Surface Vehicle Recommended Practice

SURFACE J782
REV.
FEB80
VEHICLE
400 Commonwealth Drive, Warrendale, PA 15096-0001
RECOMMENDED Issued 1954-11
PRACTICE Revised 1980-02
Superseding J782 AUG76

Submitted for recognition as an American National Standard
(R) MOTOR VEHICLE SEATING MANUAL
Foreword—This Document has also changed to comply with the new SAE Technical Standards Board format.
1. Scope
2. References
2.1 Applicable Publications—The following publications form a part of the specification to the extent specified
herein. Unless otherwise indicated the lastest revision of SAE publications shall apply.
2.1.1 SAE PUBLICATIONS—Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.
SAE J826b JAN74—Devices for Use in Defining and Measuring Vehicle Seating Accommodation
SAE J879b JUL68—Motor Vehicle Seating Systems
SAE J1010 FEB73—Emission Control Hose
2.1.2 ASTM PUBLICATIONS—Available from ASTM, 100 Barr Harbor Drive, West Conshohocken, PA 19428-2959.
ASTM D2406
ASTM D1692 MVSS 302
ASTM D1229—Test Method for Rubber Property—Compression Set at Low Temperatures
3. Motor Vehicle Seats
3.1 Front Seats—The motor vehicle seat is a structure engineered to seat the driver and passengers comfortably
for short, as well as extended, periods of time with a minimum of fatigue. It must position the occupants at
their proper locations to assure the desired:
a. Proximity of driver to steering wheel, brake pedal, accelerator pedal, and instrument panel controls
b. Head and leg room
c. Field of vision
In addition, modern automotive seating requires an appealing appearance as well as versatility such as folding
for entrance or egress. Today's seating may encompass such things as reclining seat backs, swivel seats, arm
rests, lumbar supports, and head restraints of add-on or built-in variety. Some of the typical front seats
available today are shown in Figure 1 (A-G).
SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely
voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.”
SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions.
QUESTIONS REGARDING THIS DOCUMENT: (724) 772-8512 FAX: (724) 776-0243

TO PLACE A DOCUMENT ORDER; (724) 776-4970 FAX: (724) 776-0790
SAE WEB ADDRESS http://www.sae.org
Copyright 1980 Society of Automotive Engineers, Inc.

All rights reserved. Printed in U.S.A.
SAE J782 Revised FEB80
3.2 Rear Seats—The rear seats may take many different shapes; the most basic seats are the four-door, two-door,
and station wagon second and third seats.
In general, four-door and two-door seats are supported by the floor pan and are not adjustable. Seats may be
side facing, front facing, or rear facing. Most station wagon seats fold to give a level loading area. A number of
typical rear seats are shown in Figure 2 (A-C).
4. Seat Adjusters
4.1 Definition—A seat adjuster is a device which, when suitably anchored to the vehicle structure, supports the
seat frame assembly and provides adjustments by manual or power actuating assemblies.
4.2 Purpose—The purpose of a seat adjuster is to enable the driver to readily adjust the seat position to suit his
individual requirements.
FIGURE 1—TYPICAL FRONT SEATS (A) 50/50 BENCH WITH ARM

RESTS (B) FOUR-DOOR BENCH (C) 60/40 BENCH WITH A CENTER
ARM REST (D) TWO-DOOR BENCH (E) TWO-DOOR OR
FOUR-DOOR BENCH WITH CENTER ARM REST (F) FOUR-DOOR
BENCH WITH INTEGRAL HEAD RESTRAINT (G) BUCKET SEAT
WITH INTEGRAL HEAD RESTRAINT
-2-
FIGURE 2—TYPICAL REAR SEATS (A) VAN TYPE PASSENGER SEAT

(B) TYPICAL PASSENGER CAR REAR SEAT (C) FOLDING BACK
SEAT FOR SUBURBANS AND SPECIAL SPACE PACKAGE VEHICLES
4.3 Design Requirements
4.3.1 The usual adjustment range fore and aft is between 3 1/2 (90 mm) and 6 in (152 mm), in increments of about
1/2 (13 mm)—5/8 in (16 mm), or an infinite number of positions as in the case of the power-operated
adjuster.
4.3.2 The usual range of maximum vertical adjustments is between 1 1/4 (30 mm) and 2 1/2 in (65 mm), in
increments of about 1/4 in (6 mm) or an infinite number of positions as in the case of the power-operated
adjuster.
4.3.3 The usual range of angular adjustment is between 5 deg = (0.087 rad) and 10 deg = (0.174 rad) from the
horizontal plane, in increments of about 1/2 deg = (0.009 rad) or an infinite number of positions as in the case
of the power-operated adjuster.
4.3.4 The adjuster should provide a safe locking device which should not fail under normal operation. Impact
loadings should also be considered.
4.3.5 It should operate with minimum effort.
4.4 Typical Types of Adjusters
4.4.1 A two-way straight adjuster, providing level fore-and-aft movement of the seat (Figure 3).
4.4.2 A two-way inclined straight adjuster combining the elevation with forward movement of the seat (Figure 4).
4.4.3 A two-way curved adjuster combining forward tilt and elevation with forward movement of the seat (Figure 5
and 6).
-3-
FIGURE 3—TWO-WAY STRAIGHT ADJUSTER
FIGURE 4—TWO-WAY INCLINED STRAIGHT ADJUSTER
-4-
FIGURE 5—TWO-WAY CURVED ADJUSTER
FIGURE 6—TWO-WAY CURVED ADJUSTER
4.4.4 A four-way elevating adjuster consisting of a mechanism for independently raising the seat in addition to the
fore-and-aft movement of the basic type adjusters. (See Figures 3 - 5.) The vertical elevation is sometimes
combined with a movement tilting the seat forward as it is raised (Figure 6).
4.4.5 A multipositioning adjuster provides the seat with angular tilting and elevating as well as any combination of
these and the normal fore-and-aft movements (Figure 7).
The coordination of the movements between the right-hand and the left-hand seat adjusters may be
accomplished by torque bars, cables, seat frame, or some other mechanical interlocking device so that
whatever motion is imparted to one side of the seat is transmitted to the opposite side.
4.5 Methods of Test
4.5.1 GENERAL REQUIREMENTS
-5-
FIGURE 7—SIX-WAY ADJUSTER
4.5.1.1 Manual Seat Adjusters—The seat adjuster mechanism must be capable of giving trouble-free operation
throughout the design range of travel. The locking mechanism should operate with the application of no
more than 15 lb (67 N) horizontally and 25 lb (111 N) vertically to release. Adequate structural strength
must be provided to sustain vertical and lateral loading. Ease of operation is essential and forces required
to operate the seat should not exceed 80 lb (356 N) in the rearward direction and 45 lb (200 N) in the
forward direction.
4.5.1.2 Power Seat Adjusters—Power seat adjusters, in addition to the requirements in Section 4.3, should be
capable of traveling in the fore-and-aft direction at the rate of 0.4 in (10 mm)/s—1.5 in (40 mm)/s with a
load of 600 lb (2669 N) (bench seat) and 325 lb (1446 N) (bucket seat) while capable of raising 700 lb
(3114 N) (bench) and 350 lb (1557 N) (bucket) through one cycle without impairment.
4.5.2 OPERATION TEST
4.5.2.1 Manual Seat Adjusters—For this test, the seat adjuster is mounted in car position with a seat frame or
equivalent structure and loaded to 156 lb (71 kg) per passenger, properly distributed, in addition to the
normal weight of the seat. A mechanism to cycle the seat adjuster between the extremes of its travel must
be provided. The locking mechanism may be activated if desired. The seat is operated 5000—10 000
cycles with periodic inspection for wear during the cycling test. The periodic inspection normally consists
of an examination of the wearing surfaces and measurements of the force required to move the adjusters
and the locking mechanism control. A suggested procedure for conducting this test is shown in Figure 8.
4.5.2.2 Power Seat Adjusters—Power seat adjusters are normally set up and loaded in a manner similar to the
manual seat adjusters and operated through the extremes of travel on a cyclic basis, such as forward, up,
rearward, and down for 5000—10 000 cycles. Time delays are ordinarily required between each change of
direction of motion in the cycle to prevent the overheating of the drive mechanism. Periodically during this
test, the adjuster is examined for wear and operating characteristics, such as the time of cycling, power
requirements, etc. Measurement of power is ordinarily a good indication of the wear characteristics in
testing a power seat adjuster.
-6-
FIGURE 8—OPERATION TEST OF SEAT ADJUSTER
4.5.3 STATIC TEST
4.5.3.1 Manual and Power Seat Adjuster—Static tests on seat adjusters are normally of the proof load type.
Adjusters are not required to be operable after proof loading, but must have no separation of mating parts,
per SAE J879b (July, 1968). These tests require that the seat adjuster withstand the test loading in any
adjustable position. Typical seat adjuster tests are:
a. Vertical Loading—A vertical load of 500 lb (2224 N) per passenger is applied to seat frame. Indicators
installed to determine the relative movement of the seat adjuster to the base under this load
application. See Figure 9.
b. Occupant (Rearward) and Inertia Loading—As outlined in SAE J879b. See Figure 9.
c. Lateral Loading—A lateral load of 100 lb (445 N) is applied midway between the seat frame
attachments, and corresponding measurements are taken at the seat frame attachment relative to the
base. The load is applied first to the left and then to the right, giving the total displacement on the
indicators. Typical setup is shown in Figure 10. This test is conducted with no vertical load on the seat
frame.
d. Fore-and-Aft Chucking Load—A load of 100 lb (445 N) is applied in both the fore-and-aft direction at
the center of the seat frame, and measurements of the fore-and-aft movement of the seat adjuster
slide are made relative to the base. Deflections for this loading should be a minimum to avoid noise
and chuck problems. A typical setup for this test is shown in Figure 11.
4.5.4 OTHER MISCELLANEOUS TESTS—Other tests are conducted for specific studies on seat adjusters. However,
these tests are not ordinarily performed in all instances. It is sometimes desirable to study the brinelling
characteristics of the rollers or balls by subjecting the seat to a vibration test.
-7-
FIGURE 9—STATIC VERTICAL LOAD TEST OF SEAT ADJUSTER
FIGURE 10—STATIC LATERAL LOAD TEST OF SEAT ADJUSTER
FIGURE 11—STATIC FORE AND AFT CHUCKING TEST OF SEAT ADJUSTER
5. Motor Vehicle Seat Frames
5.1 Definition—The term seat frame refers to the structural portion of a seat assembly. The seat frame may be
constructed with springs attached to the structural frame or may support padding such as urethane foam,
which can be applied or molded onto the frame.
5.2 Purpose—The purpose of the seat frame is to provide shape and support for the cushioning members and
trim covers.
It provides an attachment to the vehicle structure and maintains the occupant in the proper seating attitude.
5.3 Structural Classification—The frames are generally classified structurally as follows:
-8-
a. Tubular
b. Stamped or rolled sections
c. Wire or sheet metal assemblies
d. Combinations of a, b, and c
e. Fiberboard
f. Reinforced plastics
g. Wood
5.4 Design Requirements
5.4.1 Structurally, the seat frame should be strong enough to withstand the design load requirements without
excessive permanent set. The load requirements vary with the number of passengers and vehicle use.
5.4.2 The seat frame is constructed to provide a means of attaching trim, ornamentation accessories, and possibly
occupant restraint systems.
5.4.3 Forward and rearward facing seats having folding seat backs must be provided with a latching mechanism
that meets the requirements of SAE J879b (July, 1968).
5.5 Methods of Test—Seats are subjected to a variety of tests. Tests must be performed as outlined in SAE
J879b (July, 1968).
In addition, other tests for fatigue strength of springs and frames, frame parallelogramming, cushion and back
permanent set, and spring damping are sometimes performed for specific investigations.
5.6 Typical Types of Seat Frames
5.6.1 FRONT SEAT SPRING AND FRAME ASSEMBLIES
5.6.1.1 Two-door full width cushion spring assembly—folding split backs designed for full volume foam pads
(Figure 12).
5.6.1.2 Four-door full width cushion—full width back. Both components are designed for full volume foam pads
(Figure 13).
5.6.1.3 Individual cushion and back designed for full volume foam pads (Figure 14).
FIGURE 12—
-9-
FIGURE 13—
FIGURE 14—
-10-
5.6.1.4 Bucket type cushion and back designed for full volume foam pads with integral head restraints (Figure 15).
FIGURE 15—
5.6.1.5 Bucket type cushion and back. Back frame molded integral with foam pad (Figure 16).
FIGURE 16—
-11-
5.6.1.6 Truck bucket seat (Figure 17).
FIGURE 17—
5.6.2 REAR SEAT SPRING AND FRAME ASSEMBLIES
5.6.2.1 Full width cushion spring—full width back spring (Figure 18).
FIGURE 18—
5.6.2.2 Full width cushion frame—full width back fiberboard frame—both designed for full volume foam pads
(Figure 19).
-12-
FIGURE 19—
5.6.2.3 Second seat cushion with folding cargo panel back frame (Figure 20).
FIGURE 20—
5.6.2.4 Van type passenger bench seat spring assembly (Figure 21).
-13-
FIGURE 21—
6. Seat Spring Assemblies
6.1 Definition—A seat spring assembly is that part of a seat which distributes the load of the occupant to a seat
frame or substructure mounted on or within a seat frame or other structural member.
6.2 Purpose—The purpose of the seat spring assembly is to absorb shock and vibration and support the occupant
with a maximum of comfort and safety.
6.3 Design Requirements—Seat cushion and back spring assemblies are designed within the limitations of the
body. This accounts for the many variations and combinations. The basic requirements of a good seat spring
assembly are as follows:
a. It should support the occupant.

b. It should provide comfortable pressure distribution.
c. It should have acceptable service life and minimum set.
d. It should be noiseless.
e. It should have good dampening characteristics to absorb shock and vibrations.
f. The outside edges of the spring assembly should provide sufficient support to hold the occupant and
maintain the trim contour.
6.4 Spring Element Types
6.4.1 ZIGZAG AND FORMED WIRE TYPE SPRING ELEMENTS
6.4.1.1 Definitions and Terms—The zigzag and formed wire spring element provides a load-supporting span by
being formed (two-dimensionally) into a ribbon-like flat pattern which is anchored at or near each end.
Spring action results from the twist of the torsion bars and the flexing of the radii joining them. Additional
springing results from crowning the ribbon element, high near the middle. However, the most pronounced
spring action is created when bends are placed in the surface near the front (and sometimes rear).
a. Zigzag Springs—The wire is formed into a pattern of constant width having parallel bars connected by
constant radii which are alternating. Common terms to define sections of the spring are:
1. Convolution—The distance from any one point on the spring to the next corresponding or exact
same point in the series of formations making up the spring (Figure 22).
2. Bar—The center, or straight portion, of the formation making up the spring (Figure 22).
3. Loop—The outer, curved portion of the formation making up the spring (Figure 22).
-14-
b. Formed Wire Spring Elements—The wire is formed into a flat ribbon having nonuniform torque and
spacer bars connected by radii (Figure 23). Commonly used terms to define sections of the spring are:
1. Torque Bar (Transverse Bar)—That section of wire lying in a transverse direction to the longitudinal
axis of the formation which, when deflected, has a torsional action under load.
2. Spacer Bar (Longitudinal Bar)—That section of wire lying parallel to the axis of the formation.
FIGURE 22—ZIGZAG CONFIGURATION
FIGURE 23—FORMED WIRE SPRINGS
6.4.1.2 Curvature
a. Zigzag spring elements can be readily fabricated with a predetermined constant arc or crown.
b. Formed wire spring elements are fabricated flat, and arc or crown is obtained by kinking spacer bars or
twisting torsion bars.
6.4.1.3 Profiling—The zigzag and formed wire spring element ribbon is bent at the front (and sometimes rear) by
twisting one or more torsion bars about their axis.
-15-
6.4.1.4 Assembly—Successive rows of nearly parallel zigzag and/or formed wire spring elements are mounted
one after another and interconnected to form the assembled load-supporting surface. Component
connecting parts are clipped to loops, spacer, and torsion bars of successive spring elements.
6.4.1.5 Description of Units—Zigzag of formed wire springs are classified by their usage and location in the
assembly. The major classifications are back and cushion. These are subdivided into main and
supporting, and can further be described as to profile, number, and types of bends. All units are described
as being in car position. Typical zigzag or formed wire spring would, therefore, be described as:
a. Main back spring with double V or fishmouth at both ends (Figure 24(A)).
b. Main cushion spring with a spacer and fishmouth or V bend in front and an obtuse bend in the rear
(Figure 24(B)).
c. Side cushion support spring with fishmouth or three V bends (Figure 24(C)).
d. Back support spring with fishmouth or two V bends (Figure 24(D)).
FIGURE 24—TYPES OF ZIGZAG OR FORMED WIRE PROFILES

(A) ZIGZAG OR FORMED WIRE PROFILE
(B) ZIGZAG OR FORMED WIRE PROFILE
(C) CUSHION SIDE SUPPORT
(D) BACK SUPPORT SPRING ZIGZAG OR FORMED WIRE
6.4.1.6 Material—Steel manufactured by the open hearth or electric furnace process and cold drawn to develop
the desired mechanical properties is generally used for zigzag or formed wire springs.
Commonly used gages and suggested tensile ranges for zigzag and formed wire are listed in Table -1. A
stress relief operation on the final formed element is required. Temperature, time, and method are
determined by application.
-16-
TABLE 1—
Suggested
Tensile Suggested
W&M Nominal Nominal Range, psi in Tensile
Gage Dia, in Dia, mm thousands Range, MPa
8 0.162 4.11 180–210 1242–1449
8–1/2 0.155 3.94 190–220 1311–1518
9 0.148 3.76 200–230 1380–1587
9–1/2 0.142 3.61 200–230 1380–1587
10 0.135 3.43 205–235 1415–1622
10–1/2 0.128 3.25 205–235 1415–1622
11 0.120 3.05 210–240 1449–1656
11–1/2 0.113 2.87 210–240 1449–1656
12 0.105 2.67 215–245 1484–1691
12–1/2 0.099 2.51 215–245 1484–1691
13 0.091 2.31 220–250 1518–1725
6.4.2 FLAT SPRING GRID
6.4.2.1 Definition—A wire grid suspended from two opposite seating frame members such as from side to side or
front to back with the attachment to at least one frame member by means of helical extension springs.
Shown in Figure 25.
FIGURE 25—WIRE GRID
-17-
6.4.2.2 Assembly—Typically the grid is made with 18-gauge oil tempered wires piercing twisted paper or tubular
plastic center strand spacers with the ends of the wires knotted around border strands comprised of paper
or plastic covered 12 gauge, oil-tempered wire. The heavy border strands serve as the means of retaining
tabs or with suspension elements such as helical tension springs shown in Figure 26. Some loose end
coils are placed in pockets sewn in muslin (burlap) strips and successive rows of encased coils are hog
ringed to adjacent rows at the top and to basic wire at the bottom. All coil spring assemblies are held in
place with a peripheral top and bottom rim wire.
FIGURE 26—HELICAL TENSION SPRING
the desired mechanical properties is used for coil springs. (See Table 2). A stress relief operation on the
final formed element is required. Temperature, time, and method are determined by application.
TABLE 2—
Suggested
Tensile Suggested
9 0.148 3.76 185–215 1277–1484
10 0.135 3.43 190–220 1311–1518
10-1/2 0.128 3.25 190–220 1311–1518
11 0.120 3.05 195–225 1346–1553
11-1/2 0.113 2.87 195–225 1346–1553
12 0.105 2.67 200–230 1380–1587
12-1/2 0.099 2.51 200–230 1380–1587
13 0.091 2.31 210–245 1449–1691
14 0.080 2.03 225–260 1553–1794
15 0.072 1.83 230–265 1587–1829
16 0.062 1.57 235–270 1622–1863
17 0.054 1.37 240–280 1656–1932
18 0.047 1.19 245–285 1691–1967
6.4.3 JACK STRINGER (FLEXIBLE BASE ELEMENT)
6.4.3.1 Definition—A jack stringer is a formed piece of wire which acts as a flexible base element to which coils are
mounted (Figure 26).
6.4.3.2 Assembly—Jack stringer elements are mounted to a substructure by clipping or other means as required.
the desired mechanical properties is used for jack stringers. (See Table 3.) A stress relief operation on the
final formed element is required. Temperature, time, and method are determined by application.
-18-
TABLE 3—
Suggested
Tensile Suggested
6 0.192 4.88 170–200 1173–1380
7 0.177 4.50 175–205 1208–1415
8 0.162 4.11 180–210 1242–1449
6.5 Component Parts of Hard Drawn Wire
6.5.1 STABILIZER BRACE
6.5.1.1 Definition—That unit connecting one surface with another to stabilize or give support to surface (usually a
wire used in compression or tension). (See Figure 27).
FIGURE 27—STABILIZER WIRE
the desired mechanical properties. (See Table 4.). A stress relief operation on final formed element is
required. Temperature, time, and method are determined by application.
TABLE 4—
Suggested
Tensile Suggested
7 0.177 4.50 160–190 1104–1311
8 (1) 0.162 4.11 165–195 1139–1346
91 0.148 3.76 165–200 1139–1380

10 0.135 3.43 170–205 1173–1415
1. 8 and 9 gages may be roll flattened to finishised sizes 0.095 x 0.210 in and 0.082 x 0.197
in, respectively. Tensile strength increases by approximately 10 000 psi.
6.5.2 BORDER WIRE
6.5.2.1 Definition—That unit which defines the perimeter and shape of the spring assembly and serves to connect
individual spring elements into an integrated unit. Descriptive adjectives may be used to designate specific
uses and locations, such as upper, lower, single, double, etc. The wire may be round or flattened as
desired, as shown in Figure 28.
-19-
FIGURE 28—BORDER WIRE
6.5.2.2 Material—Same as stabilizer brace.
6.5.3 ARCH WIRE
6.5.3.1 Definition—A supplemental support used in conjunction with the border wire. An arch wire may be used to
support padding as well as the border wire itself (Figure 29).
FIGURE 29—ARCH WIRE
6.5.3.2 Material—Same as stabilizer brace.
6.5.4 HELICAL COILS (CLOSE OR OPEN WOUND)
6.5.4.1 Definition—Used to bridge between coil spring elements or to lace elements into an integrated spring
assembly (Figure 30).
FIGURE 30—HELICAL COIL TIE SPRING
the desired mechanical properties (Table 5).
-20-
TABLE 5—
Suggested
Tensile Suggested
18 0.047 1.19 215–255 1484–1760
19 0.041 1.04 220–260 1518–1794
20 0.035 0.89 220–260 1515–1794
6.5.5 LOOP TIES (HAIR PINS)
6.5.5.1 Definition—A formed piece of wire for stabilizing or tying spring units together (Figure 31).
FIGURE 31—LOOP TIE
6.5.5.2 Material—Hard drawn steel wire made by the open hearth or electric furnace process (Table 6).
TABLE 6—
Suggested
Tensile Suggested
14 0.080 2.03 225–260 1553–1794
15 0.072 1.83 230–265 1587–1829
6.6 Miscellaneous Component Parts
6.6.1 HOG RINGS
6.6.1.1 Definition—A wire clip used to fasten listings to border wire, coils, or other miscellaneous parts (Figure 32).
-21-
FIGURE 32—HOG RING
6.6.1.2 Material—Low carbon steel wire made by the open hearth or electric furnace process (Table 7).
TABLE 7—
Suggested
Tensile Suggested
14 0.080 2.03 100–125 690–863
15 0.072 1.83 100–125 690–863
16 0.062 1.57 100–125 690–863
6.6.2 CLIPS
6.6.2.1 Definition—A preformed piece of metal used to attach spring elements or component parts together
(Figure 33).
FIGURE 33—CLIPS
6.6.2.2 Material—Low carbon cold rolled strip steel (SAE J1010 (February, 1973)).
6.6.3 SPRING RETAINERS
6.6.3.1 Definition—Sheet metal of a preformed shape used to stabilize, locate, or hold spring elements in a definite
position (Figure 34).
-22-
FIGURE 34—SPRING RETAINERS
6.6.3.2 Material—Usually a low carbon steel with gage and type as specified by ultimate user.
6.6.4 LISTINGS
6.6.4.1 Definition—A flexible member used to restrict or space spring units and/or support padding (Figure 35).
FIGURE 35—LISTING
7. Seat Spring Assembly Test Methods—In order to determine the physical characteristics of seat assembly,
such as comfort, package, and durability life, unique measurement and test methods have been devised.
Although the final evaluation is dependent on in-vehicle performance, preliminary evaluation is conducted on
the seat assembly under a controlled laboratory standard. This is usually done on a comparative basis utilizing
either a specific seat as a design image or with the evaluation standard based on accumulative data obtained
from previous experience.
7.1 Measurement
7.1.1 FREE CONTOUR—The seat assembly is placed on a rigid fixture simulating vehicle position. A template with
adjustable fingers is placed over the seat. The fingers are then adjusted to meet the seat surface and locked.
The template is removed and placed on the full size package drawing whereby the contact points are plotted
to indicate actual contour (Figure 36).
-23-
FIGURE 36—FREE CONTOUR SETUP
7.1.2 PACKAGE CHECK—The seat assembly is placed on a rigid fixture simulating vehicle position. The SAE
manikin is placed and adjusted on the seat in accordance with the SAE J826b (January, 1974). The actual
manikin position is obtained on a point-by-point basis with a rail mounted transit (horizontal) and bubble
manometer (vertical) measurements made against a grid background. This procedure may also be
performed with a seat installed in a vehicle (Figure 37).
FIGURE 37—PACKAGE CHECK SETUP
-24-
7.1.3 LOAD DEFLECTION—TRIMMED SPRING ASSEMBLY
7.1.3.1 Spring Assembly—The trimmed back or cushion spring assembly is installed in the deflection fixture. A
vertical saddle load is applied in 30 increments to 190 lb (845 N) for cushion spring assemblies and in 10
increments to 50 lb (222 N) for back spring assemblies. Load versus vertical saddle penetration is plotted.
This procedure may also be conducted on an untrimmed spring assembly by placing an insulator and slab
pad over it (Figure 38).
FIGURE 38—LOAD DISTRIBUTION TEST SETUP
7.1.3.2 Individual Spring Element—An individual element may be evaluated by placing it in a rigid fixture that
duplicates its attachment to the seat frame. Each element bar is loaded with a dead weight whereby the
loaded position of the element is measured against a grid background (Figure 39).
-25-
FIGURE 39—SINGLE ELEMENT LOAD DEFLECTION SETUP
7.1.4 LOAD DISTRIBUTION—The trimmed back or cushion spring assembly is placed in the test fixture. A special
saddle having seven individually suspended segments is lowered into the spring assembly where the force
applied to each saddle segment by the spring assembly is measured. The vertical saddle force versus the
individual segment load response is shown in bar graph form in Figure 38.
7.2 Tests—Dynamic tests are conducted to determine natural frequency, damping coefficient, rebound rate, and
durability fatigue life. The following test methods are utilized for that purpose:
7.2.1 SADDLE DROP TEST (CUSHION)—The test saddle is lowered into the cushion until a load of 215 (956 N)
(conventional seats) or 250 lb (1112 N) (heavy-duty seats, for example, police and taxi fleet operations) has
been reached. The saddle is raised 10 in (254 mm) above the static load position and released. A suitable
device attached to the saddle support shaft records the depth of penetration and dynamic characteristics
(Figure 40).
-26-
FIGURE 40—SEAT DROP TEST SETUP
7.2.2 FATIGUE TEST—CONSTANT DISPLACEMENT—The test saddle (150 lb (667 N) for cushions or 120 lb (534 N) for
backs) is placed on the spring assembly and lowered into it an additional 2 in (51 mm) (conventional seats) to
3 in (76 mm) (heavy-duty seats). The saddle support arm is held rigid whereby the platform-supported
spring assembly (vertically reciprocating) is cycled 100 000 times or until failure occurs (Figure 41).
-27-
FIGURE 41—SEAT FATIGUE TEST SETUP (CONSTANT DEFLECTION OR CONSTANT WORK)
7.2.3 FATIGUE TEST—CONSTANT WORK—The constant work method involves a cycling procedure with the spring
assembly mounted on a vertically reciprocating platform with two guided test saddles riding on the seat. The
cushion saddle is mounted on the cushion per vehicle package position, while the back is cycles in a
horizontal position. The test displacement, which is held constant throughout the test, is determined by the
amount of penetration that results from a 280 lb (1246 N) static load for cushions and a 115 lb (512 N) load
for backs. The cycle life requirements ranges 50 000—65 000 cycles depending on seat usage (Figure 42).
-28-
FIGURE 42—SEAT FATIGUE TEST SETUP (CONSTANT WORK)
8. Motor Vehicle Head Restraints
8.1 Definition—Head restraint is a device that limits rearward angular displacement of the occupant's head
relative to his torso line. It may be in the form of integral seat structure or an applied device.
8.2 Purpose—The purpose of head restraints to to reduce the severity of head injuries in vehicular collisions.
8.3 Structural Classifications
8.3.1 Double post, applied (Figure 43).
8.3.2 Single post, applied (Figure 44).
8.3.3 Integral with seat frame (Figure 45).
-29-
FIGURE 43—
FIGURE 44—
-30-
FIGURE 45—
8.4 Trim Variations of Applied Head Restraints
8.4.1 Foam pad and plastisol cover molded integral with support and post (Figure 43).
8.4.2 Foam pad molded integral with support with an applied sewn trim cover (Figure 44).
8.5 Methods of Test—Head restraints shall be tested in accordance with SAE J879b (July, 1968).
9. Padding
9.1 Definition—The term pad in motor vehicle seating usage refers to a soft and resilient material, such as
urethane, generally in combination with a pad support installed between a frame or spring assembly and a seat
trim covering. Pads are either slab, fabricated, or molded into a predetermined size, shape, and thickness.
9.2 Evolution of Padding—In the past padding has had many abrupt changes in form and composition. The
following are the main types of padding materials and construction:
9.2.1 FIBROUS MATERIAL CONSTRUCTION—An early form of padding in which a layered construction was used.
1. Topper Pad—Composed of cotton felt; a fine grade of cotton fabricated to desired specification used
directly under the cover.
2. Intermediate Pad—Composed of one of the following materials:
a. Curled Hair—A blend of animal hair processed into a mat.

b. Rubberized Curled Hair—Curled hair with rubber or neoprene latex sprayed through and cured to
specified thickness and weight.
c. Rubberized Tula, Wool, or Synthetic—Vegetable fiber, coarse wool, or plastic filaments with rubber
or neoprene latex sprayed through as above.
3. Foundation Pad—Pad which is placed directly over the spring assembly composed of one of the
following materials:
-31-
a. Dark cotton or colored cotton felt

b. Sisal Felt—Fibrous portion of sisal plant
c. Interlaced jute or sisal
9.2.2 LATEX TOPPER WITH LATEX INTERMEDIATE—As the name implies, two layers of latex foam between the
foundation pad and the cover assembly.
9.2.3 FULL DEPTH LATEX PAD—A pad of sufficient thickness and proper compression of latex foam to cushion the
occupant properly. A full depth pad can be used with either a rigid or flexible base.
9.2.4 URETHANE—Currently the most widely used motor vehicle padding material.
9.3 Design Guidelines—From a design viewpoint the basic guidelines of a good pad are as follows:
9.3.1 It should help maintain the seated occupant in the seating package. These guidelines are specified in initial
design criteria for each vehicle style.
9.3.2 It should support any occupant equally across the pad with maximum lateral support.
9.3.3 It should, even in long use, not sag between the elements of the spring assembly or pocket excessively.
9.3.4 It should yield to compression and possess a certain amount of elasticity in both length and width. This
means the pad should yield and conform to the shape of the contacting portion of the occupant's body.
Some elasticity is required to prevent fractures or tears in the padding material when the weight of the seated
occupant depresses the cushion surface, increasing the length and, to a lesser degree, the width of the pad
suspended over the spring assembly.
9.3.5 It should have a satisfactory rate of recovery after normal use to its free height.
9.3.6 It should show little or no loss in thickness after normal use.
9.3.7 Back pads should provide proper lumbar support if there are no other supporting elements.
9.3.8 It should have uniformity, so that the designed contour of seat cushions and backs can be achieved in mass
production.
9.3.9 Trim cover should be easy to assemble to the spring assembly.
9.3.10 It should have sufficient softness at light loads to provide showroom feel.
9.4 Purpose and Function—The specific purpose of a pad is to insulate the engaging portion of the seated
occupant's body from the cushion or back springs and to provide a cushioning member while assisting in
controlling occupants position relative to design requirements. A pad also affects the damping quality of the
cushion and back assembly which may also be instrumental in providing the desired styling contour to the
trimmed seat.
9.5 Pad Material
9.5.1 Urethane foam is an expanded cellular product resulting from two chemical reactions:
a. The reaction of an isocyanate with a polyol polyether to form urethane.

b. The reaction of the isocyanate with water to release carbon dioxide gas which is the blowing agent for
the first reaction.
-32-
9.5.2 TYPES OF FOAM—There are three common types of urethane in use in industry.
a. Conventional—A urethane system which, under manufacturing conditions, requires molding

temperatures in excess of 169 °C.
b. Hi-resilient—A relatively new urethane system using a different isocyanate and a higher molecular
weight polyol than conventional urethane. This system is known as cold cure foam due to its lower
curing temperatures (under 93 °C) in production. The main advantage of this urethane is its high sag
factor giving the final product greater showroom feel.
c. Loaded—A urethane system using silica or other filler in the polyol. Its major use is in high load
bearing applications.
9.6 Pad Construction
9.6.1 SLAB CONSTRUCTION—Urethane poured onto a moving conveyor in a long continuous bun. After curing, the
urethane is then mechanically cut into various sizes and shapes. The main uses for slab pads are in:
a. Topper Pads—One to two inch flat pads assembled between the spring assemblies and trim covers in
rear seat cushions and backs.
b. Seat Cover Inserts—Shaped filler pads sewn or bonded into trim cover assemblies to add contour to
the completed seat.
9.6.2 MOLDED CONSTRUCTION—Urethane poured into closed sealed molds (generally aluminum) expanding to final
part contour. Molded construction is used in both cushions and backs.
9.6.2.1 Molded Cushions—The following are the various types of molded cushions:
1. Topper Pads—1 1/2 in (38 mm) to 2 1/2 in (64 mm) thick pads with snap on feature for assembly over
border wire in spring assembly.
2. Full Depth Foam Pads on Flexible Base—Border wires and bolster wires are generally molded into
pad.
3. Full Depth Foam Pads on Solid Base—Pads are usually of greater thickness than when on a flexible
base. These pads are supported by solid wood base or metal stamping and are generally used in
truck applications.
9.6.2.2 Molded Backs—The following are the main types of molded backs:
1. Topper Pads—Same as in paragraph 9.6.2.1.(1)

2. Full Depth Foam Pads—Pads of sufficient thickness to replace spring assembly. These pads rest on
stamped wire, or tube frames. In instances, where the frame is not a full stamping, cardboard is
cemented to pad for greater support. Border wires may be molded into pads for high wing applications
(bucket seat backs). The top of the front seat back is either molded together with the pad or cemented
to the pad or frame in a separate operation.
3. Pads with Molded-In Frames—In some cases, advantages are obtained from molding the frames into
the pads. The frames may be of the following types:
a. Tube frame or partial stamped frame with elements attached. This type may have headrest pan
attached.
b. Wire grid frame—Generally used in truck and station wagon applications.
9.6.2.3 Cushion and back pads molded together with complete frame units. In applications, where the front seat
back does not have to fold forward, it may be advantageous to mold the cushion and back together with a
complete frame. Due to the physical size and weight of such an assembly only bucket seats are practical
for use in this approach.
-33-
9.7 Pad Supports
9.7.1 A pad support is defined as a member placed on the top surface of a seat cushion or seat back spring
assembly independently, cemented to the pad, or molded into the pad.
9.7.2 PURPOSE—The pad support is used to prevent the pad from sagging between open spaces in the spring
assembly, to distribute the load more evenly to the springs, and to increase the life of the pad by preventing
springs from penetrating same. It could be used as a stiffener where there is no spring assembly.
9.7.3 TYPES OF PAD SUPPORTS—Pad supports are made of various materials. Burlap or cotton netting were used
exclusively with small gauge wires interwoven the length of the pad support in 1–2 in intervals. Spun bonded
polyester scrim netting is used in many applications. In some foam pad applications, the above wires can be
omitted.
9.8 ASTM Pad Test Procedures—The following are ASTM approved pad tests:
9.8.1 INDENTATION LOAD DEFLECTION—ASTM D2406 (Sec. 19–25)
9.8.2 COMPRESSION SET—ASTM D2406 (Sec. 12–18)
9.8.3 STEAM AUTOCLAVE (HUMID AGEING)—ASTM D2406 (Sec. 5–11)
9.8.4 TENSILE, TEAR, ELONGATION—ASTM D2406 (Sec. 68–81)
9.8.5 DENSITY—ASTM D2406 (Sec. 62–67)
9.8.6 LOW TEMPERATURE EVALUATION—ASTM D1229
9.8.7 HEAT AGEING—ASTM D2406 (Sec. 38–44)
9.8.8 FLEX FATIGUE—ASTM D2406 (Sec. 45–61)
9.8.9 FLAMMABILITY—ASTM D1692 MVSS 302
9.9 Pad Testing Parameters—There are a number of tests not specified by the ASTM for varying purposes.
a. Solvent resistance
b. Fogging
c. Staining
d. Odor
e. Cleanability
f. Fatigue deterioration
g. Life test
h. Cigarette test
i. Surface porosity
9.10 Types of Seat Pads and Pad Supports
9.10.1 FRONT SEAT BACK PADS
9.10.1.1 Typical molded pad construction for two- and four-door bench seat back with integral back of front seat
back pad (Figure 46).
-34-
FIGURE 46—
9.10.1.2 Typical molded pad construction for two- and four-door bench seat backs with tapes for assembling pad to
seat frame (Figure 47).
FIGURE 47—
-35-
9.10.1.3 Individual seat—Molded back pad with foundation board (Figure 48).
FIGURE 48—
9.10.1.4 Bucket seat molded back pad (Figure 49).
FIGURE 49—
9.10.1.5 Back pad molded integral with seat back frame (Figure 50).
FIGURE 50—
-36-
9.10.2 FRONT SEAT CUSHION PADS
9.10.2.1 Typical molded full foam bench seat cushion pad (Figure 51).
FIGURE 51—
9.10.2.2 Typical molded spring topper pad-bench seat (Figure 52).
FIGURE 52—
-37-
9.10.2.3 Bucket seat cushion pad (Figure 53).
FIGURE 53—
9.10.3 SECOND SEAT CUSHION AND BACK PADS
9.10.3.1 Slab pad on second seat cushion and back springs (Figure 54).
FIGURE 54—
9.10.4 PAD SUPPORTS
9.10.4.1 Spun bonded polypropylene pad support molded to a bench seat cushion pad (Figure 55).
-38-
FIGURE 55—
9.10.4.2 Polyester netting with interwoven reinforcing wires. Used as a loose pad support or molded integral with
the pad (Figure 56).
FIGURE 56—TACKS AND WIRE STAPLES
10. Seat Covering Materials
10.1 Definition—The purpose of the seat covering material is to serve as an envelope and to provide the surface,
appearance, and comfort dictated by the interior styling and engineering design specifications. It is supported
by the various padding and spring elements that make up the seat back and cushion structure.
Seat covering materials are divided into three general classifications, and their selection is made on the basis
of styling, engineering, and durability requirements, or special adaptability of unique characteristics. These
classes are:
-39-
a. Textile Fabrics—Composed of natural, synthetic, or blends of natural and synthetic fibers

b. Coated Fabrics—Employing knitted and woven backings
c. Genuine Leather
10.2 Textile Fabrics
10.2.1 DEFINITION—Automotive textile fabrics can be divided into two general groups.
10.2.1.1 Flat Fabrics (two-dimensional fabrics)—These have a flat surface containing two systems of threads which
interlace at right angles and are known as woven fabrics. For purposes of description, the longitudinal
threads are called ends and the lateral threads are called filling threads or picks. Such fabrics utilize
simple weaves and are usually woven in small designs. Knitted fabrics are composed of series of
interloopings from one or more yarns.
Representative fabrics in this classification of interest to the automotive industry are broadcloth, Bedford
cord, homespun, tweed, Simplex, and tricot.
Colors are obtained by any of the following methods:
a. Solution or Dope Dyeing—Used only with man-made fibers. The pigment is added to the solution
before it is extruded into filaments.
b. Stock Dyeing—The fibers are dyed before they are spun into yarn.
c. Yarn Dyeing—Consists of immersing the completed yarns, in the form of spools or skeins, in the dye
bath.
d. Piece Dyeing—The fabric is dyed after it is woven.
10.2.1.2 Raised Fabrics (three-dimensional fabrics)—These have a raised ornamented surface weave effect
usually consisting of two sets of warp and/or filling yarns, the latter being larger in diameter. Usually,
Dobby or Jacquard looms are utilized for making such materials, and the warp yarns are frequently
predominant on the surface. The following fabrics fall into this category:
a. Brocades (with dymetrical or nonsymmetrical motif)

b. Basket or Ribbed Fabrics
c. Double Plain Cloths—Made from a weave which employs two warp and two filling yarns in tge
construction. It is used in striped cloths where the stripes interchange according to some plan or motif.
10.2.2 DESIGN REQUIREMENTS—The stylist requires that the material shall provide a harmonious and attractive
surface appearance with adequate color, luster, weave, grain, or pattern definitions. In addition, the
materials must fulfill certain specified laboratory requirements to meet production and service standards.
These are:
a. Adequate tensile, seam, or tear strength.

b. Resistance to wear, snagging, pilling, and unraveling.
c. Proper construction, composition, surface finish, and backing.
d. Adequate directional and diagonal stability.
e. Balanced elastic qualities.
f. Permanency of color when exposed to light, bleeding, perspiration, rubbing, and water spotting
conditions.
g. Resistance to soil pickup and ease of cleaning.
h. Satisfactory ageing properties.
i. Suitable softness and draping qualities.
j. Adequate comfort (air permeability, thermal qualities, and moisture absorption).
k. Los static charge and coefficient of friction.
l. Ability of dye and pigment to match approved master standards.
-40-
m. Ease of handling and tailoring to conform to cutting and sewing or bonding techniques.
10.2.3 TEXTILE FIBERS—Textile fabrics for automotive seating may be manufactured from:
a. Natural Fibers—Wool, cotton, silk, mohair, linen

b. Synthetic Fibers—Rayon, acetate, nylon, polyethylene, metallized yarns, etc.
c. Mixture of natural and/or synthetic fibers
Current trend in the textile industry is to blend the natural and synthetic fibers and yarns in order to utilize the
desirable characteristics unique to the various fibers to complement each other.
10.2.4 METHODS OF TEST—The material is evaluated by many specialized test procedures, which control such
characteristics as slideability, cleanability, stretch, set, dimensional stability, etc. These tests are not used as
a means of securing definitive data, but only as a means of determining characteristics of a new material.
The following are a few of the most common physical test procedures:
10.2.4.1 Wear Resistance—Several types of commercial testing machines are in current use for determining wear
resistance values. In these, the surface of the material is subject to abrasive action. (Standards for wear
resistance are based on a correlation of the machine results and control wear based on field experience.)
10.2.4.2 Permanency of Color—This is a light fading test which employs the Fadeometer and Weatherometer, or
equivalent. The material is exposed to an ultraviolet light under controlled conditions of temperature and
humidity, and may also be subjected to Florida and Arizona sun exposures.
10.2.4.3 Tensile Strength—This test is conducted with a tensile testing machine having a standardized jaw width.
Tests are usually made in both the warp and filling directions.
10.3 Coated Fabrics
10.3.1 DEFINITION—The base material can be a woven, knitted, or nonwoven material. The coating material can be
a continuous film or a deposit pattern. Various materials have been used as suitable coatings, such as
elastomeric and plastic.
10.3.2 DESIGN REQUIREMENTS—The chemical composition of the available coatings are of less interest to the
automotive industry than their physical properties, which can be accurately controlled by chemical
compounding and technique of mechanical coating. Coated fabrics must conform to certain standards in the
following properties:
a. Tensile, tear and seam strength

b. Elasticity and recovery
c. Resistance to abrasion, scuffing, and crazing
d. Adhesion of coating to backing
e. Flexibility and pliability
f. Resistance to deterioration and migration staining at elevated temperatures
g. Color stability (fastness to light and rubbing)
h. Resistance to fogging
i. Uniformity for color and grain matching
j. Resistance to hydrogen sulphide staining
k. Dimensional stability
l. Cold flexibility (after ageing)
m. Resistance to crocking
n. Weight of coating and backing
o. Surface tackiness (low coefficient of friction)
-41-
p. Resistance to soil pickup and ease of cleaning
10.3.3 TEST PROCEDURES—General laboratory test procedures will follow those for textiles or leather where they
apply. Special tests for flex fatigue and coating adhesion can be applied. Additional tests of a chemical
nature are used to check migration of plasticizer as well as compatibility with other natural or synthetic
materials with which the coated fabrics are used.
Tests on coated fabrics are generally used as a means of comparison with materials of known end use
performance as is done with textile tests.
10.4 Genuine Leather
10.4.1 DEFINITION—Leather for seating is predominantly steerhide, although calfskin, morocco (goat skin), or
pigskin are adaptable. Steerhide, after tanning, is split to produce upholstery leather of the following types:
10.4.1.1 Full Top Grains (top grain, full grain, and full top grain—First cut taken from the hair side of the hide from
which nothing except the hair has been removed. Scars, scratches, and other imperfections may be
slightly buffed or corrected but the total area so affected shall not exceed 5% of the total surface of the
hide.
10.4.1.2 Top Grains Snuffed (corrected top grains or hand buffs)—The same as full top grains, except that the
surface of the hide may be slightly snuffed all over. Such snuffing shall remove only top of the hair cells.
10.4.1.3 Machine Buffs—The cut of the hide from which a buffing, or approximately 1 oz/ft2 (0.30 kg/m2) in
thickness, has been removed from the grain. This should leave a portion of the grain surface on
approximately the entire hide.
10.4.1.4 Medium Buffs—That cut of the hide left after removing a light cut of approximately 3/4 oz/ft2 (0.23 kg/m2)
from the grain side of the hide. On these medium buffs, a slight trace of the grain may be found on portions
of the hide.
10.4.1.5 Deep Buffs—The first cut underneath the top grain, top grain snuffed, or machine buff on which no traces
of the grain remain.
10.4.1.6 Splits—First cut underneath the deep buff.
10.4.2 DESIGN REQUIREMENTS—Leather is used in automotive upholstering to conform to such requirements as

wear resistance, weather resistance, cleanability, and attractiveness. In addition to the requirements of
standard leather grading as described, automotive leather must conform to the following requirements:
a. Tensile, tear, and seam strength

