2 edition of evaluation of federal motor vehicle safety standards for passenger car steering assemblies found in the catalog.
evaluation of federal motor vehicle safety standards for passenger car steering assemblies
Charles Jesse Kahane
1981 by The Office, National Technical Information Service [distributor in [Washington, D.C.], Springfield, Va .
Written in English
|Statement||prepared by U.S. Department of Transportation, National Highway Traffic Safety Administration, Office of Program Evaluation.|
|Contributions||United States. National Highway Traffic Safety Administration. Office of Program Evaluation.|
|The Physical Object|
|Pagination||xxv, 286 p. :|
|Number of Pages||286|
No, not as long as their operation is non-discriminatopry and adheres to carefully established guidelines. In addition, on June 10,the agency received a petition for rulemaking from Mr. For vehicles having a GVWR greater than 6, lb 2, kg manufactured on or after September 1, and before September 1,the number of vehicles complying with S6. The agency concludes that it is in the interest of safety to require all MPVs, buses and trucks with GVWRs over 10, pounds to have parking brakes that meet the performance requirements currently applicable to heavy school buses. This delay has denied American consumers superior and likely safer headlamps.
Given the likelihood that most vehicles with a GVWR over 4, kilograms 10, pounds are already equipped with a parking brake system that meets the performance requirements of S5. Where manufacturer options are specified in this standard, the manufacturer must select an option not later than the time it certifies the vehicle and may not thereafter select a different option for that vehicle. The phrase must be comprised of no more than two lines of text. For vehicles having a GVWR greater than 6, lb 2, kg manufactured on or after September 1, and before September 1,the number of vehicles complying with S6.
In Tables 2 and 3, AH is the height in millimeters of the school bus torso belt anchor point specified by S4. Among other things, the January 2, final rule required parking brakes on multipurpose passenger vehicles, trucks, and buses with a GVWR of 4, kilograms 10, pounds or less to hold the vehicle stationary, in both forward and reverse directions, for five minutes on a 30 percent grade. Originally, the standard applied exclusively to passenger cars with hydraulic brake systems. The concern it attempts to address is one of public safety.
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No, not as long as their operation is non-discriminatopry and adheres to carefully established guidelines. This problem, if left unaddressed, will become more severe in the near future as automated vehicles are developed. The side moving barrier crash test conditions are those specified in S8.
The rule requires the vast majority of new heavy truck tractors to achieve a 30 percent reduction in stopping distance compared to currently required levels. Unlike traditional headlamps or semiautomatic beam switching lamps, there are no discrete high and low beams to switch between.
Where a range is specified, the vehicle must be capable of meeting the requirements at all points within the range. Position the loading bar specified in S6.
The webbing in a seat belt assembly after exposure to the light of a carbon arc and tested by the procedure specified in S5.
Seat belt assemblies shall have good workmanship in accordance with good commercial practice. Keep the longitudinal axis of the barrier parallel with the longitudinal axis of the vehicle.
Nonconforming vehicles entering the United States must be brought into compliance, exported, or destroyed. Background Information: needed for procurement specifications. To date, Congress has done little to address the clear problem posed by the freezing of standards incorporated into regulation.
The regulation has been amended many times since it was first adopted in in order to address technological lighting advances. 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.
The GES data are not sufficiently detailed to determine which of the vehicles were hydraulically-braked and which were air-braked, nor could the data be used to determine if the vehicles were parked prior to the roll-away incident.
Apply the additional load in not less than 5 seconds and not more than 30 seconds. For this final rule, there are no voluntary consensus standards available at this time.
NHTSA agrees that some truck and bus manufacturers may incur additional costs to redesign the parking brake actuation mechanisms levers and pedals and other vehicle components to meet the performance requirements of the amendment.
This document makes the necessary technical corrections to Illustrations at — Where manufacturer options are specified in this standard, the manufacturer must select an option not later than the time it certifies the vehicle and may not thereafter select a different option for that vehicle.
With a moving barrier as described in paragraph 4. Since its inception, the National Highway Traffic Safety Administration has relied heavily on voluntary consensus standards bodies to shape federal motor vehicle safety standards.
Given the likelihood that most vehicles with a GVWR over 4, kilograms 10, pounds are already equipped with a parking brake system that meets the performance requirements of S5. Any part of the seat backs or restraining barriers in the vehicle within any zone specified in S5.
As explained above, comments from heavy vehicle manufacturers indicate that most, if not all, of these vehicles are already manufactured with parking brakes designed to meet the minimum performance requirements that the agency is proposing to apply.
This is simply an affirmative statement by the manufacturer that the equipment is compliant with an applicable NHTSA rule. Position the upper loading bar described in S6. Each passenger car and each multipurpose passenger vehicletruckand bus with a GVWR of 10, pounds or less shall meet the requirements of S6.Automotive Regulations & Certification Processes A global manufacturer’s perspective Regulations are generally ECE or Federal Motor Vehicle Safety Standard (FMVSS).
2. There are 65 motor vehicle and motor vehicle equipment safety standards in the U.S. 29. US Homologation and FMVSS Engineering.
With years of experience helping companies bring in vehicles from overseas and ensuring their compliance with FMVSS (Federal Motor Vehicle Safety Systems), NHTSA (National Highway Traffic Safety Administration), and DOT (Department Of Transportation) US Fleet Services is the right company to perform the engineering or testing required to make your vehicle.
Oct 11, · This video explains FMVSS, and Meeting these three standards are critical to your personal safety in the event of an auto accident. This video was. S1. Purpose and scope. This standard specifies requirements for seat belt assemblies. S2. Application. This standard applies to seat belt assemblies for use in passenger cars, multipurpose passenger vehicles, trucks, and buses.
S3. Definitions. Adjustment hardware means any or all hardware designed for adjusting the size of a seat belt assembly to fit the user, including such hardware that.
Oct 27, · a. All motor vehicle seat belt anchorages and attachment hardware must meet the standards and specifications set forth by the Society of Automotive Engineers, Inc., and Federal Motor Vehicle Safety Standard No.
(49 CFR ), for such anchorages and attachment hardware; b. Review of Federal Motor Vehicle Safety Standards ii REPORT DOCUMENTATION PAGE Form Approved OMB No. Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing .