type 2 seat belt positions on a flexible occupancy seat in a minimum occupancy configuration or a fixed occupancy seat for vehicles manufactured on or after October 21, 2011 is expressed by the symbol Y, and calculated as the seat bench width in millimeters divided by 380 and rounded to the next lowest whole number. The minimum seat bench width for a seat equipped with a Type 2 seat belt is 380 mm. See Table 1 for an illustration. (d) A flexible occupancy seat meeting the requirements of S4.1(c) may also have a maximum occupancy configuration with Y + 1 Type 2 seat belt positions, if the minimum seat bench width for this configuration is Y + 1 times 330 mm. See Table 1 for an illustration. (e) A flexible occupancy seat equipped with Type 2 seat belts in a maximum occupancy configuration may have up to one single small occupant seating position. Table 1—Number of Seating Positions as a Function of Seat Bench Width Seating configuration Seat bench width (mm) 380-659 660-759 760-989 990-1139 1140-1319 Minimum or Fixed Occupancy 1 1 2 2 3 Maximum Occupancy 1 2 2 3 3 S5. Requirements. (a) Large school buses. i.e., (1) S4.4.3.2 of Standard No. 208 (49 CFR 571.208); (2) Standard No. 209 (49 CFR 571.209), as they apply to school buses; and, (3) Standard No. 210 (49 CFR 571.210) as it applies to school buses with a gross vehicle weight rating greater than 10,000 pounds. (b) Small school buses. (1) The requirements of S4.4.3.2 of § 571.208 and the requirements of §§ 571.207, 571.209 and 571.210 as they apply to school buses with a gross vehicle weight rating of 4,536 kg or less; and, (2) The requirements of S5.1.2, S5.1.3, S5.1.4, S5.1.5, S5.1.6, S5.1.7, S5.3, S5.4 and S5.5 of this standard. However, the requirements of §§ 571.208 and 571.210 shall be met at Y seat belt positions in a fixed occupancy seat, and at Y and Y + 1 seat belt positions for a flexible occupancy seat. A particular school bus passenger seat (i.e. a test specimen) in that weight class need not meet further requirements after having met S5.1.2 and S5.1.5, or after having been subjected to either S5.1.3, S5.1.4, S5.1.6, or S5.3 of this standard or § 571.207, § 571.210 or § 571.225. S5.1 Seating requirements. S5.1.1 [Reserved] S5.1.2 Seat back height, position, and surface area. S5.1.3 Seat performance forward. (a) The seat back force/deflection curve shall fall within the zone specified in Figure 1; (b) Seat back deflection shall not exceed 356 mm; (for determination of (a) and (b) the force/deflection curve describes only the force applied through the upper loading bar, and only the forward travel of the pivot attachment point of the upper loading bar, measured from the point at which the initial application of 44 N of force is attained.) (c) The seat shall not deflect by an amount such that any part of the seat moves to within 102 mm of any part of another school bus passenger seat or restraining barrier in its originally installed position; (d) The seat shall not separate from the vehicle at any attachment point; and (e) Seat components shall not separate at any attachment point. S5.1.3.1 Position the loading bar specified in S6.5 so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in any horizontal plane between 102 mm above and 102 mm below the seating reference point of the school bus passenger seat behind the test specimen. S5.1.3.2 Apply a force of 3,114W newtons horizontally in the forward direction through the loading bar at the pivot attachment point. Reach the specified load in not less than 5 nor more than 30 seconds. S5.1.3.3 No sooner than 1.0 second after attaining the required force, reduce that force to 1,557W newtons and, while maintaining the pivot point position of the first loading bar at the position where the 1,557W newtons is attained, position a second loading bar described in S6.5 so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in the horizontal plane 406 mm above the seating reference point of the school bus passenger seat behind the test specimen, and move the bar forward against the seat back until a force of 44 N has been applied. S5.1.3.4 Apply additional force horizontally in the forward direction through the upper bar until 452W joules of energy have been absorbed in deflecting the seat back (or restraining barrier). Apply the additional load in not less than 5 seconds nor more than 30 seconds. Maintain the pivot attachment point in the maximum forward travel position for not less than 5 seconds nor more than 10 seconds and release the load in not less than 5 nor more than 30 seconds. (For the determination of S5.1.3.4 the force/deflection curve describes only the force applied through the upper loading bar, and the forward and rearward travel distance of the upper loading bar pivot attachment point measured from the position at which the initial application of 44 N of force is attained.) S5.1.4 Seat performance rearward. (a) Seat back force shall not exceed 9,786 N; (b) Seat back deflection shall not exceed 254 mm; (for determination of (a) and (b) the force/deflection curve describes only the force applied through the loading bar, and only the rearward travel of the pivot attachment point of the loading bar, measured from the point at which the initial application of 222 N is attained. (c) The seat shall not deflect by an amount such that any part of the seat moves to within 102 mm of any part of another passenger seat in its originally installed position; (d) The seat shall not separate from the vehicle at any attachment point; and (e) Seat components shall not separate at any attachment point. S5.1.4.1 Position the loading bar described in S6.5 so that it is laterally centered forward of the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in the horizontal plane 343 mm above the seating reference point of the test specimen, and move the loading bar rearward against the seat back until a force of 222 N has been applied. S5.1.4.2 Apply additional force horizontally rearward through the loading bar until 316W joules (J) of energy has been absorbed in deflecting the seat back. Apply the additional load in not less than 5 seconds nor more than 30 seconds. Maintain the pivot attachment point in the maximum rearward travel position for not less than 5 seconds nor more than 10 seconds and release the load in not less than 5 seconds nor more than 30 seconds. (For determination of S5.1.4.2 the force deflection curve describes the force applied through the loading bar and the rearward and forward travel distance of the loading bar pivot attachment point measured from the position at which the initial application of 222 N of force is attained.) S5.1.5 Seat cushion latching and retention. (a) School bus passenger seat cushions equipped with attachment devices that allow for the seat cushion to be removable without tools or to flip up must have a self-latching mechanism that latches when subjected to the conditions specified in S5.1.5.1. The seat cushion shall not separate from the seat at any attachment point when subjected to the conditions specified in S5.1.5.2 after being subjected to the conditions of S5.1.5.1. (b) School bus passenger seat cushions that are removable only with the use of tools shall not separate from the seat at any attachment point when subjected to the conditions of S5.1.5.2. S5.1.5.1 Release the seat cushion self-latching mechanism. Lift the seat cushion then place the seat cushion back in the down position without activating the self-latching mechanism, if possible. Apply a downward force of 216 N (48.4 pounds) to the center of the seat cushion. The downward force shall be applied in any period of not less than 1 and not more than 5 seconds, and maintained for 5 seconds. S5.1.5.2 Apply an upward force of 5 times the weight of the seat cushion to the center of the bottom of the seat cushion. The upward force shall be applied in any period of not less than 1 and not more than 5 seconds, and maintained for 5 seconds. S5.1.6 Quasi-static test of compartmentalization and Type 2 seat belt performance. (a) Except as provided in S5.1.6(b), when tested under the conditions of S5.1.6.5.1 through S5.1.6.5.6, the criteria specified in S5.1.6.1 and S5.1.6.2 must be met. (b) A school bus passenger seat that does not have another seat behind it is not loaded with the upper and lower loading bars as specified in S5.1.6.5.2, S5.1.6.5.3, and S5.1.6.5.7 and is excluded from the requirements of S5.1.6.1(b). S5.1.6.1 Displacement limits. (a) Any school bus torso belt anchor point, as defined in S3 of Standard No. 210, must not displace horizontally forward from its initial position (when Φ was determined) more than the value in millimeters calculated from the following expression in the second column of Table 2: Table 2—Torso Belt Anchor Point Displacement Limit Gross vehicle weight rating Displacement limit in millimeters More than 4,536 kg (10,000 pounds) (AH + 100) (tanΦ + 0.242/cosΦ) Less than or equal to 4,536 kg (10,000 pounds) (AH + 100) (tanΦ + 0.356/cosΦ) (b) A point directly rearward of any school bus torso belt anchor point, as defined in S3 of Standard No. 210 (49 CFR 571.210) on the rear facing surface of the seat back, must not displace horizontally forward from its initial position (when Φ was determined) more than the value in millimeters calculated from the following expression in the second column of Table 3: Table 3—Seat Back Point Displacement Limit Gross vehicle weight rating Displacement limit in millimeters More than 4,536 kg (10,000 pounds) (AH + 100) (tanΦ + 0.174/cosΦ) Less than or equal to 4,536 kg (10,000 pounds) (AH + 100) (tanΦ + 0.259/cosΦ) S5.1.6.2 Slippage of device used to achieve torso belt adjusted height. S5.1.6.3 Angle of the posterior surface of a seat back. S5.1.6.4 The seat back must absorb 452W joules of energy when subjected to the force specified in S5.1.6.5.7. S5.1.6.5 Quasi-static test procedure. S5.1.6.5.1 Adjust the seat back as specified in S5.1.6.3. Place all torso anchor points in their highest position of adjustment. If the torso belt adjusted height, as defined in S3 of FMVSS No. 210, is achieved by a method other than an adjustable anchor point, initially place the torso belt adjusted height at its highest position. Then move the adjustment device 38 mm (1.5 inches) downward with respect to its webbing or guide material. S5.1.6.5.2 Position the lower loading bar specified in S6.5 of this standard so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in any horizontal plane between 102 mm (4 inches) above and 102 mm (4 inches) below the seating reference point of the school bus passenger seat behind the test specimen. Position the upper loading bar described in S6.5 so that it is laterally centered behind the seat back with the bar's longitudinal axis in a transverse plane of the vehicle and in the horizontal plane 406 mm (16 inches) above the seating reference point of the school bus passenger seat behind the test specimen. S5.1.6.5.3 Apply a force of 3,114W N (700W pounds) horizontally in the forward direction through the lower loading bar specified at S6.5 at the pivot attachment point. Reach the specified load in not less than 5 and not more than 30 seconds. No sooner than 1.0 second after attaining the required force, reduce that force to 1,557W N (350W pounds) and maintain the pivot point position of the loading bar at the position where the 1,557W N (350W pounds) is attained until the completion of S5.1.6.5.7 of this standard. S5.1.6.5.4 Position the body block specified in Figure 3 of FMVSS No. 210 (49 CFR 571.210) under each torso belt (between the torso belt and the seat back) in the passenger seat and apply a preload force of 600 ±50 N (135 ±11 pounds) on each body block in a forward direction parallel to the longitudinal centerline of the vehicle pursuant to the specifications of Standard No. 210 (49 CFR 571.210). After preload application is complete, the origin of the 203 mm body block radius at any point across the 102 mm body block thickness shall lie within the zone defined by S5.1.6.5.4(a) and S5.1.6.5.4(b) as shown in Figure 9: (a) At or rearward of a transverse vertical plane of the vehicle located 100 mm longitudinally forward of the seating reference point. (b) Within 75 mm of the horizontal plane located midway between the horizontal plane passing through the school bus torso belt adjusted height, specified in S3 of Standard No. 210 (49 CFR 571.210), and the horizontal plane 100 mm below the seating reference point. S5.1.6.5.5 Load application. (a) Fixed Occupancy Seat. Table 4—Torso Body Block Forces for Fixed Occupancy Seats Gross vehicle weight rating True expression Applied force More than 4,536 kg (10,000 pounds) ((seat bench width in mm)—(380Y)) ≤25 mm (1 inch) 3,300 N (742 pounds). More than 4,536 kg (10,000 pounds) ((seat bench width in mm)—(380Y)) >25 mm (1 inch) 5,000 N (1,124 pounds). Less than or equal to 4,536 kg (10,000 pounds) ((seat bench width in mm)—(380Y)) ≤25 mm (1 inch) 5,000 N (1,124 pounds). Less than or equal to 4,536 kg (10,000 pounds) ((seat bench width in mm)—(380Y)) >25 mm (1 inch) 7,500 N (1,686 pounds). (b) Flexible Occupancy Seat. (1) For school buses with the gross vehicle weight rating listed in the first column of Table 5 and a bench seat in the maximum occupancy configuration for a flexible occupancy seat of Y + 1 seat belt positions as specified in S4.1(d), simultaneously apply the force listed in the second column of Table 5 to each body block. Table 5—Torso Body Block Forces in Maximum Occupancy Configuration Gross vehicle weight rating Applied force More than 4,536 kg (10,000 pounds) 3,300 N (742 pounds). Less than or equal to 4,536 kg (10,000 pounds) 5,000 N (1,124 pounds). (2) For a flexible occupancy seat in the minimum occupant configuration, apply the forces to each body block as specified in S5.1.6.5.5(a). S5.1.6.5.6 Reach the specified load in not less than 5 and not more than 30 seconds. While maintaining the load, measure the school bus torso belt anchor point and seat back point horizontal displacement and then remove the body block. S5.1.6.5.7 Move the upper bar forward against the seat back until a force of 44 N has been applied. Apply an additional force horizontally in the forward direction through the upper bar until 452W joules of energy have been absorbed in deflecting the seat back. The maximum travel of the pivot attachment point for the upper loading bar shall not exceed 356 mm as measured from the position at which the initial application of 44 N of force is attained and the maximum load must stay below the upper boundary of the force/deflection zone in Figure 1. Apply the additional load in not less than 5 seconds and not more than 30 seconds. Maintain the pivot attachment point at the maximum forward travel position for not less than 5 seconds, and not more than 10 seconds and release the load in not less than 5 seconds and not more than 30 seconds. (For the determination of S5.1.6.5.7, the energy calculation describes only the force applied through the upper loading bar, and the forward and rearward travel distance of the upper loading bar pivot attachment point measured from the position at which the application in this section of 44 N of force is attained.) S5.1.7 Buckle side length limit. S5.1.7.1 Buckle/latchplate limit plane. S5.1.7.2 Load application. S5.2 Restraining barrier requirements. S5.2.1 Barrier-seat separation. S5.2.2 Barrier height, position, and rear surface area. S5.2.3 Barrier performance forward. (a) The restraining barrier force/deflection curve shall fall within the zone specified in Figure 1; (b) Restraining barrier deflection shall not exceed 356 mm; (for computation of (a) and (b) the force/deflection curve describes only the force applied through the upper loading bar, and only the forward travel of the pivot attachment point of the loading bar, measured from the point at which the initial application of 44 N of force is attained.) (c) Restraining barrier deflection shall not interfere with normal door operation; (d) The restraining barrier shall not separate from the vehicle at any attachment point; and (e) Restraining barrier components shall not separate at any attachment point. S5.3 Impact zone requirements. S5.3.1 Head protection zone. S5.3.1.1 The head protection zones in each vehicle are the spaces in front of each school bus passenger seat which are not occupied by bus sidewall, window, or door structure and which, in relation to that seat and its seating reference point, are enclosed by the following planes; (a) Horizontal planes 305 mm and 1016 mm above the seating reference point; (b) A vertical longitudinal plane tangent to the inboard (aisle side) edge of the seat; and (c) A vertical longitudinal plane 83 mm inboard of the outboard edge of the seat; (d) Vertical transverse planes through and 762 mm forward of the reference point. S5.3.1.2 Head form impact requirement. shall not exceed 1,000 where “a” is the axial acceleration expressed as a multiple of “ g 1 2 S5.3.1.3 Head form force distribution. 2 S5.3.2 Leg protection zone. S5.3.2.1 The leg protection zones of each vehicle are those parts of the school bus passenger seat backs and restraining barriers bounded by horizontal planes 305 mm above and 102 mm below the seating reference point of the school bus passenger seat immediately behind the seat back or restraining barrier. S5.3.2.2 When any point on the rear surface of that part of a seat back or restraining barrier within any zone specified in S5.3.2.1 is impacted from any direction at 4.9 m/s by the knee form specified in S6.7, the resisting force of the impacted material shall not exceed 2,669 N and the contact area on the knee form surface shall not be less than 1,935 mm 2 S5.4 Each school bus having one or more locations designed for carrying a person seated in a wheelchair shall comply with S5.4.1 through S5.4.4 at each such wheelchair location. S5.4.1 Wheelchair securement anchorages. S5.4.1.1 Each wheelchair securement anchorage shall have a wheelchair securement device complying with S5.4.2 attached to it. S5.4.1.2 The wheelchair securement anchorages at each wheelchair location shall be situated so that— (a) A wheelchair can be secured in a forward-facing position. (b) The wheelchair can be secured by wheelchair securement devices at two locations in the front and two locations in the rear. (c) The front wheel of a three-wheeled wheelchair can be secured. S5.4.1.3 Each wheelchair securement anchorage shall be capable of withstanding a force of 13,344 Newtons applied as specified in paragraphs (a) through (d) of this section. When more than one securement device share a common anchorage, the anchorage shall be capable of withstanding a force of 13,344 Newtons multiplied by the number of securement devices sharing that anchorage. (a) The initial application force shall be applied at an angle of not less than 30 degrees, but not more than 60 degrees, measured from the horizontal. (See Figure 4.) (b) The horizontal projection of the force direction shall be within a horizontal arc of ±45 degrees relative to a longitudinal line which has its origin at the anchorage location and projects rearward for an anchorage whose wheelchair securement device is intended to secure the front of the wheelchair and forward for an anchorage whose wheelchair securement device is intended to secure the rear of the wheelchair. (See Figure 4.) (c) The force shall be applied at the onset rate of not more than 133,440 Newtons per second. (d) The 13,344 Newton force shall be attained in not more than 30 seconds, and shall be maintained for 10 seconds. S5.4.2 Wheelchair securement devices. (a) If incorporating webbing or a strap— (1) Comply with the requirements for Type 1 safety belt systems in S4.2, S4.3, and S4.4(a) of FMVSS No. 209, Seat Belt Assemblies (2) Provide a means of adjustment to remove slack from the device. (b) If not incorporating webbing or a strap, limit movement of the wheelchair through either the equipment design or a means of adjustment. S5.4.3 Wheelchair occupant restraint anchorages. S5.4.3.1 Each wheelchair location shall have: (a) Not less than one anchorage for the upper end of the upper torso restraint; and (b) Not less than two floor anchorages for wheelchair occupant pelvic and upper torso restraint. S5.4.3.2 Each wheelchair occupant restraint floor anchorage shall be capable of withstanding a force of 13,344 Newtons applied as specified in paragraphs (a) through (d). When more than one wheelchair occupant restraint share a common anchorage, the anchorage shall be capable of withstanding a force of 13,344 Newtons multiplied by the number of occupant restraints sharing that anchorage. (a) The initial application force shall be applied at an angle of not less than 45 degrees, but not more than 80 degrees, measured from the horizontal. (See Figure 5.) (b) The horizontal projection of the force direction shall be within a horizontal arc of ±45 degrees relative to a longitudinal line which has its origin at the anchorage and projects forward. (See Figure 5.) (c) The force shall be applied at an onset rate of not more than 133,440 Newtons per second. (d) The 13,344 Newton force shall be attained in not more than 30 seconds, and shall be maintained for 10 seconds. (e) When a wheelchair securement device and an occupant restraint share a common anchorage, including occupant restraint designs that attach the occupant restraint to the securement device or the wheelchair, the loads specified by S5.4.1.3 and S5.4.3.2 shall be applied simultaneously, under the conditions specified in S5.4.3.2 (a) and (b). (See Figure 6.) S5.4.3.3 Each anchorage for a wheelchair occupant upper torso restraint shall be capable of withstanding a force of 6,672 Newtons applied as specified in paragraphs (a) through (d). (a) The initial application force shall be applied at a vertical angle of not less than zero degrees, but not more than 40 degrees, below a horizontal plane which passes through the anchorage. (See Figure 7.) (b) The projection of the force direction onto the horizontal plane shall be within zero degrees and 45 degrees as measured from a longitudinal line with its origin at the anchorage and projecting forward. (See Figure 7.) (c) The force shall be applied at the onset rate of not more than 66,720 Newtons per second. (d) The 6,672 Newton force shall be attained in not more than 30 seconds, and shall be maintained for 10 seconds. S5.4.4 Wheelchair occupant restraints. (a) Each wheelchair location shall have wheelchair occupant pelvic and upper torso restraints attached to the anchorages required by S5.4.3. (b) Each wheelchair occupant restraint shall comply with the requirements for Type 2 safety belt systems in S4.2, S4.3, and S4.4(b) of FMVSS No. 209, Seat Belt Assemblies. S5.5 Labeling. (b) [Reserved] S6. Test conditions. S6.1 Test surface. S6.2 Tires. S6.3 Temperature. S6.4 Seat back position. S6.5 Loading bar. S6.5.1 A vertical or lateral force of 17,792 N applied externally through the pivot attachment point of the loading bar at any position reached during a test specified in this standard shall not deflect that point more than 25 mm. S6.6 Head form. S6.6.1 The direction of travel of the head form is coincidental with the straight line connecting the centerpoints of the two spherical outer surfaces which constitute the head form shape. S6.6.2 The head form is instrumented with an acceleration sensing device whose output is recorded in a data channel that conforms to the requirements for a 1,000 Hz channel class as specified in SAE Recommended Practice J211a (1971) (incorporated by reference, see § 571.5). The head form exhibits no resonant frequency below three times the frequency of the channel class. The axis of the acceleration sensing device coincides with the straight line connecting the centerpoints of the two hemispherical outer surfaces which constitute the head form shape. S6.6.3 The head form is guided by a stroking device so that the direction of travel of the head form is not affected by impact with the surface being tested at the levels called for in the standard. S6.7 Knee form. S6.7.1 The direction of travel of the knee form is coincidental with the centerline of the rigid cylinder. S6.7.2 The knee form is instrumented with an acceleration sensing device whose output is recorded in a data channel that conforms to the requirements of a 600 Hz channel class as specified in SAE Recommended Practice J211a (1971) (incorporated by reference, see § 571.5). The knee form exhibits no resonant frequency below three times the frequency of the channel class. The axis of the acceleration sensing device is aligned to measure acceleration along the centerline of the cylindrical knee form. S6.7.3 The knee form is guided by a stroking device so that the direction of travel of the knee form is not affected by impact with the surface being tested at the levels called for in the standard. S6.8 The head form, knee form, and contactable surfaces are clean and dry during impact testing. [41 FR 4018, Jan. 28, 1976] Editorial Note: For Federal Register www.govinfo.gov. § 571.223 Standard No. 223; Rear impact guards. S1. Scope. S2. Purpose. S3. Application. Rear Impact Protection S4. Definitions. In this standard, directional terms such as bottom, center, height, horizontal, longitudinal, transverse, rear Chassis Guard width Ground clearance Horizontal member Hydraulic guard Load path Rear impact guard Rigid test fixture S5. Requirements. S5.1 Projected Vertical Height. S5.2 Strength and Energy Absorption. i.e., S5.2.1 Guard Strength. (a) A force of 50,000 N applied in accordance with S6.6 of this section at test location P1 on either the left or the right side of the guard as defined in S6.4(a) of this section. (b) A force of 50,000 N applied in accordance with S6.6 of this section at test location P2 as defined in S6.4(b) of this section. (c) A uniform distributed force of at least 350,000 N applied across the horizontal member, as specified in S6.8 of this section and in accordance with S6.6 of this section. S5.2.2 Guard Energy Absorption. (a) A guard, other than a hydraulic guard or one installed on a tanker trailer, when subjected to a uniform distributed load applied in accordance with S6.6(c) of this section: (1) Shall absorb by plastic deformation at least 20,000 J of energy within the first 125 mm of deflection without eliminating any load path that existed before the test was initiated; and (2) Have a ground clearance not exceeding 560 mm, measured at each support to which the horizontal member is attached, as shown in Figure 4 of this section, after completion of the load application. (b) A guard, other than a hydraulic guard or one installed on a tanker trailer, that demonstrates resistance to a uniform distributed load greater than 700,000 N applied in accordance with S6.6(b) of this section, need not meet the energy absorption requirements of S5.2.2(a) of this section but must have a ground clearance not exceeding 560 mm at each vertical support to which the horizontal member is attached after completion of the 700,000 N load application. S5.3 Labeling. (a) The guard manufacturer's name and address. (b) The statement: “Manufactured in ________” (inserting the month and year of guard manufacture). (c) The letters “DOT”, constituting a certification by the guard manufacturer that the guard conforms to all requirements of this standard. S5.4 Guard Attachment Hardware. S5.5 Installation Instructions. (a) Vehicles on which the guard can be installed. Vehicles may be designated by listing the make and model of the vehicles for which the guard is suitable, or by specifying the design elements that would make any vehicle an appropriate host for the particular guard (e.g., vehicles with frame rails of certain spacing and gauge of steel). (b) A description of the chassis surface to which the guard will be attached, including frame design types with dimensions, material thickness, and tire track width. This description shall be detailed enough to permit the agency to locate and duplicate the chassis surface during compliance testing. (c) An explanation of the method of attaching the guard to the chassis of each vehicle make and model listed or to the design elements specified in the instructions or procedures. The principal aspects of vehicle chassis configuration that are necessary to the proper functioning of the guard shall be specified including the maximum allowable vertical distance between the bottom edge of the horizontal member of the guard and the ground to ensure post-test ground clearance requirements are met. If the chassis strength is inadequate for the guard design, the instructions or procedures shall specify methods for adequately reinforcing the vehicle chassis. Procedures for properly installing any guard attachment hardware shall be provided. S6. Guard Test Procedures. S6.1 Preparation of Hydraulic Guards. S6.2 Guard Installation for Strength and Energy Absorption Tests. (a) The rear impact guard is attached to a test device. (b) The test device for the compliance test will be whichever of the following devices, if either was used, the manufacturer used as a basis for its certification of the guard in S5.3(c) of this section. If the manufacturer did not use one of these devices or does not specify a device when asked by the agency, the agency may choose either of the following devices— (1) A rigid test fixture. In the case of testing on a rigid test fixture NHTSA will consult the installation instructions or procedures to determine the surface or structure that the guard is supposed to be mounted to and mount it to the rigid test fixture in the same way. (2) A complete trailer for which installation of the guard is suitable, as provided in the manufacturer's installation instructions or procedures required by S5.5 of this section. The trailer chassis is secured so that it behaves essentially as a fixed object during the test, such that the test must be passed no matter how little it moves during the test. (c) The guard is attached in accordance with the instructions or procedures for guard attachment provided by the guard manufacturer for that guard as required by S5.5 of this section. S6.3 Point Load Force Application Device. S6.4 Point Load Test Locations. (a) Point Load Test location P1 is the point on the rearmost surface of the horizontal member of the guard that: (1) Is located at a distance of 3/8 (2) Lies on either side of the center of the guard's horizontal member; and (3) Is 50 mm above the bottom of the guard. (b) Point Load Test location P2 is the point on the rearmost surface of the horizontal member of the guard that: (1) Lies in the longitudinal vertical plane passing through the center of the guard's horizontal member; and (2) Is 50 mm above the bottom of the guard. S6.5 Positioning of Force Application Device. (a) The center point of the contact surface of the force application device is aligned with and touching the guard test location, as defined by the specifications of S6.4 of this section for the point load test locations, and S6.8 of this section for the uniform distributed load test location. (b) The longitudinal axis of the force application device passes through the test location and is perpendicular to the transverse vertical plane that is tangent to the rearmost surface of the guard's horizontal member. (c) If the guard is tested on a rigid test fixture, the vertical distance from the bottom edge of the horizontal member to the ground at the location of each support to which the horizontal member is attached, shall be measured. S6.6 Force Application. (a) Using the force application device, apply force to the guard in a forward direction such that the displacement rate of the force application device is the rate, plus or minus 10 percent, designated by the guard manufacturer within the range of 2.0 cm per minute to 9.0 cm per minute. If the guard manufacturer does not designate a rate, any rate within that range may be chosen. (b) If conducting a strength test to satisfy the requirement of S5.2.1 or S5.2.2(b) of this section, the force is applied until the forces specified in S5.2.1 or S5.2.2(b) of this section have been exceeded, or until the displacement of the force application device has reached at least 125 mm whichever occurs first. (c) If conducting a test to be used for the calculation of energy absorption levels to satisfy the requirement of S5.2.2(a) of this section, apply a uniform distributed force to the guard until displacement of the force application device, specified in S6.7 of this section, has reached 125 mm. For calculation of guard energy absorption, the value of force is recorded at least ten times per 25 mm of displacement of the contact surface of the loading device. Reduce the force until the guard no longer offers resistance to the force application device. Produce a force vs. deflection diagram of the type shown in Figure 2 of this section using this information. Determine the energy absorbed by the guard by calculating the shaded area bounded by the curve in the force vs. deflection diagram and the abscissa (X-axis). (d) During each force application, the force application device is guided so that it does not rotate. At all times during the application of force, the location of the longitudinal axis of the force application device remains constant. S6.7 Uniform Distributed Load Force Application Device. S6.8 Uniform Distributed Load Test Location. (a) Is centered in the longitudinal vertical plane passing through the center of the guard's horizontal member; and (b) Is centered 50 mm above the bottom of the guard. S6.9 Ground Clearance Measurement. (a) For the test device attached to a complete trailer as specified in S6.2 of this section, the ground clearance of the guard at the vertical supports to which the horizontal member is attached shall be measured after completion of the uniform distributed load test in accordance with S6.6(b) or S6.6(c) of this section. (b) For the test device attached to a rigid test fixture as specified in S6.2 of this section, the vertical distance from the ground to the bottom edge of the horizontal member at the vertical supports to which the horizontal member is attached shall be measured after completion of the uniform distributed load test in accordance with S6.6(b) or S6.6(c) of this section and subtracted from the corresponding ground clearance measured before the load application in accordance with S6.5(c) of this section. The difference in ground clearance before and after the load application is added to the allowable maximum vertical distance between the bottom edge of the horizontal member of the guard and the ground as specified in S5.5(c) of this section, to obtain the ground clearance after completion of the uniform distributed load test. [61 FR 2030, Jan. 24, 1996, as amended at 63 FR 3662, Jan. 26, 1998; 69 FR 67662, Nov. 19, 2004; 87 FR 42366, July 15, 2022] § 571.224 Standard No. 224; Rear impact protection. