Table 8. Vehicle sensor peak accelerations (continued).
C.g. accelerometer Az, primary	17.1	-17.5
C.g. accelerometer Ay, redundant	4.8	-27.8
Engine block, Ax	16.4	-1.4
Engine block, Ay	15.3	-5.0
Driver seat, Ay	54.5	-219.2
Right lower sill, Ay	24.1	-75.7
Right roof rail, Ay	9.1	-42.0
Driver door-beam, Ay	1186.4	-1542.5
Longitudinal frame member, Ay	12.7	-739.2
Transmission mount, Ay	31.0	-91.6
Bed cross member #1, Ay	161.1	-69.9
Bed cross member #2 Ay	25.9	-36.3
Bed cross member #3 Ay	17.6	-33.4
Rear bumper, Ax	18.9	-23.9
Rear bumper, Ay	26.1	-21.9

After the test, a damage profile of the vehicle was produced. Figure 7 depicts the driver-side profile measurements before and after the test. The measurements were made using a reference line parallel to the driver side of the vehicle. The parallel line was drawn a certain distance from and perpendicular to a line formed by the passenger side sill across from the impact location. This ensured that the same reference plane was used after the test to measure the post-test measurements. The measurements were made in 75-mm and 150-mm increments forward and aft of the impact point. After the test, measurements were taken at the same points forward and aft. However, due to the extensive vehicle damage, the new distances or increments forward and aft of the impact line were also recorded in the figure. From the figure, the maximum static deflection recorded was 1149 mm at mid-door height along the vertical impact target tape.

Data plots from the transducers mounted to the test vehicle are presented in appendix A. Photographs taken from high-speed film and photographs of the pre- and post-test environment are presented in appendix C.