2002 Dodge Stratus Front Bumper at Port Edwards 54469 WI.
2002 Dodge Stratus Front Bumper Applies to 1995-2000 models
A 1995 Chrysler Cirrus LX was crash tested on March 14, 1995 into a fixed, deformable barrier
at 40.1 mi/h (64.5 km/h) and 41 percent overlap on the driver side. A Hybrid III 50th percentile
male dummy was positioned in the driver’s seat according to Federal Motor Vehicle Safety
Standard 208 with the dummy’s left foot placed on the footrest. The dummy was equipped with
instrumented lower legs that included feet modified to include two accelerometers and a
45 degree dorsiflexion range.
The Cirrus sustained major deformation of the occupant compartment with major intrusion of the
footwell area on the driver side. The door, door sill, and roof rail buckled extensively, and the
driver door aperture was shortened by 25 cm as measured at the lower edge of the window. The
lower instrument panel in front of the driver moved rearward 20-21 cm and the resultant
intrusion of the toepan in front of the driver was 35-39 cm with the most intrusion occurring in
the left and center areas. The toepan intrusion created a pocket in the right footwell area that
trapped the dummy’s right foot. All doors remained closed during the impact and could be
opened without the use of tools.
The driver air bag deployed and contacted the dummy’s face during deployment but was fully
inflated before the dummy’s face loaded it. The passenger air bag compartment cover contacted
the windshield but did not contribute to its damage.
Marking on the driver side seat belt indicated that approximately 8 cm of belt webbing passed
through the D-ring. In addition, approximately 4 cm of webbing passed through the latchplate
from the lap to the shoulder portion of the belt. The driver seat cushion moved 9 cm toward the
driver side of the vehicle and 10 cm rearward; the outboard side of the driver’s seat moved 3 cm
rearward in its track.
The dummy’s head and shoulders rotated left around the air bag before rebounding. The dummy
then rebounded and its head contacted the head restraint.
The head, neck, and chest measurements were below the published tolerance thresholds
indicating that, in this test, the likelihood of significant upper body injury was not high. During
dummy contact with the air bag, the maximum head acceleration continuously exceeded 56 g for
3 ms and the peak spine acceleration continuously exceeded 58 g for 3 ms.
The measurements from both upper legs and knees were less than the published injury thresholds
for knee, femur, and pelvis injuries. The tibia indices of greater than 1.0 on both lower legs
indicate a significant risk of injury. The time that these forces were recorded suggests that
footwell intrusion was related to the high injury measures. Also, injury risk increased because
the right foot was trapped by the toepan intrusion.
HIC – Head Injury Criterion
HIC (Driver): 496
The brand-new Magnum is a terrific looking automobile that will get your next-door neighbors talking as you rumble around the block. The distinct styling of the Magnum will likewise attract gawkers through 18-22 year old people pointing for their pals to “examine that out”. And a few people will approach you as you are filling up the gas tank to ask, “Does it really have a Hemi?”, with only a vague concept that it in some way makes the automobile much better. The Magnum is provided with many various engine sizes (either a 6-cylinder or 8-cylinder) with your choice of horse power output of 190, 250, 340 and 425. The rate of the car likewise corresponds with the engine size beginning at $30,345 to the expensive STR-8 model for $37,320. A huge part of the mystique around this automobile is the Hemi engine. The Hemi is short for hemispherical combustion chamber, which develops more effective fuel burning and allows bigger valves for much better airflow. Essentially, it produces more power than an engine with its displacement would usually produce. (There are likewise disadvantages to the Hemi, which is why it isn’t really the only engine that Chrysler produces). The interior of the automobile looks far more expensive than you ‘d expect for the rate of the Magnum. Because Mercedes purchased Chrysler, the Dodge vehicles I’ve tested have actually had a sharp enhancement in interior quality. While on the roadway, the automobile is very solid and the seats are comfy even on long highway runs. As much as I like the looks, after owning it a while I really need to question the style concept that the Magnum deals. It is a station wagon developed to transfer a lot of people and a lot of stuff. But mating this with a powerful engine with the taught racing-like suspension is uneasy for both. It is like having a Corvette tow a small trailer, and you remain in the trailer and the Corvette motorist is 15 years-old, pressing the automobile to its limitations. (Only an actual Corvette has a a lot more comfy suspension than the Magnum). Even owning on smooth roads, the steering is very darty and tough to manage. And with a large automobile, all that weaving and roadway feedback is overemphasized for the guests and everything you’ve saved in the back. I like having a navigation system, however finding out the best ways to use it with the guiding wheel controls made me frequently refer to the user’s manual. In spite of the high horse power and low-end torque I had fun with when beginning from a complete stop, the RT model I owned balanced 20 MPG on the higway. What I presume to be the target market for this automobile, those 18-22 year-old people that I pointed out, will probably enjoy this automobile. And as much as I enjoy owning cars, the darty steering and sharp suspension make it too uneasy with no incredible payoff. The 0-60 sprint is fun for a little while, however I ‘d hand down buying a Magnum as a daily owning car.
1995 Chrysler Cirrus LX Moderate Overlap Crash Test [IIHS], 2002 Dodge Stratus Front Bumper at Port Edwards 54469 WI.
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