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Chassis Horizontal member Low chassis vehicle Outer Outboard Pulpwood trailer Rear extremity (1) Tail lamps; (2) Rubber bumpers; (3) Hinges and latches; and (4) Flexible aerodynamic devices capable of being folded to within 305 mm from the transverse vertical plane tangent to the rear most surface of the horizontal member for vertical heights below 1,740 mm above ground and, when positioned as they normally are when the trailer is in motion, are located forward of the transverse plane that is tangent to the rear bottom edge of the horizontal member and intersecting a point located 1,210 mm rearward of the horizontal member and 1,740 mm above the ground. Road construction controlled horizontal discharge trailer Rounded corner Side extremity Special purpose vehicle (1) Has work performing equipment that, while the vehicle is in transit, resides in or moves through any portion of the space bounded: (i) Vertically from the ground to a horizontal plane 660 mm above the ground; (ii) Laterally the full width of the trailer, determined by the trailer's side extremities as defined in S4 of this section; and (iii) From the rear extremity of the trailer as defined in S4 of this section to a transverse vertical plane 305 mm forward of the rear extremity of the trailer; or (2) Is equipped with a loading platform that, while the vehicle is in transit, is completely stowed in the space bounded by a plane tangent to the underside of the vehicle, the ground, the rear extremity of the vehicle, and the rearmost axle, and that, when operated, deploys from its stowed position to the rear of the vehicle through any portion of the space described above. Wheels back vehicle S5. Requirements. S5.1 Installation; vehicle configuration. Rear Impact Guards S5.1.1 Guard width. S5.1.2 Guard height. S5.1.3 Guard rear surface. S5.2 Installation Requirements. Rear Impact Guards [61 FR 2035, Jan. 24, 1996, as amended at 63 FR 3662, Jan. 26, 1998; 69 FR 64500, Nov. 5, 2004; 69 FR 67668, Nov. 19, 2004; 71 FR 9277, Feb. 23, 2006; 87 FR 42372, July 15, 2022] § 571.225 Standard No. 225; Child restraint anchorage systems. S1. Purpose and scope. S2. Application. S3. Definitions. Child restraint anchorage Child restraint anchorage system (a) Two lower anchorages meeting the requirements of S9; and (b) A tether anchorage meeting the requirements of S6. Child restraint fixture (CRF) Funeral coach Rear designated seating position Seat bight SFAD 1 SFAD 2 Shuttle bus Tether anchorage Tether strap Tether hook S4. General vehicle requirements. S4.1 Each tether anchorage and each child restraint anchorage system installed, either voluntarily or pursuant to this standard, in any new vehicle manufactured on or after September 1, 1999, shall comply with the configuration, location, marking and strength requirements of this standard. The vehicle shall be delivered with written information, in English, on how to appropriately use those anchorages and systems. S4.2 Vehicles shall be equipped as specified in paragraphs S4.2(a) through (c), except as provided in S5 of this standard. (a) Each vehicle with three or more forward-facing rear designated seating positions shall be equipped as specified in S4.2(a)(1) and (2). (1) Each vehicle shall be equipped with a child restraint anchorage system conforming to the requirements of S6 and S9 of this standard at not fewer than two forward-facing rear designated seating positions. At least one of the child restraint anchorage systems shall be installed at a forward-facing seating position in the second row in each vehicle that has three or more rows, if such a forward-facing seating position is available in that row. (2) Each vehicle shall be equipped with a tether anchorage conforming to the requirements of S6 of this standard at a third forward-facing rear designated seating position. The tether anchorage of a child restraint anchorage system may count towards the third required tether anchorage. In each vehicle with a forward-facing rear designated seating position other than an outboard designated seating position, at least one tether anchorage (with or without the lower anchorages of a child restraint anchorage system) shall be at such a designated seating position. (b) Each vehicle with not more than two forward-facing rear designated seating positions shall be equipped with a child restraint anchorage system conforming to the requirements of S6 and S9 of this standard at each forward-facing rear designated seating position. (c) Each vehicle without any forward-facing rear designated seating position shall be equipped with a tether anchorage conforming to the requirements of S6 of this standard at each forward-facing front passenger designated seating position. S4.3 Movable seats. (b) Tether and lower anchorages shall be available for use at all times, except when the seating position for which it is installed is not available for use because the vehicle seat has been removed or converted to an alternate use such as allowing for the carrying of cargo. S5 General exceptions. S5.1 Vehicles manufactured before September 1, 2031. (b) A vehicle may be equipped with a built-in child restraint system conforming to the requirements of Standard No. 213 (§ 571.213) or Standard No. 213b (§ 571.213b) as applicable, instead of one of the required tether anchorages or child restraint anchorage systems. (c) Vehicles with no air bag in front passenger designated position: (1) Each vehicle that does not have a rear designated seating position and does not have an air bag installed at front passenger designated seating positions pursuant to a temporary exemption granted by NHTSA under 49 CFR part 555, must have a child restraint anchorage system installed at a front passenger designated seating position. In the case of convertibles, the front designated passenger seating position need have only the two lower anchorages meeting the requirements of S9 of this standard. (2) Each vehicle that has a rear designated seating position and meets the conditions in S4.5.4.1(b) of Standard No. 208 (§ 571.208), and does not have an air bag installed at front passenger designated seating positions pursuant to a temporary exemption granted by NHTSA under 49 CFR part 555, must have a child restraint anchorage system installed at a front passenger designated seating position in place of one of the child restraint anchorage systems that is required for the rear seat. In the case of convertibles, the front designated passenger seating position need have only the two lower anchorages meeting the requirements of S9 of this standard. (d) A vehicle that does not have an air bag on-off switch meeting the requirements of S4.5.4 of Standard No. 208 (§ 571.208) shall not have any child restraint anchorage system installed at a front designated seating position. (e) A vehicle with a rear designated seating position for which interference with transmission and/or suspension components prevents the location of the lower bars of a child restraint anchorage system anywhere within the zone described by S9.2 of this standard is excluded from the requirement to provide a child restraint anchorage system at that position. However, except as provided elsewhere in this S5, such a vehicle must have a tether anchorage at a front passenger designated seating position. S5.2 Vehicles manufactured on or after September 1, 2031. (b) A vehicle may be equipped with a built-in child restraint system conforming to the requirements of Standard No. 213b (§ 571.213b) instead of one of the required tether anchorages or child restraint anchorage systems. (c) Vehicles with no air bag in front passenger designated position: (1) Each vehicle that does not have a rear designated seating position and does not have an air bag installed at front passenger designated seating positions pursuant to a temporary exemption granted by NHTSA under 49 CFR part 555 must have a child restraint anchorage system installed at a front passenger designated seating position. (2) Each vehicle that has a rear designated seating position and meets the conditions in S4.5.4.1(b) of Standard No. 208 (§ 571.208), and does not have an air bag installed at front passenger designated seating positions pursuant to a temporary exemption granted by NHTSA under 49 CFR part 555, must have a child restraint anchorage system installed at a front passenger designated seating position in place of one of the child restraint anchorage systems that is required for the rear seat. (d) A vehicle that does not have an air bag on-off switch meeting the requirements of S4.5.4 of Standard No. 208 (§ 571.208), shall not have any child restraint anchorage system installed at a front designated seating position. S6. Requirements for tether anchorages. S6.1 Configuration of the tether anchorage. S6.1.1 Each tether anchorage shall: (a) Permit the attachment of a tether hook of a child restraint system meeting the configuration and geometry specified in figure 11 of Standard No. 213 (figure 11 to § 571.213); (b) Be accessible without the need for any tools other than a screwdriver or coin; (c) Once accessed, be ready for use without the need for any tools; and (d) Be sealed to prevent the entry of exhaust fumes into the passenger compartment. S6.1.2 Each tether anchorage shall: (a) Consist of a rigid bar of any cross-section shape that permits the attachment of a tether hook (of a child restraint system) meeting the configuration and geometry specified in figure 11 of Standard No. 213 (figure 11 to § 571.213), except in buses with a GVWR less than or equal to 10,000 pounds and vehicles that use a routing device per S6.2.1.2; (b) Be accessible without the need for any tools and without folding the seat back (other than the head restraint) or removing carpet or other vehicle components (other than cargo covers) to access the anchorages. Individual tether anchorages may be covered with a cap, flap, or cover, provided that any cap, flap, or, cover is specifically designed to be opened, moved aside, or to otherwise give unobstructed access to the anchorage and is labeled with the symbol shown in figure 25 to this section; (c) Once accessed, be ready for use without the need for any tools; and (d) Be sealed to prevent the entry of exhaust fumes into the passenger compartment. S6.2 Location of the tether anchorage. S6.2.1 Subject to S6.2.1.2, the part of each tether anchorage that attaches to a tether hook must be located within the shaded zone shown in figures 3 through 7 to this section of the designated seating position for which it is installed. The zone is defined with reference to the seating reference point ( see S6.2.1.1 [Reserved] S6.2.1.2 In the case of a vehicle that— (a) Has a user-ready tether anchorage for which no part of the shaded zone shown in Figures 3 to 7 of this standard of the designated seating position for which the anchorage is installed is accessible without removing a seating component of the vehicle; and (b) Has a tether strap routing device that is— (1) Not less than 65 mm behind the torso line for that seating position, in the case of a flexible routing device or a deployable routing device, measured horizontally and in a vertical longitudinal plane; or (2) Not less than 100 mm behind the torso line for that seating position, in the case of a fixed rigid routing device, measured horizontally and in a vertical longitudinal plane, the part of that anchorage that attaches to a tether hook may, at the manufacturer's option (with said option selected prior to, or at the time of, certification of the vehicle) be located outside that zone. (c) The measurement of the location of the flexible or deployable routing device described in S6.2.1.2(b)(1) is made with SFAD 2 properly attached to the lower anchorages. A 40 mm wide nylon tether strap is routed through the routing device and attached to the tether anchorage in accordance with the written instructions required by S12 of this standard. The forwardmost contact point between the strap and the routing device must be within the stated limit when the tether strap is flat against the top surface of the SFAD and tensioned to 55 to 65 N. In seating positions without lower anchorages of a child restraint anchorage system, the SFAD 2 is held with its central lateral plane in the central vertical longitudinal plane of the seating position. The adjustable anchor attaching bars of the SFAD 2 are replaced by spacers that end flush with the back surface of the SFAD. S6.2.2 Subject to S6.2.2.2, the part of each tether anchorage to which a tether hook attaches must be located within the shaded zone shown in figures 3 through 7 to this section of the designated seating position for which it is installed. The zone is defined with reference to the seating reference point ( see S6.2.2.1 Subject to S6.2.2.2, for vehicles with adjustable or removable head restraints or no head restraints, the tether anchorage to which a tether hook attaches must be located outside the zone created by a 325 mm radius sphere with its center on the R-point and truncated horizontally at 230 mm below the sphere's center as shown in figures 8 and 9 to this section. S6.2.2.2 In the case of a vehicle that— (a) Has a user-ready tether anchorage for which no part of the shaded zone shown in figures 4 through 7 and 10 to this section of the designated seating position for which the anchorage is installed is accessible without the need for folding the seatback (other than the head restraint) or removing a seating component of the vehicle; and (b) Has a tether strap routing device that is— (1) Not less than 65 mm behind the torso line for that seating position, in the case of a flexible routing device or a deployable routing device, measured horizontally and in a vertical longitudinal plane; or (2) Not less than 100 mm behind the torso line for that seating position, in the case of a fixed rigid routing device, measured horizontally and in a vertical longitudinal plane, the part of that anchorage that attaches to a tether hook may, at the manufacturer's option (with said option selected prior to, or at the time of, certification of the vehicle) be located outside that zone. (c) The measurement of the location of the flexible or deployable routing device described in S6.2.2.2(b)(1) is made with SFAD 2 properly attached to the lower anchorages. A 40 mm wide nylon tether strap is routed through the routing device and attached to the tether anchorage in accordance with the written instructions required by S12 of this standard. The forwardmost contact point between the strap and the routing device must be within the stated limit when the tether strap is flat against the top surface of the SFAD and tensioned to 55 to 65 N. In seating positions without lower anchorages of a child restraint anchorage system, the SFAD 2 is held with its central lateral plane in the central vertical longitudinal plane of the seating position. The adjustable anchorage attaching bars of the SFAD 2 are replaced by spacers that end flush with the back surface of the SFAD 2. S6.3 Strength requirements for tether anchorages. (b) Provisions for simultaneous and sequential testing: (1) In the case of vehicle seat assemblies equipped with more than one tether anchorage, the force referred to in this S6.3 may, at the agency's option, be applied simultaneously to each of those tether anchorages. However, that force may not be applied simultaneously to tether anchorages for any two adjacent seating positions whose midpoints are less than 400 mm apart, as measured in accordance with S6.3(b)(i) and (ii) and figure 20 to this section. (i) The midpoint of the seating position lies in the vertical longitudinal plane that is equidistant from vertical longitudinal planes through the geometric center of each of the two lower anchorages at the seating position. For those seating positions that do not provide lower anchorages, the midpoint of the seating position lies in the vertical longitudinal plane that passes through the SgRP of the seating position. (ii) Measure the distance between the vertical longitudinal planes passing through the midpoints of the adjacent seating positions, as measured along a line perpendicular to the planes. (2) A tether anchorage of a particular child restraint anchorage system will not be tested with the lower anchorages of that anchorage system if one or both of those lower anchorages have been previously tested under this standard. S6.4 Marking and conspicuity requirements for tether anchorages. (a) For each tether anchorage installed pursuant to S4 of this standard, there shall be a permanent marking that: (1) Consists of one of the pictograms shown in figure 25 to this section that is not less than 20 mm in height; (2) Except for vehicles that use a routing device per S6.2.2.2, the center of the pictogram in the longitudinal direction must be in the vertical longitudinal plane that passes through the center of the tether anchorage bar (± half of the tether anchorage length), as shown in figure 26 (Left) to this section; or the center of the pictogram in the lateral direction must be in the horizontal lateral plane that passes through the center of the tether anchorage bar (± half of the pictogram height), as shown in figure 26 (right) to this section. (3) The nearest edge of the marking shall be located not more than 100 mm away from the tether anchorage bar as shown in figure 27 to this section. No other attachment feature to secure occupant items ( i.e., (b) The tether anchorage bar may be covered by a cap or cover that is removable without the use of any tool, provided that the cap or cover is permanently labeled with a marking meeting the requirements of S6.4(a)(1). If the cap or cover is permanently attached to the vehicle, the tether anchorage is not required to be separately marked. If the cap or cover is not permanently attached to the vehicle, the tether anchorage must also be marked with the symbol meeting S6.4(a)(1) through (3). (c) For vehicles that have a cargo cover that needs to be moved or removed to access the tether anchorages, the cargo cover must be permanently marked with the symbol meeting S6.4.1(a)(1) of this standard for each tether anchorage that is accessible under the cargo cover. Tether anchorages under the cargo cover must also be marked per S6.4(a). S7. Test conditions for testing tether anchorages. The test conditions described in paragraphs (a) and (b) of S7 apply to the test procedures in S8. (a) Vehicle seats are adjusted to their full rearward and full downward position and the seat back is placed in its most upright position. When SFAD 2 is used in testing and cannot be attached to the lower anchorages with the seat back in this position, adjust the seat back as recommended by the manufacturer in its instructions for attaching child restraints. If no instructions are provided, adjust the seat back to the position that enables SFAD 2 to attach to the lower anchorages that is the closest to the most upright position. (b) Head restraints are adjusted in accordance with the manufacturer's instructions, provided pursuant to S12, as to how the head restraints should be adjusted when using the child restraint anchorage system. If instructions with regard to head restraint adjustment are not provided pursuant to S12, the head restraints are adjusted to any position. S8 Test procedures. S8.1 Apply the force specified in S6.3 as follows— (a) Use the following specified test device, as appropriate: (1) SFAD 1, to test a tether anchorage at a designated seating position that does not have a child restraint anchorage system; or, (2) SFAD 2, to test a tether anchorage at a designated seating position that has a child restraint anchorage system. (b) Attach the SFAD 1 to the vehicle seat using the vehicle belts or the SFAD 2 to the lower anchorages of the child restraint anchorage system, as appropriate, and attach the test device to the tether anchorage, in accordance with the manufacturer's instructions provided pursuant to S12 of this standard. For the testing specified in this procedure, if SFAD 1 cannot be attached using the vehicle belts because of the location of the vehicle belt buckle, the test device is attached by material whose breaking strength is equal to or greater than the breaking strength of the webbing for the seat belt assembly installed as original equipment at that seating position. The geometry of the attachment duplicates the geometry, at the pre-load point, of the attachment of the originally installed seat belt assembly. All belt systems (including the tether) used to attach the test device are tightened to a tension of not less than 53.5 N and not more than 67 N on the webbing portion of the belt. For SFAD 1, apply a rearward force of 135 N ±15 N, in a horizontal plane through point “X” of SFAD 1. While maintaining the force, tighten the vehicle seat belt to a tension of not less than 53.5 N and not more than 67 N measured at the lap portion of the seat belt and maintain the tension during the preload, lock the seat belt retractor, and tighten the tether belt strap to remove all slack. A rearward force of 135 N ±15 N is applied to the center of the lower front crossmember of SFAD 2 to press the device against the seat back as the fore-aft position of the rearward extensions of the SFAD is adjusted to remove any slack or tension. (c) Apply the force— (1) Initially, in a forward direction in a vertical longitudinal plane and through the Point X on the test device; and (2) Initially, along a line through the X point and at an angle of 10 ±5 degrees above the horizontal. Apply a preload force of 500 N to measure the angle; and then (3) Increase the pull force as linearly as practicable to a full force application of 15,000 N in not less than 24 seconds and not more than 30 seconds, and maintain at a 15,000 N level for 1 second. S8.2 [Reserved] S9. Requirements for the lower anchorages of the child restraint anchorage system. S9.1 Configuration of the lower anchorages S9.1.1 The lower anchorages shall consist of two bars that— (a) Are 6 mm ±.1 mm in diameter; (b) Are straight, horizontal and transverse; (c) As shown in Figure 21, are: (i) Not less than 25 mm in length, and (ii) Are not more than 60 mm in length between the anchor bar supports or other structural members of the vehicle that restrict lateral movement of the components of a child restraint that are designed to attach to the bars, measured in a vertical plane 7 mm rearward of the vertical plane that is tangent of the rearward face of the anchor bar. (d) The bars must not be capable of being stowable or foldable. (e) [Reserved] (f) Are part of the vehicle, such that they can only be removed by use of a tool, such as a screwdriver or wrench; and (g) Are rigidly attached to the vehicle such that they will not deform more than 5 mm when subjected to a 100 N force in any direction. S9.2 Location of the lower anchorages. S9.2.1 The anchorage bars are located at the vehicle seating position by using the CRF rearward extensions, with the CRF placed against or near the vehicle seat back. With the CRF attached to the anchorages and resting on the seat cushion, the bottom surface shall have attitude angles within the limits in the following table, angles measured relative to the vehicle horizontal, longitudinal and transverse reference planes. Table to S9.2.1 Pitch 15° ±10° Roll 0° ±5° Yaw 0° ±10° Note: S9.2.2 With adjustable seats adjusted as described in S9.2.3, each lower anchorage bar shall be located so that a vertical transverse plane tangent to the front surface of the bar is: (a) Not more than 70 mm behind the corresponding point Z of the CRF, measured parallel to the bottom surface of the CRF and in a vertical longitudinal plane, while the CRF is pressed against the seat back by the rearward application of a horizontal force of 100 N at point A on the CRF; and (b) Not less than 120 mm behind the vehicle seating reference point, measured horizontally and in a vertical longitudinal plane. S9.2.3 Adjustable seats are adjusted as follows: (a) Place adjustable seat backs in the manufacturer's nominal design riding position in the manner specified by the manufacturer; and (b) Place adjustable seats in the full rearward and full downward position. S9.2.4 The lower anchorages shall be located such that the lower anchorage depth tool depicted in Drawing Package, Anchorage Depth Tool, see S9.2.5 The lower anchorages shall be located such that the tool depicted in Drawing Package, Clearance Angle Tool, see S9.3 Adequate fit of the lower anchorages. (a) Place adjustable seat backs in the manufacturer's nominal design riding position in the manner specified by the manufacturer; and (b) Place adjustable seats in the full rearward and full downward position. (c) To facilitate installation of the CRF in a vehicle seat, the side, back and top frames of the CRF may be removed for installation in the vehicle, as indicated in Figure 1A of this standard. If necessary, the height of the CRF may be 560 mm. S9.4 Strength of the lower anchorages. S9.4.1 When tested in accordance with S11, the lower anchorages shall not allow point X on SFAD 2 to be displaced horizontally more than the distances specified below, after preloading the device— (a) 175 mm, when a force of 11,000 N is applied in a forward direction in a vertical longitudinal plane; and (b) 150 mm, for lower anchorages when a force of 5,000 N is applied in a lateral direction in a vertical longitudinal plane that is 75 ±5 degrees to either side of a vertical longitudinal plane. S9.4.1.1 Forces described in S9.4.1(a), forward direction, shall be applied with an initial force application angle of 10 ±5 degrees above the horizontal. Forces described in S9.4.1(b), lateral direction, shall be applied horizontally (0 ±5 degrees). S9.4.1.2 The amount of displacement is measured relative to an undisturbed point on the vehicle body. S9.4.2 Provisions for simultaneous and sequential testing. (1) The midpoint of the seating position lies in the vertical longitudinal plane that is equidistant from vertical longitudinal planes through the geometric center of each of the two lower anchorages at the seating position. (2) Measure the distance between the vertical longitudinal planes passing through the midpoints of the adjacent seating positions, as measured along a line perpendicular to the planes. (b) The lower anchorages of a particular child restraint anchorage system will not be tested if one or both of the anchorages have been previously tested under this standard. S9.5 Marking and conspicuity requirements. S9.5.1 Requirements for lower anchors. (a) For each bar installed pursuant to S4, the vehicle shall be permanently marked with a circle: (1) That is not less than 13 mm in diameter; (2) That is either solid or open, with or without words, symbols, or pictograms, provided that if words, symbols or pictograms are used, their meaning is explained to the consumer in writing, such as in the vehicle's owner's manual; and (3) That is located such that its center is on each seat back between 50 and 100 mm above or on the seat cushion 100 ±25 mm forward of the intersection of the vertical transverse and horizontal longitudinal planes intersecting at the horizontal centerline of each lower anchorage, as illustrated in figure 22 to this section. The center of the circle must be in the vertical longitudinal plane that passes through the center of the bar (±25 mm). (4) The circle may be on a tag. (b) The vehicle shall be configured such that the following is visible: Each of the bars installed pursuant to S4, or a permanently attached guide device for each bar. The bar or guide device must be visible without the compression of the seat cushion or seat back, when the bar or device is viewed, in a vertical longitudinal plane passing through the center of the bar or guide device, along a line making an upward 30-degree angle with a horizontal plane. Seat backs are in the nominal design riding position. The bars may be covered by a removable cap or cover, provided that the cap or cover is permanently marked with words, symbols or pictograms whose meaning is explained to the consumer in written form as part of the owner's manual. S9.5.2 Requirements for lower anchors. (a) For each bar installed pursuant to S4, the vehicle shall be permanently marked with a symbol that: (1) Is not less than 13 mm in diameter; (2) Contains the pictogram shown in figure 24 to this section; and (3) Is located such that its center is on each seat back between 50 and 100 mm above or on the seat cushion between 100 to −50 mm forward of the intersection of the vertical transverse and horizontal longitudinal planes intersecting at the horizontal centerline of each lower anchorage, as illustrated in figure 19 to this section. The center of the symbol must be in the vertical longitudinal plane that passes through the center of the bar (±25 mm). (4) The symbol may be on a tag. (b) The bars may be covered by a removable cap or cover, provided that the cap or cover is permanently marked with the pictogram shown in figure 24 to this section. If the cap or cover is permanently attached to the vehicle, the lower anchorage bars are not required to be separately marked with the pictogram. If the cap or cover is not permanently attached to the vehicle, the lower anchorage bars must also be marked with the symbol meeting S9.5.2(a)(1) through (4). S10. Test conditions for testing the lower anchorages. (a) Adjust vehicle seats to their full rearward and full downward position and place the seat backs in their most upright position. When SFAD 2 is used in testing and cannot be attached to the lower anchorages with the seat back in this position, adjust the seat back as recommended by the manufacturer in its instructions for attaching child restraints. If no instructions are provided, adjust the seat back to the position closest to the upright position that enables SFAD 2 to attach to the lower anchorages. (b) Head restraints are adjusted in accordance with the manufacturer's instructions, provided pursuant to S12, as to how the head restraints should be adjusted when using the child restraint anchorage system. If instructions with regard to head restraint adjustment are not provided pursuant to S12, the head restraints are adjusted to any position. S11. Test procedures. (a) Strength requirements Forward force direction. (2) Lateral force direction. (b) Clearance angle. (c) Anchorage depth. see S12. Written instructions. S12.1 Written instructions shall: (a) Indicate which seating positions in the vehicle are equipped with tether anchorages and child restraint anchorage systems; (b) In the case of vehicles required to be marked as specified in paragraphs S4.1 and S9.5 of this standard, explain the meaning of markings provided to locate the lower anchorages of child restraint anchorage systems; and (c) Include instructions that provide a step-by-step procedure, including diagrams, for properly attaching a child restraint system's tether strap to the tether anchorages. S12.2 Written instructions shall: (a) Indicate which seating positions in the vehicle are equipped with tether anchorages and child restraint anchorage systems; (b) In the case of vehicles required to be marked as specified in paragraphs S4.1 and S9.5 of this standard, explain the meaning of markings provided to locate the lower anchorages of child restraint anchorage systems and the top tether anchorages; (c) Include instructions that provide a step-by-step procedure, including diagrams, for properly attaching a child restraint system's tether strap to the tether anchorages; (d) Include instructions on how to locate and access the tether anchorage and the lower anchorages; and (e) Use the following terms when referring to the different components of the child restraint anchorage system that are used to connect the child restraint system to the vehicle: “lower anchor” means the lower anchorage of the child restraint anchorage system in the vehicle, “tether anchor” means the top tether anchorage of the child restraint anchorage system in the vehicle, “lower anchor attachment” means the child restraint system or the detachable base's (in the case of a rear-facing child restraint with a detachable base) lower anchorage connector and the lower anchorage strap (for flexible lower anchorage attachments), “rigid lower anchor attachment” means the child restraint system or the detachable base's (in the case of a rear-facing child restraint with a detachable base) lower anchorage connector that is rigidly attached to the CRS or detachable base, respectively, and does not have a lower anchorage strap, and “tether” means the child restraints system's tether hook and tether strap. S13 Phase-in schedule. S13.1 Vehicle certification information. S13.1.1 Pre phase-in. S13.1.2 Phase-in year 1. S13.1.3 Phase-in year 2. S13.1.4 Phase-in year 3 and beyond. S13.2 Vehicles produced by more than one manufacturer. S13.2.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S13.1.1 through S13.1.4, a vehicle produced by more than one manufacturer shall be attributed to a single manufacturer as follows: (a) A vehicle which is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer which markets the vehicle. S13.2.2 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturers so specified and the manufacturer to which the vehicle would otherwise be attributed under S13.2.1. Figures to § 571.225 Figure 8 to § 571.225. Side View of 325 mm Radius Sphere Zone From R-Point, Truncated at 230 mm Below the Center Figure 9 to § 571.225. Three-Dimensional 325 mm Radius Sphere Zone From R-Point, Truncated Along the Lower Edge at 230 mm Below Its Center Figure 10 to § 571.225—Side View. User Ready Tether Anchorage Location Figure 11 to § 571.225 [Reserved] Figure 19 to § 571.225. Placement of Symbol on the Seat Back and Seat Cushion of Vehicle Figure 23 to § 571.225. Clearance Angle Tool Figure 24 to § 571.225—Lower Anchorage Symbol Note 1 to Figure 24 to § 571.225: Drawing not to scale. Note 2 to Figure 24 to § 71.225: Symbol may be shown in mirror image. Note 3 to Figure 24 to § 571.225: Color of the symbol at the option of the manufacturer. Figure 25 to § 571.225. Tether Anchorage Symbols Note 1 to Figure 25 to § 571.225: Drawing not to scale. Note 2 to Figure 25 to § 571.225: Symbol may be shown in mirror image. Note 3 to Figure 25 to § 571.225: Color of the symbol at the option of the manufacturer. Figure 26 to § 571.225. Tether Anchorage Marking Location—Alignment (No Cover) Note 1 to Figure 26 to § 571.225: (Tolerance of ± half of the anchorage length)/(Tolerance of ± half of the pictogram height). Figure 27 to § 571.225. Tether Anchorage Marking Location—Distance (No Cover) Figure 28 to § 571.225. Anchorage Depth Tool [64 FR 10823, Mar. 5, 1999, as amended at 64 FR 47587, Aug. 31, 1999; 65 FR 46640, July 31, 2000; 68 FR 24667, May 8, 2003; 68 FR 38226, June 27, 2003; 69 FR 48823, Aug. 11, 2004; 69 FR 60565, Oct. 12, 2004; 69 FR 70915, Dec. 8, 2004; 77 FR 768, Jan. 6, 2012; 87 FR 18599, Mar. 30, 2022; 90 FR 1342, Jan. 7, 2025] § 571.226 Standard No. 226; Ejection Mitigation. S1. Purpose and Scope. S2. Application. S3. Definitions. Ejection impactor Ejection impactor targeting point Ejection mitigation countermeasure Ejection propulsion mechanism Limited-line manufacturer Modified roof Movable window Side daylight opening Small manufacturer Target Walk-in van Zero displacement plane S4. Phase-in, performance and other requirements. S4.1 Phase-in requirements. S4.1.1 Except as provided in S4.1.3 of this standard, a percentage of each manufacturer's vehicle production, as specified in S8 of this standard, manufactured on or after September 1, 2013 to August 31, 2017, shall meet the requirements of S4.2. Vehicles that are not subject to the phase-in may be certified as meeting the requirements specified in this standard. S4.1.2 Except as provided in S4.1.3 of this section, each vehicle manufactured on or after September 1, 2017 must meet the requirements of S4.2 without use of advanced credits. S4.1.3 Exceptions from the phase-in; special allowances. (a) Vehicles produced by a small manufacturer and by a limited line manufacturer are not subject to S4.1.1 of this standard, but are subject to S4.1.2. (b) Vehicles that are altered (within the meaning of 49 CFR 567.7) before September 1, 2018, after having been previously certified in accordance with part 567 of this chapter, and vehicles manufactured in two or more stages before September 1, 2018, are not required to meet the requirements of S4.2. Vehicles that are altered on or after September 1, 2018, and vehicles that are manufactured in two or more stages on or after September 1, 2018, must meet the requirements of S4.2. S4.2 Performance and other requirements. S4.2.1 When the ejection propulsion mechanism propels the ejection impactor into the impact target locations of each side daylight opening of a vehicle according to the test procedures specified in S5 of this standard, the most outboard surface of the ejection headform must not displace more than 100 millimeters beyond the zero displacement plane. S4.2.1.1 No vehicle shall use movable glazing as the sole means of meeting the displacement limit of S4.2.1. S4.2.1.2 Vehicles with an ejection mitigation countermeasure that deploys in the event of a rollover must deploy the countermeasure for the side daylight opening being tested according to the procedure specified in S5 of this standard. S4.2.1.3 If a side daylight opening contains no target locations, the impact test of S4.2.1 is not performed on that opening. S4.2.2 Vehicles that have an ejection mitigation countermeasure that deploys in the event of a rollover must have a monitoring system with a readiness indicator. The indicator shall monitor its own readiness and must be clearly visible from the driver's designated seating position. The same readiness indicator required by S4.5.2 of FMVSS No. 208 may be used to meet the requirement. A list of the elements of the system being monitored by the indicator shall be included with the information furnished in accordance with S4.2.3. S4.2.3 Written information. (a) Vehicles with an ejection mitigation countermeasure that deploys in the event of a rollover must be described as such in the vehicle's owner manual or in other written information provided by the vehicle manufacturer to the consumer. (b) Vehicles that have an ejection mitigation countermeasure that deploys in the event of a rollover must include in written information a discussion of the readiness indicator required by S4.2.2, specifying a list of the elements of the system being monitored by the indicator, a discussion of the purpose and location of the telltale, and instructions to the consumer on the steps to take if the telltale is illuminated. S4.2.4 Technical Documentation. S5. Test procedures. S5.1 Demonstrate compliance with S4.2 of this standard in accordance with the test procedures specified in this standard, under the conditions of S6, using the equipment described in S7. In the impact test described by these procedures, target locations are identified (S5.2) and the zero displacement plane location is determined (S5.3). The glazing is pre-broken, fully retracted or removed prior to the impact test (S5.4). The countermeasure is deployed, if applicable, and an ejection impactor (see S7.1) strikes the countermeasure at the impact target locations, at the specified speeds and times (S5.5). The lateral displacement of the ejection impactor beyond the zero displacement plane is measured. S5.2 Determination of impact target locations. S5.2.1 Boundary of target location. S5.2.1.1 Initial determination of offset line. S5.2.1.2 Rearmost limit of offset line. (a) Seats fixed in a forward facing direction. (1) For a vehicle with fewer than 3 rows—1,400 mm behind the rearmost SgRP. (2) For a vehicle with 3 or more rows—600 mm behind the 3rd row SgRP. (b) Seats not fixed in a forward facing direction. (1) For a vehicle with fewer than 3 rows—1,400 mm behind the portion of the seat rearmost in the vehicle. (2) For a vehicle with 3 or more rows—600 mm behind the portion of the seat rearmost in the vehicle, for a seat in the 3rd row. (c) Vehicles with partitions or bulkheads. S5.2.2 Preliminary target locations. (a) To identify the impact target locations, the following procedures are performed with the x and z axes of the target, shown in Figure 1 (provided for illustration purposes), aligned within ±1 degree of the vehicle longitudinal and vertical axes, respectively, and the target y axis pointing in the outboard direction. (b) Place targets at any location inside the offset-line where the target is tangent to within ±2 mm of the offset-line at just two or three points (see Figure 2) (figure provided for illustration purposes). S5.2.3 Determination of primary target locations. S5.2.3.1 Front windows. S5.2.3.2 Rear windows. S5.2.3.3 If a primary quadrant contains only one target center, that target is the primary target for that quadrant ( see S5.2.4 Determination of secondary target locations. S5.2.4.1 Front windows. see S5.2.4.2 Rear windows. see S5.2.5 Target adjustment. S5.2.5.1 Target elimination and reconstitution. S5.2.5.1.1 Target elimination. Table 1—Priority List of Target Distance To Be Checked Against Limits Step Measure distance from z axis to z axis and x axis to x axis for these targets Eliminate this target if distances between z axes of targets and x axes of targets are less than 135 mm and 170 mm, respectively 1 Upper Secondary to Lower Secondary Upper Secondary. 2 Upper Primary to Upper or Remaining Secondary Upper or Remaining Secondary. 3 Lower Primary to Lower or Remaining Secondary Lower or Remaining Secondary. 4 Upper Primary to Lower Primary Upper Primary. S5.2.5.1.2 Target reconstitution. S5.2.5.2 Target reorientation—90 degree rotation. S5.2.5.3 Target reorientation incremental rotation. S5.3 Determination of zero displacement plane. S5.4 Window position and condition. S5.4.1 Window glazing pre-breaking procedure. S5.4.1.1 Breakage pattern. S5.4.1.2 Breakage method. (a) Start with the inside surface of the window and forward-most, lowest mark made as specified in S5.4.1.1 of this standard. Use a center punch in this procedure. The punch tip has a 5 ±2 mm diameter prior to coming to a point. The spring is adjusted to require 150 ±25 N of force to activate the punch. Only once at each mark location, apply pressure to activate the spring in the center punch in a direction which is perpendicular to the tangent of the window surface at the point of contact, within ±10 degrees. Apply the pressure only once at each mark location, even if the glazing does not break or no hole results. (b) Use a 100 ±10 mm × 100 ±10 mm piece of plywood with a minimum thickness of 18 mm as a reaction surface on the opposite side of the glazing to prevent to the extent possible the window surface from deforming by more than 10 mm when pressure is being applied to the hole-punch. (c) Continue the procedure with the center punch by moving rearward in the grid until the end of a row is reached. When the end of a row is reached, move to the forward-most mark on the next higher row and continue the procedure. Continue in this pattern until the procedure is conducted at each marked location on the inside surface of the glazing. (d) Repeat the process on the outside surface of the window. (e) If punching a hole causes the glazing to disintegrate, halt the breakage procedure and proceed with the headform impact test. S5.5 Impact speeds and time delays. (a) Vehicles with or without an ejection mitigation countermeasure that deploys in a rollover. (b) Vehicles with an ejection mitigation countermeasure that deploys in a rollover. (c) An ejection mitigation countermeasure that deploys in the event of a rollover is described as such in the vehicle's owner manual or in other written information provided by the vehicle manufacturer to the consumer. S5.6 Ejection impactor orientation. S5.6.1 If the targets for the side daylight opening being impacted were determined by the procedure specified in S5.2.2 through S5.2.5.1 only, the ejection impactor orientation is as follows. At the time of launch of the ejection impactor the x, y and z axes of the ejection headform must be aligned within ±1 degree of the vehicle longitudinal, transverse and vertical axes, respectively. S5.6.2 If the targets for the side daylight opening being impacted were determined by the procedure specified in S5.2.5.2, the ejection impactor orientation is as follows. At the time of launch the ejection impactor is rotated by 90 degrees about the ejection headform y axis, from the orientation specified in S5.6.1, resulting in the headform positive z axis pointing in the direction of the vehicle positive x axis. S5.6.3 If the targets for the side daylight opening being impacted were determined by the procedure specified in S5.2.5.3, the ejection impactor orientation is as follows. At the time of launch the ejection impactor is rotated about the y axis of the ejection headform by rotating the headform positive z axis towards the vehicle positive x axis, in the increment determined to be necessary in S5.2.5.3 to fit the target within the side daylight opening. S5.6.4 After any test, extend the ejection impactor to the zero plane and determine that x, y and z axes of the ejection headform remain aligned within ±1 degree of its orientation at launch as specified in S5.6.1—5.6.3. S6 General test conditions. S6.1 Vehicle test attitude. (a) The vehicle is loaded to its unloaded vehicle weight. (b) All tires are inflated to the manufacturer's specifications listed on the vehicle's tire placard. (c) Place vehicle on a level surface. (d) Pitch: Measure the sill angle of the left front door sill and mark where the angle is measured. (e) Roll: Mark a point on the vehicle body above the left and right front wheel wells. Determine the vertical height of these two points from the level surface. (f) Support the vehicle off its suspension such that the left front door sill angle is within ±1 degree of that measured at the marked area in S6.1(d) and the vertical height difference of the two points marked in S6.1(e) is within ±5 mm of the vertical height difference determined in S6.1(e). S6.2 Doors. (a) Except as provided in S6.2(b) or S6.2(c), doors, including any rear hatchback or tailgate, are fully closed and latched but not locked. (b) During testing, any side door on the opposite side of the longitudinal centerline of the vehicle from the target to be impacted may be open or removed. (c) During testing, any rear hatchback or tailgate may be open or removed for testing any target. S6.3 Steering wheel, steering column, seats, grab handles, and exterior mirrors. S6.4 Other vehicle components and structures. S6.5 Temperature and humidity. (a) During testing, the ambient temperature is between 18 degrees C. and 29 degrees C., at any relative humidity between 10 percent and 70 percent. (b) The headform specified in S7.1.1 of this standard is exposed to the conditions specified in S6.5(a) for a continuous period not less than one hour, prior to the test. S7. Ejection mitigation test device specifications. S7.1 Ejection impactor. S7.1.1 Ejection headform dimensions. S7.2 Static deflection. S7.3 Frictional characteristics. (a) Measure the dynamic coefficient of friction of the ejection impactor and any associated bearings and bearing housing in a test ready orientation. Repeat the measurement in three more orientations with the ejection impactor and any associated bearings and bearing housing rotated 90, 180 and 270 degrees about the headform y axis. Perform the measurement five consecutive times at each orientation. (b) Measure the average force necessary to move the ejection impactor 200 mm rearward into the ejection propulsion mechanism at a rate of 50 (±13) mm per second, starting at a point 400 mm outboard of the theoretical point of impact with the countermeasure. Measure the force to an accuracy of ±5 N. The measurement excludes the force measured over the first 25 mm of travel and is recorded at a minimum frequency of 100 Hz. During the test a 100 kg ±0.5 kg mass is attached to the impactor with its center of gravity passing through the axis of motion of the impactor and no more than 5 mm rear of the posterior surface of the headform. (c) Take the five force level averages made at each impactor orientation in S7.3(a) and average them. Take the maximum of the force average values and divide by 9.81 times the combined mass of the ejection impactor and mass added in S7.3(b). The resulting value must not exceed 0.25. S7.4 Targeting accuracy. S8 Phase-in Schedule for Vehicle Certification. S8.1 Vehicles manufactured on or after September 1, 2013 and before September 1, 2016. S8.2 Vehicles manufactured on or after September 1, 2013 and before September 1, 2014. (a) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (b) The manufacturer's production in the current production year. S8.3 Vehicles manufactured on or after September 1, 2014 and before September 1, 2015. (a) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (b) The manufacturer's production in the current production year. S8.4 Vehicles manufactured on or after September 1, 2015 and before September 1, 2016. (a) The manufacturer's average annual production of vehicles manufactured in the three previous production years; or (b) The manufacturer's production in the current production year. S8.5 Vehicles manufactured on or after September 1, 2016 and before September 1, 2017. 8.6 Vehicles produced by more than one manufacturer. (a) A vehicle that is imported shall be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, shall be attributed to the manufacturer that markets the vehicle. S8.7 A vehicle produced by more than one manufacturer shall be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 585, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.5. S8.8 For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8, do not count any vehicle that is excluded by this standard from the requirements. S8.9 Calculation of complying vehicles. (a) For the purposes of calculating the vehicles complying with S8.2, a manufacturer may count a vehicle if it is manufactured on or after March 1, 2011 but before September 1, 2014. (b) For purposes of complying with S8.3, a manufacturer may count a vehicle if it— (1) Is manufactured on or after March 1, 2011 but before September 1, 2015 and, (2) Is not counted toward compliance with S8.2. (c) For purposes of complying with S8.4, a manufacturer may count a vehicle if it— (1) Is manufactured on or after March 1, 2011 but before September 1, 2016 and, (2) Is not counted toward compliance with S8.2 or S8.3. (d) For purposes of complying with S8.5, a manufacturer may count a vehicle if it— (1) Is manufactured on or after March 1, 2011 but before September 1, 2017 and, (2) Is not counted toward compliance with S8.2, S8.3, or S8.4. (e) For the purposes of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer, each vehicle that is excluded from having to meet this standard is not counted. [76 FR 3296, Jan. 19, 2011; 76 FR 10524, Feb. 25, 2011, as amended at 78 FR 55165, Sept. 9, 2013; 85 FR 85535, Dec. 29, 2020; 87 FR 18599, Mar. 30, 2022] § 571.227 Standard No. 227; Bus rollover structural integrity. S1. Scope. S2. Purpose. S3. Application. (a) Subject to S3(b), this standard applies to: (1) Over-the-road buses; and (2) Buses that are not over-the-road buses, and that have a gross vehicle weight rating (GVWR) greater than 11,793 kilograms (26,000 pounds). (b) This standard does not apply to: (1) School buses, school bus derivative buses, transit buses, and prison buses; and (2) Buses with 7 or fewer designated seating positions rearward of the driver's seating position that are forward-facing or can convert to forward-facing without the use of tools. S4. Definitions. Occupant compartment Over-the-road Prison bus School bus School bus derivative bus Stop-request system Survival space (1) The front boundary of the survival space is a transverse vertical plane forward of the most forward seat (whether passenger, or driver seat) when the seat back is in the manufacturer's nominal design riding position. This transverse vertical plane is: (i) For a forward-facing seat, 600 millimeters (mm) in front of the forward most point on the longitudinal centerline of the front surface of the seat back when the seat is in its forward most position; (ii) For a rearward-facing seat, through the most forward point (relative to the vehicle) on the longitudinal centerline of the seat back when the seat is in its forward most position with respect to the vehicle; (iii) For a side-facing seat, through the most forward point (relative to the vehicle) on the seat, including the seat back, seat arm rest, and seat cushion. (2) The rear boundary of the survival space is the inside surface of the rear wall of the occupant compartment of the vehicle. (3) The outer boundary of the survival space at any transverse cross section between, or at the front and rear boundaries, is defined on each side of the vehicle by the occupant compartment floor and the following three line segments (see Figure 1 of this section, provided for illustration purposes only): (i) Segment 1 extends vertically from the floor to an end point that is 500 mm above the floor and 150 mm inboard of the side wall. (ii) Segment 2 starts at the end point of Segment 1. The end point of Segment 2 is 750 mm vertically above and 250 mm horizontally inboard of the end point of Segment 1. (iii) Segment 3 is a horizontal line that starts at the end point of Segment 2 and ends at the vertical longitudinal center plane of the vehicle. Transit bus S5. Requirements. S5.1 Survival space intrusion. (a) Items separated from the vehicle and with a mass less than 60.0 grams that enter the survival space will not be considered for this evaluation of survival space intrusion. (b) Portions of a bus over which there is not a permanent roof, such as the upper level of an open-top double-decker bus, will not be considered for this evaluation. S5.2 Opening of Emergency exits. S6. Test conditions. S6.1 Tilting platform. S6.1.1 The tilting platform has a top surface that rests horizontally at its initial position and is of sufficient size to fully contact the bottom of the vehicle's tires, as shown in Figure 2 of this section (figure provided for illustration purposes only). S6.1.2 The top surface of the tilting platform, at its initial position, is 800 ± 20 millimeters (mm) above the impact surface specified in S6.1.6, as shown in Figures 1 and 2 of this section (figures provided for illustration purposes only). S6.1.3 The axis of rotation of the tilting platform is a maximum of a 100 mm horizontal distance from the edge of the impact surface closest to the platform and a maximum of 100 mm below the horizontal plane at the top surface of the tilting platform as shown in Figure 3 of this section (figure provided for illustration purposes only). S6.1.4 The tilting platform is equipped with rigid wheel supports on the top surface as illustrated in Figure 3 of this section (figure provided for illustration purposes only). At each vehicle axle, the wheel closest to the platform's axis of rotation is supported. The rigid wheel supports are positioned to make contact with the outboard tire sidewall of the supported wheels with the vehicle positioned as specified in S7(a) to prevent sliding of the vehicle during the test. Each rigid wheel support has the following dimensions: (a) The height above the top surface of the tilting platform is no greater than two-thirds of the vertical height of the adjacent tire's sidewall. (b) The width is a minimum of 19 mm. (c) The length is a minimum of 500 mm. (d) The top inboard edge has a radius of 10 mm. S6.1.5 While raising the platform, the tilting platform roll angle, measured at the outside of each wheel farthest from the pivot point, does not differ by more than one degree. S6.1.6 The impact surface is horizontal, uniform, dry, and smooth concrete. The impact surface covers an area that is large enough to ensure that the vehicle does not strike beyond the impact surface edges. S6.2 Vehicle preparation. S6.2.1 The vehicle's tires are inflated to the manufacturer's recommended tire pressure. S6.2.2 Test equipment may be attached securely to the bus structure such that the equipment does not break away from the bus structure from the time the tilting platform begins movement to after the vehicle comes to rest on the impact surface. S6.2.3 Fixed seats may be removed or adjustable seats repositioned for the installation of test equipment in the survival space. Ballast of any weight up to the weight of the removed seat and 68 kg per designated seating position may be secured to the bus floor. The ballasts are not placed farther forward than the forward most point of the vehicle seat immediately in front of the removed seat, and the ballasts are not placed farther rearward than the rear most point of the vehicle seat immediately behind the removed seat. S6.2.4 The fuel tank is filled to any level from 90 to 95 percent of capacity. All other vehicle fluids are filled to any level from 90 to 95 percent of capacity. Fluids may be substituted if the weight of the original fluid is maintained. S6.2.5 Ballasting. S7 Rollover structural integrity test procedure. (a) Position the vehicle on the tilting platform as illustrated in the examples of Figures 2 and 3 of this section with its longitudinal centerline parallel to the tilt platform's axis of rotation, the right or left side facing the impact surface at NHTSA's option, and with the outboard tire sidewall at the widest axle within 100 mm of the axis of rotation. (Figures provided for illustration purposes only.) (b) Apply the vehicle parking brakes. (c) Attach a rigid wheel support to the tilting platform at each axle of the vehicle so that it contacts the outboard tire sidewall of the wheel closest to the impact surface. (d) Block the suspension system of the vehicle to be within ±25 mm of the normal riding attitude as loaded in S6.2.5. (e) Vehicle windows, doors, and emergency exits are fully closed and latched but not locked. (f) Tilt the vehicle at a rate not to exceed 5 degrees/second until it starts to rollover on its own. [86 FR 74302, Dec. 29, 2021, as amended at 88 FR 77532, Nov. 13, 2023] § 571.301 Standard No. 301; Fuel system integrity. S1. Scope. S2. Purpose. S3. Application. S4. Definition. Fuel spillage S5. General requirements. S5.1 Passenger cars, and multipurpose passenger vehicles, trucks, and buses with a GVWR of 10,000 pounds or less. S5.2 [Reserved] S5.3 [Reserved] S5.4 Schoolbuses with a GVWR greater than 10,000 pounds. S5.5 Fuel spillage; Barrier crash. S5.6 Fuel spillage; rollover. S5.7. Alcohol fuel vehicles. S6. Test requirements. S6.1 Frontal barrier crash. S6.2 Rear moving barrier crash. S6.3 Side moving barrier crash. S6.4 Static rollover. S6.5 Moving contoured barrier crash. S6.6 Anti-siphoning test for alcohol fuel vehicles. S7. Test conditions. S7.1 General test conditions. S7.1.1 The fuel tank is filled to any level from 90 to 95 percent of capacity with Stoddard solvent, having the physical and chemical properties of type 1 solvent, Table I of ASTM D484-71 (incorporated by reference, see § 571.5). S7.1.2 The fuel system other than the fuel tank is filled with Stoddard solvent to its normal operating level. S7.1.3 In meeting the requirements of S6.1 through S6.3, if the vehicle has an electrically driven fuel pump that normally runs when the vehicle's electrical system is activated, it is operating at the time of the barrier crash. S7.1.4 The parking brake is disengaged and the transmission is in neutral, except that in meeting the requirements of S6.5 the parking brake is set. S7.1.5 Tires are inflated to manufacturer's specifications. S7.1.6 The vehicle, including test devices and instrumentation, is loaded as follows: (a) Except as specified in S7.1.1, a passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6., restrained only by means that are installed in the vehicle for protection at its seating position. (b) Except as specified in S7.1.1, a multipurpose passenger vehicle, truck, or bus with a GVWR of 4,536 kg or less is loaded to its unloaded vehicle weight, plus the necessary test dummies as specified in S6, plus 136 kg or its rated cargo and luggage capacity weight, whichever is less, secured in the load carrying area and distributed as nearly as possible in proportion to its GAWR. For the purpose of this standard, unloaded vehicle weight does not include the weight of work-performing accessories. Each dummy is restrained only by means that are installed in the vehicle for protection at its seating position. (c) Except as specified in S7.1.1, a school bus with a GVWR greater than 4,536 kg is loaded to its unloaded vehicle weight, plus 54 kg of unsecured mass at each designated seating position. S7.2 Side moving barrier test conditions. S7.3 Rear moving barrier test conditions. (a) [Reserved] (b) The rear moving deformable barrier is the same as that shown in Figure 2 of FMVSS No. 214 (49 CFR 571.214) and specified in 49 CFR part 587, except as otherwise specified in paragraph S7.3. The barrier and test vehicle are positioned so that at impact— (1) The vehicle is stationary; (2) The deformable face of the barrier is mounted on the barrier 50 mm (2 inches) lower than the height from the ground specified in Figure 2 of Standard No. 214 (49 CFR 571.214) (All dimensions from the ground in Figure 2, Front View should be reduced by 50 mm (2 inches.)); (3) The barrier is traveling 80 ±1.0 km/h; and (4) The barrier impacts the test vehicle with the longitudinal centerline of the vehicle parallel to the line of travel and perpendicular to the barrier face within a tolerance of ±5 degrees. The test vehicle and barrier face are aligned so that the barrier strikes the rear of the vehicle with 70 percent overlap toward either side of the vehicle. So aligned, the barrier face fully engages one half of the rear of the vehicle and partially engages the other half. At impact, the vehicle's longitudinal centerline is located inboard either of the side edges of the barrier by a distance equal to 20 percent of the vehicle's width ±50 mm ( see S7.4 Static rollover test conditions. S7.5 Moving contoured barrier test conditions. S7.5.1 The moving barrier, which is mounted on a carriage as specified in Figure 1, is of rigid construction, symmetrical about a vertical longitudinal plane. The contoured impact surface, which is 629 mm high and 1,981 mm wide, conforms to the dimensions shown in Figure 2, and is attached to the carriage as shown in that figure. The ground clearance to the lower edge of the impact surface is 133 mm ±13 mm. The wheelbase is 3,048 mm ±50 mm. S7.5.2 The moving contoured barrier, including the impact surface, supporting structure, and carriage, has a mass of 1,814 kg ±23 kg with the mass distributed so that 408 kg ±11 kg is at each rear wheel and 499 kg ±11 kg is at each front wheel. The center of gravity is located 1,372 mm ±38 mm rearward of the front wheel axis, in the vertical longitudinal plane of symmetry, 401 mm ±13 mm above the ground. S7.5.3 The moving contoured barrier has a solid nonsteerable front axle and fixed rear axle attached directly to the frame rails with no spring or other type of suspension system on any wheel. (The moving barrier assembly is equipped with a braking device capable of stopping its motion.) S7.5.4 The concrete surface upon which the vehicle is tested is level, rigid, and of uniform construction, with a skid number of 75 when measured in accordance with ASTM E274-65T (incorporated by reference, see § 571.5) at 64 km/h, omitting water delivery as specified in paragraph 7.1 of that method. S7.5.5 The barrier assembly is released from the guidance mechanism immediately prior to impact with the vehicle. S7.6 The moving barrier assemblies specified in S7.2, S7.3 and S7.5 are equipped with P205/75R15 pneumatic tires inflated to 200 kPa ±21 kPa. S8.1 Rear impact test upgrade. Vehicles manufactured on or after September 1, 2006 and before September 1, 2007. (1) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2004, and before September 1, 2007; or (2) The manufacturer's production on or after September 1, 2006, and before September 1, 2007. (b) Vehicles manufactured on or after September 1, 2007 and before September 1, 2008. (1) The manufacturer's average annual production of vehicles manufactured on or after September 1, 2005, and before September 1, 2008; or (2) The manufacturer's production on or after September 1, 2007, and before September 1, 2008. (c) Vehicles manufactured on or after September 1, 2008. S8.2 Vehicles manufactured in two or more stages. S8.2.1 Vehicles manufactured on or after September 1, 2006 and before September 1, 2009 are not required to comply with the requirements specified in S6.2(b) of this standard. S8.2.2 Vehicles manufactured on or after September 1, 2009 must comply with the requirements specified in S6.2(b) of this standard. S8.3 Vehicles produced by more than one manufacturer. S8.3.1 For the purpose of calculating average annual production of vehicles for each manufacturer and the number of vehicles manufactured by each manufacturer under S8.1, a vehicle produced by more than one manufacturer must be attributed to a single manufacturer as follows, subject to S8.3.2: (a) A vehicle that is imported must be attributed to the importer. (b) A vehicle manufactured in the United States by more than one manufacturer, one of which also markets the vehicle, must be attributed to the manufacturer that markets the vehicle. S8.3.2 A vehicle produced by more than one manufacturer must be attributed to any one of the vehicle's manufacturers specified by an express written contract, reported to the National Highway Traffic Safety Administration under 49 CFR part 586, between the manufacturer so specified and the manufacturer to which the vehicle would otherwise be attributed under S8.3.1. [40 FR 48353, Oct. 15, 1975] Editorial Note: For Federal Register www.govinfo.gov. § 571.302 Standard No. 302; Flammability of interior materials. S1. Scope. S2. Purpose. S3. Application. S3A. Definitions. Occupant compartment air space S4. Requirements. S4.1 The portions described in S4.2 of the following components of vehicle occupant compartments shall meet the requirements of S4.3: Seat cushions, seat backs, seat belts, headlining, convertible tops, arm rests, all trim panels including door, front, rear, and side panels, compartment shelves, head restraints, floor coverings, sun visors, curtains, shades, wheel housing covers, engine compartment covers, mattress covers, and any other interior materials, including padding and crash-deployed elements, that are designed to absorb energy on contact by occupants in the event of a crash. S4.1.1 [Reserved] S4.2 Any portion of a single or composite material which is within 13 mm of the occupant compartment air space shall meet the requirements of S4.3. S4.2.1 Any material that does not adhere to other material(s) at every point of contact shall meet the requirements of S4.3 when tested separately. S4.2.2 Any material that adheres to other materials at every point of contact shall meet the requirements of S4.3 when tested as a composite with the other material(s). Material A has a non-adhering interface with material B and is tested separately. Part of material B is within 13 mm of the occupant compartment air space, and materials B and C adhere at every point of contact; therefore, B and C are tested as a composite. The cut is in material C as shown, to make a specimen 13 mm thick. S4.3(a) When tested in accordance with S5, material described in S4.1 and S4.2 shall not burn, nor transmit a flame front across its surface, at a rate of more than 102 mm per minute. The requirement concerning transmission of a flame front shall not apply to a surface created by cutting a test specimen for purposes of testing pursuant to S5. (b) If a material stops burning before it has burned for 60 seconds from the start of timing, and has not burned more than 51 mm from the point where the timing was started, it shall be considered to meet the burn-rate requirement of S4.3(a). S5.1 Conditions. S5.1.1 The test is conducted in a metal cabinet for protecting the test specimens from drafts. The interior of the cabinet is 381 mm long, 203 mm deep, and 356 mm high. It has a glass observation window in the front, a closable opening to permit insertion of the specimen holder, and a hole to accommodate tubing for a gas burner. For ventilation, it has a 13 mm clearance space around the top of the cabinet, ten holes in the base of the cabinet, each hole 19 mm in diameter and legs to elevate the bottom of the cabinet by 10 mm, all located as shown in Figure 1. S5.1.2 Prior to testing, each specimen is conditioned for 24 hours at a temperature of 21 °C, and a relative humidity of 50 percent, and the test is conducted under those ambient conditions. S5.1.3 The test specimen is inserted between two matching U-shaped frames of metal stock 25 mm wide and 10 mm high. The interior dimensions of the U-shaped frames are 51 mm wide by 330 mm long. A specimen that softens and bends at the flaming end so as to cause erratic burning is kept horizontal by supports consisting of thin, heat-resistant wires, spanning the width of the U-shaped frame under the specimen at 25 mm intervals. A device that may be used for supporting this type of material is an additional U-shaped frame, wider than the U-shaped frame containing the specimen, spanned by 10-mil wires of heat-resistant composition at 25 mm intervals, inserted over the bottom U-shaped frame. S5.1.4 A bunsen burner with a tube of 10 mm inside diameter is used. The gas adjusting valve is set to provide a flame, with the tube vertical, of 38 mm in height. The air inlet to the burner is closed. S5.1.5 The gas supplied to the burner has a flame temperature equivalent to that of natural gas. S5.2 Preparation of specimens. S5.2.1 Each specimen of material to be tested shall be a rectangle 102 mm wide by 356 mm long, wherever possible. The thickness of the specimen is that of the single or composite material used in the vehicle, except that if the material's thickness exceeds 13 mm, the specimen is cut down to that thickness measured from the surface of the specimen closest to the occupant compartment air space. Where it is not possible to obtain a flat specimen because of surface curvature, the specimen is cut to not more than 13 mm in thickness at any point. The maximum available length or width of a specimen is used where either dimension is less than 356 mm or 102 mm, respectively, unless surrogate testing is required under S4.1.1. S5.2.2 The specimen is produced by cutting the material in the direction that provides the most adverse test results. The specimen is oriented so that the surface closest to the occupant compartment air space faces downward on the test frame. S5.2.3 Material with a napped or tufted surface is placed on a flat surface and combed twice against the nap with a comb having seven to eight smooth, rounded teeth per 25 mm. S5.3 Procedure. (a) Mount the specimen so that both sides and one end are held by the U-shaped frame, and one end is even with the open end of the frame. Where the maximum available width of a specimen is not more than 51 mm, so that the sides of the specimen cannot be held in the U-shaped frame, place the specimen in position on wire supports as described in S5.1.3, with one end held by the closed end of the U-shaped frame. (b) Place the mounted specimen in a horizontal position, in the center of the cabinet. (c) With the flame adjusted according to S5.1.4, position the bunsen burner and specimen so that the center of the burner tip is 19 mm below the center of the bottom edge of the open end of the specimen. (d) Expose the specimen to the flame for 15 seconds. (e) Begin timing (without reference to the period of application of the burner flame) when the flame from the burning specimen reaches a point 38 mm from the open end of the specimen. (f) Measure the time that it takes the flame to progress to a point 38 mm from the clamped end of the specimen. If the flame does not reach the specified end point, time its progress to the point where flaming stops. (g) Calculate the burn rate from the formula: B = 60 × (D/T) Where: B = Burn rate in millimeters per minute D = Length the flame travels in millimeters, and T = Time in seconds for the flame to travel D millimeters. [36 FR 22902, Dec. 2, 1971, as amended at 40 FR 14319, Mar. 31, 1975; 40 FR 42747, Sept. 16, 1975; 40 FR 56667, Dec. 4, 1975; 63 FR 28954, 28956, May 27, 1998; 63 FR 51003, Sept. 24, 1998] § 571.303 Standard No. 303; Fuel system integrity of compressed natural gas vehicles. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Bi-fuel CNG vehicle CNG fuel container CNG fuel system Dedicated CNG vehicle Dual-fuel CNG vehicle High pressure portion of a fuel system Service pressure S5. General requirements. S5.1 Vehicle requirements. S5.1.1 Vehicles with a GVWR of 10,000 pounds or less. Each passenger car, multipurpose passenger vehicle, truck, and bus with a GVWR of 10,000 pounds or less that uses CNG as a motor fuel shall meet the requirements of S6, except S6.4. S5.1.2 School buses with a GVWR greater than 10,000 pounds. Each school bus with a GVWR greater than 10,000 pounds that uses CNG as a motor fuel shall meet the requirements of S6.4. S5.2 Fuel system pressure drop: barrier crash. (a) For all vehicles, the pressure drop in the high pressure portion of the fuel system, expressed in kiloPascals (kPa), in any fixed or moving barrier crash from vehicle impact through the 60 minute period following cessation of motion shall not exceed: (1) 1062 kPa (154 psi), or (2) 895 (T/V FS where T is the average temperature of the test gas in degrees Kelvin, stabilized to ambient temperature before testing, where average temperature (T) is calculated by measuring ambient temperature at the start of the test time and then every 15 minutes until the test time of 60 minutes is completed; the sum of the ambient temperatures is then divided by five to yield the average temperature (T); and where V FS (b) For bi-fuel or dual fuel CNG vehicles, the test requirement in S5.2(a) shall apply to the CNG fuel system, and the test requirement of Standard No. 301 shall apply to the other fuel system, if that standard is applicable. S5.3 Each CNG vehicle shall be permanently labeled, near the vehicle refueling connection, with the information specified in S5.3.1 and S5.3.2 of this section. The information shall be visible to a person standing next to the vehicle during refueling, in English, and in letters and numbers that are not less than 4.76 mm (3/16 inch) high. S5.3.1 The statement: “Service pressure ______________________________ kPa (____________ psig).” S5.3.2 The statement “See instructions on fuel container for inspection and service life.” S5.4 When a motor vehicle is delivered to the first purchaser for purposes other than resale, the manufacturer shall provide the purchaser with a written statement of the information in S5.3.1 and S5.3.2 in the owner's manual, or, if there is no owner's manual, on a one-page document. The information shall be in English and in not less than 10 point type. S6. Test requirements: fuel system integrity. S6.1 Frontal barrier crash. S6.2 Rear moving barrier crash. S6.3 Lateral moving barrier crash. S6.4 Moving contoured barrier crash. S7. Test conditions. S7.1 General test conditions. S7.1.1 Each fuel storage container is filled to 100 percent of service pressure with nitrogen, N 2 S7.1.2 After each fuel storage container is filled as specified in S7.1.1, the fuel system other than each fuel storage container is filled with nitrogen, N 2 S7.1.3 In meeting the requirements of S6.1 through S6.4, if the vehicle has an electrically driven fuel pump that normally runs when the vehicle's electrical system is activated, it is operating at the time of the barrier crash. If the vehicle has any high pressure electric shutoff valve that is normally open when the electrical system is activated, it is open at the time of the barrier crash. Furthermore, if any electric shutoff valve prevents sensing of system pressure by the pressure transducer when closed, it must be open for both the initial pressure measurement and the pressure measurement 60 minutes after the vehicle ceases motion from impact. Any valve shall be open for a period of one minute to equalize the system pressure. S7.1.4 The parking brake is disengaged and the transmission is in neutral, except that in meeting the requirements of S6.4, the parking brake is set. S7.1.5 Tires are inflated to manufacturer's specifications. S7.1.6 The vehicle, including test devices and instrumentation, is loaded as follows: (a) A passenger car, with its fuel system filled as specified in S7.1.1 and S7.1.2, is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6, restrained only by means that are installed in the vehicle for protection at its seating position. (b) A multipurpose passenger vehicle, truck, or bus with a GVWR of 10,000 pounds or less, whose fuel system is filled as specified in S7.1.1 and S7.1.2, is loaded to its unloaded vehicle weight, plus the necessary test dummies as specified in S6, plus 136.1 kilograms (kg.) (300 pounds (lb.)), or its rated cargo and luggage capacity weight, whichever is less, secured to the vehicle and distributed so that the weight on each axle as measured at the tire-ground interface is in proportion to its GAWR. Each dummy shall be restrained only by means that are installed in the vehicle for protection at its seating position. (c) A schoolbus with a GVWR greater than 10,000 pounds, whose fuel system is filled as specified in S7.1.1 and S7.1.2, is loaded to its unloaded vehicle weight, plus 54.4 kg. (120 lb.) of unsecured weight at each designated seating position. S7.1.7 The ambient temperature is not to vary more than 5.6 °C (10 °F) during the course of the test. S7.1.8 The pressure drop measurement specified in S5.2 is to be made using a location on the high pressure side of the fuel system in accordance with the vehicle manufacturer's recommendation. S7.2 Lateral moving barrier crash test conditions. S7.3 Rear moving barrier test conditions. (a) The vehicle is at rest in its normal attitude; (b) The barrier is traveling at any speed up to and including 30 mph with its face perpendicular to the longitudinal centerline of the vehicle; and (c) A vertical plane through the geometric center of the barrier impact surface and perpendicular to that surface coincides with the longitudinal centerline of the vehicle. S7.4 Moving contoured barrier test conditions. [59 FR 19659, Apr. 25, 1994, as amended at 60 FR 2543, Jan. 10, 1995; 60 FR 57948, Nov. 24, 1995; 91 FR 33097, June 3, 2026] § 571.304 Standard No. 304; Compressed natural gas fuel container integrity. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Brazing Burst pressure CNG fuel container Fill pressure Full wrapped Hoop wrapped Hydrostatic pressure Liner Service pressure S5 Container and material requirements. S5.1 Container designations. S5.1.1 Type 1—Non-composite metallic container S5.1.2 Type 2—Composite metallic hoop wrapped container S5.1.3 Type 3—Composite metallic full wrapped container S5.1.4 Type 4—Composite non-metallic full wrapped container S6 General requirements. S6.1 Each passenger car, multipurpose passenger vehicle, truck, and bus that uses CNG as a motor fuel shall be equipped with a CNG fuel container that meets the requirements of S7 through S7.4. S6.2 Each CNG fuel container shall meet the requirements of S7 through S7.4. S7 Test requirements. S7.1 Pressure cycling test at ambient temperature. S7.2 Hydrostatic burst test. S7.2.1 Each Type 1 CNG fuel container shall not leak when subjected to burst pressure and tested in accordance with S8.2. Burst pressure shall not be less than 2.25 times the service pressure for non-welded containers and shall not be less than 3.5 times the service pressure for welded containers. S7.2.2 Each Type 2, Type 3, or Type 4 CNG fuel container shall not leak when subjected to burst pressure and tested in accordance with S8.2. Burst pressure shall be not less than 2.25 times the service pressure. S7.3 Bonfire test. S7.4 Labeling. 1/4 (a) The statement: “If there is a question about the proper use, installation, or maintenance of this container, contact____________________,” inserting the CNG fuel container manufacturer's name, address, and telephone number. (b) The statement: “Manufactured in ____________,” inserting the month and year of manufacture of the CNG fuel container. (c) The statement: “Service pressure ____________ kPa, (____________ psig).” (d) The symbol DOT, constituting a certification by the CNG container manufacturer that the container complies with all requirements of this standard. (e) The container designation (e.g., Type 1, 2, 3, 4). (f) The statement: “CNG Only.” (g) The statement: “This container should be visually inspected for damage and deterioration after a motor vehicle accident or fire, and either (a) at least every 12 months when installed on a vehicle with a GVWR greater than 4,536 kg, or (b) at least every 36 months or 36,000 miles, whichever comes first, when installed on a vehicle with a GVWR less than or equal to 4,536 kg.” (h) The statement: “Do Not Use After ____________” inserting the month and year that mark the end of the manufacturer's recommended service life for the container. S8 Test conditions: fuel container integrity. S8.1 Pressure cycling test. S8.1.1 Hydrostatically pressurize the CNG container to the service pressure, then to not more than 10 percent of the service pressure, for 13,000 cycles. S8.1.2 After being pressurized as specified in S8.1.1, hydrostatically pressurize the CNG container to 125 percent of the service pressure, then to not more than 10 percent of the service pressure, for 5,000 cycles. S8.1.3 The cycling rate for S8.1.1 and S8.1.2 shall be any value up to and including 10 cycles per minute. S8.1.4 The cycling is conducted at ambient temperature. S8.2 Hydrostatic burst test. S8.2.1 Hydrostatically pressurize the CNG fuel container, as follows: The pressure is increased up to the minimum prescribed burst pressure determined in S7.2.1 or S7.2.2, and held constant at the minimum burst pressure for 10 seconds. S8.2.2 The pressurization rate throughout the test shall be any value up to and including 1,379 kPa (200 psi) per second. S8.3 Bonfire test. S8.3.1 Fill the CNG fuel container with compressed natural gas and test it at: (a) 100 percent of service pressure; and (b) 25 percent of service pressure. S8.3.2 Container positioning. (a) Position the CNG fuel container in accordance with paragraphs (b) and (c) of S8.3.2. (b) Position the CNG fuel container so that its longitudinal axis is horizontal and its bottom is 100 mm (4 inches) above the fire source. (c)(1) Position a CNG fuel container that is 1.65 meters (65 inches) in length or less and is fitted with one pressure relief device so that the center of the container is over the center of the fire source. (2) Position a CNG fuel container that is greater than 1.65 meters (65 inches) in length and is fitted with one pressure relief device at one end of the container so that the center of the fire source is 0.825 meters (32.5 inches) from the other end of the container, measured horizontally along a line parallel to the longitudinal axis of the container. (3) Position a CNG fuel container that is fitted with pressure relief devices at more than one location along its length so that the portion of container over the center of the fire source is the portion midway between the two pressure relief devices that are separated by the greatest distance, measured horizontally along a line parallel to the longitudinal axis of the container. (4) Test a CNG fuel container that is greater than 1.65 meters (65 inches) in length, is protected by thermal insulation, and does not have pressure relief devices, twice at 100 percent of service pressure. In one test, position the center of the container over the center of the fire source. In another test, position one end of the container so that the fire source is centered 0.825 meters (32.5 inches) from one end of the container, measured horizontally along a line parallel to the longitudinal axis of the container. S8.3.3 Number and placement of thermocouples. S8.3.4 Shielding. (a) Use shielding to prevent the flame from directly contacting the CNG fuel container valves, fittings, or pressure relief devices. (b) To provide the shielding, use steel with 0.6 mm (.025 in) minimum nominal thickness. (c) Position the shielding so that it does not directly contact the CNG fuel container valves, fittings, or pressure relief devices. S8.3.5 Fire source. If the pressure relief device releases before the end of the fifth minute after ignition, then the minimum temperature requirement does not apply. S8.3.6 Recording data. S8.3.7 Duration of exposure to fire source. S8.3.8 Number of tests per container. S8.3.9 Wind velocity. S8.3.10 The average wind velocity at the container is any velocity up to and including 2.24 meters/second (5 mph). [59 FR 49021, Sept. 26, 1994; 59 FR 66776, Dec. 28, 1994; 60 FR 37843, July 24, 1995; 60 FR 57948, Nov. 24, 1995; 61 FR 19204, May 1, 1996; 61 FR 47089, Sept. 6, 1996; 63 FR 66765, Dec. 3, 1998; 65 FR 51772, Aug. 25, 2000; 65 FR 64626, Oct. 30, 2000; 87 FR 7964, Feb. 11, 2022; 91 FR 33108, June 3, 2026] § 571.305 Standard No. 305; electric-powered vehicles: electrolyte spillage and electrical shock protection; applicable unless a vehicle is certified to § 571.305a. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Automatic disconnect Charge connector Connector Direct contact Electric energy storage device Electric energy storage/conversion device Electric energy storage/conversion system Electric power train Electrical chassis Electrical isolation Electrical protection barrier Exposed conductive part External electric power supply Fuel cell system High voltage live part High voltage source Indirect contact Live part Luggage compartment Passenger compartment Possible active driving mode Propulsion system Protection degree IPXXB Protection degree IPXXD Service disconnect VAC VDC Vehicle charge inlet Working Voltage S5. General requirements. S5.1 Electrolyte spillage from propulsion batteries. S5.2 Electric energy storage/conversion device retention. (a) Electric energy storage/conversion devices shall remain attached to the vehicle by at least one component anchorage, bracket, or any structure that transfers loads from the device to the vehicle structure, and (b) Electric energy storage/conversion devices located outside the occupant compartment shall not enter the occupant compartment. S5.3 Electrical safety. (a) The electrical isolation of the high voltage source, determined in accordance with the procedure specified in S7.6, must be greater than or equal to one of the following: (1) 500 ohms/volt for an AC high voltage source; or (2) 100 ohms/volt for an AC high voltage source if it is conductively connected to a DC high voltage source, but only if the AC high voltage source meets the physical barrier protection requirements specified in S5.3(c)(1) and S5.3(c)(2); or (3) 100 ohms/volt for a DC high voltage source. (b) The voltages V1, V2, and Vb of the high voltage source, measured according to the procedure specified in S7.7, must be less than or equal to 30 VAC for AC components or 60 VDC for DC components. (c) Protection against electric shock by direct and indirect contact (physical barrier protection) shall be demonstrated by meeting the following three conditions: (1) The high voltage source (AC or DC) meets the protection degree IPXXB when tested according to the procedure specified in S9.1 using the IPXXB test probe shown in Figures 7a and 7b; (2) The resistance between exposed conductive parts of the electrical protection barrier of the high voltage source and the electrical chassis is less than 0.1 ohms when tested according to the procedures specified in S9.2. In addition, the resistance between an exposed conductive part of the electrical protection barrier of the high voltage source and any other simultaneously reachable exposed conductive parts of electrical protection barriers within 2.5 meters of it must be less than 0.2 ohms when tested using the test procedures specified in S9.2; and (3) The voltage between exposed conductive parts of the electrical protection barrier of the high voltage source and the electrical chassis is less than or equal to 30 VAC or 60 VDC as measured in accordance with S9.3. In addition, the voltage between an exposed conductive part of the electrical protection barrier of the high voltage source and any other simultaneously reachable exposed conductive parts of electrical protection barriers within 2.5 meters of it must be less than or equal to 30 VAC or 60 VDC as measured in accordance with S9.3. S5.4 Electrical safety during normal vehicle operation. S5.4.1 Protection against direct contact. S5.4.1.1 Marking. S5.4.1.1.1 The marking is not required for electrical protection barriers that cannot be physically accessed, opened, or removed without the use of tools. Markings are not required for electrical connectors or the vehicle charge inlet. S5.4.1.2 High voltage cables. S5.4.1.3 Service disconnect. S5.4.1.4 Protection degree of high voltage live parts. (a) Protection degree IPXXD shall be provided for high voltage live parts inside the passenger or luggage compartment when tested according to the procedures specified in S9.1 using the IPXXD test probe shown in Figure 7a. (b) Protection degree IPXXB shall be provided for high voltage live parts in areas other than the passenger or luggage compartment when tested according to the procedures specified in S9.1 using the IPXXB test probe shown in Figures 7a and 7b. S5.4.1.5 Connectors. (a) Meeting the requirements specified in S5.4.1.4 when the connector is connected to its corresponding mating component; and, (b) If a connector can be separated from its mating component without the use of a tool, meeting at least one of the following conditions from (b)(1), (2), or (3) of this section: (1) The connector meets the requirements of S5.4.1.4 when separated from its mating component; (2) The voltage of the live parts becomes less than or equal to 60 VDC or 30 VAC within one second after the connector is separated from its mating component; or, (3) The connector requires at least two distinct actions to separate from its mating component and there are other components that must be removed in order to separate the connector from its mating component and these other components cannot be removed without the use of tools. S5.4.1.6 Vehicle charge inlet. (a) The vehicle charge inlet meets the requirements of S5.4.1.4 when the charge connector is not connected to it; or (b) The voltage of the high voltage live parts becomes equal to or less than 60 VDC or equal to or less than 30 VAC within 1 second after the charge connector is separated from the vehicle charge inlet. S5.4.2 Protection against indirect contact. S5.4.2.1 The resistance between all exposed conductive parts of electrical protection barriers and the electrical chassis shall be less than 0.1 ohms when tested according to the procedures specified in S9.2. S5.4.2.2 The resistance between any two simultaneously reachable exposed conductive parts of the electrical protection barriers that are less than 2.5 meters from each other shall be less than 0.2 ohms when tested according to the procedures specified in S9.2. S5.4.3 Electrical isolation. S5.4.3.1 Electrical isolation of AC and DC high voltage sources. (a) 500 ohms/volt for an AC high voltage source; (b) 100 ohms/volt for an AC high voltage source if it is conductively connected to a DC high voltage source, but only if the AC high voltage source meets the requirements for protection against direct contact in S5.4.1.4 and the protection from indirect contact in S5.4.2; or (c) 100 ohms/volt for a DC high voltage source. S5.4.3.2 Exclusion of high voltage sources from electrical isolation requirements. S5.4.3.3 Electrical isolation of high voltage sources for charging the electric energy storage device. S5.4.4 Electrical isolation monitoring. S5.4.5 Electric shock protection during charging. S5.4.6 Mitigating driver error. S5.4.6.1 Indicator of possible active driving mode. S5.4.6.2 Indicator of possible active driving mode when leaving the vehicle. S5.4.6.3 Prevent drive-away. S6. Test requirements. S6.1 Frontal barrier crash. S6.2 Rear moving barrier impact. S6.3 Side moving deformable barrier impact. S6.4 Post-impact test static rollover. S7. Test conditions. S7.1 Electric energy storage device state-of-charge. (a) At the maximum state-of-charge in accordance with the vehicle manufacturer's recommended charging procedures, as stated in the vehicle owner's manual or on a label that is permanently affixed to the vehicle; or (b) If the manufacturer has made no recommendation for charging procedures in the owner's manual or on a label permanently affixed to the vehicle, at a state-of-charge of not less than 95 percent of the maximum capacity of the electric energy storage device; or (c) If the electric energy storage device(s) is/are rechargeable only by an energy source on the vehicle, at any state-of-charge within the normal operating voltage defined by the vehicle manufacturer. S7.2 Vehicle conditions. S7.2.1 The parking brake is disengaged and the transmission, if any, is in the neutral position. In a test conducted under S6.3, the parking brake is set. S7.2.2 Tires are inflated to the manufacturer's specifications. S7.2.3 The vehicle, including test devices and instrumentation, is loaded as follows: (a) A passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6, restrained only by means that are installed in the vehicle for protection at its seating position. (b) A multipurpose passenger vehicle, truck, or bus with a GVWR of 4536 kg or less is loaded to its unloaded vehicle weight plus the necessary dummies, as specified in S6, plus 136 kg or its rated cargo and luggage capacity weight, whichever is less. Each dummy is restrained only by means that are installed in the vehicle for protection at its seating position. S7.3 Static rollover test conditions. S7.4 Rear moving barrier impact test conditions. S7.5 Side moving deformable barrier impact test conditions. S7.6 Electrical isolation test procedure. S7.6.1 Prior to any barrier impact test, the energy storage/conversion system is connected to the vehicle's propulsion system, and the vehicle ignition is in the “on” (propulsion system energized) position. Bypass any devices or systems that do not allow the propulsion system to be energized at the time of impact when the vehicle ignition is on and the vehicle is in neutral. For a high voltage source that has an automatic disconnect that is physically contained within itself, the electrical isolation measurement after the test is made from the side of the automatic disconnect connected to the electric power train or to the rest of the electric power train if the high voltage source is a component contained in the power train. For a high voltage source that has an automatic disconnect that is not physically contained within itself, the electrical isolation measurement after the test is made from both the high voltage source side of the automatic disconnect and from the side of the automatic disconnect connected to the electric power train or to the rest of the electric power train if the high voltage source is a component contained in the power train. S7.6.2 The voltmeter used in this test has an internal resistance of at least 10 MΩ. S7.6.3 The voltage(s) is/are measured as shown in Figure 1 and the high voltage source voltage(s) (Vb) is/are recorded. Before any vehicle impact test, Vb is equal to or greater than the nominal operating voltage as specified by the vehicle manufacturer. S7.6.4 The voltage V1 between the negative side of the high voltage source and the electrical chassis is measured as shown in Figure 2. S7.6.5 The voltage V2 between the positive side of the high voltage source and the electrical chassis is measured as shown in Figure 3. S7.6.6 If V1 is greater than or equal to V2, insert a known resistance (Ro) between the negative side of the high voltage source and the electrical chassis. With the Ro installed, measure the voltage (V1′) as shown in Figure 4 between the negative side of the high voltage source and the electrical chassis. Calculate the electrical isolation resistance (Ri) according to the formula shown. Divide Ri (in ohms) by the working voltage of the high voltage source (in volts) to obtain the electrical isolation (in ohms/volt). S7.6.7 If V2 is greater than V1, insert a known resistance (Ro) between the positive side of the high voltage source and the electrical chassis. With the Ro installed, measure the voltage (V2′) as shown in Figure 5 between the positive side of the high voltage source and the electrical chassis. Calculate the electrical isolation resistance (Ri) according to the formula shown. Divide Ri (in ohms) by the working voltage of the high voltage source (in volts) to obtain the electrical isolation (in ohms/volt). S7.7 Voltage measurement. S8. Test procedure for on-board electrical isolation monitoring system. (1) The electric energy storage device is at the state-of-charge specified in S7.1. (2) The switch or device that provides power from the electric energy storage/conversion system to the propulsion system is in the activated position or the ready-to-drive position. (3) Determine the isolation resistance, Ri, of the high voltage source with the electrical isolation monitoring system using the procedure outlined in S7.6.2 through S7.6.7. (4) Insert a resistor with resistance Ro equal to or greater than 1/(1/(95 times the working voltage of the high voltage source)−1/Ri) and less than 1/(1/(100 times the working voltage of the high voltage source)−1/Ri) between the positive terminal of the high voltage source and the electrical chassis. (5) The electrical isolation monitoring system indicator shall display a warning visible to the driver seated in the driver's designated seating position. S9 Test methods for physical barrier protection from electric shock due to direct and indirect contact with high voltage sources. S9.1 Test method to evaluate protection from direct contact with high voltage sources. (a) Any parts surrounding the high voltage components are opened, disassembled, or removed without the use of tools. (b) The selected access probe is inserted into any gaps or openings of the electrical protection barrier with a test force of 10 N ± 1 N with the IPXXB probe or 1 to 2 N with the IPXXD probe. If the probe partly or fully penetrates into the electrical protection barrier, it is placed in every possible position to evaluate contact with high voltage live parts. If partial or full penetration into the electrical protection barrier occurs with the IPXXB probe, the IPXXB probe shall be placed as follows: starting from the straight position, both joints of the test finger are rotated progressively through an angle of up to 90 degrees with respect to the axis of the adjoining section of the test finger and are placed in every possible position. (c) A low voltage supply (of not less than 40 V and not more than 50 V) in series with a suitable lamp may be connected between the access probe and any high voltage live parts inside the electrical protection barrier to indicate whether high voltage live parts were contacted. (d) A mirror or fiberscope may be used to inspect whether the access probe touches high voltage live parts inside the electrical protection barrier. (e) Protection degree IPXXD or IPXXB is verified when the following conditions are met: (i) The access probe does not touch high voltage live parts. The IPXXB access probe may be manipulated as specified in S9.1(b) for evaluating contact with high voltage live parts. The methods specified in S9.1(c) or S9.1(d) may be used to aid the evaluation. If method S9.1(c) is used for verifying protection degree IPXXB or IPXXD, the lamp shall not light up. (ii) The stop face of the access probe does not fully penetrate into the electrical protection barrier. S9.2 Test method to evaluate protection against indirect contact with high voltage sources. (a) Test method using a resistance tester. (b) Test method using a DC power supply, voltmeter and ammeter. (1) Connect the DC power supply, voltmeter and ammeter to the measuring points (the electrical chassis and any exposed conductive part or any two simultaneously reachable exposed conductive parts that are less than 2.5 meters from each other) as shown in Figure 8. (2) Adjust the voltage of the DC power supply so that the current flow becomes more than 0.2 Amperes. (3) Measure the current I and the voltage V shown in Figure 8. (4) Calculate the resistance R according to the formula, R=V/I. (5) The resistance between two simultaneously reachable exposed conductive parts of electrical protection barriers that are less than 2.5 meters from each other may be calculated using the separately measured resistances of the relevant parts of the electric path. S9.3 Test method to determine voltage between exposed conductive parts of electrical protection barriers and the electrical chassis and between exposed conductive parts of electrical protection barriers. (a) Connect the voltmeter to the measuring points (exposed conductive part of an electrical protection barrier and the electrical chassis or any two simultaneously reachable exposed conductive parts of electrical protection barriers that are less than 2.5 meters from each other). (b) Measure the voltage. (c) The voltage between two simultaneously reachable exposed conductive parts of electrical protection barriers that are less than 2.5 meters from each other may be calculated using the separately measured voltages between the relevant electrical protection barriers and the electrical chassis. [65 FR 57988, Sept. 27, 2000, as amended at 66 FR 60160, Dec. 3, 2001; 69 FR 51399, Aug. 19, 2004; 72 FR 51972, Sept. 11, 2007; 75 FR 12141, Mar. 15, 2010; 75 FR 33527, June 14, 2010; 76 FR 45448, July 29, 2011; 80 FR 2325, Jan. 16, 2015; 82 FR 44960, Sept. 27, 2017; 84 FR 44257, Aug. 23, 2019; 89 FR 104352, Dec. 20, 2024] § 571.305a Standard No. 305a; electric-powered vehicles: Electric powertrain integrity; mandatory applicability begins on September 1, 2027. S1. Scope. S2. Purpose. S3. Application. (b) Mandatory applicability begins September 1, 2027, for vehicles with a gross vehicle weight rating of 4,536 kilograms (kg) or less and September 1, 2028, for vehicles with a gross vehicle weight rating over 4,536 kg. Small-volume manufacturers, final-stage manufacturers, and alterers are provided an additional year to comply with the requirements beyond the dates identified in this paragraph (b). S4. Definitions. Active driving possible mode Automatic disconnect Breakout harness Capacitor Charge connector Chassis dynamometer Connector n C Rate Direct contact Electric energy storage device Electric energy storage/conversion device Electric energy storage/conversion system Electric power train Electrical chassis (1) Conductively linked together, and (2) Not high voltage sources during normal vehicle operation. Electrical isolation Electrical protection barrier Electrolyte leakage Exposed conductive part External charging mode External electric power supply Fuel cell system High voltage live part High voltage source Indirect contact Live part Luggage compartment Normal vehicle operation Parking mode Passenger compartment Propulsion system Protection degree IPXXB Protection degree IPXXD Rechargeable Electrical Energy Storage System (REESS) Rupture Service disconnect State of charge (SOC) Thermal event Thermal runaway Thermal propagation VAC VDC Vehicle charge inlet Venting Working voltage S5. General requirements. S5.1 Vehicles of GVWR of 4,536 kilograms (kg) or less (light vehicles). S5.2 Vehicles with a GVWR greater than 4,536 kg other than school buses (heavy vehicles other than school buses). S5.3 School buses with a GVWR greater than 4,536 kg. S6. Normal vehicle operation safety. S6.1 Protection against direct contact. S6.1.1 Marking. S6.1.1.1 The marking is not required for electrical protection barriers that cannot be physically accessed, opened, or removed without the use of tools. Markings are not required for electrical connectors or the vehicle charge inlet. S6.1.2 High voltage cables. S6.1.3 Service disconnect. S6.1.4 Protection degree of high voltage live parts. (b) Protection degree IPXXB shall be provided for high voltage live parts in areas other than the passenger or luggage compartment when tested according to the procedures specified in S7.3.1 of this standard using the IPXXB test probe shown in figures 7a and 7b to this standard. High voltage live parts that are not energized except during charging of the REESS are excluded from protection degree IPXXB if they are located on the vehicle roof such that the wrap around distance from the instep of the vehicle, or the lowest step (if multiple steps are present) of the vehicle, to the high voltage source is at least 3 meters. S6.1.5 Connectors. (a) Meeting the requirements specified in S6.1.4 when the connector is connected to its corresponding mating component; and, (b) If a connector can be separated from its mating component without the use of a tool, meeting at least one of the following conditions from S6.1.5(b)(1), (2), or (3): (1) The connector meets the requirements of S6.1.4 when separated from its mating component; (2) The voltage of the live parts becomes less than or equal to 60 VDC or 30 VAC within one second after the connector is separated from its mating component; or (3) The connector requires at least two distinct actions to separate from its mating component and there are other components that must be removed in order to separate the connector from its mating component and these other components cannot be removed without the use of tools. S6.1.6 Vehicle charge inlet. (a) The vehicle charge inlet meets the requirements of S6.1.4 when the charge connector is not connected to it; or (b) The voltage of the high voltage live parts becomes equal to or less than 60 VDC or equal to or less than 30 VAC within 1 second after the charge connector is separated from the vehicle charge inlet. S6.2 Protection against indirect contact. S6.2.1 The resistance between all exposed conductive parts of electrical protection barriers and the electrical chassis shall be less than 0.1 ohms when tested according to the procedures specified in S7.3.2 of this standard. S6.2.2 The resistance between any two simultaneously reachable exposed conductive parts of the electrical protection barriers that are less than 2.5 meters from each other shall be less than 0.2 ohms when tested according to the procedures specified in S7.3.2 of this standard. S6.3 Electrical isolation. S6.3.1 Electrical isolation of AC and DC high voltage sources. (a) 500 ohms/volt for an AC high voltage source; (b) 100 ohms/volt for an AC high voltage source if it is conductively connected to a DC high voltage source, but only if the AC high voltage source meets the requirements for protection against direct contact in S6.1.4 and the protection from indirect contact in S6.2; or (c) 100 ohms/volt for a DC high voltage source. S6.3.2 Exclusion of high voltage sources from electrical isolation requirements. S6.3.3 Electrical isolation of high voltage sources for charging the electric energy storage device. S6.4 Electrical isolation monitoring. S6.5 Electric shock protection during charging. S6.6 Mitigating driver error. S6.6.1 Indicator of active driving possible mode. S6.6.2 Indicator of active driving possible mode when leaving the vehicle. S6.6.3 Prevent drive-away. S7. Electrical safety test procedures for normal vehicle operation safety. S7.1 Voltage measurements. S7.1.1 For a high voltage source that has an automatic disconnect that is physically contained within itself, the voltage measurement after the test is made from the side of the automatic disconnect connected to the electric power train or to the rest of the electric power train if the high voltage source is a component contained in the power train. For a high voltage source that has an automatic disconnect that is not physically contained within itself, the voltage measurement after the test is made from both the high voltage source side of the automatic disconnect and from the side of the automatic disconnect connected to the electric power train or to the rest of the electric power train if the high voltage source is a component contained in the power train. S7.1.2 Voltage Vb is measured across the two terminals of the voltage source. Before a vehicle crash test, Vb is equal to or greater than the working voltage as specified by the vehicle manufacturer. S7.1.3 Voltage V1 is measured between the negative side of the high voltage source and the electrical chassis as shown in figure 2 to this standard. Voltage V2 is measured between the positive side of the high voltage source and the electrical chassis as shown in figure 3 to this standard. S7.2 Test method for determining electrical isolation. S7.2.1 If V1 is greater than or equal to V2, insert a known resistance (Ro) between the negative side of the high voltage source and the electrical chassis. With the Ro installed, measure the voltage (V1') as shown in figure 4 to this standard between the negative side of the high voltage source and the electrical chassis. Calculate the electrical isolation resistance (Ri) according to the formula shown. Divide Ri (in ohms) by the working voltage of the high voltage source (in volts) to obtain the electrical isolation (in ohms/volt). S7.2.2 If V2 is greater than V1, insert a known resistance (Ro) between the positive side of the high voltage source and the electrical chassis. With the Ro installed, measure the voltage (V2') as shown in figure 5 to this standard between the positive side of the high voltage source and the electrical chassis. Calculate the electrical isolation resistance (Ri) according to the formula shown. Divide Ri (in ohms) by the working voltage of the high voltage source (in volts) to obtain the electrical isolation (in ohms/volt). S7.3 Test methods for evaluating physical barrier protection. S7.3.1 Test method to evaluate protection from direct contact with high voltage sources. (b) The selected access probe is inserted into any gaps or openings of the electrical protection barrier with a test force between 9 Newton to 11 Newton with the IPXXB probe or 1 Newton to 2 Newton with the IPXXD probe. If the probe partly or fully penetrates into the electrical protection barrier, it is placed in every possible position to evaluate contact with high voltage live parts. If partial or full penetration into the electrical protection barrier occurs with the IPXXB probe, the IPXXB probe shall be placed as follows: starting from the straight position, both joints of the test finger are rotated progressively through an angle of up to 90 degrees with respect to the axis of the adjoining section of the test finger and are placed in every possible position. (c) A low voltage supply (of not less than 40 V and not more than 50 V) in series with a suitable lamp may be connected between the access probe and any high voltage live parts inside the electrical protection barrier to indicate whether high voltage live parts were contacted. (d) A mirror or fiberscope may be used to inspect whether the access probe touches high voltage live parts inside the electrical protection barrier. (e) Protection degree IPXXD or IPXXB is verified when the following conditions are met: (1) The access probe does not touch high voltage live parts. The IPXXB access probe may be manipulated as specified in S7.3.1(b) for evaluating contact with high voltage live parts. The methods specified in S7.3.1(c) or S7.3.1(d) may be used to aid the evaluation. If method S7.3.1(c) is used for verifying protection degree IPXXB or IPXXD, the lamp shall not light up. (2) The stop face of the access probe does not fully penetrate into the electrical protection barrier. S7.3.2 Test method to evaluate protection against indirect contact with high voltage sources. (a) Test method using a resistance tester. (b) Test method using a DC power supply, voltmeter, and ammeter. (2) Adjust the voltage of the DC power supply so that the current flow becomes more than 0.2 Amperes. (3) Measure the current I and the voltage V shown in figure 8 to this standard. (4) Calculate the resistance R according to the formula, R = V/I. (5) The resistance between two simultaneously reachable exposed conductive parts of electrical protection barriers that are less than 2.5 meters from each other may be calculated using the separately measured resistances of the relevant parts of the electric path. S7.3.3 Test method to determine voltage between exposed conductive parts of electrical protection barriers and the electrical chassis and between exposed conductive parts of electrical protection barriers. (b) Connect the voltmeter to the measuring points (exposed conductive part of an electrical protection barrier and the electrical chassis or any two simultaneously reachable exposed conductive parts of electrical protection barriers that are less than 2.5 meters from each other). (c) Measure the voltage. (d) The voltage between two simultaneously reachable exposed conductive parts of electrical protection barriers that are less than 2.5 meters from each other may be calculated using the separately measured voltages between the relevant electrical protection barriers and the electrical chassis. S7.4 Test method for evaluating on-board electrical isolation monitoring system. (a) The electric energy storage device is at the state of charge specified in S7.1. (b) The switch or device that provides power from the electric energy storage/conversion system to the propulsion system is in the activated position or the ready-to-drive position. (c) Determine the isolation resistance, Ri, of the high voltage source with the electrical isolation monitoring system using the procedure outlined in S7.2. (d) Insert a resistor with resistance Ro equal to or greater than 1/(1/(95 times the working voltage of the high voltage source)−1/Ri) and less than 1/(1/(100 times the working voltage of the high voltage source)−1/Ri) between the positive terminal of the high voltage source and the electrical chassis. (e) The electrical isolation monitoring system indicator shall provide a visual warning to the driver. For a vehicle with automated driving systems and without manually operated driving controls, the visual warning must be provided to all the front row occupants. S7.5 Test method for determining post-crash energy in capacitors. 1 2 (b) Voltages Vb, V1, and V2 are measured across the capacitors in accordance with S7.1. (c) The total energy in a x-capacitor is equal to 0.5 × Cx × Vb 2 (d) The total energy in the y-capacitor Cy 1 1 2 2 2 2 S8. Post-crash safety. S8.1 Fire safety. S8.2 Electrical safety. (a) The electrical isolation of the high voltage source, determined in accordance with the procedure specified in S7.2 of this standard, must be greater than or equal to one of the following: (1) 500 ohms/volt for an AC high voltage source; (2) 100 ohms/volt for an AC high voltage source if it is conductively connected to a DC high voltage source, but only if the AC high voltage source meets the physical barrier protection requirements specified in S8.2(c)(1) and (2); or (3) 100 ohms/volt for a DC high voltage source. (b) The voltages V1, V2, and Vb of the high voltage source, measured according to the procedure specified in S7.1 of this standard, must be less than or equal to 30 VAC for AC components or 60 VDC for DC components. (c) Protection against electric shock by direct and indirect contact (physical barrier protection) shall be demonstrated by meeting the following three conditions: (1) The high voltage source (AC or DC) meets the protection degree IPXXB when tested according to the procedure specified in S7.3.1 of this standard using the IPXXB test probe shown in figures 7a and 7b to this standard; (2) The resistance between exposed conductive parts of the electrical protection barrier of the high voltage source and the electrical chassis is less than 0.1 ohms when tested according to the procedures specified in S7.3.2 of this standard. In addition, the resistance between an exposed conductive part of the electrical protection barrier of the high voltage source and any other simultaneously reachable exposed conductive parts of electrical protection barriers within 2.5 meters of it must be less than 0.2 ohms when tested using the test procedures specified in S7.3.2 of this standard; and (3) The voltage between exposed conductive parts of the electrical protection barrier of the high voltage source and the electrical chassis is less than or equal to 30 VAC or 60 VDC as measured in accordance with S7.3.3 of this standard. In addition, the voltage between an exposed conductive part of the electrical protection barrier of the high voltage source and any other simultaneously reachable exposed conductive parts of electrical protection barriers within 2.5 meters of it must be less than or equal to 30 VAC or 60 VDC as measured in accordance with S7.3.3 of this standard. (d) The total energy of unidirectional single impulse currents from capacitors shall be less than 0.2 Joules when determined in accordance with the procedure specified in S7.5 of this standard. S8.3 Electric energy storage/conversion device retention. (a) Electric energy storage/conversion devices shall remain attached to the vehicle by at least one component anchorage, bracket, or any structure that transfers loads from the device to the vehicle structure, and (b) Electric energy storage/conversion devices located outside the occupant compartment shall not enter the occupant compartment. S8.4 Electrolyte leakage from electric energy storage devices. S9. Crash test specifications. S9.1 Frontal barrier crash. S9.2 Rear moving barrier impact. S9.3 Side moving deformable barrier impact. S9.4 Post-impact test static rollover. S9.5 Moving contoured barrier crash. S10. Crash test conditions. S10.1 State of charge. (a) At the maximum state of charge in accordance with the vehicle manufacturer's recommended charging procedures, as stated in the vehicle owner's manual or on a label that is permanently affixed to the vehicle; or (b) If the manufacturer has made no recommendation for charging procedures in the owner's manual or on a label permanently affixed to the vehicle, at a state of charge of not less than 95 percent of the maximum capacity of the electric energy storage device(s); or (c) If the electric energy storage device(s) is/are rechargeable only by an energy source on the vehicle, at any state of charge within the normal operating voltage defined by the vehicle manufacturer. S10.2 Vehicle conditions. S10.2.1 The parking brake is disengaged and the vehicle drive system is in the neutral position. In a test conducted under S9.3 of this standard, the parking brake is set. S10.2.2 Tires are inflated to the manufacturer's specifications. S10.2.3 The vehicle, including test devices and instrumentation, is loaded as follows: (a) A passenger car is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage compartment, plus the necessary test dummies as specified in S9 of this standard, restrained only by means that are installed in the vehicle for protection at its seating position. (b) A multipurpose passenger vehicle, truck, or bus, with a GVWR of 4,536 kg (10,000 lb) or less, is loaded to its unloaded vehicle weight plus the necessary dummies, as specified in S9 of this standard, plus 136 kg or its rated GVWR, whichever is less, secured in the load carrying area and distributed as nearly as possible in proportion to its GVWR. For the purpose of this standard, unloaded vehicle weight does not include the weight of work-performing accessories. Each dummy is restrained only by means that are installed in the vehicle for protection at its seating position. (c) A school bus with a GVWR greater than 4,536 kg is loaded to its unloaded vehicle weight, plus 54 kg of unsecured mass at each designated seating position. S10.3 Static rollover test conditions. S10.4 Rear moving barrier impact test conditions. S10.5 Side moving deformable barrier impact test conditions. S11. Vehicle controls managing REESS safe operations. S11.1 When tested in accordance with the overcharge test in S12.1, the over-discharge test in S12.2, the overcurrent test in S12.3, the high-temperature test in S12.4, and the short circuit test in accordance with S12.5 of this standard, each vehicle shall meet the following: (a) During the test, there shall be no evidence of electrolyte leakage, rupture, venting, fire, or explosion of the REESS as verified by visual inspection without disassembly of the vehicle. (b) The isolation resistance of the high voltage sources measured after the test shall not be less than 100 ohms/volt when determined in accordance with S7.2 of this standard. S11.2 In the event of operational failure of the vehicle controls that manage safe operation of the REESS, the vehicle must provide a visual warning while in active driving possible mode. The warning system shall monitor its own readiness and the visual warning must be provided to the driver. For a vehicle with automated driving systems and without manually operated driving controls, the visual warning must be provided to all the front row occupants. S12. Test methods for evaluating vehicle controls managing REESS safe operations. S12.1 Overcharge test. The overcharge test is conducted at ambient temperatures between 10 °C and 30 °C, with the vehicle REESS initially set between 90 to 95 percent SOC. The following steps are conducted to evaluate the vehicle's overcharge protection controls: (a) A breakout harness is connected to the traction side of the REESS. The manufacturer must specify an appropriate location(s) and attachment point(s) to connect the breakout harness. (b) Temperature probes are connected to the REESS outer casing to monitor changes in REESS temperature. Temperature measurements may also be obtained through communication with the REESS control module. (c) The external charge/discharge equipment, with maximum voltage and current set at least 10 percent higher than the REESS voltage and current limits, is connected to the breakout harness. (d) The vehicle switch or device that provides power to the vehicle controls that manage REESS operations is set to the activated position. (e) The REESS is charged with the external charge/discharge equipment with the maximum charge current