b. Elasticity and recovery
c. Resistance to abrasion, scuffing, and crazing
d. Flexibility and pliability
e. Resistance to deterioration and migration staining at elevated temperatures
f. Color stability (fastness to light and rubbing)
g. Stitch tear resistance
h. Uniformity for color and grain matching
i. Resistance to hydrogen sulphide staining
j. Dimensional stability
k. Cold flexibility (after ageing)
l. Surface tackiness (low coefficient of friction)
m. Resistance to soil pickup and ease of cleaning
n. Thickness
-42-
o. Moisture absorption
p. Grease content
q. Acidity
r. Mold resistance
s. Elongation at break
10.4.3 SELECTIONS
10.4.3.1 Selection 1—May include hides with not more than one patch and four open grubs patched, or those with a
brand not over 8 in (203 mm) in diameter.
10.4.3.2 Selection 2—May include hides with not more than three patches and up to 12 open grubs patched, or
more than one brand.
10.4.4 THICKNESS AND FINISH—Leather for automotive upholstery is usually 3/64 in (1.2 mm) thick and weights
approximately 3 ± 1/2 oz/ft2 (0.93 ± 0.15 kg/m2). Various forms of surface finishing are used, all of which
must conform to standardized test requirements.
10.4.5 TEST METHODS—Test procedures for upholstery leather can be obtained from The Upholstery Leather Group,
410 East 54 Street, New York, NY 10022 or Tanners' Council of America, 411 Fifth Ave., New York, NY
10016.
10.5 Flame Retardant Properties—Automotive fabrics are specially treated and/or compounded to a fire retardant
standard as specified by each automotive manufacturer. The guidelines specify burn rate of the material and
methods of testing.
11. Trim Fastenings
11.1 Definition—Trim fastenings in automotive seating are any devices employed in attaching seat cushion or seat
back padding, pad supports, and outer trim covers.
11.2 Purpose—The purpose of a trim fastening is to provide a means of securing the trim components to the spring
assembly.
11.3 Design Requirements—All trim fastenings should provide suitable and satisfactory methods of anchoring
seat cushion and seat back trim components under actual use for periods of time equal to the normal life
expectancy of the passenger car.
Because of various trim styles and methods of attachment, several types of fastenings are presently employed
by the various manufacturers.
11.4 Types of Fastenings
11.4.1 TACKS AND WIRE STAPLES—Trim tacks, usually sterilized and rustproofed where necessary, have long been
and are presently used under certain conditions for trim fastenings. In present all-metal subassembly of the
seat springs, a tacking strip is usually made part of the substructure to provide a tacking foundation. Others
use wire staples wherever adaptable.
Staples are specified by size and type of wire, length of the leg, and the spin of the crown. Staples have
various leg points to meet certain conditions. Leg points are cut to determine the direction of clinch, if any
(Figure 57).
-43-
FIGURE 57—TACKS AND WIRE STAPLES
11.4.2 HOG RINGS—Hog rings, sometimes referred to as round wire C clips, are very widely used for trim fastenings
and are applied by hand pliers or automatic guns (Figure 58).
FIGURE 58—HOG RINGS
11.4.3 TRIM TABS—Trim tabs, very often called darts or lances, are shaped as a triangle with the base attached to
the main stamped member and formed to a sharp point or apex. The tabs are pierced and formed of sheet
metal and can be a part of the metal subassembly or made in separate strips and attached thereto by
welding or other means.
The trim cover with reinforced edge or margin is then drawn over the trim tabs, pierced by the tab itself, and
the tab is then closed or bent against the reinforced edge or margin of the trim cover assuring secure
fastening (Figure 59).
-44-
FIGURE 59—TRIM TABS
11.4.4 COVER RETAINER
11.4.4.1 The seat frame assembly is made with a U-shaped rim designed to have the facings of the trim cover
inserted into it and U-shaped clips forced into the U-shaped rim in specified locations to fasten the cover to
the spring and pad assembly (Figure 60).
FIGURE 60—COVER RETAINER
11.4.4.2 A J shaped extruded or molded plastic strip is sewn to the trim cover. The cover can then be fastened to
the seat frame by hooking the plastic strip onto a suitable flange provided on the cushion or back frame
(Figure 61).
11.4.4.3 An L shaped extruded or molded plastic strip is sewn to the trim cover. The trim cover is retained by
inserting the plastic strip as shown in Figure 61 into a specially shaped return flange on the cushion or
back frame.
-45-
FIGURE 61—
11.4.5 ADHESIVES—Adhesives, usually of a cut back rubber type, may be used for attaching miscellaneous trim
components, and as a supplement to other trim fastenings.
12. Notes
12.1 Marginal Indicia—The change bar (l) located in the left margin is for the convenience of the user in locating
areas where technical revisions have been made to the previous issue of the report. An (R) symbol to the left
of the document title indicates a complete revision of the report.
PREPARED BY THE SAE BODY ENGINEERING COMMITTEE
-46-
Rationale—Not applicable.
Relationship of SAE Standard to ISO Standard—Not applicable.
Application—The motor vehicle seat is a structure engineered to seat the driver and passengers comfortably
for short, as well as extended, periods of time with a minimum of fatigue. It must position the occupants
at their proper locations to assure the desired:
a. Proximity of driver to steering wheel, brake pedal, accelerator pedal, and instrument panel controls
b. Head and leg room
c. Field of vision
In addition, modern automotive seating requires an appealing appearance as well as versatility such as
folding for entrance or egress. Today's seating may encompass such things as reclining seat backs,
swivel seats, arm rests, lumbar supports, and head restraints of add-on or built-in variety. Some of the
typical front seats available today are shown in Figure 1(A-G).
Reference Section
SAE J826b JAN74—Devices for Use in Defining and Measuring Vehicle Seating Accommodation
SAE J879b JUL68—Motor Vehicle Seating Systems
SAE J1010 FEB73—Emission Control Hose
ASTM D1229—Test Test Method for Rubber Property—Compression Set at Low Temperatures
ASTM D2406
ASTM D1692 MVSS 302
Developed by the SAE Body Engineering Committee

Surface Vehicle Recommended Practice

Uploaded by

Copyright:

Available Formats

You might also like

Surface Vehicle Recommended Practice

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Surface Vehicle Recommended Practice

Uploaded by

Copyright:

Available Formats

SURFACE J782

Superseding J782 AUG76

(R) MOTOR VEHICLE SEATING MANUAL

3. Motor Vehicle Seats

QUESTIONS REGARDING THIS DOCUMENT: (724) 772-8512 FAX: (724) 776-0243

Copyright 1980 Society of Automotive Engineers, Inc.

FIGURE 1—TYPICAL FRONT SEATS (A) 50/50 BENCH WITH ARM

FIGURE 2—TYPICAL REAR SEATS (A) VAN TYPE PASSENGER SEAT

4.3 Design Requirements

4.3.5 It should operate with minimum effort.

4.4 Typical Types of Adjusters

FIGURE 3—TWO-WAY STRAIGHT ADJUSTER

FIGURE 4—TWO-WAY INCLINED STRAIGHT ADJUSTER

FIGURE 5—TWO-WAY CURVED ADJUSTER

FIGURE 6—TWO-WAY CURVED ADJUSTER

4.5 Methods of Test

4.5.1 GENERAL REQUIREMENTS

FIGURE 7—SIX-WAY ADJUSTER

4.5.2 OPERATION TEST

FIGURE 8—OPERATION TEST OF SEAT ADJUSTER

4.5.3 STATIC TEST

FIGURE 9—STATIC VERTICAL LOAD TEST OF SEAT ADJUSTER

FIGURE 10—STATIC LATERAL LOAD TEST OF SEAT ADJUSTER

FIGURE 11—STATIC FORE AND AFT CHUCKING TEST OF SEAT ADJUSTER

5. Motor Vehicle Seat Frames

5.3 Structural Classification—The frames are generally classified structurally as follows:

5.4 Design Requirements

5.6 Typical Types of Seat Frames

5.6.1 FRONT SEAT SPRING AND FRAME ASSEMBLIES

5.6.1.6 Truck bucket seat (Figure 17).

5.6.2 REAR SEAT SPRING AND FRAME ASSEMBLIES

6. Seat Spring Assemblies

a. It should support the occupant.

6.4 Spring Element Types

6.4.1 ZIGZAG AND FORMED WIRE TYPE SPRING ELEMENTS

FIGURE 22—ZIGZAG CONFIGURATION

FIGURE 23—FORMED WIRE SPRINGS

FIGURE 24—TYPES OF ZIGZAG OR FORMED WIRE PROFILES

6.4.2 FLAT SPRING GRID

FIGURE 25—WIRE GRID

FIGURE 26—HELICAL TENSION SPRING

6.4.3 JACK STRINGER (FLEXIBLE BASE ELEMENT)

6.5 Component Parts of Hard Drawn Wire

6.5.1 STABILIZER BRACE

FIGURE 27—STABILIZER WIRE

91 0.148 3.76 165–200 1139–1380

6.5.2 BORDER WIRE

FIGURE 28—BORDER WIRE

6.5.2.2 Material—Same as stabilizer brace.

6.5.3 ARCH WIRE

FIGURE 29—ARCH WIRE

6.5.3.2 Material—Same as stabilizer brace.

6.5.4 HELICAL COILS (CLOSE OR OPEN WOUND)

FIGURE 30—HELICAL COIL TIE SPRING

6.5.5 LOOP TIES (HAIR PINS)

FIGURE 31—LOOP TIE

6.6 Miscellaneous Component Parts

6.6.1 HOG RINGS