15 Years Factory wholesale Product Disply Supply to Ottawa
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Applies to 1997-2000 models
Structure and safety cage
Restraints and dummy kinematics
Important: Frontal crash test ratings should be compared only among vehicles of similar weight.
The Mitsubishi Montero Sport was introduced in the 1997 model year.
Measures taken from the head, neck, and chest indicate low risk of injuries to these body regions in a crash of this severity. Forces on both tibias indicate that injuries to the lower legs would be possible. Accelerations on the feet indicate that injuries to the feet would be possible. Forces on the right knee indicate that injuries to the knee would be likely. Head accelerations from the steering wheel and B-pillar hits were low.
Restraints and dummy kinematics
Dummy movement wasn’t well controlled. Special stitching on the lap belt, designed to limit belt forces by tearing and lengthening the belt, allowed too much dummy movement. There was too much upward movement of the steering wheel, which contributed to the dummy’s head bottoming out the airbag and hitting the steering wheel. During rebound, the dummy moved upward and toward the driver door, hitting the B-pillar and roof rail.
Tested vehicle specifications
Tested vehicle 1999 Mitsubishi Montero Sport XLS 4-door 4wd
Weight 4,156 lbs.
Side airbags none
Wheelbase 107 in.
Length 178 in.
Width 70 in.
Engine 3.0 L V6
EPA ratings 18 mpg city / 21 mpg highway
A 1999 Mitsubishi Montero Sport was crash tested on May 6, 1999 into a fixed deformable barrier at 40.0 mi/h (64.4 km/h) and 40 percent overlap on the driver side. A Hybrid III 50th percentile male dummy was positioned in the driver seat with the lap/shoulder belt fastened.
Measures of intrusion taken after the crash indicated the lower instrument panel in front of the dummy moved rearward 10-11 cm. Resultant intrusion in the driver footwell measured 30 cm at the footrest and 21-28 cm at other places on the toepan. All doors remained closed during the crash. After the crash, the driver door required prying with tools to open, the right front and right rear doors required slight additional effort but no tools to open, and the left rear door opened with ease.
The driver dummy was restrained by a three-point lap/shoulder belt and an airbag. During the crash, 4 cm of webbing was pulled from the retractor through the D-ring, and the lap belt lengthened an additional 30 cm when tear stitching at the outboard end of the lap belt tore. The airbag contacted the dummy’s face during deployment. As the dummy’s head moved into the fully inflated airbag, the steering column suddenly rotated upward, and the dummy’s head then contacted the steering wheel rim through the deflating airbag. After rebounding from the airbag, the back of the dummy’s head contacted the B-pillar and roof rail. After the crash, the upper end of the steering column had moved upward 10 cm and rearward cm.
The maximum resultant head acceleration was 50 g from the steering wheel contact and 67 g from the B-pillar contact. The maximum neck extension bending moment of 48 Nm was recorded when the dummy’s neck was not bent rearward and thus does not represent a risk of neck extension injury. The left upper tibia index was 1.84, but the actual tibia bending forces were greater than the programmed data channel maximum. A high right tibia axial force
(–8.9 Nm) and right lower tibia L-M bending moment (–234 Nm) contributed to a lower tibia index of 1.24. The maximum right tibia-femur displacement was 18 mm. The maximum left and right resultant foot accelerations were 181 g and 198 g, respectively.
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