specified by the manufacturer. If the manufacturer does not specify an appropriate charge current, then a charge rate of 1/3 (f) Charging is continued until one of the following occurs: (1) The overcharge protection control terminates the charge current; (2) The REESS temperature is 10 °C above the manufacturer-specified maximum operating temperature of the REESS; or (3) 12 hours have passed since the start of charging the vehicle. (g) After the charge current is terminated, if charge and discharge are permitted by the vehicle controls, a standard cycle is performed in accordance with S12.6. (h) After the completion of the standard cycle, or if the standard cycle was not performed, after charging is terminated, the vehicle is observed for 1 hour for evidence of electrolyte leakage, rupture, venting, fire, or explosion of the REESS. (i) At the conclusion of the test, electrical isolation of the REESS is determined in accordance with S7.2 of this standard. S12.2 Over-discharge test. (a) A breakout harness is connected to the traction side of the REESS. The manufacturer must specify an appropriate location(s) and attachment point(s) to connect the breakout harness. (b) Temperature probes are connected to the REESS outer casing to monitor changes in REESS temperature. Temperature measurements may also be obtained through communication with the REESS control module. (c) The external charge/discharge equipment, with maximum voltage and current set at least 10 percent higher than the REESS voltage and current limits, is connected to the breakout harness. (d) The vehicle switch or device that provides power from the REESS to the electric power train is set to the activated position or the active driving possible mode. (e) The REESS is discharged with the external charge/discharge equipment with the maximum discharge rate under normal operating conditions specified by the manufacturer. If the manufacturer does not specify an appropriate discharge rate, a power load of 1kW is used. (f) Discharging is continued until one of the following occurs: (1) The over-discharge protection control terminates the discharge current; (2) The temperature gradient of the REESS is less than 4 °C through 2 hours from the start of discharge; or (3) The vehicle is discharged to 25 percent of its working voltage level. (g) After the discharge current is terminated, a standard cycle is performed in accordance with S12.6, if charge and discharge are permitted by the vehicle controls. (h) After the completion of the standard cycle, or if the standard cycle was not performed, after discharging is terminated, the vehicle is observed for 1 hour for evidence of electrolyte leakage, rupture, venting, fire, or explosion of the REESS. (i) At the conclusion of the test, electrical isolation of the REESS is determined in accordance with S7.2 of this standard. S12.3 Overcurrent test. (a) A breakout harness is connected to the traction side of the REESS. The manufacturer must specify an appropriate location(s) and attachment point(s) to connect the breakout harness. (b) Temperature probes are connected to the REESS outer casing to monitor changes in REESS temperature. Temperature measurements may also be obtained through communication with the REESS control module. (c) The external charge/discharge equipment, with maximum voltage and current set at least 10 percent higher than the REESS voltage and current limits, is connected to the breakout harness. (d) The vehicle switch or device that provides power to the vehicle controls that manage REESS operations is set to the activated position. (e) The REESS is charged with the external charge/discharge equipment with the maximum charge current specified by the manufacturer. If the manufacturer does not specify an appropriate charge current, then a charge rate of 1/3 (f) After charging is initiated, the overcurrent specified by the manufacturer is supplied over the course of 5 seconds from the maximum charge current level to the over-current level. If the vehicle manufacturer does not supply an overcurrent level, a 10 Ampere over-current is supplied over 5 seconds. If charging is not terminated, the over-current supply is increased in steps of 10 Amperes. (g) Charging at the over-current level is continued until one of the following occurs: (1) The over-current protection control terminates the charge current; or (2) The temperature gradient of the REESS is less than 4 °C through 2 hours from the first overcurrent input. (h) After the charge current is terminated, if charge and discharge are permitted by the vehicle controls, a standard cycle is performed in accordance with S12.6. (i) After the completion of the standard cycle or if the standard cycle was not performed, after charging is terminated, the vehicle is observed for 1 hour for evidence of electrolyte leakage, rupture, venting, fire, or explosion of the REESS. (j) At the conclusion of the test, electrical isolation of the REESS is determined in accordance with S7.2 of this standard. S12.4 Over-temperature test. (a) The cooling system of the REESS is disabled using manufacturer supplied information. For an REESS that will not operate if the cooling system is disabled, the cooling operation is significantly reduced. If manufacturer does not supply information to disable or significantly reduce the cooling system, methods such as crimping the liquid cooling hose, removing refrigerant fluid, or blocking cabin air intakes for air cooled REESS are applied. (b) Temperature probes are connected to the REESS outer casing to monitor changes in REESS temperature. Temperature measurements may also be obtained through communication with the REESS control module. (c) The vehicle is installed on a chassis dynamometer and the vehicle switch or device that provides power from the REESS to the electric power train is set to the activated position or the active driving possible mode. (d) The vehicle is driven on the dynamometer using an appropriate vehicle manufacturer supplied drive profile and charging information for discharge and charge of the REESS to raise the REESS temperature to its upper boundary safe operating temperature within one hour. If an appropriate manufacturer-supplied drive profile is not available, the vehicle is repeatedly accelerated to 80 mph and then decelerated to 15 mph within 40 seconds. If the manufacturer does not supply a charge profile, then a charge rate greater than 1/3 (e) The discharge/charge procedure on the chassis-dynamometer is continued until one of the following occurs: (1) The vehicle terminates the discharge/charge cycle; (2) The temperature gradient of the REESS is less than 4 °C through 2 hours from the start of the discharge/charge cycle; or (3) Three (3) hours have passed since the start of discharge/charge cycles. (f) After the discharge and charge procedure is terminated, if charge and discharge are permitted by the vehicle controls, a standard cycle is performed in accordance with S12.6. (g) After the completion of the standard cycle, or if the standard cycle is not performed, after the discharge and charge procedure is terminated, the vehicle is observed for 1 hour for evidence of electrolyte leakage, rupture, venting, fire, or explosion of the REESS. (h) At the conclusion of the test, electrical isolation of the REESS is determined in accordance with S7.2 of this standard. S12.5 External short circuit test. (a) A breakout harness is connected to the REESS. The manufacturer must specify an appropriate location(s) and attachment point(s) to connect the breakout harness. (b) Temperature probes are connected to the REESS outer casing to monitor changes in REESS temperature. Temperature measurements may also be obtained through communication with the REESS control module. (c) The vehicle switch or device that provides power to the vehicle controls that manage REESS operations is set to the activated position. (d) The short circuit contactor (with the contactors in open position) is connected to the breakout harnesses. The total resistance of the equipment to create the external short circuit (short circuit contactor and breakout harnesses) is verified to be between 2 to 5 milliohms. (e) The short circuit contactor is closed to initiate the short circuit. (f) The short circuit condition is continued until one of the following occurs: (1) Short circuit current is terminated; or (2) The temperature gradient of the REESS is less than 4 °C through 2 hours from the start of initiating the short circuit condition. (g) After the short circuit current is terminated, if charge and discharge are permitted by the vehicle controls, a standard cycle is performed in accordance with S12.6. (h) After the completion of the standard cycle, or if the standard cycle was not performed, after short circuit current is terminated, the vehicle is observed for 1 hour for evidence of electrolyte leakage, rupture, venting, fire, or explosion of the REESS. (i) At the conclusion of the test, electrical isolation of the REESS is determined in accordance with S7.2 of this standard. S12.6 Standard cycle. (a) If the manufacturer does not provide a discharge procedure, the vehicle is discharged with 1C current until discharge is terminated by vehicle controls. (b) If the manufacturer does not provide a charge procedure, the vehicle is charged with 1/3 S13. Warning in the case of thermal event in REESS. S14. Water exposure safety. (a) Just after exposure to water in each of the two tests specified below and with the vehicle still wet; and (b) After a minimum of 24 hours after completing each of the tests specified in S14.1 and S14.2. S14.1 Vehicle washing test. (a) During the washing, the distance from the nozzle to the vehicle surface is 3.0 to 3.2 meters. The distance of the nozzle from the vehicle surface may be reduced, if necessary, to ensure the surface is wet when spraying upwards. The washing test duration per square meter of the vehicle surface area is 60 to 75 seconds, with a minimum total test duration of 3 minutes. (b) The vehicle external surface, including the vehicle sides, front, rear, top, and bottom is exposed to the water stream. Border lines on the vehicle such glass seals, outline of opening parts (doors, windows, vehicle inlet cover), outline of front grille, and seals of vehicle lamps are exposed to the water stream from any direction. (c) At the conclusion of the normal washing test, with the vehicle still wet, electrical isolation is determined in accordance with S7.2 of this standard. S14.2 Driving through standing water test. (a) If the wade pool is less than 500 m in length, then the vehicle shall be driven through it several times for a total distance of 500 m. The total time, including the period outside of the wade pool, shall be less than 10 minutes. (b) At the conclusion of the standing water test, with the vehicle still wet, electrical isolation is determined in accordance with S7.2 of this standard. Figures to FMVSS No. 305a Figure 1. Voltage Measurements of the High Voltage Source Figure 2. Measurement for V1 Voltage Between the Negative Side of the High Voltage Source and the Electrical Chassis Figure 3. Measurement for V2 Voltage Between the Positive Side of the High Voltage Source and the Electrical Chassis Figure 4. Measurement for V1' Voltage Across Resistor Between Negative Side of the High Voltage Source and Electrical Chassis Figure 5. Measurement for V2' Voltage Across Resistor Between Positive Side of the High Voltage Source and Electrical Chassis Figure 6. Marking of High Voltage Sources Figure 7a. Access Probes for the Tests of Direct Contact Protection. Access Probe IPXXB (Top) and Access Probe IPXXD (Bottom) Figure 7b. Jointed Test Finger IPXXB Figure 8. Connection To Determine Resistance Between Exposed Conductive Parts of Electrical Protection Barrier and Electrical Chassis Figure 9. Standard Nozzle for IPX5 Water Exposure Test [89 FR 104352, Dec. 20, 2024, as amended at 91 FR 33115, June 3, 2026] § 571.307 Standard No. 307; Fuel system integrity of hydrogen vehicles. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. Check valve Closure devices Container Container attachments Compressed hydrogen storage system (CHSS) Enclosed or semi-enclosed spaces Fuel cell system Fueling receptacle Fuel lines Hydrogen concentration Hydrogen fuel system Luggage compartment Maximum allowable working pressure (MAWP) Nominal working pressure (NWP) Normal milliliter Passenger compartment Pressure relief device (PRD) Rechargeable electrical energy storage system (REESS) Service door Shut-off valve State of charge (SOC) Equation 1 to § 571.307 S4 Table 1 to § 571.307 S4 Temperature Pressure 1 10 20 30 35 40 50 60 65 70 75 80 87.5 −40 1.0 9.7 18.1 25.4 28.6 31.7 37.2 42.1 44.3 46.4 48.4 50.3 53.0 −30 1.0 9.4 17.5 24.5 27.7 30.6 36.0 40.8 43.0 45.1 47.1 49.0 51.7 −20 1.0 9.0 16.8 23.7 26.8 29.7 35.0 39.7 41.9 43.9 45.9 47.8 50.4 −10 0.9 8.7 16.2 22.9 25.9 28.7 33.9 38.6 40.7 42.8 44.7 46.6 49.2 0 0.9 8.4 15.7 22.2 25.1 27.9 33.0 37.6 39.7 41.7 43.6 45.5 48.1 10 0.9 8.1 15.2 21.5 24.4 27.1 32.1 36.6 38.7 40.7 42.6 44.4 47.0 15 0.8 7.9 14.9 21.2 24.0 26.7 31.7 36.1 38.2 40.2 42.1 43.9 46.5 20 0.8 7.8 14.7 20.8 23.7 26.3 31.2 35.7 37.7 39.7 41.6 43.4 46.0 30 0.8 7.6 14.3 20.3 23.0 25.6 30.4 34.8 36.8 38.8 40.6 42.4 45.0 40 0.8 7.3 13.9 19.7 22.4 24.9 29.7 34.0 36.0 37.9 39.7 41.5 44.0 50 0.7 7.1 13.5 19.2 21.8 24.3 28.9 33.2 35.2 37.1 38.9 40.6 43.1 60 0.7 6.9 13.1 18.7 21.2 23.7 28.3 32.4 34.4 36.3 38.1 39.8 42.3 70 0.7 6.7 12.7 18.2 20.7 23.1 27.6 31.7 33.6 35.5 37.3 39.0 41.4 80 0.7 6.5 12.4 17.7 20.2 22.6 27.0 31.0 32.9 34.7 36.5 38.2 40.6 85 0.7 6.4 12.2 17.5 20.0 22.3 26.7 30.7 32.6 34.4 36.1 37.8 40.2 Thermally-activated pressure relief device (TPRD) S5. Hydrogen fuel system. S5.1. Fuel system integrity during normal vehicle operations. S5.1.1. Fueling receptacle requirements. (b) A label shall be affixed close to the fueling receptacle showing the following information: (1) The statement, “Compressed hydrogen gas only.” (2) The statement, “Service pressure ____________MPa (_________psig).” (3) The statement, “See instructions on fuel container(s) for inspection and service life.” (c) The fueling receptacle shall ensure positive locking of the fueling nozzle. (d) The fueling receptacle shall be protected from the ingress of dirt and water. (e) The fueling receptacle shall not be installed in enclosed or semi-enclosed spaces. S5.1.2. Hydrogen discharge systems. S5.1.2.1. Pressure relief systems. (b) The hydrogen gas discharge from TPRD(s) of the CHSS shall not impinge upon: (1) Enclosed or semi-enclosed spaces; (2) Any vehicle wheel housing; (3) Container(s); (4) REESS(s); (5) Any emergency exit(s) as identified in § 571.217 (FMVSS No. 217); nor (6) Any service door(s). S5.1.2.2. Vehicle exhaust system. (a) Exceed an average of 4.0 percent by volume during any moving three-second time interval; nor (b) Exceed 8.0 percent by volume at any time. S5.1.3. Protection against flammable conditions. (b) When tested in accordance with S6.4.2 of this standard, the hydrogen concentration in the enclosed or semi-enclosed spaces shall be less than 3.0 percent. S5.1.4. Fuel system leakage. S5.1.5 Tell-tale warning. (a) Visible to the driver while seated in the driver's designated seating position or visible to all front seat occupants of vehicles without a driver's designated seating position; (b) Yellow in color if the warning system malfunctions; (c) Red in color if hydrogen concentration in enclosed or semi-enclosed spaces exceeds 3.0 percent by volume; (d) When illuminated, shall be visible to the driver (or to all front seat occupants in vehicles without a driver's designated seating position) under both daylight and nighttime driving conditions; and (e) Remains illuminated when hydrogen concentration in any of the vehicle's enclosed or semi-enclosed spaces exceeds 3.0 percent by volume or when the warning system malfunctions, and the ignition locking system is in the “On” (“Run”) position or the propulsion system is activated. S5.2. Post-crash fuel system integrity. S5.2.1. Fuel leakage limit. S5.2.2. Concentration limit in enclosed spaces. (a) Hydrogen gas leakage shall not result in a hydrogen concentration in the air greater than 4.0 percent by volume in enclosed or semi-enclosed spaces for 60 minutes after impact when tested in accordance with S6.3 of this standard. (b) Helium gas leakage shall not result in a helium concentration in the air greater than 3.0 percent by volume in enclosed or semi-enclosed spaces for 60 minutes after impact when tested in accordance with S6.3 of this standard. (c) The shut-off valve of the CHSS shall close within 5 seconds of the crash. S5.2.3. Container displacement. S5.2.4. Fire. S6. Test Requirements. S6.1. Vehicle Crash Tests. S6.1.1. Frontal barrier crash. S6.1.2. Rear moving barrier impact. S6.1.3. Side moving deformable barrier impact. S6.1.4. Moving contoured barrier crash. S6.2. Post-crash CHSS leak test. S6.2.1. Post-crash leak test for CHSS filled with compressed hydrogen. 0 0 f f (1) 60 minutes; or (2) The time interval calculated with equation 2 to this section, where R s s s CHSS Equation 2 to § 571.307 S6.2.1(a)(2) Δt = V CHSS s s (b) The initial mass of hydrogen M 0 Equation 3 to § 571.307 S6.2.1(b) P 0 0 0 Equation 4 to § 571.307 S6.2.1(b) ρ 0 0 2 0 Equation 5 to § 571.307 S6.2.1(b) M 0 0 CHSS (c) The final mass of hydrogen in the CHSS, M f f f Equation 6 to § 571.307 S6.2.1(c) P f f f Equation 7 to § 571.307 S6.2.1(c) ρ f f 2 f Equation 8 to § 571.307 S6.2.1(c) M f f CHSS (d) The average hydrogen flow rate over the time interval shall be calculated from equation 9 to this section, where V H2 Equation 9 to § 571.307 S6.2.1(d) V H2 f 0 target 0 S6.2.2 Post-crash leak test for CHSS filled with compressed helium. (a) The helium pressure, P 0 0 (1) 60 minutes; or (2) The time interval calculated with equation 10 to this section, where R s s s CHSS Equation 10 to § 571.307 S6.2.2(a)(2) Δt = V CHSS s s (b) The initial mass of helium M 0 Equation 11 to § 571.307 S6.2.2(b) P 0 0 0 Equation 12 to § 571.307 S6.2.2(b) ρ 0 0 2 0 Equation 13 to § 571.307 S6.2.2(b) M 0 0 CHSS (c) The final mass of helium M f f f Equation 14 to § 571.307 S6.2.2(c) P f f f Equation 15 to § 571.307 S6.2.2(c) ρ f f 2 f Equation 16 to § 571.307 S6.2.2(c) M f f CHSS (d) The average helium flow rate over the time interval shall be calculated from equation 17 to this section, where V He Equation 17 to § 571.307 S6.2.2(d) V He f 0 target 0 S6.3. Post-crash concentration test for enclosed spaces. (b) Sensors shall have an accuracy of at least 5 percent at 4.0 percent hydrogen or 3.0 percent helium by volume in air, and a full-scale measurement capability of at least 25 percent above these criteria. The sensor shall be capable of a 90 percent response to a full-scale change in concentration within 10 seconds. (c) Prior to the crash impact, the sensors shall be located in the passenger and luggage compartments of the vehicle as follows: (1) At any interior point at any distance between 240 mm and 260 mm of the headliner above the driver's seat or near the top center of the passenger compartment. (2) At any interior point at any distance between 240 mm and 260 mm of the floor in front of the rear (or rear most) seat in the passenger compartment. (3) At any interior point at any distance between 90 mm and 110 mm below the top of luggage compartment(s). (d) The sensors shall be securely mounted on the vehicle structure or seats and protected from debris, air bag exhaust gas and projectiles. (e) The vehicle shall be located either indoors or in an area outdoors protected from direct and indirect wind. (f) Post-crash data collection in enclosed spaces shall commence from the time of impact. Data from the sensors shall be collected at least every 5 seconds and continue for a period of 60 minutes after the impact. (g) The data shall be compiled into a three-data-point rolling average prior to evaluating the applicable concentration limit in accordance with S5.2.2(a) or (b) of this standard. S6.4. Test procedure for protection against flammable conditions. S6.4.1. Test for hydrogen gas leakage detectors. (b) Two mixtures of air and hydrogen gas shall be used in the test: The first test gas has any hydrogen concentration between 3.0 and 4.0 percent by volume in air to verify function of the warning, and the second test gas has any hydrogen concentration between 4.0 and 6.0 percent by volume in air to verify function of the shut-down. (c) The test shall be conducted without influence of wind. (d) A vehicle hydrogen leakage detector located in the enclosed or semi-enclosed spaces is enclosed with a cover and a test gas induction hose is attached to the hydrogen gas leakage detector. (e) The hydrogen gas leakage detector is exposed to continuous flow of the first test gas specified in S.6.4.1(b) until the warning turns on. (f) Then the hydrogen gas leakage detector is exposed to continuous flow of the second test gas specified in S.6.4.1(b) until the main shut-off valve closes to isolate the CHSS. The test is completed when the shut-off valve closes. S6.4.2. Test for integrity of enclosed spaces and detection systems. (b) Prior to the test, the vehicle is prepared to simulate remotely controllable hydrogen releases from the fuel system or from an external fuel supply. The number, location, and flow capacity of the release points downstream of the shut-off valve are defined by the vehicle manufacturer. (c) A hydrogen concentration detector shall be installed in any enclosed or semi-enclosed spaces where hydrogen may accumulate from the simulated hydrogen release. (d) Vehicle doors, windows and other covers are closed. (e) The vehicle propulsion system shall be operated for at least five minutes and shall continue to operate throughout the remainder of the test. (f) A leak shall be simulated using the remote controllable function. (g) The hydrogen concentration is measured continuously until the end of the test. (h) The test is completed 5 minutes after initiating the simulated leak or when the hydrogen concentration does not change for 3 minutes, whichever is longer. S6.5. Test for the vehicle exhaust system. (b) The measuring section of the measuring device shall be placed along the centerline of the exhaust gas flow within 100 mm of where the exhaust is released to the atmosphere. (c) The exhaust hydrogen concentration shall be continuously measured during the following steps: (1) The fuel cell system shall be shut down. (2) The fuel cell system shall be immediately restarted. (3) After one minute, the vehicle shall be set to the “off” position and measurement continues until the until the vehicle shutdown is complete. (d) The measurement device shall have a resolution time of less than 300 milliseconds; (e) The measurement device shall have a measurement response time (t 0 90 0 90 S6.6. Test for fuel system leakage. (a) The vehicle propulsion system shall be operated for at least five minutes prior to testing and shall continue to operate throughout the test. (b) Hydrogen leakage shall be evaluated at accessible sections of the hydrogen fuel system downstream of the shut-off valve(s) using a leak detecting liquid. Hydrogen gas leak detection shall be performed immediately after applying the liquid. S7. Test conditions. (a) Prior to conducting the crash test, instrumentation is installed in the CHSS to perform the required pressure and temperature measurements if the vehicle does not already have instrumentation with the required accuracy. (b) The CHSS is then purged, if necessary, following vehicle manufacturer directions before filling the CHSS with compressed hydrogen or helium gas, as specified by the vehicle manufacturer. (c) The target fill pressure P target o target Equation 18 to § 571.307 S7 P target o (d) The container(s) shall be filled to any pressure between 95.0 percent and 100.0 percent of the calculated target fill pressure. (e) After fueling, the vehicle shall be maintained at rest for any duration between 2.0 and 3.0 hours before conducting a crash test in accordance with S6.1 of this standard. (f) The CHSS shut-off valve(s) and any other shut-off valves located in the fuel system downstream hydrogen gas piping shall be in normal driving condition immediately prior to the impact. (g) The parking brake is disengaged and the transmission is in neutral prior to the crash test. (h) Tires are inflated to manufacturer's specifications. (i) The vehicle, including test devices and instrumentation, is loaded as follows: (1) A passenger car, with its fuel system filled as specified in S7(d), is loaded to its unloaded vehicle weight plus its rated cargo and luggage capacity weight, secured in the luggage area, plus the necessary test dummies as specified in S6, restrained only by means that are installed in the vehicle for protection at its seating position(s). (2) A multipurpose passenger vehicle, truck, or bus with a GVWR of 10,000 pounds or less, whose fuel system is filled as specified in S7(d), is loaded to its unloaded vehicle weight, plus the necessary test dummies as specified in S6 of this standard, plus 136.1 kg, or its rated cargo and luggage capacity weight, whichever is less, secured to the vehicle and distributed so that the weight on each axle as measured at the tire-ground interface is in proportion to its gross axle weight rating (GAWR). Each dummy shall be restrained only by means that are installed in the vehicle for protection at its seating position(s). (3) A school bus with a GVWR greater than 10,000 pounds, whose fuel system is filled as specified in S7(d), is loaded to its unloaded vehicle weight, plus 54.4 kg of unsecured weight at each designated seating position. [90 FR 6277, Jan. 17, 2025, as amended at 91 FR 33115, June 3, 2026] § 571.308 Standard No. 308; Compressed hydrogen storage system integrity. S1. Scope. S2. Purpose. S3. Application. S4. Definitions. BP O Burst Burst pressure Check valve Closure devices Container Container attachments Compressed hydrogen storage system (CHSS) Cryo-compressed hydrogen storage system Hydrogen fuel system Nominal working pressure (NWP) Normal milliliter Pressure relief device (PRD) Service life (of a container) Shut-off valve Solid-state hydrogen storage system State of charge (SOC) Equation 1 to § 571.308 S4 Table 1 to § 571.308 S4 Temperature Pressure 1 10 20 30 35 40 50 60 65 70 75 80 87.5 −40 1.0 9.7 18.1 25.4 28.6 31.7 37.2 42.1 44.3 46.4 48.4 50.3 53.0 −30 1.0 9.4 17.5 24.5 27.7 30.6 36.0 40.8 43.0 45.1 47.1 49.0 51.7 −20 1.0 9.0 16.8 23.7 26.8 29.7 35.0 39.7 41.9 43.9 45.9 47.8 50.4 −10 0.9 8.7 16.2 22.9 25.9 28.7 33.9 38.6 40.7 42.8 44.7 46.6 49.2 0 0.9 8.4 15.7 22.2 25.1 27.9 33.0 37.6 39.7 41.7 43.6 45.5 48.1 10 0.9 8.1 15.2 21.5 24.4 27.1 32.1 36.6 38.7 40.7 42.6 44.4 47.0 15 0.8 7.9 14.9 21.2 24.0 26.7 31.7 36.1 38.2 40.2 42.1 43.9 46.5 20 0.8 7.8 14.7 20.8 23.7 26.3 31.2 35.7 37.7 39.7 41.6 43.4 46.0 30 0.8 7.6 14.3 20.3 23.0 25.6 30.4 34.8 36.8 38.8 40.6 42.4 45.0 40 0.8 7.3 13.9 19.7 22.4 24.9 29.7 34.0 36.0 37.9 39.7 41.5 44.0 50 0.7 7.1 13.5 19.2 21.8 24.3 28.9 33.2 35.2 37.1 38.9 40.6 43.1 60 0.7 6.9 13.1 18.7 21.2 23.7 28.3 32.4 34.4 36.3 38.1 39.8 42.3 70 0.7 6.7 12.7 18.2 20.7 23.1 27.6 31.7 33.6 35.5 37.3 39.0 41.4 80 0.7 6.5 12.4 17.7 20.2 22.6 27.0 31.0 32.9 34.7 36.5 38.2 40.6 85 0.7 6.4 12.2 17.5 20.0 22.3 26.7 30.7 32.6 34.4 36.1 37.8 40.2 Thermally-activated pressure relief device (TPRD) TPRD sense point S5. Requirements. S5.1. Requirements for the CHSS. Table 2 to § 571.308 S5.1 Requirement section Test article S5.1.1. Tests for baseline metrics Container. S5.1.2. Test for performance durability Container. S5.1.3. Test for expected on-road performance CHSS. S5.1.4. Test for service terminating performance in fire CHSS. S5.1.5. Tests for performance durability of closure devices Closure devices. S5.1.1. Tests for baseline metrics. S5.1.1.1. Baseline initial burst pressure. (a) The burst pressure of the container shall not be less than 2 times NWP. (b) The burst pressure of the container having glass-fiber composite as a primary constituent shall not be less than 3.5 times NWP. S5.1.1.2. Baseline initial pressure cycle test. (a) Containers for vehicles with a GVWR of 10,000 pounds or less (1) Shall not leak nor burst for at least 7,500 cycles, and (2) Thereafter shall not burst for an additional 14,500 cycles. If a leak occurs while conducting the test as specified in S5.1.1.2(a)(2), the test is stopped and not considered a failure. (b) Containers for vehicles with a GVWR of over 10,000 pounds (1) Shall not leak nor burst for at least 11,000 cycles, and (2) Thereafter shall not burst for an additional 11,000 cycles. If a leak occurs while conducting the test as specified in S5.1.1.2(b)(2), the test is stopped and not considered a failure. S5.1.2. Test for performance durability. O O S5.1.2.1. Drop test. S5.1.2.2. Surface damage test. S5.1.2.3. Chemical exposure and ambient-temperature pressure cycling test. S5.1.2.4. High temperature static pressure test. S5.1.2.5. Extreme temperature pressure cycling test. S5.1.2.6. Residual pressure test. Figure 1 to § 571.308 S5.1.2. Performance Durability Test; (for Illustration Purposes Only) S5.1.3. Test for expected on-road performance. O S5.1.3.1. Ambient and extreme temperature gas pressure cycling test. Table 3 to § 571.308 S5.1.3.1 Number of cycles Ambient conditions Initial system equilibration Fuel delivery temperature Cycle initial and final pressure Cycle peak pressure 5 −30.0 °C to −25.0 °C −30.0 °C to −25.0 °C 15.0 °C to 25.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 5 −30.0 °C to −25.0 °C −30.0 °C to −25.0 °C −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 15 −30.0 °C to −25.0 °C not appliable −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 5 50.0 °C to 55.0 °C, 80% to 100% relative humidity 50 °C to 55 °C, 80% to 100% relative humidity −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 20 50.0 °C to 55.0 °C, 80% to 100% relative humidity not appliable −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 200 5.0 °C to 35.0 °C not appliable −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. Extreme temperature static gas pressure leak/permeation test S5.1.3.2 55.0 °C to 60.0 °C 55.0 °C to 60.0 °C not appliable not appliable 100.0% SOC to 105.0% SOC. 25 50.0 °C to 55.0 °C, 80% to 100% relative humidity not appliable −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 25 −30.0 °C to −25.0 °C not appliable −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. 200 5.0 °C to 35.0 °C not appliable −40.0 °C to −33.0 °C 1.0 MPa to 2.0 MPa 100.0% SOC to 105.0% SOC. Extreme temperature static gas pressure leak/permeation test S5.1.3.2 55.0 °C to 60.0 °C 55.0 °C to 60.0 °C not appliable not appliable 100.0% SOC to 105.0% SOC. S5.1.3.2. Extreme temperature static gas pressure leak/permeation test. S5.1.3.3. Residual pressure test. S5.1.4. Test for service terminating performance in fire. S5.1.5. Tests for performance durability of closure devices. S5.1.5.1. TPRD requirements. (a) A TPRD subjected to pressure cycling in accordance with S6.2.6.1.1 of this standard shall be sequentially tested in accordance with S6.2.6.1.8, S6.2.6.1.9, and S6.2.6.1.10 of this standard; (1) When tested in accordance with S6.2.6.1.8, the TPRD shall not exhibit leakage greater than 10 normal milliliters per minute (NmL/hour). (2) When tested in accordance with S6.2.6.1.9 of this standard, the TPRD shall activate within no more than 2 minutes of the average activation time of three new TPRDs tested in accordance with S6.2.6.1.9; (3) When tested in accordance with S6.2.6.1.10 of this standard, the TPRD shall have a flow rate of at least 90 percent of the highest baseline flow rate established in accordance with S6.2.6.1.10; (b)(1) A TPRD shall activate in less than ten hours when tested at the vehicle manufacturer's specified activation temperature in accordance with S6.2.6.1.2 of this standard; (2) When tested at the accelerated life temperature in accordance with S6.2.6.1.2 of this standard, a TPRD shall not activate in less than 500 hours and shall not exhibit leakage greater than 10 NmL/hour when tested in accordance with S6.2.6.1.8 of this standard; (c) A TPRD subjected to temperature cycling testing in accordance with S6.2.6.1.3 of this standard shall be sequentially tested in accordance with S6.2.6.1.8(a)(3), S6.2.6.1.9, and S6.2.6.1.10 of this standard; (1) When tested in accordance with S6.2.6.1.8(a)(3) of this standard, the TPRD shall not exhibit leakage greater than 10 NmL/hour; (2) When tested in accordance with S6.2.6.1.9 of this standard, the TPRD shall activate within no more than 2 minutes of the average activation time of three new TPRDs tested in accordance with S6.2.6.1.9; (3) When tested in accordance with S6.2.6.1.10 of this standard, the TPRD shall have a flow rate of at least 90 percent of the highest baseline flow rate established in accordance with S6.2.6.1.10; (d) A TPRD subjected to salt corrosion resistance testing in accordance with S6.2.6.1.4 of this standard shall be sequentially tested in accordance with S6.2.6.1.8, S6.2.6.1.9, and S6.2.6.1.10 of this standard; (1) When tested in accordance with S6.2.6.1.8 of this standard, the TPRD shall not exhibit leakage greater than 10 NmL/hour; (2) When tested in accordance with S6.2.6.1.9 of this standard, the TPRD shall activate within no more than 2 minutes of the average activation time of three new TPRDs tested in accordance with S6.2.6.1.9; (3) When tested in accordance with S6.2.6.1.10 of this standard, the TPRD shall have a flow rate of at least 90 percent of the highest baseline flow rate established in accordance with S6.2.6.1.10; (e) A TPRD subjected to vehicle environment testing in accordance with S6.2.6.1.5 of this standard shall not show signs of cracking, softening, or swelling, and thereafter shall be sequentially tested in accordance with S6.2.6.1.8, S6.2.6.1.9, and S6.2.6.1.10 of this standard. Cosmetic changes such as pitting or staining are not considered failures. (1) When tested in accordance with S6.2.6.1.8 of this standard, the TPRD shall not exhibit leakage greater than 10 NmL/hour. (2) When tested in accordance with S6.2.6.1.9 of this standard, the TPRD shall activate within no more than 2 minutes of the average activation time of three new TPRDs tested in accordance with S6.2.6.1.9, (3) When tested in accordance with S6.2.6.1.10 of this standard, the TPRD shall have a flow rate of at least 90 percent of the highest baseline flow rate established in accordance with S6.2.6.1.10; (f) A TPRD subjected to stress corrosion cracking testing in accordance with S6.2.6.1.6 of this standard shall not exhibit visible cracking or delaminating; (g) A TPRD shall be subjected to drop and vibration testing in accordance with S6.2.6.1.7 of this standard. If the TPRD progresses beyond S6.2.6.1.7(c) to complete testing under S6.2.6.1.7(d), it shall then be sequentially tested in accordance with S6.2.6.1.8, S6.2.6.1.9, and S6.2.6.1.10 of this standard. (1) When tested in accordance with S6.2.6.1.8 of this standard, the TPRD shall not exhibit leakage greater than 10 NmL/hour. (2) When tested in accordance with S6.2.6.1.9 of this standard, the TPRD shall activate within no more than 2 minutes of the average activation time of three new TPRDs tested in accordance with S6.2.6.1.9, (3) When tested in accordance with S6.2.6.1.10 of this standard, the TPRD shall have a flow rate of at least 90 percent of the highest baseline flow rate established in accordance with S6.2.6.1.10; (h) One new TPRD subjected to leak testing in accordance with S6.2.6.1.8 of this standard shall not exhibit leakage greater than 10 NmL/hour; (i) Three new TPRDs are subjected to a bench top activation test in accordance with S6.2.6.1.9 of this standard. The maximum difference in the activation time between any two of the three TPRDs shall be 2 minutes or less. S5.1.5.2. Check valve and shut-off valve requirements. (a) A valve subjected to hydrostatic strength testing in accordance with S6.2.6.2.1 of this standard shall not leak to an extent that prevents continued pressurization in accordance with S6.2.6.2.1(c) nor burst at less than 250 percent NWP; (b) A valve subjected to leak testing in accordance with S6.2.6.2.2 of this standard shall not exhibit leakage greater than 10 NmL/hour; (c)(1) A check valve shall meet the requirements when tested sequentially as follows: (i) The check valve shall reseat and prevent reverse flow after each cycle when subjected to 13,500 pressure cycles in accordance with S6.2.6.2.3 of this standard to any pressure between 100.0 and 105.0 percent NWP and at any temperature between 5.0 °C and 35.0 °C; (ii) The same check valve shall reseat and prevent reverse flow after each cycle when subjected to 750 pressure cycles in accordance with S6.2.6.2.3 of this standard to any pressure between 125.0 and 130.0 percent NWP and at any temperature between 85.0 °C and 90.0 °C; (iii) The same check valve shall reseat and prevent reverse flow after each cycle when subjected to 750 pressure cycles in accordance with S6.2.6.2.3 of this standard to any pressure between 80.0 and 85.0 percent NWP and at any temperature between −45.0 °C and −40.0 °C; (iv) The same check valve shall be subjected to chatter flow testing in accordance with S6.2.6.2.4 of this standard; (v) When tested in accordance with S6.2.6.2.2 of this standard, the same check valve shall not exhibit leakage greater than 10 NmL/hour; (vi) When tested in accordance with S6.2.6.2.1 of this standard, the same check valve shall not leak to an extent that prevents continued pressurization in accordance with S6.2.6.2.1(c), nor burst at less than 250 percent NWP, nor burst at less than 80 percent of the burst pressure of the new unit tested in accordance with S5.1.5.2(a) unless the burst pressure of the valve exceeds 400 percent NWP. (2) A shut-off valve shall meet the requirements when tested sequentially as follows: (i) The shut-off valve shall be subjected to 45,000 pressure cycles in accordance with S6.2.6.2.3 to any pressure between 100.0 and 105.0 percent NWP and at any temperature between 5.0 °C and 35.0 °C; (ii) The same shut-off valve shall be subjected to 2,500 pressure cycles in accordance with S6.2.6.2.3 of this standard to any pressure between 125.0 and 130.0 percent NWP and at any temperature between 85.0 °C and 90.0 °C; (iii) The same shut-off valve shall be subjected to 2,500 pressure cycles in accordance with S6.2.6.2.3 of this standard to any pressure between 80.0 and 85.0 percent NWP and at any temperature between −45.0 °C and −40.0 °C; (iv) The same shut-off valve shall be subjected to chatter flow testing in accordance with S6.2.6.2.4 of this standard; (v) When tested in accordance with S6.2.6.2.2 of this standard, the same shut-off valve shall not exhibit leakage greater than 10 NmL/hour; (vi) When tested in accordance with S6.2.6.2.1 of this standard, the same shut-off valve shall not leak to an extent that prevents continued pressurization in accordance with S6.2.6.2.1(c), nor burst at less than 250 percent NWP, nor burst at less than 80 percent of the burst pressure of the new unit tested in accordance with S5.1.5.2(a) unless the burst pressure of the valve exceeds 400 percent NWP. (d) A valve subjected to salt corrosion resistance testing in accordance with S6.2.6.1.4 of this standard shall be tested sequentially in accordance with S6.2.6.2.2 followed by S6.2.6.2.1 of this standard. (1) When tested in accordance with S6.2.6.2.2 of this standard, the valve shall not exhibit leakage greater than 10 NmL/hour; (2) When tested in accordance with S6.2.6.2.1 of this standard, the valve shall not leak to an extent that prevents continued pressurization in accordance with S6.2.6.2.1(c), nor burst at less than 250 percent NWP, nor burst at less than 80 percent of the burst pressure of the new unit tested in accordance with S5.1.5.2(a) unless the burst pressure of the valve exceeds 400 percent NWP. (e) A valve subjected to vehicle environment testing in accordance with S6.2.6.1.5 of this standard shall not show signs of cracking, softening, or swelling and shall be tested sequentially in accordance with S6.2.6.2.2 followed by S6.2.6.2.1 of this standard. Cosmetic changes such as pitting or staining are not considered failures. (1) When tested in accordance with S6.2.6.2.2 of this standard, the valve shall not exhibit leakage greater than 10 NmL/hour; (2) When tested in accordance with S6.2.6.2.1 of this standard, the valve shall not leak to an extent that prevents continued pressurization in accordance with S6.2.6.2.1(c), nor burst at less than 250 percent NWP, nor burst at less than 80 percent of the burst pressure of the new unit tested in accordance with S5.1.5.2(a) unless the burst pressure of the valve exceeds 400 percent NWP; (f) A shut-off valve shall have a minimum resistance of 240 kΩ between the power conductor and the valve casing, and shall not exhibit open valve, smoke, fire, melting, or leakage greater than 10 NmL/hour when subjected to electrical testing in accordance with S6.2.6.2.5 followed by leak testing in accordance with S6.2.6.2.2 of this standard; (g) A valve subjected to vibration testing in accordance with S6.2.6.2.6 of this standard shall be tested sequentially in accordance with S6.2.6.2.2 followed by S6.2.6.2.1 of this standard. (1) When tested in accordance with S6.2.6.2.2 of this standard, the valve shall not exhibit leakage greater than 10 NmL/hour; (2) When tested in accordance with S6.2.6.2.1 of this standard, the valve shall not leak to an extent that prevents continued pressurization in accordance with S6.2.6.2.1(c), nor burst at less than 250 percent NWP, nor burst at less than 80 percent of the burst pressure of the new unit tested in accordance with S5.1.5.2(a) unless the burst pressure of the valve exceeds 400 percent NWP. (h) A valve shall not exhibit visible cracking or delaminating when subjected to stress corrosion cracking testing in accordance with S6.2.6.1.6 of this standard. S5.1.6. Labeling. 1/4 (a) The statement: “If there is a question about the proper use, installation, or maintenance of this compressed hydrogen storage system, contact ____________,” inserting the vehicle manufacturer's name, address, and telephone number. The name provided shall be consistent with the vehicle manufacturer's filing in accordance with 49 CFR part 566. (b) The container serial number. (c) The statement: “Manufactured in ____________,” inserting the month and year of manufacture of the container. (d) The statement “Nominal Working Pressure ____________MPa (_________psig),” Inserting the nominal working pressure which shall be no greater than 70 MPa. (e) The statement “Compressed Hydrogen Gas Only.” (f) The statement: “Do Not Use After ____________,” inserting the month and year that mark the end of the vehicle manufacturer's recommended service life for the container. (g) The statement: “This container should be visually inspected for damage and deterioration after a motor vehicle accident or fire, and either: (i) at least every 12 months when installed on a vehicle with a GVWR greater than 4,536 kg, or (ii) at least every 36 months or 36,000 miles, whichever comes first, when installed on a vehicle with a GVWR less than or equal to 4,536 kg.” S6. Test procedures. S6.1. [Reserved] S6.2. Test procedures for compressed hydrogen storage. S6.2.1. Unless otherwise specified, data sampling for pressure cycling under S6.2 shall be at least 1 Hz. S6.2.2. Test procedures for baseline performance metrics. S6.2.2.1. Burst test. (b) The container, the surrounding environment, and the hydraulic fluid are at any temperature between 5.0 °C and 35.0 °C. (c) The rate of pressurization shall be less than or equal to 1.4 MPa per second for pressures higher than 1.50 times NWP. If the rate exceeds 0.35 MPa per second at pressures higher than 1.50 times NWP, then the container is placed in series between the pressure source and the pressure measurement device. (d) The container is hydraulically pressurized until burst and the burst pressure of the container is recorded. S6.2.2.2. Pressure cycling test. (b) The container surface, or the surface of the container attachments if present, the environment surrounding the container, and the hydraulic fluid are at any temperature between 5.0 °C and 35.0 °C at the start of testing and maintained at the specified temperature for the duration of the testing. (c) The container is pressure cycled at any pressure between 1.0 MPa and 2.0 MPa up to the pressure specified in the respective section of S5. The cycling rate shall be any rate up to 10 cycles per minute. (d) The temperature of the hydraulic fluid entering the container is maintained and monitored at any temperature between 5.0 °C and 35.0 °C. (e) The vehicle manufacturer may specify a hydraulic pressure cycle profile within the specifications of S6.2.2.2(c). Vehicle manufacturers shall submit this profile to NHTSA immediately and irrevocably, upon request, in writing, and within 15 business days; otherwise, NHTSA shall determine the profile. At NHTSA's option, NHTSA shall cycle the container within 10 percent of the vehicle manufacturer's specified cycling profile. S6.2.3. Performance durability test. S6.2.3.1. Residual pressure test. S6.2.3.2. Drop impact test. (a) From a position within 5° of horizontal with the lowest point of the container at any height between 1.800 meters and 1.820 meters above the surface onto which it is dropped. In the case of a non-axisymmetric container, the largest projection area of the container shall be oriented downward and aligned horizontally; (b) From a position within 5° of vertical with the center of any shut-off valve interface location upward and with any potential energy of between 488 Joules and 538 Joules. If a drop energy of between 488 Joules and 538 Joules would result in the height of the lower end being more than 1.820 meters above the surface onto which it is dropped, the container shall be dropped from any height with the lower end between 1.800 meters and 1.820 meters above the surface onto which it is dropped. If a drop energy of between 488 Joules and 538 Joules would result in the height of the lower end being less than 0.100 meters above the surface onto which it is dropped, the container shall be dropped from any height with the lower end between 0.100 meters and 0.120 meters above the surface onto which it is dropped. In the case of a non-axisymmetric container, the center of any shut-off valve interface location and the container's center of gravity shall be aligned vertically, with the center of that shut-off valve interface location upward; (c) From a position within 5° of vertical with the center of any shut-off valve interface location downward with any potential energy of between 488 Joules and 538 Joules. If a potential energy of between 488 Joules and 538 Joules would result in the height of the lower end being more than 1.820 meters above the surface onto which it is dropped, the container shall be dropped from any height with the lower end between 1.800 meters and 1.820 meters above the surface onto which it is dropped. If a drop energy of between 488 Joules and 538 Joules would result in the height of the lower end being less than 0.100 meters above the surface onto which it is dropped, the container shall be dropped from any height with the lower end between 0.100 meters and 0.120 meters above the surface onto which it is dropped. In the case of a non-axisymmetric container, the center of any shut-off valve interface location and the container's center of gravity shall be aligned vertically, with the center of that shut-off valve interface location downward; (d) From any angle between 40° and 50° from the vertical orientation with the center of any shut-off valve interface location downward, and with the container center of gravity between 1.800 meters and 1.820 meters above the surface onto which it is dropped. However, if the lowest point of the container is closer to the ground than 0.60 meters, the drop angle shall be changed so that the lowest point of the container is between 0.60 meters and 0.62 meters above the ground and the center of gravity is between 1.800 meters and 1.820 meters above the surface onto which it is dropped. In the case of a non-axisymmetric container, the line passing through the center of any shut-off valve interface location and the container's center of gravity shall be at any angle between 40° and 50° from the vertical orientation. If this specification results in more than one possible container orientation, the drop shall be conducted from the orientation that results in the lowest positioning of the center of the shut-off valve interface location. Figure 2 to § 571.308 S6.2.3.2. The Four Drop Orientations; (for Illustration Purposes Only) S6.2.3.3. Surface damage test. (a) Surface cut generation: Two longitudinal saw cuts are made at any location on the same side of the outer surface of the unpressurized container, as shown in Figure 3, or on the container attachments if present. The first cut is 0.75 millimeters to 1.25 millimeters deep and 200 millimeters to 205 millimeters long; the second cut, which is only required for containers affixed to the vehicle by compressing its composite surface, is 1.25 millimeters to 1.75 millimeters deep and 25 millimeters to 28 millimeters long. (b) Pendulum impacts: Mark the outer surface of the container, or the container attachments if present, with five separate, non-overlapping circles each having any linear diameter between 100.0 millimeters and 105.0 millimeters, as shown in Figure 3. The marks shall be located on the side opposite from the saw cuts, or located on a different chamber in the case of a container with more than one chamber. Within 30 minutes following preconditioning for any duration from 12 hours to 24 hours in an environmental chamber at any temperature between −45.0 °C and −40.0 °C, impact the center of each of the five areas with a pendulum having a pyramid with equilateral faces and square base, and the tip and edges being rounded to a radius of between 2.0 millimeters and 4.0 millimeters. The center of impact of the pendulum shall coincide with the center of gravity of the pyramid. The energy of the pendulum at the moment of impact with each of the five marked areas on the container is any energy between 30.0 Joules and 35.0 Joules. The container is secured in place during pendulum impacts and is not pressurized above 1 MPa. Figure 3 to § 571.308 S6.2.3.3. Locations of Surface Damage for S6.2.3.3(a) and Pendulum Impacts for S6.2.3.3(b); (for Illustration Purposes Only) S6.2.3.4. Chemical exposure and ambient temperature pressure cycling test. (1) 19 to 21 percent by volume sulfuric acid in water; (2) 25 to 27 percent by weight sodium hydroxide in water; (3) 5 to 7 percent by volume methanol in gasoline; (4) 28 to 30 percent by weight ammonium nitrate in water; and (5) 50 to 52 percent by volume methyl alcohol in water. (b) The container is oriented with the fluid exposure areas on top. A pad of glass wool approximately 0.5 centimeters thick and 100 millimeters in diameter is placed on each of the five preconditioned areas. A sufficient amount of the test fluid is applied to the glass wool to ensure that the pad is wetted across its surface and through its thickness for the duration of the test. A plastic covering shall be applied over the glass wool to prevent evaporation. (c) The exposure of the container with the glass wool is maintained for at least 48 hours and no more than 60 hours with the container hydraulically pressurized to any pressure between 125.0 percent NWP and 130.0 percent NWP. During exposure, the temperature surrounding the container is maintained at any temperature between 5.0 °C and 35.0 °C. (d) Hydraulic pressure cycling is performed in accordance with S6.2.2.2 at any pressure within the specified ranges according to S5.1.2.3 for the specified number of cycles. The glass wool pads are removed and the container surface is rinsed with water after the cycles are complete. S6.2.3.5. Static pressure test. S6.2.3.6. Extreme temperature pressure cycling test. (b) At the start of each test, the container surface, or the surface of the container attachments if present, the hydraulic fluid, and the environment surrounding the container are at any temperature and relative humidity (if applicable) within the ranges specified in S5.1.2.5 of this standard and maintained for the duration of the testing. (c) The container is pressure cycled from any pressure between 1.0 MPa and 2.0 MPa up to the specified pressure at a rate not exceeding 10 cycles per minute for the specified number of cycles; (d) The temperature of the hydraulic fluid entering the container shall be measured as close as possible to the container inlet. S6.2.4. Test procedures for expected on-road performance. S6.2.4.1. Ambient and extreme temperature gas pressure cycling test. (b) The CHSS is pressure cycled from any pressure between 1.0 MPa and 2.0 MPa up to any pressure within the specified peak pressure range in accordance with table 3 to this section. The temperature of the hydrogen fuel dispensed to the container is controlled to within the specified temperature range within 30 seconds of fueling initiation. The specified number of pressure cycles are conducted. (c) The ramp rate for pressurization shall be greater than or equal to the ramp rate given in table 4 to S6.2.4.1(c) according to the CHSS volume, the ambient conditions, and the fuel delivery temperature. If the required ambient temperature is not available in table 4 to this section, the closest ramp rate value or a linearly interpolated value shall be used. The pressure ramp rate shall be decreased if the gas temperature in the container exceeds 85 °C. Table 4 to § 571.308 S6.2.4.1( c CHSS volume (L) CHSS pressurization rate (MPa/min) 50.0 °C to 55.0 °C 5.0 °C to 35.0 °C −30.0 °C to −25.0 °C ambient conditions −33.0 °C to −40.0 °C −30.0 °C to −25.0 °C ambient conditions 15.0 °C to 25.0 °C fuel 50 7.6 19.9 28.5 13.1 100 7.6 19.9 28.5 7.7 174 7.6 19.9 19.9 5.2 250 7.6 19.9 19.9 4.1 300 7.6 16.5 16.5 3.6 400 7.6 12.4 12.4 2.9 500 7.6 9.9 9.9 2.3 600 7.6 8.3 8.3 2.1 700 7.1 7.1 7.1 1.9 1,000 5.0 5.0 5.0 1.4 1,500 3.3 3.3 3.3 1.0 2,000 2.5 2.5 2.5 0.7 2,500 2.0 2.0 2.0 0.5 (d) The de-fueling rate shall be any rate greater than or equal to the intended vehicle's maximum fuel-demand rate. Out of the 500 pressure cycles, any 50 pressure cycles are performed using a de-fueling rate greater than or equal to the maintenance de-fueling rate. S6.2.4.2. Gas permeation test. (b) The permeation from the CHSS shall be determined hourly throughout the test. (c) The test shall continue for 500 hours or until the permeation rate reaches a steady state. Steady state is achieved when at least 3 consecutive leak rates separated by any duration between 12 hours and 48 hours are within 10 percent of the previous rate. S6.2.5. Test procedures for service terminating performance in fire. S6.2.5.1. Burner configuration. (b) The width of the burner shall be between 450 millimeters and 550 millimeters. (c) The length of the burner used for the localized fire stage shall be between 200 millimeters and 300 millimeters. (d) The length of the burner used for the engulfing fire stage shall be in accordance with S6.2.5.3(m). (e) The burner nozzle configuration and installation shall be in accordance with table 5 to S6.2.5.1. The nozzles shall be installed uniformly on six rails. Table 5 to § 571.308 S6.2.5.1 Item Description Nozzle type Liquefied petroleum gas fuel nozzle with air pre-mix. LPG orifice in nozzle 0.9 to 1.1 millimeter inner diameter. Air ports in nozzle Four (4) holes, 5.8 to 7.0 millimeter inner diameter. Fuel/Air mixing tube in nozzle 9 to 11 millimeter inner diameter. Number of rails 6. Center-to-center spacing of rails 100 to 110 millimeter. Center-to-center nozzle spacing along the rails 45 to 55 millimeter. S6.2.5.2. Pre-test checkout. (b) A pre-test container is a 12-inch Schedule 40 Nominal Pipe Size steel pipe with end caps. The cylindrical length of the pre-test container shall be equal to or longer than the overall length of the CHSS to be tested in S6.2.5.3, but no shorter than 0.80 m and no longer than 1.75 m. (c) The pre-test container shall be mounted over the burner: (1) At any height between 95 millimeters and 105 millimeters above the burner; (2) Such that the nozzles from the two center rails are pointing toward the bottom center of the pre-test container; and (3) Such that the container's position relative to the localized and engulfing zones of the burner is consistent with the positioning of the CHSS over the burner in S6.2.5.3. (d) For outdoor test sites, wind shielding shall be used. The separation between the pre-test container and the walls of the wind shields shall be at least 0.5 meters. (e) Temperatures during the pre-test check-out shall be measured at least once per second using 3.2 millimeter diameter or less K-type sheath thermocouples. (f) The thermocouples shall be located in sets to measure temperatures along the cylindrical section of the pre-test container. These thermocouples are secured by straps or other mechanical attachments within 5 millimeters from the pre-test container surface. One set of thermocouples consists of: (1) One thermocouple located at the bottom surface exposed to the burner flame, (2) One thermocouple located mid-height along the left side of the cylindrical surface, (3) One thermocouple located mid-height along the right side of the cylindrical surface, and (4) One thermocouple located at the top surface opposite to the burner flame. (g) One set of thermocouples shall be centrally located at the localized fire zone of the CHSS to be tested as determined in S6.2.5.3. Two additional sets of thermocouples shall be spread out over the remaining length of the engulfing fire zone of the CHSS to be tested that is not part of the localized fire zone of the CHSS to be tested. (h) Burner monitor thermocouples shall be located between 20 millimeters and 30 millimeters below the bottom surface of the pre-test container in the same three horizontal locations described in S6.2.5.2(g). These thermocouples shall be mechanically supported to prevent movement. (i) With the localized burner ignited, the LPG flow rate to the burner shall be set such that the 60-second rolling averages of individual temperature readings in the localized fire zone shall be in accordance with the localized stage row in the table below. (j) With the entire burner ignited, the LPG flow rate to the burner shall be set such that the 60-second rolling averages of individual temperature readings shall be in accordance with the engulfing stage row in table 6 to S6.2.5.2. Table 6 to § 571.308 S6.2.5.2 Fire stage Temperature range on bottom of pre-test Temperature range on sides of Temperature range on top of pre-test Localized 450 °C to 700 °C less than 750 °C less than 300 °C. Engulfing Average temperatures of the pre-test container surface measured at the three bottom locations shall be greater than 600 °C Not applicable Average temperatures of the pre-test container surface measured at the three top locations shall be at least 100 °C, and when greater than 750 °C, shall also be less than the average temperatures of the pre-test container surface measured at the three bottom locations. S6.2.5.3. CHSS fire test. (b) The CHSS to be fire tested shall be mounted at any height between 95 millimeters and 105 millimeters above the burner. (c) CHSS shall be positioned for the localized fire test by orienting the CHSS such that the distance from the center of the localized fire exposure to the TPRD(s) and TPRD sense point(s) is at or near maximum. (d) When the container is longer than the localized burner, the localized burner shall not extend beyond either end of the container in the CHSS. (e) The CHSS shall be filled with compressed hydrogen gas to any SOC between 100.0 percent and 105.0 percent. (f) For outdoor test sites, the same wind shielding shall be used as was used for S6.2.5.2. The separation between the CHSS and the walls of the wind shields shall be at least 0.5 meters. (g) Burner monitor temperatures shall be measured below the bottom surface of the CHSS in the same positions as specified in S6.2.5.2(h). (h) The allowable limits for the burner monitor temperatures during the CHSS fire test shall be established based on the results of the pre-test checkout as follows: (1) The minimum value for the burner monitor temperature during the localized fire stage (Tmin LOC LOC LOC (2) The minimum value for the burner monitor temperature during the engulfing fire stage (Tmin ENG ENG ENG (i) The localized fire stage is initiated by starting the fuel flow to the localized burner and igniting the burner. (j) The 10-second rolling average of the burner monitor temperature in the localized fire zone shall be at least 300 °C within 1 minute of ignition and for the next 2 minutes. (k) Within 3 minutes of the igniting the burner, using the same LPG flow rate as S6.2.5.2(i), the 60-second rolling average of the localized zone burner monitor temperature shall be greater than Tmin LOC (l) After 10 minutes from igniting the burner, the engulfing fire stage is initiated. (m) The engulfing fire zone includes the localized fire zone and extends in one direction towards the nearest TPRD or TPRD sense point along the complete length of the container up to a maximum burner length of 1.65 m. (n) Within 2 minutes of the initiation of the engulfing fire stage, using the same LPG flow rate as S6.2.5.2(j), the 60-second rolling average of the engulfing burner monitor temperature shall be equal or greater than Tmin ENG (o) The fire testing continues until the pressure inside the CHSS is less than or equal to 1.0 MPa or until: (1) A total test time of 60 minutes for CHSS on vehicles with a GVWR of 10,000 pounds or less or; (2) A total test time of 120 minutes for CHSS on vehicles with a GVWR over 10,000 pounds. S6.2.6. Test procedures for performance durability of closure devices. S6.2.6.1. TPRD performance tests. S6.2.6.1.1. Pressure cycling test. (a) The first 10 pressure cycles shall be from any low pressure of between 1.0 MPa and 2.0 MPa to any high pressure between 150.0 percent NWP and 155.0 percent NWP. These cycles are conducted at any sample temperature between 85.0 °C to 90.0 °C. (b) The next 2,240 pressure cycles shall be from any low pressure between 1.0 MPa and 2.0 MPa to any high pressure of between 125.0 percent NWP and 130.0 percent NWP. These cycles are conducted at any sample temperature between 85.0 °C to 90.0 °C. (c) The next 10,000 pressure cycles shall be from any low pressure of between 1.0 MPa and 2.0 MPa to any high pressure between 125.0 percent NWP and 130.0 percent NWP. These cycles are conducted at a sample temperature between 5.0 °C to 35.0 °C. (d) The final 2,750 pressure cycles shall be from any low pressure between 1.0 MPa and 2.0 MPa to any high pressure between 80.0 percent NWP and 85.0 percent NWP. These cycles are conducted at any sample temperature between −45.0 °C to −40.0 °C. Table 7 to § 571.308 S6.2.6.1.1 Number of cycles Low pressure High pressure Sample First 10 1.0 MPa to 2.0 MPa 150.0% NWP to 155.0% NWP 85.0 °C to 90.0 °C. Next 2,240 1.0 MPa to 2.0 MPa 125.0% NWP to 130.0% NWP 85.0 °C to 90.0 °C. Next 10,000 1.0 MPa to 2.0 MPa 125.0% NWP to 130.0% NWP 5.0 °C to 35.0 °C. Final 2,750 1.0 MPa to 2.0 MPa 80.0% NWP to 85.0% NWP −45.0 °C to −40.0 °C. S6.2.6.1.2. Accelerated life test. T L β T ME T f Equation 2 to § 571.308 S6.2.6.1.2 (b) The TPRDs are placed in an oven or liquid bath maintained within 5.0 °C of the specified temperature per S6.2.6.1.2(a). The TPRD inlets are pressurized with hydrogen to any pressure between 125.0 percent NWP and 130.0 percent NWP and time until activation is measured. S6.2.6.1.3. Temperature cycling test. (b) Step (a) is repeated until 15 thermal cycles have been achieved. (c) The TPRD remains in the cold liquid bath for any duration not less than 2 and not more than 24 additional hours, then the internal pressure of the TPRD is cycled with hydrogen gas from any pressure between 1.0 MPa and 2.0 MPa to any pressure between 80.0 percent NWP and 85.0 percent NWP for 100 cycles. During cycling, the TPRD remains in the cold bath and the cold bath is maintained at any temperature between −45.0 °C and −40.0 °C. S6.2.6.1.4. Salt corrosion resistance test. Table 8 to § 571.308 S6.2.6.1.4 Accelerated cyclic corrosion conditions Cycle condition Temperature Relative humidity Cycle duration Ambient stage 22.0 ° ° 35 percent to 55 percent 470 minutes to 490 minutes Transition 55 min to 60 min Humid stage 47.0 ° ° 95 percent to 100 percent 410 minutes to 430 minutes Transition 170 minutes to 190 minutes Dry stage 55.0 ° ° less than 30 percent 290 minutes to 310 minutes (b) The apparatus used for this test shall consist of a fog/environmental chamber as defined in ISO 6270-2:2017(E) (incorporated by reference, see § 571.5), with a suitable water supply conforming to Type IV requirements in ASTM D1193-06 (Reapproved 2018) (incorporated by reference, see § 571.5). The chamber shall include a supply of compressed air and one or more nozzles for fog generation. The nozzle or nozzles used for the generation of the fog shall be directed or baffled to minimize any direct impingement on the closure devices. (c) During “wet-bottom” generated humidity cycles, water droplets shall be visible on the samples. (d) Steam generated humidity may be used provided the source of water used in generating the steam is free of corrosion inhibitors and visible water droplets are formed on the samples to achieve proper wetness. (e) The drying stage shall occur in the following environmental conditions: any temperature not less than 60 °C and not greater than 65 °C and relative humidity no more than 30 percent with air circulation. (f) The impingement force from the salt solution application shall not remove corrosion and/or damage the coatings of the closure devices. (g) The complex salt solution in percent by mass shall be as specified in S6.2.6.1.4(g)(1) through (5): (1) Sodium Chloride: not less than 0.08 and not more than 0.10 percent. (2) Calcium Chloride: not less than 0.095 and not more than 0.105 percent. (3) Sodium Bicarbonate: not less than 0.07 and not more than 0.08 percent. (4) Sodium Chloride must be reagent grade or food grade. Calcium Chloride must be reagent grade. Sodium Bicarbonate must be reagent grade. For the purposes of S6.2.6.1.4, water must meet ASTM D1193-06 (Reapproved 2018) Type IV requirements (incorporated by reference, see § 571.5). (5) Either calcium chloride or sodium bicarbonate material must be dissolved separately in water and added to the solution of the other materials. (h) The closure devices shall be installed in accordance with the vehicle manufacturer's recommended procedure and exposed to the 100 daily corrosion cycles, with each corrosion cycle in accordance with table 8 to S6.2.6.1.4. (i) For each salt mist application, the solution shall be sprayed as an atomized mist, using the spray apparatus to mist the components until all areas are thoroughly wet and dripping. Suitable application techniques include using a plastic bottle, or a siphon spray powered by oil-free regulated air to spray the test samples. The quantity of spray applied should be sufficient to visibly rinse away salt accumulation left from previous sprays. Four salt mist applications shall be applied during the ambient stage. The first salt mist application occurs at the beginning of the ambient stage. Each subsequent salt mist application should be applied not less than 90 and not more than 95 minutes after the previous application. (j) The time from ambient to the wet condition shall be any duration not less than 60 and not more than 65 minutes and the transition time between wet and dry conditions shall be any duration not less than 180 and not more than 190 minutes. S6.2.6.1.5. Vehicle environment test. (1) Sulfuric acid: not less than 19 and not more than 21 percent by volume in water; (2) Ethanol/gasoline: not less than 10 and not more than 12 percent by volume ethanol and not less than 88 and not more than 90 percent by volume gasoline; and (3) Windshield washer fluid: not less than 50 and not more than 52 percent by volume methanol in water. (b) The fluids are replenished as needed to ensure complete exposure for the duration of the test. (c) After exposure to each fluid, the closure device is wiped off and rinsed with water. S6.2.6.1.6. Stress corrosion cracking test. (b) The closure device is continuously exposed to a moist ammonia air mixture maintained in a glass chamber having a glass cover. The exposure lasts any duration not less than 240 hours and not more than 242 hours. The aqueous ammonia shall have a composition of between 19 weight percent and 21 weight percent ammonium hydroxide in water. Aqueous ammonia shall be located at the bottom of the glass chamber below the sample at any volume not less than 20 mL and not more than 22 mL of aqueous ammonia per liter of chamber volume. The bottom of the sample is positioned any distance not less than 30 and not more than 40 millimeters above the aqueous ammonia and supported in an inert tray. (c) The moist ammonia-air mixture is maintained at atmospheric pressure and any temperature not less than 35 °C and not more than 40 °C. S6.2.6.1.7. Drop and vibration test. (b) A TPRD is dropped in free fall from any height between 2.00 meters and 2.02 meters onto a smooth concrete surface. The TPRD is allowed to bounce on the concrete surface after the initial impact. (c) Any sample with damage from the drop that results in the TPRD not being able to be tested in accordance with S6.2.6.1.7(d) shall not proceed to S6.2.6.1.7(d) and shall not be considered a failure of this test. (d) Each TPRD dropped in S6.2.6.1.7(a) that did not have damage that results in the TPRD not being able to be tested is mounted in a test fixture in accordance with vehicle manufacturer's installation instructions and vibrated for any duration between 30.0 minutes and 35.0 minutes along each of the three orthogonal axes (vertical, lateral and longitudinal) at the most severe resonant frequency for each axis. (1) The most severe resonant frequency for each axis is determined using any acceleration between 1.50 g and 1.60 g and sweeping through a sinusoidal frequency range from 10 Hz to 500 Hz with any sweep time between 10.0 minutes and 20.0 minutes. The most severe resonant frequency is identified by a pronounced increase in vibration amplitude. (2) If the resonance frequency is not found, the test shall be conducted at any frequency between 35 Hz and 45 Hz. S6.2.6.1.8. Leak test. (a) The TPRD shall be thermally conditioned at test temperatures in each of the test conditions and held for any duration between 1.0 hour and 24.0 hours. The TPRD is pressurized with hydrogen at the inlet. The required test conditions are: (1) Ambient temperature: condition the TPRD at any temperature between 5.0 °C and 35.0 °C; test in accordance with S6.2.6.1.8(b) at any pressure between 1.5 MPa and 2.5 MPa and then at any pressure between 125.0 percent NWP and 130.0 percent NWP. (2) High temperature: condition the TPRD at any temperature between 85.0 °C and 90.0 °C; test in accordance with S6.2.6.1.8(b) at any pressure between 1.5 MPa and 2.5 MPa and then at any pressure between 125.0 percent NWP and 130.0 percent NWP. (3) Low temperature: condition the TPRD at any temperature between −45.0 °C and −40.0 °C; test in accordance with S6.2.6.1.8(b) at any pressure between 1.5 MPa and 2.5 MPa and then at any pressure between 100.0 percent NWP and 105.0 percent NWP. (b) Following conditioning at each of the specified test temperature ranges, the TPRD is observed for leakage while immersed in a temperature-controlled liquid at the same specified temperature range for any duration between 1.0 minutes and 2.0 minutes at each of the pressure ranges listed above. If no bubbles are observed for the specified time period, it is not considered a failure. If bubbles are detected, the leak rate is measured. S6.2.6.1.9. Bench top activation test. (b) The temperature of the oven or chimney is at any temperature between 600.0 °C and 605.0 °C for any duration between 2 minutes and 62 minutes prior to inserting the TPRD. (c) Prior to inserting the TPRD, pressurize the TPRD to any pressure between 1.5 MPa and 2.5 MPa. (d) The pressurized TPRD is inserted into the oven or chimney, the temperature within the oven or chimney is maintained at any temperature between 600.0 °C and 605.0 °C, and the time for the TPRD to activate is recorded. If the TPRD does not activate within 120 minutes from the time of insertion into the oven or chimney, the TPRD shall be considered to have failed the test. S6.2.6.1.10. Flow rate test. (b) After activation in accordance with S6.2.6.1.9, and without cleaning, removal of parts, or reconditioning, the TPRD is subjected to flow testing using hydrogen, air or an inert gas; (c) Flow rate testing is conducted with any inlet pressure between 1.5 MPa and 2.5 MPa. The outlet is at atmospheric pressure. (d) Flow rate is measured in units of kilograms per minute with a precision of at least 2 significant digits. S6.2.6.2. Check valve and shut-off valve performance tests. S6.2.6.2.1. Hydrostatic strength test. (b) Any hydrostatic pressure between 250.0 percent NWP and 255.0 percent NWP is applied using water to the valve inlet for any duration between 180.0 seconds and 185.0 seconds. The unit is examined to ensure that burst has not occurred. (c) The hydrostatic pressure is then increased at a rate of less than or equal to 1.4 MPa/sec until component failure. The hydrostatic pressure at failure is recorded. S6.2.6.2.2. Leak test. (a) Each unit shall be pressurized to any pressure between 2.0 MPa and 3.0 MPa and held for any duration between 1.0 hours and 24.0 hours in the specified temperature range before testing. The outlet opening is plugged. The test conditions are: (1) Ambient temperature: condition the unit at any temperature between 5.0 °C and 35.0 °C; test at any pressure between 1.5 MPa and 2.5 MPa and at any pressure between 125.0 percent NWP and 130.0 percent NWP. (2) High temperature: condition the unit at any temperature between 85.0 °C and 90.0 °C; test at any pressure between 1.5 MPa and 2.5 MPa and at any pressure between 125.0 percent NWP and 130.0 percent NWP. (3) Low temperature: condition the unit at any temperature between −45.0 °C and −40.0 °C; test at any pressure between 1.5 MPa and 2.5 MPa and at any pressure between 100.0 percent NWP and 105.0 percent NWP. (b) While within the specified temperature and pressure range, the unit is observed for leakage while immersed in a temperature-controlled liquid held within the same specified temperature range as the test condition for any duration between 1.0 minutes and 2.0 minutes at each of the test pressures. If no bubbles are observed for the specified time period, the sample passes the leak test. If bubbles are detected, the leak rate is measured. S6.2.6.2.3. Extreme temperature pressure cycling test. (b) For a check valve, the pressure is applied in six incremental pulses to the check valve inlet with the outlet closed. The pressure is then vented from the check valve inlet. The pressure is lowered on the check valve outlet side to any pressure between 55.0 percent NWP and 60.0 percent NWP prior to the next cycle. (c) For a shut-off valve, the specified pressure is applied through the inlet port. The shut-off valve is then energized to open the valve and the pressure is reduced to any pressure less than 50 percent of the specified pressure range. The shut-off valve shall then be de-energized to close the valve prior to the next cycle. S6.2.6.2.4. Chatter flow test. S6.2.6.2.5. Electrical Tests. (a) The solenoid valve is connected to a variable DC voltage source, and the solenoid valve is operated as follows: (1) Held for any duration between 60.0 and 65.0 minutes at any voltage between 0.50 V and 1.5 times the rated voltage. (2) The voltage is increased to any voltage between 0.5 V to two times the rated voltage, or between 60.0 V and 60.5 V, whichever is less, and held for any duration between 60.0 seconds and 70.0 seconds. (b) Any voltage between 1,000.0 V DC and 1,010.0 V DC is applied between the power conductor and the component casing for any duration between 2.0 seconds to 4.0 seconds. S6.2.6.2.6. Vibration test. (b) The most severe resonant frequencies are determined using any acceleration between 1.50 g and 1.60 g and sweeping through a sinusoidal frequency range from 10 Hz to 500 Hz with any sweep time between 10.0 minutes and 20.0 minutes. The resonance frequency is identified by a pronounced increase in vibration amplitude. (c) If the resonance frequency is not found, the test shall be conducted at any frequency between 35 Hz and 45 Hz. [90 FR 6281, Jan. 17, 2025] § 571.401 Standard No. 401; Interior trunk release. S1. Purpose and scope. S2. Application. S3. Definitions. Back door Trunk compartment. (1) Is intended to be used for carrying luggage or cargo, (2) Is wholly separated from the occupant compartment of a passenger car by a permanently attached partition or by a fixed or fold-down seat back and/or partition, (3) Has a trunk lid, and (4) Is large enough so that the three-year-old child dummy described in Subpart C of Part 572 can be placed inside the trunk compartment, and the trunk lid can be closed and latched with all removable equipment furnished by the passenger car manufacturer stowed in accordance with label(s) on the passenger car or information in the passenger car owner's manual, or, if no information is provided, as located when the passenger car is delivered. (Note: For purposes of this standard, the Part 572 Subpart C test dummy need not be equipped with the accelerometers specified in § 572.21.) (b) Does not include a sub-compartment within the trunk compartment. Trunk lid S4. Requirements. S4.1 Each passenger car with a trunk compartment must have an automatic or manual release mechanism inside the trunk compartment that unlatches the trunk lid. Each trunk release shall conform, at the manufacturer's option, to either S4.2(a) and S4.3, or S4.2(b) and S4.3. The manufacturer shall select the option by the time it certifies the vehicle and may not thereafter select a different option for the vehicle. S4.2(a) Each manual release mechanism installed pursuant to S4.1 of this standard must include a feature, like lighting or phosphorescence, that allows the release mechanism to be easily seen inside the closed trunk compartment. (b) Each automatic release mechanism installed pursuant to S4.1 of this section must unlatch the trunk lid within 5 minutes of when the trunk lid is closed with a person inside the trunk compartment. S4.3(a) Except as provided in paragraph S4.3(b), actuation of the release mechanism required by S4.1 of this standard must completely release the trunk lid from all latching positions of the trunk lid latch. (b)(1) For passenger cars with a front trunk compartment that has a front opening trunk lid required to have a secondary latching position or latch system, actuation of the release mechanism required by paragraph S4.1 of this standard must result in the following: (i) When the passenger car is stationary, the release mechanism must release the trunk lid from all latching positions or latch systems; (ii) When the passenger car is moving forward at a speed less than 5 km/h, the release mechanism must release the trunk lid from the primary latching position or latch system, and may release the trunk lid from all latching positions or latch systems; (iii) When the passenger car is moving forward at a speed of 5 km/h or greater, the release mechanism must release the trunk lid from the primary latching position or latch system, but must not release the trunk lid from the secondary latching position or latch system. (2) The passenger cars described in paragraph S4.3(b)(1) are excluded from the requirements of this standard until September 1, 2002. [66 FR 43121, Aug. 17, 2001, as amended at 67 FR 19523, Apr. 22, 2002] § 571.403 Standard No. 403; Platform lift systems for motor vehicles. S1. Scope. S2. Purpose. S3 Application. S4. Definitions. Bridging device Cycle Deploy Floor reference plane Gap Inner roll-stop Lift reference plane See Loading position Longitudinal vehicle reference plane See Outer barrier Platform Platform lift Platform reference plane See Platform surface Platform threshold area Private use lift Public use lift Range of passenger operation Standard test load Stow Test pallet Transverse vehicle reference plane See Wheelchair retention device S5. [Reserved] S6. Requirements. (a) Each platform lift must comply with the requirements for private use lifts or public use lifts and with the requirements for all lifts. (b) Each public use lift must (1) Comply with the requirements for public use lifts and with the requirements for all lifts. (2) Bear a label with the words “DOT—Public Use Lift” as certification of compliance with the requirements specified in paragraph S6(b)(1). (c) Each private use lift must (1) Comply with the requirements for private use lifts and with the requirements for all lifts. (2) Bear a label with the words “DOT—Private Use Lift” as certification of compliance with the requirements specified in S6(c)(1). (d) Platform lifts suitable for installation on buses, school buses, and MPVs other than motor homes with a GVWR greater than 4,536 kg (10,000 lb.), except motor homes, must be certified by the manufacturer as meeting the requirements for public use lifts. For platform lifts suitable for installation on all other vehicles, the manufacturer may select the option of certifying compliance with either the public use lift requirements or the private use lift requirements of this standard at the time it certifies the vehicle and may not thereafter select a different option for the vehicle. (e) For all lifts, where a range of values is specified, the equipment must meet the requirements at all points within the range. (f) The test procedures in S7 are used to determine compliance with all requirements, except S6.6, S6.7.5, S6.12 and S6.13. S6.1 Threshold warning signal. S6.1.1 Except when the platform lift is operated manually in backup mode as required by S6.9, the lift must meet the requirements of S6.1.2 and S6.1.3. The lift is tested in accordance with S7.4 to determine compliance with this section. S6.1.2. Private-use lifts: Except for platform lifts where platform loading takes place wholly over the vehicle floor, a visual or audible warning must activate if the platform is more than 25 mm (1 inch) below the platform threshold area and portions of a passenger's body or mobility aid is on the platform threshold area defined in S4 when tested in accordance with S7.4. S6.1.3 Public-use lifts: A visual and audible warning must activate if the platform is more than 25 mm (1 inch) below the platform threshold area and portions of a passenger's body or mobility aid is on the platform threshold area defined in S4 when tested in accordance with S7.4. S6.1.4 The visual warning required by S6.1.2 and S6.1.3 must be a flashing red beacon as defined in SAE Recommended Practice J578 (1995) (incorporated by reference, see § 571.5), must have a minimum intensity of 20 candela, a frequency from 1 to 2 Hz, and must be located within the interior of the vehicle such that it is visible from a point 914 mm (3 ft) above the center of the threshold area (see Figure 2) wherever the lift is installed and with any configuration of the vehicle interior. S6.1.5 The audible warning required by S6.1.2 and S6.1.3 must be a minimum of 85 dBA between 500 and 3000 Hz. S6.1.6 The intensity of the audible warning and visibility of the visual warning required by S6.1.2 and S6.1.3 is measured/observed at a location 914 mm (3 ft) above the center of the platform threshold area. (See Figure 2). S6.2 Platform lift operational requirements. S6.2.1 General. S6.2.2 Maximum platform velocity. S6.2.2.1 Throughout the range of passenger operation specified in S7.9.4 through S7.9.7, both the vertical and horizontal velocity of the platform must be less than or equal to 152 mm (6 inches) per second when measured at the geometric center of the platform when the platform is unloaded and at the geometric center of the top, horizontal surface of the standard load specified in S7.1.1 when the platform is loaded. S6.2.2.2 Except for platform lifts that manually stow (fold) and deploy (unfold), during the stow and deploy operations specified in S7.9.3 through S7.9.8, both the vertical and horizontal velocity of any portion of the platform must be less than or equal to 305 mm (12 inches) per second. S6.2.3 Maximum platform acceleration. H N S6.2.4 Maximum noise level of public use lifts. i.e. S6.3 Environmental resistance. S6.3.1 Internally mounted platform lifts. S6.3.2 Externally mounted platform lifts. S6.4 Platform requirements. S6.4.1 General. S6.4.2 Unobstructed platform operating volume. S6.4.2.1 Public use lifts. S6.4.2.2 Private use lifts. S6.4.3 Platform surface protrusions. S6.4.3.1 Public use lifts. S6.4.3.2 Private use lifts. S6.4.4 Gaps, transitions and openings. S6.4.4.1 When the platform lift is at the ground level loading position, any vertical surface transition measured perpendicular to the ground over which a passenger may traverse to enter or exit the platform, may not be greater than 6.5 mm (0.25 in). When the lift is at the vehicle level loading position, any vertical surface transition measured perpendicular to the platform threshold area over which a passenger may traverse to enter or exit the platform, may not be greater than 6.5 mm (0.25 in). S6.4.4.2 When the platform lift is at the ground or vehicle level loading position, the slope of any surface over which a passenger may traverse to enter or exit the platform must have a rise to run not greater than 1:2 on the portion of the rise between 6.5 mm (0.25 in) and 13 mm (0.5 in), and 1:8 on the portion of the rise between 13 mm (0.5 in) and 75 mm (3 in). The rise of any sloped surface may not be greater than 75 mm (3 inches). When the lift is at the ground level loading position, measurements are made perpendicular to the ground. When the lift is at the vehicle level loading position, measurements are made perpendicular to the platform threshold area. S6.4.4.3 When the inner roll stop or any outer barrier is deployed, any gap between the inner roll stop and lift platform and any gap between the outer barrier and lift platform must prevent passage of the clearance test block specified in S7.1.3 when its long axis is held perpendicular to the platform reference plane. S6.4.4.4 When the platform is at the vehicle floor or ground level loading position, any horizontal gap over which a passenger may traverse to enter or exit the platform must prevent passage of a 13 mm (0.5 inch) diameter sphere. S6.4.4.5 Any opening in that portion of the platform surface that coincides with the unobstructed platform operating volume described in S6.4.2 must prevent passage of a 19 mm (0.75 inch) diameter sphere. S6.4.4.6 Any gap between the platform sides and edge guards which move with the platform must prevent passage of a 13 mm (0.5 inch) diameter sphere. Where structures fixed to the vehicle are used as edge guards, the horizontal gap between the platform side and vehicle structure must prevent passage of a 6.5 mm (0.25 inch) diameter sphere. S6.4.5 Platform deflection. S6.4.6 Edge guards. S6.4.6.1 The platform lift must have edge guards that extend continuously along each side of the lift platform to within 75 mm (3 inches) of the edges of the platform that are traversed while entering and exiting the platform at both the ground and vehicle floor level loading positions. The edge guards must be parallel to the direction of wheelchair movement during loading and unloading. Alternatively, when tested in accordance with S7.7.4, all portions of the wheels of the wheelchair test device must remain above the platform surface and after the control is released to Neutral, at the end of each attempt to steer the test device off the platform, all wheels of the wheelchair test device must be in contact with the platform surface. The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different option for the lift. S6.4.6.2 Edge guards that move with the platform must have vertical sides facing the platform surface and a minimum height of 38 mm (1.5 inches), measured vertically from the platform surface. S6.4.6.3 Except whenever any part of the platform surface is below a horizontal plane 75 mm (3 inches) above the ground, edge guards must be deployed throughout the range of passenger operation. S6.4.7 Wheelchair retention. S6.4.7.1 Impact I. S6.4.7.2 Impact II. S6.4.7.3 Overload. S6.4.7.4 Deployment. S6.4.8 Inner roll stop. S6.4.8.1 Public use lifts. S6.4.8.2 Private use lifts. (a) Have an inner roll stop that meets the requirements of S6.4.8.3; or (b) Have operating instructions near the lift controls and in the vehicle owner's manual, as specified in S6.7.8 and S6.12.4.3, that contain a warning that wheelchairs should back onto the platform when entering from the ground. S6.4.8.3 Requirements. (a) The front wheels of the test device specified in S7.1.2 from extending beyond a plane that is perpendicular to the platform reference plane (Figure 1) and that is tangent to the edge of the platform where the roll stop is located when the lift is at ground level loading position; and (b) Any portion of the test device specified in S7.1.2 from being contacted simultaneously with a portion of the lift platform and any other structure, throughout the lift's range of passenger operation. S6.4.9 Handrails. S6.4.9.1 Public use lifts: S6.4.9.2 Private use lifts: S6.4.9.3 The graspable portion of each handrail may not be less than 760 mm (30 inches) and more than 965 mm (38 inches) above the platform surface, measured vertically. S6.4.9.4 The cross section of the graspable portion of each handrail may not be less than 31.5 mm (1.25 inches) and more than 38 mm (1.5 inches) in diameter or width, and may not have less than a 3.2 mm (0.125 inch) radii on any corner. S6.4.9.5 The vertical projection of the graspable portion of each handrail must intersect two planes that are perpendicular to the platform reference plane and to the direction of travel of a wheelchair on the lift when entering or exiting the platform, and are 203 mm (8 inches) apart. S6.4.9.6 The handrails must move such that the position of the handrails relative to the platform surface does not change. S6.4.9.7 When tested in accordance with S7.12.1, each handrail must withstand 445 N (100 pounds force) applied at any point and in any direction on the handrail without more than 25 mm (1 inch) of displacement relative to the platform surface. After removal of the load, the handrail must exhibit no permanent deformation. S6.4.9.8 When tested in accordance with S7.12.1, there must be at least 38 mm (1.5 inches) of clearance between each handrail and any portion of the vehicle, throughout the range of passenger operation. S6.4.9.9 When tested in accordance with S7.12.2, each handrail must withstand 1,112 N (250 lb/f) applied at any point and in any direction on the handrail without sustaining any failure, such as cracking, separation, fracture, or more than 100 mm (4 inches) of displacement of any point on the handrails relative to the platform surface. S6.4.10 Platform markings on public use lifts. Contrast = 100 × [(L1−L2)/L1] Where: L1 = luminance of the lighter color or shade, and L2 = luminance of the darker color or shade. L1 and L2 are measured perpendicular to the platform surface with illumination provided by a diffuse light and a resulting luminance of the platform surface of 323 lm/m 2 S6.4.11 Platform slip resistance. S6.5 Structural integrity. S6.5.1 Fatigue endurance. S6.5.1.1 Public use lifts. S6.5.1.2 Private use lifts. S6.5.2 Proof load. S6.5.3 Ultimate load. S6.6 Platform free fall limits. S6.7 Control panel switches. S6.7.1 The platform lift must meet the requirements of S6.7.2 through S6.7.8 and, when operated by means of the control panel switches specified in S6.7.2, must perform the lift operations specified in S7.9. S6.7.2 The platform lift system must have control panel switches that perform not less than the following functions: (platform lifts that manually stow (fold) and deploy (unfold) are exempt from S6.7.2.2 and S6.7.2.5). S6.7.2.1 Enables and disables the lift control panel switches. This function must be identified as “POWER” if located on the control. The POWER function must have two states: “ON” and “OFF”. The “ON” state must allow platform lift operation. When the POWER function is in the “ON” state, an indicator light on the controls must illuminate. The “OFF” state must prevent lift operation and must turn off the indicator light. Verification with this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8. S6.7.2.2 Moves the lift from a stowed position to an extended position or, to one of the two loading positions. This function must be identified as “DEPLOY” or “UNFOLD” on the control. S6.7.2.3 Lowers the lift platform. This function must be identified as “Down” or “Lower” on the control. S6.7.2.4 Raises the lift platform. This function must be identified as “Up” or “Raise” on the control. S6.7.2.5 Moves the lift from a position within the range of passenger operation to a stowed position. This function must be identified as “Stow” or “Fold” on the control. S6.7.3 Except for the Power function described in S6.7.2.1, the functions specified in S6.7.2 must activate in a momentary fashion, by one switch or by a combination of switches. Verification with this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8. S6.7.4 Except for the POWER function described in S6.7.2.1, the control system specified in S6.7.2 must prevent the simultaneous performance of more than one function. If an initial function is actuated, then one or more other functions are actuated while the initial function remains actuated, the platform must either continue in the direction dictated by the initial function or stop. Verification of this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8. S6.7.5 Any single-point failure in the control panel switches may not prevent the operation of any of the interlocks as specified in S6.10. S6.7.6 Identification of operating functions. S6.7.6.1 Each operating function of each platform lift control must be identified with characters that are at least 2.5 mm (0.1 in) in height. S6.7.6.2 Public use lifts. S6.7.7 Control location for public use lifts: In public use lifts, except for the backup operation specified in S6.9, all control panel switches must be positioned together and in a location such that the lift operator has a direct, unobstructed view of the platform lift passenger and the passenger's mobility aid, if applicable. Verification with this requirement is made throughout the lift operations specified in S7.9.3 through S7.9.8. Additional controls may be positioned in other locations. S6.7.8 Operating instructions: S6.7.8.1 Be located near the controls. S6.7.8.2 Have characters with a minimum height of 2.5 mm (0.1 in) and written in English. S6.7.8.3 Public use lifts: S6.7.8.4 Private use lifts: S6.8 Jacking prevention. S6.8.1 Except when the platform lift is operated in backup mode as required by S6.9, throughout the lift operations specified in S7.9.4 and S7.9.7, the lift system must meet the requirements of S6.8.2, both with and without a standard load on the lift. S6.8.2 The control system or platform lift design must prevent the raising of any portion of the vehicle by the lift system when lowering the lift is attempted while the lift is at the ground level loading position. S6.9 Backup operation. S6.9.1 The platform lift must be equipped with a manual backup operating mode that can, in the event there is a loss of the primary power source for lift operation or a lift malfunction, deploy the lift, lower the loaded platform to the ground level loading position, raise the unloaded platform to the vehicle floor loading position, and stow the lift. During backup operation of the lift, the wheelchair retention device and inner roll stop must be manually deployable and stowable. The operating instructions near the lift controls and in the vehicle owner's manual insert, as specified in S6.7.8 and S6.12.2, must contain information on manual backup operation which must include manual operation of the wheelchair retention device and inner roll stop during backup operation of the lift. S6.10 Interlocks. S6.10.1 Except when the platform lift is operated in backup mode as required by S6.9, the requirements of S6.10.2 must be met, both with and without a standard load on the lift. S6.10.2 The platform lift system must have interlocks or operate in such a manner when installed according to the installation instructions, as to prevent: S6.10.2.1 Forward or rearward mobility of the vehicle unless the platform lift is stowed. The design of this system must be such that it discourages accidental release and does not affect vehicle movement when the lift is stowed until the vehicle is stopped and the lift deployed. Verification with this requirement is made throughout the lift operations specified in S7.9.2 and S7.9.3. S6.10.2.2 Operation of the platform lift from the stowed position until forward and rearward mobility of the vehicle is inhibited, by means of placing the transmission in park or placing the transmission in neutral and actuating the parking brake or the vehicle service brakes by means other than the operator depressing the vehicle's service brake pedal. Verification with this requirement is made throughout the lift operations specified in S7.9.2 and S7.9.3. S6.10.2.3 Stowing of the platform lift when occupied by portions of a passenger's body, and/or a mobility aid. Platform lifts designed to be occupied while stowed and platform lifts that manually stow (fold) are excluded from this requirement. Verification with this requirement is made using the test device specified in S7.1.4. Move the deployed platform lift to a position within the range of passenger operation where it will stow if the control specified in S6.7.2.5 is actuated. Place the test device specified in S7.1.4 on its narrowest side on any portion of the platform surface that coincides with the unobstructed platform operating volume described in S6.4.2. Using the operator control specified in S7.7.2.5, attempt to stow the lift. The interlock must prevent the lift from stowing. S6.10.2.4 Movement of the platform up or down, throughout the range of passenger operation, unless the inner roll stop required to comply with S6.4.8 is deployed. When the platform reaches a level where the inner roll stop is designed to fully deploy, the platform must stop unless the inner roll stop has fully deployed. Verification with this requirement is made by performing the test procedure specified in S7.6.1. S6.10.2.5 Movement of the platform up or down, throughout the range of passenger operation, when the highest point of the platform surface at the outer most platform edge is above a horizontal plane 75 mm (3 in) above the ground level loading position, unless the wheelchair retention device required to comply with S6.4.7 is deployed throughout the range of passenger operations. Verification of compliance is made using the test procedure specified in S7.5.1. S6.10.2.6 In the case of a platform lift that is equipped with an outer barrier, vertical deployment of the outer barrier when it is occupied by portions of the passenger's body or mobility aid throughout the lift operation. When the platform stops, the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the outer barrier) must not be greater than 13 mm (0.5 in). Verification of compliance with this requirement is made using the test procedure specified in S7.5.1. S6.10.2.7 Vertical deployment of the inner roll stop required to comply with S6.4.8 when it is occupied by portions of a passenger's body or mobility aid throughout the lift operations. When the platform stops, the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the inner roll stop or platform edge) must not be greater than 13 mm (0.5 in). Verification of compliance with this requirement is made using the test procedure specified in S7.6.1. S6.11 Operations counter. S6.12 Vehicle owner's manual insert. S6.12.1 A maintenance schedule that includes maintenance requirements that have, at a minimum, some dependency on the number of cycles on the operations counter specified in S6.11. S6.12.2 Instructions regarding the platform lift operating procedures, including backup operations, as specified by S6.9. S6.12.3 Public use lifts: S6.12.3.1 The statement “DOT—Public Use Lift” on the front cover of the vehicle owner's manual insert; and S6.12.3.2 The statement “ DOT—Public Use Lift” S6.12.4 Private use lifts: In addition to meeting the requirements of S6.12.1 and S6.12.2, the owner's manual insert for private use lifts must also include: S6.12.4.1 The dimensions that constitute the unobstructed platform operating volume; S6.12.4.2 The manufacturer's rated load for the lift; S6.12.4.3 Information on whether a wheelchair user must back onto the platform from the ground level loading position due to the absence of an inner roll stop; S6.12.4.4 The statement “DOT-Private Use Lift” on the front cover of the vehicle owner's manual insert; and S6.12.4.5 The statement “ DOT-Private Use Lift S6.13 Installation instructions. S6.13.1 The vehicles on which the lift is designed to be installed. Vehicles may be identified by listing the make, model, and year of the vehicles for which the lift is suitable, or by specifying the design elements that would make a vehicle an appropriate host for the particular lift, and for which the platform lift manufacturer has certified compliance. S6.13.2 Procedures for operational checks that the vehicle manufacturer must perform to verify that the lift is fully operational. Such checks include, but are not limited to, platform lighting, the threshold-warning signal, and interlocks, including those that interface with vehicle systems. S6.13.3 Any informational material or labels that must be placed on or in the vehicle in order to comply with the requirements of this standard. Labels must be of a permanent nature that can withstand the elements of the outside environment. S6.13.4 Public use lifts: In addition to meeting the requirements of S6.13.1 through S6.13.3, the installation instructions for public use lifts must also include, on the front cover of the instructions, the statement “DOT-Public Use Lift”. S6.13.4.1 Installation instructions for public use lifts must contain the statement “Public use vehicle manufacturers are responsible for complying with the lift lighting requirements in Federal Motor Vehicle Safety Standard No. 404, Platform Lift Installations in Motor Vehicles (49 CFR 571.404).” S6.13.5 Private use lifts: In addition to meeting the requirements of S6.13.1 through S6.13.3, the installation instructions for private use lifts must also include, on the front cover of the instructions, the manufacturer's rated load for the lift and the statement “DOT-Private Use Lift”. S7 Test conditions and procedures. S7.1 Test devices. S7.1.1 Test pallet and load. S7.1.2 Wheelchair test device. S7.1.2.1 a cross-braced steel frame; S7.1.2.2 a sling seat integrated in the frame; S7.1.2.3 a belt drive; S7.1.2.4 detachable footrests, with the lowest point of the footrest adjustable in a range not less than 25 mm (1 in) to 123 mm (5 in) from the ground; S7.1.2.5 Two pneumatic rear tires with a diameter not less than 495 mm (19.5 in) and not more than 521 mm (20.5 in) inflated to the wheelchair manufacturer's recommended pressure or if no recommendation exists, to the maximum pressure that appears on the sidewall of the tire; S7.1.2.6 Two pneumatic front tires with a diameter not less than 190 mm (7.5 in) and not more than 216 mm (8.5 in) inflated to the wheelchair manufacturer's recommended pressure or if no recommendation exists, to the maximum pressure that appears on the sidewall of the tire; S7.1.2.7 a distance between front and rear axles not less than 457 mm (18 in) and not more than 533 mm (21 in); S7.1.2.8 a horizontal distance between rear axle and center of gravity not less than 114 mm (4.5 in) and not more than 152 mm (6.0 in); S7.1.2.9 a vertical distance between ground and center of gravity not less than 260 mm (10.25 in) and not more than 298 mm (11.75 in); S7.1.2.10 a mass of not less than 72.5 kg (160 lb) and not more than 86.0 kg (190 lb). S7.1.2.11 Batteries with a charge not less than 75 percent of their rated nominal capacity (for tests that require use of the wheelchair's propulsion system). S7.1.3 Clearance test block for gaps, transitions, and openings. S7.1.4 Test Device for detecting platform occupancy. S7.2 Slip resistance test. S7.2.1 To determine compliance with S6.4.12, clean any 450mm × 100mm (17.5 in × 3.94 in) section of the platform with household glass cleaner (ammonia hydroxide solution). Wet the cleaned section of the platform by evenly spraying 3 ml (0.10 oz) of distilled water per 100 cm 2 2 S7.2.2 Use the test procedure defined in ANSI/RESNA Standard WC/Vol. 1-1998, Section 13 (incorporated by reference, see § 571.5), except for clauses 5.3, Force Gage and 6, Test Procedure, on the wet section of platform. In lieu of clauses 5.3 and 6, implement the requirements of S7.2.2.1 and S7.2.2.2. S7.2.2.1 Force gage. S7.2.2.2 Test procedure. 5 1 n b p S7.3 Environmental resistance test. S7.3.1 Perform the procedures specified in S7.3.2 through S7.3.5 to determine compliance with S6.3. S7.3.2 Attachment hardware, as specified in S6.3.1, and externally mounted platform lifts or components, as specified in S6.3.2, are tested in accordance with ASTM B117-97 (incorporated by reference, see § 571.5). Any surface coating or material not intended for permanent retention on the metal parts during service life are removed prior to testing. Except as specified in S7.3.3, the period of the test is 50 hours, consisting of two periods of 24 hours exposure to salt spray followed by one hour drying. S7.3.3 For attachment hardware located within the occupant compartment of the motor vehicle or internal to other compartments that provide protection from the elements and not at or near the floor of the compartment, the period of the test is 25 hours, consisting of one period of 24 hours exposure to salt spray followed by one hour drying. S7.3.4 For performance of this test, externally mounted platform lifts or components may be installed on test jigs rather than on the vehicle. The lift is in a stowed position. The configuration of the test setup is such that areas of the lift that would be exposed to the outside environment during actual use are not protected from the salt spray by the test jig. S7.3.5 At the end of the test, any surface exposed to the salt spray is washed thoroughly with water to remove the salt. After drying for at least 24 hours under laboratory conditions, the platform lift and components are examined for ferrous corrosion on significant surfaces, i.e., S7.4 Threshold warning signal test. S7.4.1 Determine compliance with S6.1.2 and S6.1.3 using the test procedure specified in S7.4.2. S7.4.2 During the threshold warning test, the wheelchair test device may be occupied by a human representative of a 5th percentile female meeting the requirements of FMVSS 208, S29.1(f) and S29.2. If present, the human subject is seated in the wheelchair test device with his or her feet supported by the wheelchair foot rests which are adjusted properly for length and in the down position (not elevated). The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different test option for the lift. Maneuver the lift platform to the vehicle floor level loading position. Using the wheelchair test device specified in S7.1.2, place one front wheel of the wheelchair test device on any portion of the threshold area defined in S4. Move the platform down until the alarm is actuated. Remove the test wheelchair wheel from the threshold area to deactivate the alarm. Measure the vertical distance between the platform and the threshold area and determine whether that distance is greater than 25 mm (1 in). S7.5 Outer barrier non-deployment interlock and occupied outer barrier interlock test. S7.5.1 Determine compliance with both S6.10.2.5 and S6.10.2.6 by using the following single test procedure. S7.5.1.1 Place the test jig or vehicle on which the lift is installed on a flat, level, horizontal surface. Maneuver the platform to the ground level loading position. Using the lift control, move the lift upward until the point where the outer barrier fully deploys. Stop the platform at that point and measure the vertical distance between the highest point on the platform surface at the outer most edge and the ground to determine whether the distance is greater than 75 mm (3 in). Reposition the platform in the ground level loading position. Locate the wheelchair test device specified in S7.1.2 on the platform. If other wheelchair retention devices (e.g., a belt retention device) prevent the front wheel of the wheelchair test device from accessing the outer barrier when on the platform, the wheelchair test device may be placed on the ground facing the entrance to the lift, with other retention devices configured so that they do not prevent lift operation (e.g., with any belt retention device fastened or buckled). S7.5.1.2 Place one front wheel of the wheelchair test device on any portion of the outer barrier. If the platform is too small to maneuver one front wheel on the outer barrier, two front wheels may be placed on the outer barrier. Note the distance between a horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the outer barrier) and the ground. Using the lift control, move the platform up until it stops. Measure the vertical distance between the highest point of the platform surface at the outer most edge and the ground to determine compliance with S6.10.2.5. Measure the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the outer barrier) to determine compliance with S6.10.2.6. S7.6 Inner roll stop non-deployment interlock and occupied inner roll stop interlock test. S7.6.1 Determine compliance with both S6.10.2.4 and S6.10.2.7 by using the single test procedure in S7.6.2 and S7.6.3. S7.6.2 Maneuver the platform to the vehicle floor level loading position, and position the wheelchair test device specified in S7.1.2 on the platform with the front of the wheelchair test device facing the vehicle. Using the lift control, move the platform down until the inner roll stop fully deploys. Stop the lift and note that location. S7.6.3 Reposition the platform at the vehicle floor level loading position. Place one front wheel of the wheelchair test device on the inner roll stop. If the platform is too small to maneuver one front wheel on the inner roll stop, two front wheels may be placed on the inner roll stop. Note the vertical distance between a horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the inner roll stop) and the ground. Using the lift control, move the platform down until it stops. Compare the location of the platform relative to the location noted in S7.6.2 to determine compliance with S6.10.2.4. Measure the vertical change in distance of the horizontal plane (passing through the point of contact between the wheelchair test device wheel(s) and the upper surface of the inner roll stop) to determine compliance with S6.10.2.7. S7.7 Wheelchair retention device impact test and edge guard test. S7.7.1 Determine compliance with S6.4.7.1 and S6.4.7.2 using the test device specified in S7.1.2, under the procedures specified in S7.7.2 and S7.7.3. S7.7.2 Conduct the test in accordance with the procedures in S7.7.2.1 through S7.7.2.5 to determine compliance with S6.4.7.1. In the case of private use lifts, perform both S7.7.2.5(a) and (b), unless the operating directions specify a required direction of wheelchair movement onto the platform. When a direction is indicated in the operating instructions, perform the procedure specified in S7.7.2.5(a) or (b) with the test device oriented as required by the operating instructions. S7.7.2.1 Place the lift platform at the vehicle floor loading position. S7.7.2.2 If the wheelchair retention device is an outer barrier, the footrests are adjusted such that at their lowest point they have a height 25 mm ±2 mm (1 in ±0.08 in) less than the outer barrier. If the wheelchair retention device is not an outer barrier, the footrests are adjusted such that at their lowest point they have a height 50 mm ±2 mm (2 in ±0.08 in) above the platform. S7.7.2.3 Position the test device with its plane of symmetry coincident with the lift reference plane and at a distance from the platform sufficient to achieve the impact velocities required by S7.7.2.5. S7.7.2.4 An optional 50 kg (110 pounds) of weight may be centered, evenly distributed, and secured in the seat of the wheelchair test device to assist in stabilizing the wheelchair test device during testing. The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different test option for the lift. Accelerate the test device onto the platform under its own power such that the test device impacts the wheelchair retention device at each speed and direction combination specified in S7.7.2.5. Terminate power to the wheelchair test device by means of the wheelchair controller after completion of the initial impact of any portion of the wheelchair test device with the wheelchair retention device. Note the position of the wheelchair test device following each impact to determine compliance with S6.4.7. If necessary, after each impact, adjust or replace the footrests to restore them to their original condition. S7.7.2.5 The test device is operated at the following speeds, in the following directions— (a) At a speed of not less than 2.0 m/s (4.4 mph) and not more than 2.1 m/s (4.7 mph) in the forward direction. (b) At a speed of not less than 1.75 m/s (3.9 mph) and not more than 1.85 m/s (4.1 mph) in the rearward direction. S7.7.3 Rotary platform lifts: S7.7.3.1 Public use lifts: S7.7.3.2 Private use lifts: S7.7.3.3 Adjust the footrests of the test device to the shortest length. Place the test device on the platform with its plane of symmetry coincident with the lift reference plane. S7.7.3.4 Position the platform surface 90 mm ±10 mm (3.5 inches ±0.4 inches) above the ground level position. S7.7.3.5 Slowly move the test device in the forward direction until it contacts a wheelchair retention device. Activate the controller of the test device such that, if the test device were unloaded and unrestrained on a flat, level surface, it would achieve a maximum forward velocity of not less than 2.0 m/s (4.4 mph) and not more than 2.1 m/s (4.7 mph). S7.7.3.6 Realign the test device on the platform so that its plane of symmetry is coincident with the lift reference plane. Slowly move the test device in the rearward direction until it contacts a wheelchair retention device. Activate the controller of the test device such that, if the test device were unloaded and unrestrained on a flat, level surface, it would achieve a maximum rearward velocity of not less than 1.75 m/s (3.9 mph) and not more than 1.85 m/s (4.1 mph). S7.7.3.7 During the impacts specified in S7.7.3.5 and S7.7.3.6, maintain power to the drive motors until all test device motion has ceased except rotation of the drive wheels. Note the position of the test device after its motion has ceased following each impact to determine compliance with S6.4.7.2. S7.7.4 Edge Guard Test. Determine compliance with S6.4.6 using the test device specified in S7.1.2 by performing the test procedure specified in S7.7.4.1 through S7.7.4.6. During the edge guard tests, remove the footrests from the wheelchair test device. S7.7.4.1 Position the platform surface 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position. S7.7.4.2 Place the test device on the platform surface with its plane of symmetry coincident with the lift reference plane within ±10 mm (±0.4 in), its forward direction of travel inboard toward the vehicle, and its position on the platform as far rearward as the wheelchair retention device or outer barrier will allow it to be placed. S7.7.4.3 Adjust the control of the test device to a setting that provides maximum acceleration and steer the test device from side-to-side and corner-to-corner of the lift platform, attempting to steer the test device off the platform. After each attempt, when the wheelchair test device stalls due to contact with a barrier, release the control to Neutral and realign the test device to the starting position. Repeat this sequence at any level that is more than 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position and more than 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position. Repeat this sequence at 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position. S7.7.4.4 Next position the platform surface 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position. S7.7.4.5 Reposition the test device on the platform surface with its plane of symmetry coincident with the lift reference plane within ±10 mm (±0.4 in), its forward direction of travel outboard away from the vehicle, and its position on the platform as far rearward as the wheelchair inner roll-stop or vehicle body will allow it to be placed. S7.7.4.6 Adjust the control of the test device to a setting that provides maximum acceleration and steer the test device from side-to-side and corner-to-corner of the lift platform, attempting to steer the test device off the platform. After each attempt, when the wheelchair test device stalls due to contact with a barrier, release the control to Neutral and realign the test device to the starting position. Repeat this sequence at any level that is more than 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position and more than 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor loading position. Repeat this sequence at 38 mm ±10 mm (1.5 in ±0.4 in) below the vehicle floor level loading position. S7.8 Inner roll stop test. S7.8.1 Place the platform at the ground level loading position, such that the platform is level. S7.8.2 Adjust the footrests of the test device to the shortest length. Position the test device on the ground at a distance from the platform sufficient to achieve the impact velocity required by S7.8.3. The plane of symmetry of the test device is coincident with the lift reference plane and the forward direction of travel is onto the platform. S7.8.3 An optional 50 kg (110 pounds) of weight may be centered, evenly distributed, and secured in the seat of the wheelchair test device to assist in stabilizing the wheelchair test device during testing. The manufacturer shall select the option by the time it certifies the lift and may not thereafter select a different test option for the lift. Accelerate the test device onto the platform such that it impacts the inner roll stop at a speed of not less than 1.5 m/s (3.4 mph) and not more than 1.6 m/s (3.6 mph). Terminate power to the wheelchair test device by means of the wheelchair controller after completion of the initial impact of any portion of the wheelchair test device with the inner roll stop. Determine compliance with S6.4.8.3(a). S7.8.4 If necessary, adjust or replace the footrests to restore them to the condition they were in prior to the impact. Reposition the test device on the platform with its plane of symmetry coincident with the lift reference plane. Slowly move the test device in the forward direction until it contacts the inner roll stop. S7.8.5 Apply a static load to the inner roll stop by activating the controller of the test device such that, with the test device were unrestrained on a flat and level surface, it achieves a maximum forward velocity of not less than 2.0 m/s and not more than 2.1 m/s. S7.8.6 Maintain control activation and raise the platform to the vehicle loading position. Determine compliance with S6.4.8.3(b). S7.9 Static load test I—working load. S7.9.1 By use of the lift controls specified in S6.7.2, perform the operations specified in S7.9.2 through S7.9.8 in the order they are specified. S7.9.2 Place the platform in the stowed position. S7.9.3 Deploy the platform to the vehicle floor loading position. Center a standard load, including the test pallet, on the platform surface. S7.9.4 Lower the lift platform from the vehicle floor loading position to the ground level loading position, stopping once between the two positions. Remove the test pallet from the lift platform. S7.9.5 Raise the lift platform from the ground level loading position to the vehicle floor level loading position, stopping once between the two positions. S7.9.6 Lower the lift platform from the vehicle floor level loading position to the ground level loading position, stopping once between the two positions. S7.9.7 Center the loaded test pallet on the platform surface. Raise the lift platform from the ground level loading position to the vehicle floor loading position, stopping once between the two positions. S7.9.8 Remove the pallet from the lift platform. Stow the lift. S7.9.9 Turn power off to the lift and repeat S7.9.3 through S7.9.5 and stow the lift using the backup operating mode as specified by S6.9 in accordance with the manufacturer's backup operating instructions. S7.10 Fatigue endurance test. S7.10.1 Perform the test procedure specified in S7.10.2 through S7.10.6 and determine compliance with S6.5.1. S7.10.2 Put the unloaded lift platform at the ground level loading position. Center a standard load, including the test pallet, on the platform surface. S7.10.3 Each sequence of lift operations specified in S7.10.5.1, S7.10.5.2, S7.10.6.1 and S7.10.6.2 are done in blocks of 10 cycles with a 1 minute maximum rest period between each cycle in any block. The minimum rest period between each block of 10 cycles is such that the temperature of the lift components is maintained below the values specified by the manufacturer or that degrade the lift function. S7.10.4 During the test sequence specified in S7.10.2 through S7.10.6, perform any lift maintenance as specified in the vehicle owner's manual. S7.10.5 Public use lifts: Using the lift controls specified in S6.7.2, perform the operations specified in S7.10.5.1 through S7.10.5.3 in the order they are given. Public use lifts that manually stow (fold) and deploy (unfold) are not required to perform the stow and deploy portions of the tests. S7.10.5.1 Raise and lower the platform through the range of passenger operation 3,900 times. S7.10.5.2 Remove the test pallet from the platform. Raise the platform to the vehicle floor loading position, stow the lift, deploy the lift and lower the platform to the ground level loading position 3,900 times. S7.10.5.3 Perform the test sequence specified in S7.10.5.1 and S7.10.5.2 two times. S7.10.6 Private use lifts: S7.10.6.1 Raise and lower the platform through the range of passenger operation 1,100 times. S7.10.6.2 Remove the test pallet from the platform. Raise the platform to the vehicle floor loading position, stow the lift, deploy the lift and lower the platform to the ground level loading position 1,100 times. S7.10.6.3 Perform the test sequence specified in S7.10.6.1 and S7.10.6.2 two times. S7.11 Static load test II—proof load. S7.11.1 Perform the test procedures specified in S7.11.2 through S7.11.5 and determine compliance with S6.5.2. S7.11.2 Place the platform at the vehicle floor level loading position, center three times the standard load, including the test pallet, on the platform surface. Fully place the pallet on the platform within 1 minute of beginning to place it. S7.11.3 Two minutes after fully placing the loaded test pallet on the platform surface, remove the loaded test pallet and examine the platform lift and vehicle for separation, fracture or breakage. S7.11.4 After completing the static load test specified in S7.11.2 through S7.11.4, repeat Static Load Test I specified in S7.9. S7.12 Handrail test. S7.12.1 To determine compliance with S6.4.9.7, apply 4.4 N (1 lbf) through an area of 1290 mm 2 2 2 2 S7.12.2 To determine compliance with S6.4.9.8, apply 4.4 N (1 lbf) through an area of 1,290 mm 2 2 2 2 S7.13 Wheelchair retention device overload test. S7.13.1 Perform the test procedures as specified in S7.13.2 through S7.13.5 to determine compliance with S6.4.7.3. S7.13.2 Position the platform surface 90 mm ±10 mm (3.5 in ±0.4 in) above the ground level loading position. Apply 7,117 N (1,600 lbf) to the wheelchair retention device in a direction parallel to both the platform lift and platform reference planes. Attain the force within 1 minute after beginning to apply it. S7.13.3 For a wheelchair retention device that is in the form of an outer barrier, apply the force through a rectangular area with a height of 25 mm (1 in) and a width spanning the entire barrier. Distribute the force evenly about an axis 64 mm (2.5 in) above the platform reference plane. If the bottom edge of the outer barrier falls 50 mm (2 in) or more above the platform reference plane, distribute the force about an axis 13 mm (0.5 in) above the bottom edge of the barrier. S7.13.4 For a wheelchair retention device other than an outer barrier, place the test device specified in S7.1.2 on the lift platform with its plane of symmetry coincident with the lift reference plane and directed such that forward motion is impeded by the wheelchair retention device. Move the test device forward until it contacts the wheelchair retention device. Remove the test device from the platform. Apply the force specified in S7.13.2 distributed evenly at all areas of the wheelchair retention device that made contact with the test device when it was moved forward. Attain the force within 1 minute after beginning to apply it. S7.13.5 After maintaining the force for two minutes, remove it and examine the wheelchair retention device for separation, fracture or breakage. S7.14 Static load test III—ultimate load. S7.14.1 Perform the test procedures as specified in S7.14.2 through S7.14.4 to determine compliance with S6.5.3. S7.14.2 Reinforce the vehicle structure where the lift is attached such that it is rigid and will not deform, break or separate during application of the load specified in S7.14.3 or remove the platform lift from the vehicle and install it on a test jig that is rigid and will not deform, break or separate during application of the load specified in S7.14.3. S7.14.3 When the platform is at the vehicle floor loading position, center four times the standard load, including the test pallet, on the platform surface. Fully place the pallet on the platform within 1 minute of beginning to place it. S7.14.4 Two minutes after fully placing the loaded test pallet on the platform surface, remove the loaded test pallet and examine the platform lift for separation, fracture or breakage. [67 FR 79439, Dec. 27, 2002, as amended at 69 FR 58852, Oct. 1, 2004; 69 FR 76870, Dec. 23, 2004; 77 FR 769, Jan. 6, 2012; 77 FR 20567, Apr. 5, 2012] § 571.404 Standard No. 404; Platform lift installations in motor vehicles. S1. Scope. S2. Purpose. S3 Application. S4. Requirements. S4.1 Installation requirements. S4.1.1 Lift-equipped buses, school buses, and MPVs other than motor homes with a GVWR greater than 4,536 kg (10,000 lb) must be equipped with a public use lift certified as meeting Federal Motor Vehicle Safety Standard No. 403, Lift Systems for Motor Vehicles (49 CFR 571.403). S4.1.2 Lift-equipped motor vehicles, other than ones subject to paragraph S4.1.1, must be equipped with a platform lift certified as meeting either the public use lift or private use lift requirements of Federal Motor Vehicle Safety Standard No. 403, Lift Systems for Motor Vehicles (49 CFR 571.403). S4.1.3 Platform lifts must be installed in the vehicle in accordance with the installation instructions or procedures provided pursuant to S6.13 of Standard 403. The vehicle must be of a type identified in the installation instructions as appropriate for the platform lift as certified by the platform lift manufacturer. S4.1.4 The platform lift, as installed, must continue to comply with all the applicable requirements of Federal Motor Vehicle Safety Standard No. 403, Lift Systems for Motor Vehicles (49 CFR 571.403). S4.1.5 Platform Lighting on public use lifts. 2 2 2 2 S4.2 Vehicle owner's manual insert requirements. S4.3 Control panel switches. S4.3.1 Instructions regarding the platform lift operating procedures, including backup operations, as specified by S6.7.8 of 49 CFR 571.403, must be permanently affixed to a location adjacent to the controls. S4.3.2 Public use lift [67 FR 79451, Dec. 27, 2002, as amended at 69 FR 58855, Oct. 1, 2004; 69 FR 76870, Dec. 23, 2004; 77 FR 20571, Apr. 5, 2012] § 571.500 Standard No. 500; Low-speed vehicles. S1. Scope. S2. Purpose. S3. Applicability. S4. [Reserved] S5. Requirements. (a) When tested in accordance with test conditions in S6 and test procedures in S7, the maximum speed attainable in 1.6 km (1 mile) by each low-speed vehicle shall not more than 40 kilometers per hour (25 miles per hour). (b) Each low-speed vehicle shall be equipped with: (1) Headlamps, (2) Front and rear turn signal lamps, (3) Taillamps, (4) Stop lamps, (5) Reflex reflectors: one red on each side as far to the rear as practicable, and one red on the rear, (6) An exterior mirror mounted on the driver's side of the vehicle and either an exterior mirror mounted on the passenger's side of the vehicle or an interior mirror, (7) A parking brake, (8) A windshield that conforms to the Federal motor vehicle safety standard on glazing materials (49 CFR 571.205). (9) A VIN that conforms to the requirements of part 565 Vehicle Identification Number (10) A Type 1 or Type 2 seat belt assembly conforming to Sec. 571.209 of this part, Federal Motor Vehicle Safety Standard No. 209, Seat belt assemblies, (11) Low-speed vehicles shall comply with the rear visibility requirements specified in paragraphs S6.2 of FMVSS No. 111. (12) An alert sound as required by § 571.141. S6. General test conditions. S6.1. Ambient conditions. S6.1.1. Ambient temperature. S6.1.2. Wind speed. S6.2. Road test surface. S6.2.1. Pavement friction. S6.2.2. Gradient. S6.2.3. Lane width. S6.3. Vehicle conditions. S6.3.1. The test weight for maximum speed is unloaded vehicle weight plus a mass of 78 kg (170 pounds), including driver and instrumentation. S6.3.2. No adjustment, repair or replacement of any component is allowed after the start of the first performance test. S6.3.3. Tire inflation pressure. S6.3.4. Break-in. S6.3.5. Vehicle openings. S6.3.6. Battery powered vehicles. S7. Test procedure. [63 FR 33216, June 17, 1998, as amended at 68 FR 43972, July 25, 2003; 79 FR 19249, Apr. 7, 2014; 81 FR 90521, Dec. 14, 2016; 87 FR 34810, June 8, 2022] Appendix A to Subpart B—Section 571.108 Table of Contents Sec. 571.108 Standard No. 108; Lamps, reflective devices, and associated equipment. S1 Scope. S2 Purpose. S3 Application. S4 Definitions. S5 References to SAE publications. S6 Vehicle requirements. S6.1 Required lamps, reflective devices, and associated equipment by vehicle type. S6.1.1 Quantity. S6.1.1.1 Conspicuity systems. S6.1.1.2 High-mounted stop lamps. S6.1.1.3 Truck tractor rear turn signal lamps. S6.1.1.4 Daytime running lamps. S6.1.2 Color. S6.1.3 Mounting location. S6.1.3.3 License plate lamp. S6.1.3.4 High-mounted stop lamps. S6.1.3.4.1 Interior mounting. S6.1.3.4.2 Accessibility. S6.1.3.5 Headlamp beam mounting. S6.1.3.5.1 Vertical headlamp arrangement. S6.1.3.5.2 Horizontal headlamp arrangement. S6.1.3.6 Auxiliary lamps mounted near identification lamps. S6.1.4 Mounting height. S6.1.4.1 High-mounted stop lamps. S6.1.5 Activation. S6.1.5.1 Hazard warning signal. S6.1.5.2 Simultaneous beam activation. S6.2 Impairment. S6.2.3 Headlamp obstructions. S6.3 Equipment combinations. S6.4 Lens area, visibility and school bus signal lamp aiming. S6.4.1 Effective projected luminous lens area requirements. S6.4.2 Visibility. S6.4.3 Visibility options. S6.4.3(a) Lens area option. S6.4.3(b) Luminous intensity option. S6.4.4 Legacy visibility alternative. S6.4.5 School bus signal lamp aiming. S6.5 Marking. S6.5.1 DOT marking. S6.5.2 DRL marking. S6.5.3 Headlamp markings. S6.5.3.1 Trademark. S6.5.3.2 Voltage and trade number. S6.5.3.3 Sealed beam headlamp markings. S6.5.3.4 Replaceable bulb headlamp markings. S6.5.3.5 Additional headlamp markings. S6.6 Associated equipment. S6.6.3 License plate holder. S6.7 Replacement equipment. S6.7.1 General. S6.7.2 Version of this standard. S7 Signal lamp requirements. S7.1 Turn signal lamps. S7.1.1 Front turn signal lamps. S7.1.1.1 Number. S7.1.1.2 Color of light. S7.1.1.3 Mounting location. S7.1.1.4 Mounting height. S7.1.1.5 Activation. S7.1.1.6 Effective projected luminous lens area. S7.1.1.7 Visibility. S7.1.1.8 Indicator. S7.1.1.9 Markings. S7.1.1.10 Spacing to other lamps. S7.1.1.10.2 Spacing measurement for non-reflector lamps. S7.1.1.10.3 Spacing measurement for lamps with reflectors. S7.1.1.10.4 Spacing based photometric multipliers. S7.1.1.11 Multiple compartment lamps and multiple lamps. S7.1.1.11.4 Lamps installed on vehicles 2032 mm or more in overall width. S7.1.1.12 Ratio to parking lamps and clearance lamps. S7.1.1.13 Photometry. S7.1.1.14 Physical tests. S7.1.2 Rear turn signal lamps. S7.1.2.1 Number. S7.1.2.2 Color of light. S7.1.2.3 Mounting location. S7.1.2.4 Mounting height. S7.1.2.5 Activation. S7.1.2.6 Effective projected luminous lens area. S7.1.2.7 Visibility. S7.1.2.8 Indicator. S7.1.2.9 Markings. S7.1.2.10 Spacing to other lamps. S7.1.2.11 Multiple compartments and multiple lamps. S7.1.2.11.4 Lamps installed on vehicles 2032 mm or more in overall width. S7.1.2.12 Ratio to taillamps and clearance lamps. S7.1.2.13 Photometry. S7.1.2.14 Physical tests. S7.1.3 Combined lamp bulb indexing. S7.2 Taillamps. S7.2.1 Number. S7.2.2 Color of light. S7.2.3 Mounting location. S7.2.4 Mounting height. S7.2.5 Activation. S7.2.6 Effective projected luminous lens area. S7.2.7 Visibility. S7.2.8 Indicator. S7.2.9 Markings. S7.2.10 Spacing to other lamps. S7.2.11 Multiple compartments and multiple lamps. S7.2.11.4 Taillamps installed on vehicles 2032 mm or more in overall width. S7.2.12 Ratio. S7.2.13 Photometry. S7.2.14 Physical tests. S7.3 Stop lamps. S7.3.1 Number. S7.3.2 Color of light. S7.3.3 Mounting location. S7.3.4 Mounting height. S7.3.5 Activation. S7.3.6 Effective projected luminous lens area. S7.3.7 Visibility. S7.3.8 Indicator. S7.3.9 Markings. S7.3.10 Spacing to other lamps. S7.3.11 Multiple compartments and multiple lamps. S7.3.11.4 Lamps installed on vehicles 2032 mm or more in overall width. S7.3.12 Ratio to taillamps. S7.3.13 Photometry. S7.3.14 Physical tests. S7.3.15 Combined lamp bulb indexing. S7.4 Side marker lamps. S7.4.1 Number. S7.4.2 Color of light. S7.4.3 Mounting location. S7.4.4 Mounting height. S7.4.5 Activation. S7.4.6 Effective projected luminous lens area. S7.4.7 Visibility. S7.4.8 Indicator. S7.4.9 Markings. S7.4.10 Spacing to other lamps. S7.4.11 Multiple compartments and multiple lamps. S7.4.12 Ratio. S7.4.13 Photometry. S7.4.13.2 Inboard photometry. S7.4.14 Physical tests. S7.5 Clearance and identification lamps. S7.5.1 Number. S7.5.2 Color of light. S7.5.3 Mounting location. S7.5.4 Mounting height. S7.5.5 Activation. S7.5.6 Effective projected luminous lens area. S7.5.7 Visibility. S7.5.8 Indicator. S7.5.9 Markings. S7.5.10 Spacing to other lamps. S7.5.11 Multiple compartments and multiple lamps. S7.5.12 Ratio. S7.5.12.1 Clearance lamps. S7.5.12.2 Identification lamps. S7.5.13 Photometry. S7.5.14 Physical tests. S7.6 Backup lamps. S7.6.1 Number. S7.6.2 Color of light. S7.6.3 Mounting location. S7.6.4 Mounting height. S7.6.5 Activation. S7.6.6 Effective projected luminous lens area. S7.6.7 Visibility. S7.6.8 Indicator. S7.6.9 Markings. S7.6.10 Spacing to other lamps. S7.6.11 Multiple compartments and multiple lamps. S7.6.12 Ratio. S7.6.13 Photometry. S7.6.14 Physical tests. S7.7 License plate lamps. S7.7.1 Number. S7.7.2 Color of light. S7.7.3 Mounting location. S7.7.4 Mounting height. S7.7.5 Activation. S7.7.6 Effective projected luminous lens area. S7.7.7 Visibility. S7.7.8 Indicator. S7.7.9 Markings. S7.7.10 Spacing to other lamps. S7.7.11 Multiple compartments and multiple lamps. S7.7.12 Ratio. S7.7.13 Photometry. S7.7.14 Physical tests. S7.7.15 Installation. S7.7.15.4 Incident light from single lamp. S7.7.15.5 Incident light from multiple lamps. S7.8 Parking lamps. S7.8.1 Number. S7.8.2 Color of light. S7.8.3 Mounting location. S7.8.4 Mounting height. S7.8.5 Activation. S7.8.6 Effective projected luminous lens area. S7.8.7 Visibility. S7.8.8 Indicator. S7.8.9 Markings. S7.8.10 Spacing to other lamps. S7.8.11 Multiple compartments and multiple lamps. S7.8.12 Ratio. S7.8.13 Photometry. S7.8.14 Physical tests. S7.9 High-mounted stop lamps. S7.9.1 Number. S7.9.2 Color of light. S7.9.3 Mounting location. S7.9.4 Mounting height. S7.9.5 Activation. S7.9.6 Effective projected luminous lens area. S7.9.7 Visibility. S7.9.8 Indicator. S7.9.9 Markings. S7.9.10 Spacing to other lamps. S7.9.11 Multiple compartments and multiple lamps. S7.9.12 Ratio. S7.9.13 Photometry. S7.9.14 Physical tests. S7.10 Daytime running lamps (DRLs). S7.10.1 Number. S7.10.2 Color of light. S7.10.3 Mounting location. S7.10.4 Mounting height. S7.10.5 Activation. S7.10.6 Effective projected luminous lens area. S7.10.7 Visibility. S7.10.8 Indicator. S7.10.9 Markings. S7.10.10 Spacing to other lamps. S7.10.10.1 Spacing to turn signal lamps. S7.10.11 Multiple compartments and multiple lamps. S7.10.12 Ratio. S7.10.13 Photometry. S7.10.14 Physical tests. S7.11 School bus signal lamps. S7.11.1 Number. S7.11.2 Color of light. S7.11.3 Mounting location. S7.11.4 Mounting height. S7.11.5 Activation. S7.11.6 Effective projected luminous lens area. S7.11.7 Visibility. S7.11.8 Indicator. S7.11.9 Markings. S7.11.10 Spacing to other lamps. S7.11.11 Multiple compartments and multiple lamps. S7.11.12 Ratio. S7.11.13 Photometry. S7.11.14 Physical tests. S8 Reflective device requirements. S8.1 Reflex reflectors. S8.1.1 Number. S8.1.2 Color. S8.1.3 Mounting location. S8.1.4 Mounting height. S8.1.5 Activation. S8.1.6 Effective projected luminous lens area. S8.1.7 Visibility. S8.1.8 Indicator. S8.1.9 Markings. S8.1.10 Spacing to other lamps or reflective devices. S8.1.11 Photometry. S8.1.12 Physical tests. S8.1.13 Alternative side reflex reflector material. S8.2 Conspicuity systems. S8.2.1 Retroreflective sheeting. S8.2.1.2 Retroreflective sheeting material. S8.2.1.3 Certification marking. S8.2.1.4 Application pattern. S8.2.1.4.1 Alternating red and white materials. S8.2.1.5 Application location. S8.2.1.6 Application spacing. S8.2.1.7 Photometry. S8.2.2 Conspicuity reflex reflectors. S8.2.2.1 Certification marking. S8.2.2.2 Application pattern. S8.2.2.2.1 Alternating red and white materials. S8.2.2.2.2 White material. S8.2.2.3 Photometry. S8.2.3 Conspicuity system installation on trailers. S8.2.3.1 Trailer rear. S8.2.3.1.1 Element 1—alternating red and white materials. S8.2.3.1.2 Element 2—white. S8.2.3.1.3 Element 3—alternating red and white materials. S8.2.3.2 Trailer side-alternating red and white materials. S8.2.4 Conspicuity system installation on truck tractors. S8.2.4.1 Element 1—alternating red and white materials. S8.2.4.2 Element 2—white. S9 Associated equipment requirements. S9.1 Turn signal operating unit. S9.1.2 Physical tests. S9.2 Turn signal flasher. S9.2.2 Physical tests. S9.3 Turn signal pilot indicator. S9.3.4 Indicator size and color. S9.3.6 Turn signal lamp failure. S9.4 Headlamp beam switching device. S9.4.1 Semi-automatic headlamp beam switching device. S9.4.1.1 Operating instructions. S9.4.1.2 Manual override. S9.4.1.3 Fail safe operation. S9.4.1.4 Automatic dimming indicator. S9.4.1.5 Option 1 (Semiautomatic Headlamp Beam Switching Devices other than Adaptive Driving Beam systems). S9.4.1.5.1 Lens accessibility. S9.4.1.5.2 Mounting height. S9.4.1.5.3 Physical tests. S9.4.1.6 Option 2 (Adaptive Driving Beam systems). S9.4.1.7 Physical tests. S9.5 Upper beam headlamp indicator. S9.5.1 Indicator size and location. S9.6 Vehicular hazard warning signal operating unit. S9.6.2 Operating unit switch. S9.6.3 Physical tests. S9.7 Vehicular hazard warning signal flasher. S9.7.2 Physical tests. S9.8 Vehicular hazard warning signal pilot indicator. S9.8.4 Indicator size and color. S10 Headlighting system requirements. S10.1 Vehicle headlighting systems. S10.2 [Reserved]. S10.3 Number. S10.4 Color of light. S10.5 Mounting location. S10.6 Mounting height. S10.7 Activation. S10.8 Effective projected luminous lens area. S10.9 Visibility. S10.10 Indicator. S10.11 Markings. S10.12 Spacing to other lamps. S10.13 Sealed beam headlighting systems. S10.13.1 Installation. S10.13.2 Simultaneous aim. S10.13.3 Photometry. S10.13.4 Physical tests. S10.14 Integral beam headlighting systems. S10.14.1 Installation. S10.14.2 Aimability. S10.14.3 Simultaneous aim. S10.14.4 Markings. S10.14.5 Additional light sources. S10.14.6 Photometry. S10.14.7 Physical tests. S10.15 Replaceable bulb headlighting systems. S10.15.1 Installation. S10.15.2 Aiming restrictions. S10.15.3 Replacement lens reflector units. S10.15.4 Markings. S10.15.5 Additional light sources. S10.15.6 Photometry. S10.15.7 Physical tests. S10.16 Combination headlighting systems. S10.16.1 Installation. S10.16.2 Photometry. S10.16.3 Physical tests. S10.17 Motorcycle headlighting systems. S10.17.1 Installation. S10.17.1.1 Single headlamp. S10.17.1.2 Two headlamps with both beams. S10.17.1.3 Two headlamps, upper beam and lower beam. S10.17.2 Motorcycle replaceable bulb headlamp marking. S10.17.3 Photometry. S10.17.4 Physical tests. S10.17.5 Motorcycle headlamp modulation system. S10.17.5.1 Modulation. S10.17.5.2 Replacement modulators. S10.17.5.2.1 Replacement performance. S10.17.5.2.2 Replacement instructions. S10.18 Headlamp aimability performance requirements (except motorcycles). S10.18.1 Headlamp mounting and aiming. S10.18.2 Headlamp aiming systems. S10.18.3 Aim adjustment interaction. S10.18.4 Horizontal adjustment-visually aimed headlamp. S10.18.5 Optical axis marking. S10.18.5.1 Optical axis marking-vehicle. S10.18.5.2 Optical axis marking-lamp. S10.18.5.3 Optical axis marking-visual/optical aim headlamp. S10.18.6 Moveable reflectors. S10.18.7 External aiming. S10.18.7.1 Headlamp aiming device locating plates. S10.18.7.2 Nonadjustable headlamp aiming device locating plates. S10.18.8 On-vehicle aiming. S10.18.8.1 Aim. S10.18.8.1.1 Vertical aim. S10.18.8.1.2 Horizontal aim. S10.18.8.2 Aiming instructions. S10.18.8.3 Permanent calibration. S10.18.8.4 Replacement units. S10.18.8.5 Physical tests. S10.18.9 Visual/optical aiming. S10.18.9.1 Vertical aim, lower beam. S10.18.9.1.1 Vertical position of the cutoff. S10.18.9.1.2 Vertical gradient. S10.18.9.1.3 Horizontal position of the cutoff. S10.18.9.1.4 Maximum inclination of the cutoff. S10.18.9.1.5 Measuring the cutoff parameter. S10.18.9.2 Horizontal aim, lower beam. S10.18.9.3 Vertical aim, upper beam. S10.18.9.4 Horizontal aim, upper beam. S10.18.9.5 Photometry. S10.18.9.6 Visual/optical aiming identification marking. S11 Replaceable light source requirements. S11.1 Markings. S11.2 Ballast markings. S11.3 Gas discharge laboratory life. S11.4 Physical tests. S12 Headlamp concealment device requirements. S12.7 Certification election. S13 Replaceable headlamp lens requirements. S14 Physical and photometry test procedures and performance requirements. S14.1 General test procedures and performance requirements. S14.1.2 Plastic optical materials. S14.1.4 Samples. S14.1.5 Laboratory facilities. S14.2 Photometric test procedures. S14.2.1 Photometry measurements for all lamps except license lamps, headlamps, and DRLs. S14.2.1.1 Mounting. S14.2.1.2 School bus signal lamp aiming. S14.2.1.3 Measurement distance. S14.2.1.4 Location of test points. S14.2.1.5 Multiple compartment and multiple lamp photometry of turn signal lamps, stop lamps, and taillamps. S14.2.1.6 Bulbs. S14.2.2 License plate lamp photometry. S14.2.2.1 Illumination surface. S14.2.2.2 Test stations. S14.2.3 Reflex reflector and retroreflective sheeting photometry. S14.2.3.1 Mounting. S14.2.3.2 Illumination source. S14.2.3.3 Measurement distance. S14.2.3.4 Test setup. S14.2.3.5 Photodetector. S14.2.3.6 Photometry surface. S14.2.3.7 Procedure. S14.2.3.8 Measurements. S14.2.3.8.1 Reflex reflectors. S14.2.3.8.2 Retroreflective sheeting. S14.2.3.8.3 Reflex reflector photometry measurement adjustments. S14.2.4 Daytime running lamp (DRL) photometry measurements. S14.2.5 Headlamp photometry measurements. S14.2.5.1 Mounting. S14.2.5.3 Measurement distance. S14.2.5.4 Seasoning and test voltage. S14.2.5.5 Aiming. S14.2.5.5.1 Mechanically aimable headlamps using an external aimer. S14.2.5.5.2 Mechanically aimable headlamps equipped with a VHAD. S14.2.5.5.3 Visually aimable lower beam headlamps-vertical aim. S14.2.5.5.4 Visually aimable lower beam headlamps-horizontal aim. S14.2.5.5.5 Visually aimable upper beam headlamps-vertical aim. S14.2.5.5.6 Visually aimable upper beam headlamps-horizontal aim. S14.2.5.5.7 Simultaneous aim Type F sealed beam headlamps and beam contributor integral beam headlamps. S14.2.5.5.8 Motorcycle headlamp-upper beam headlamps designed to comply with Table XX. S14.2.5.5.9 Motorcycle headlamp-lower beam headlamps designed to comply with Table XX. S14.2.5.6 Positioner. S14.2.5.7 Photometer. S14.2.5.7.2 Sensor. S14.2.5.8 Location of test points. S14.2.5.9 Beam contributor photometry measurements. S14.2.5.10 Moveable reflector aimed headlamp photometry measurements. S14.3 Motorcycle headlamp out of focus test procedure and performance requirements. S14.3.1 Procedure. S14.3.2 Performance requirements. S14.4 General test procedures and performance requirements. S14.4.1 Color test. S14.4.1.1 Samples. S14.4.1.2 General procedure. S14.4.1.3 Visual method. S14.4.1.3.1 Visual method procedure. S14.4.1.3.2 Visual method performance requirements. S14.4.1.3.2.1 Red. S14.4.1.3.2.2 Yellow (Amber). S14.4.1.3.2.3 White. S14.4.1.4 Tristimulus method. S14.4.1.4.1 Tristimulus method procedure. S14.4.1.4.2 Tristimulus method performance requirements. S14.4.1.4.2.1 Red. S14.4.1.4.2.2 Yellow (Amber). S14.4.1.4.2.3 White (achromatic). S14.4.1.4.2.4 Green. S14.4.1.4.2.5 Restricted Blue. S14.4.1.4.2.6 Signal Blue. S14.4.2 Plastic optical materials tests. S14.4.2.1 Samples. S14.4.2.2 Outdoor exposure test. S14.4.2.2.3 Procedure. S14.4.2.2.4 Performance requirements. S14.4.2.3 Heat test. S14.4.2.3.1 Procedure. S14.4.2.3.2 Performance requirements. S14.5 Signal lamp and reflective device physical test procedures and performance requirements. S14.5.1 Vibration test. S14.5.1.1 Procedure. S14.5.1.2 Performance requirements. S14.5.2 Moisture test. S14.5.2.1 Procedure. S14.5.2.2 Performance requirements. S14.5.3 Dust test. S14.5.3.1 Samples. S14.5.3.2 Procedure. S14.5.3.3 Performance requirements. S14.5.4 Corrosion test. S14.5.4.1 Procedure. S14.5.4.2 Performance requirements. S14.6 Headlamp physical test procedures and performance requirements. S14.6.1 Abrasion test. S14.6.1.1 Procedure. S14.6.1.1.1 Abrading pad. S14.6.1.1.2 Abrading pad alignment. S14.6.1.1.3 Abrasion test procedure. S14.6.1.2 Performance requirements. S14.6.2 Chemical resistance test. S14.6.2.1 Procedure. S14.6.2.1.1 Test fluids. S14.6.2.1.2 Fluid application. S14.6.2.1.3 Test duration. S14.6.2.2 Performance requirements. S14.6.3 Corrosion test. S14.6.3.1 Procedure. S14.6.3.2 Performance requirements. S14.6.4 Corrosion-connector test. S14.6.4.1 Procedure. S14.6.4.2 Performance requirements. S14.6.5 Dust test. S14.6.5.1 Procedure. S14.6.5.2 Performance requirements. S14.6.6 Temperature cycle test and internal heat test. S14.6.6.1 Samples. S14.6.6.2 General procedure. S14.6.6.3 Temperature cycle test. S14.6.6.3.1 Procedure. S14.6.6.3.2 Performance requirements. S14.6.6.4 Internal heat test. S14.6.6.4.1 Procedure. S14.6.6.4.2 Performance requirements. S14.6.7 Humidity test. S14.6.7.1 Procedure. S14.6.7.2 Performance requirements. S14.6.8 Vibration test. S14.6.8.1 Samples. S14.6.8.2 Procedure. S14.6.8.3 Performance requirements. S14.6.9 Sealing test. S14.6.9.1 Procedure. S14.6.9.2 Performance requirements. S14.6.10 Chemical resistance test of reflectors of replaceable lens headlamps. S14.6.10.1 Procedure. S14.6.10.1.1 Test fluids. S14.6.10.1.2 Fluid application. S14.6.10.1.3 Test duration. S14.6.10.2 Performance requirements. S14.6.11 Corrosion resistance test of reflectors of replaceable lens headlamps. S14.6.11.1 Procedure. S14.6.11.2 Performance requirements. S14.6.12 Inward force test. S14.6.12.1 Procedure. S14.6.12.2 Performance requirements. S14.6.13 Torque deflection test. S14.6.13.1 Procedure. S14.6.13.2 Performance requirements. S14.6.14 Retaining ring test. S14.6.14.1 Procedure. S14.6.14.2 Performance requirements. S14.6.15 Headlamp connector test. S14.6.15.1 Procedure. S14.6.15.2 Performance requirements. S14.6.16 Headlamp wattage test. S14.6.16.1 Procedure. S14.6.16.2 Performance requirements. S14.6.17 Aiming adjustment test-laboratory. S14.6.17.1 Procedure. S14.6.17.2 Performance requirements. S14.6.18 Aiming adjustment test-on vehicle. S14.6.18.1 Procedure. S14.6.18.2 Performance requirements. S14.7 Replaceable light source physical test procedures and performance requirements. S14.7.1 Deflection test for replaceable light sources. S14.7.1.1 Procedure. S14.7.1.2 Performance requirements. S14.7.2 Pressure test for replaceable light sources. S14.7.2.1 Procedure. S14.7.2.2 Performance requirements. S14.7.3 Replaceable light source power and flux measurement procedure. S14.7.3.1 Seasoning. S14.7.3.1.1 Resistive filament source. S14.7.3.1.2 Discharge source. S14.7.3.2 Test voltage. S14.7.3.3 Luminous flux measurement. S14.7.3.3.1 Resistive filament light source setup. S14.7.3.3.3.2 Discharge light source setup. S14.8 Vehicle headlamp aiming devices (VHAD) physical test procedures and performance requirements. S14.8.1 Samples. S14.8.2 Scale graduation test. S14.8.2.1 Procedure. S14.8.2.2 Performance requirements. S14.8.3 Cold scale graduation test. S14.8.3.1 Procedure. S14.8.3.2 Performance requirements. S14.8.4 Hot scale graduation test. S14.8.4.1 Procedure. S14.8.4.2 Performance requirements. S14.8.5 Thermal cycle test. S14.8.5.1 Procedure. S14.8.5.2 Performance requirements. S14.8.6 Corrosion test. S14.8.6.1 Procedure. S14.8.6.2 Performance requirements. S14.8.7 Photometry test. S14.8.7.1 Procedure. S14.8.7.2 Performance requirements. S14.9 Associated equipment physical test procedures and performance requirements. S14.9.1 Turn signal operating unit durability test. S14.9.1.1 Power supply specifications. S14.9.1.2 Procedure. S14.9.1.3 Performance requirements. S14.9.2 Vehicular hazard warning signal operating unit durability test. S14.9.2.1 Procedure. S14.9.2.2 Performance requirements. S14.9.3 Turn signal flasher and vehicular hazard warning flasher tests. S14.9.3.1 Standard test circuit. S14.9.3.1.1 Test circuit setup. S14.9.3.2 Power supply specifications. S14.9.3.2.1 Starting time, voltage drop, and flash rate and percent current “on” time tests. S14.9.3.2.2 Durability tests. S14.9.3.3 Turn signal flasher starting time test. S14.9.3.3.1 Samples. S14.9.3.3.2 Procedure. S14.9.3.3.3 Performance requirements. S14.9.3.4 Turn signal flasher voltage drop test. S14.9.3.4.1 Samples. S14.9.3.4.2 Procedure. S14.9.3.4.3 Performance requirements. S14.9.3.5 Turn signal flasher flash rate and percent current “on” time test. S14.9.3.5.1 Samples. S14.9.3.5.2 Procedure. S14.9.3.5.3 Performance requirements. S14.9.3.6 Turn signal flasher durability test. S14.9.3.6.1 Samples. S14.9.3.6.2 Procedure. S14.9.3.6.3 Performance requirements. S14.9.3.7 Vehicular hazard warning signal flasher starting time test. S14.9.3.7.1 Samples. S14.9.3.7.2 Procedure. S14.9.3.7.3 Performance requirements. S14.9.3.8 Vehicular hazard warning signal flasher voltage drop test. S14.9.3.8.1 Samples. S14.9.3.8.2 Procedure. S14.9.3.8.3 Performance requirements. S14.9.3.9 Vehicular hazard warning signal flasher flash rate and percent “on” time test. S14.9.3.9.1 Samples. S14.9.3.9.2 Procedure. S14.9.3.9.3 Performance requirements. S14.9.3.10 Vehicular hazard warning signal flasher durability test. S14.9.3.10.1 Samples. S14.9.3.10.2 Procedure. S14.9.3.10.3 Performance requirements. S14.9.3.11 Semiautomatic headlamp beam switching device tests. S14.9.3.11.1 Test conditions. S14.9.3.11.2 Sensitivity test. S14.9.3.11.2.1 Samples. S14.9.3.11.2.2 Procedure. S14.9.3.11.2.3 Performance requirements. S14.9.3.11.2.3.1 Operating limits. S14.9.3.11.3 Voltage regulation test. S14.9.3.11.3.1 Procedure. S14.9.3.11.3.2 Performance requirements. S14.9.3.11.4 Manual override test. S14.9.3.11.4.1 Procedure. S14.9.3.11.4.2 Performance requirements. S14.9.3.11.5 Warmup test. S14.9.3.11.5.1 Procedure. S14.9.3.11.5.2 Performance requirements. S14.9.3.11.6 Temperature test. S14.9.3.11.6.1 Procedure. S14.9.3.11.6.2 Performance requirements. S14.9.3.11.7 Dust test. S14.9.3.11.7.1 Procedure. S14.9.3.11.7.2 Performance requirements. S14.9.3.11.8 Corrosion test. S14.9.3.11.8.1 Procedure. S14.9.3.11.8.2 Performance requirements. S14.9.3.11.9 Vibration test. S14.9.3.11.9.1 Procedure. S14.9.3.11.9.2 Performance requirements. S14.9.3.11.10 Sunlight test. S14.9.3.11.10.1 Procedure. S14.9.3.11.10.2 Performance requirements. S14.9.3.11.11 Durability test. S14.9.3.11.11.1 Procedure. S14.9.3.11.11.2 Performance requirements. S14.9.3.11.12 Return to upper beam test. S14.9.3.11.12.1 Procedure. S14.9.3.11.12.2 Performance requirements. S14.9.3.12 Test for compliance with adaptive driving beam photometry requirements. S14.9.3.12.1 Test Scenarios. S14.9.3.12.2 Compliance Criteria. S14.9.3.12.3 Stimulus test fixtures. S14.9.3.12.4 Test vehicle preparation. S14.9.3.12.5 Test road. S14.9.3.12.6 Other test parameters and conditions. Table I-a Required lamps and reflective devices All passenger cars, multipurpose passenger vehicles (MPV), trucks, and buses Table I-b Required lamps and reflective devices All trailers Table I-c Required lamps and reflective devices All motorcycles Table II-a Headlighting systems Sealed beams Table II-b Headlighting systems Combination Table II-c Headlighting systems Integral beams Table II-d Headlighting systems Replaceable bulb Table III Marking requirements location Table IV-a Effective projected luminous lens area requirements Table IV-b Effective projected luminous lens area requirements Table IV-c Effective projected luminous lens area requirements Table V-a Visibility requirements of installed lighting devices Table V-b Visibility requirements of installed lighting devices Lens area visibility option Table V-c Visibility requirements of installed lighting devices Luminous intensity visibility option Table V-d Visibility requirements of installed lighting devices (Legacy visibility alternative) Table VI-a Front turn signal lamp photometry requirements Table VI-b Front turn signal lamp photometry requirements Table VII Rear turn signal lamp photometry requirements Table VIII Taillamp photometry requirements Table IX Stop lamp photometry requirements Table X Side marker lamp photometry requirements Table XI Clearance and identification lamps photometry requirements Table XII Backup lamp photometry requirements Table XIII-a Motorcycle turn signal lamp alternative photometry requirements Table XIII-b Motor driven cycle stop lamp alternative photometry requirements Table XIV Parking lamp photometry requirements Table XV High-mounted stop lamp photometry requirements Table XVI-a Reflex reflector photometry requirements Table XVI-b Additional photometry requirements for conspicuity reflex reflectors Table XVI-c Retroreflective sheeting photometry requirements Table XVII School bus signal lamp photometry requirements Table XVIII Headlamp upper beam photometry requirements Table XIX-a Headlamp lower beam photometry requirements Table XIX-b Headlamp lower beam photometry requirements Table XIX-c Headlamp lower beam photometry requirements Table XX Motorcycle and motor driven cycle headlamp photometry requirements Table XXI Adaptive Driving Beam Photometry Requirements Table XXII Adaptive Driving Beam Test Matrix Figure 1 Chromaticity diagram Figure 2 Flasher performance chart Figure 3 Replaceable bulb headlamp aim pads Figure 4 Headlamp connector test setup Figure 5 Headlamp abrasion test fixture Figure 6 Thermal cycle test profile Figure 7 Dirt/Ambient test setup Figure 8 Replaceable light source deflection test setup Figure 9 Environmental test profile Figure 10 Replaceable light source pressure test setup Figure 11 Trailer conspicuity treatment examples Figure 12-1 Trailer conspicuity detail I Figure 12-2 Trailer conspicuity detail II Figure 13 Tractor conspicuity treatment examples Figure 14 92 x 150 Headlamp aim deflection test setup Figure 15 Types G and H headlamp aim deflection test setup Figure 16 Types A and E headlamp aim deflection test setup Figure 17 Type B headlamp aim deflection test setup Figure 18 Types C and D headlamp aim deflection test setup Figure 19 License plate lamp target locations Figure 20 License plate lamp measurement of incident light angle Figure 21 Vibration test machine Figure 22 Flasher standard test circuit Figure 23 Car/Truck opposite direction stimulus test fixture dimensions Figure 24 Car/Truck same direction stimulus test fixture dimensions Figure 25 Motorcycle opposite direction stimulus test fixture dimensions Figure 26 Motorcycle same direction stimulus test fixture dimensions Figure 27 Opposite direction test scenarios Figure 28 Same direction test scenarios Figure 29 Left Curve Test Scenarios Figure 30 Right Curve Test Scenarios [87 FR 10021, Feb. 22, 2022]

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