RMA T6 ROPS Physical Test Binder

Document No.: Created by: Issue Date: Issue No.
BDA-1203-01 D. Gould 5/3/12 1

Vehicle model Registration no Odometer: Page:
Ford Ranger T6 1 of 10
T E C H NI C AL R E P O R T
Roll Over Protection Structure Physical Test
FORD T6 Ranger
Executive Summary
This report details physical testing of a roll over protection structure (ROPS) for a Ford
Ranger T6 station wagon vehicle. The tests are conducted to the RMA light vehicle rollover
protection structure test protocol.
The test specimen was a prototype version made by Brown Davis
The ROPS (part no. TBA) deformed 66.2mm under a load of 4840 kgf in the lateral
direction, 47.9mm under a load of 12,950 kgf in the vertical direction. These results are
within the test standard. In the longitudinal direction the ROPS deformed 4.8 mm under a
load of 650 kgf. When the allowed strength contribution for seat belt mounting points is
added (as provided by the RMA standard), the ROPS meets the required longitudinal load
limit.
At the conclusion of the test, the ROPS was in generally good condition with no significant
crimping of tube bends or deformation of the tube. The ROPS mounting plates showed
some small sign of diction (bending away from the floor). The only significant deformation
was caused by the initial lateral test.
SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

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Contents Page no.

Introduction 3
Test Details 3
Equipment 3
Test Standard 4
Test Procedure 4
Results 7
Discussion 8
Equipment 9
Appendices
Appendix A Load Graph and Displacement Data – Lateral
Appendix B Load Graph and Displacement Data – Vertical
Appendix C Load Graph and Displacement Data – Longitudinal
Appendix D Test Confirmation Certificate
Appendix E RMA ROPS Test Protocol

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BDA-1203-01 D. Gould 5/3/12 1
Introduction
This report details the final physical testing of a roll over protection structure (ROPS) for a
Ford Ranger T6 station wagon vehicle. This vehicle is modified for mining use where the
requirement for supplemental roll over protection is required.
The report deals with the lateral, vertical and longitudinal load tests conducted in
accordance with the RMA. This test utilised a single ROPS assembly lateral and vertical
loads.
The objective of the test was to physically prove the performance of the ROPS.
Test Details
Test Engineer: Doug Gould B.E. (mech); MBA; MIE (Aust) MAICD
Test Facility: Brown Davis Automotive, 47 Holloway Drive Bayswater 3153
Test Date: 2/2/12, 3/2/12
ROPS Identification: No ROPS serial number allocated by Brown Davis
Automotive
Test date & ROPS model was marked on the test ROPS
Operating Condition: 26°C in an open air factory
Equipment
The Brown-Davis bespoke test rig was used for this test. Each of the vertical, lateral &
longitudinal tests would be performed by rotating the ROPS within the test rig and using a
vertical press.
The test rig frame is made of heavy steel section to minimise deflection of the frame during
the test. The frame design targets a total deflection of approximately 4mm at 20 tonnes
load. The effect of this deflection on the measurement of stamp and roll hoop deflections is
negated by mounting linear potentiometers between these components and ground based
struts that are independent of the test rig frame.
An air over hydraulic pump was used to extend the ram. This pump was chosen to apply
force in a repeatable manner that is smoother than hand pumping.
Force is applied to the ROPS via a “stamp” or load distributing device (LDD).
An additional stamp was made so a more accurate test could be achieved in the lateral
direction. This stamp was created to provide uniform load distribution along the top section
of the ROPS without causing localised tube deformation.
Measurements were made as follows:
1. 25 tonne load cell mounted between the hydraulic ram and stamp to calculate the
ram to stamp force connected via an amplifier that was calibrated on the day.
2. Linear potentiometer to measure maximum ROPS deflection
3. A Motec ADL data logger was used to record the output of the load cell & linear
potentiometers at 100 Hz.
4. Manual measurements with tape measure
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Test Standard
The test standard for this test is the RMA test protocol for light vehicle ROPS.
Lateral 1.5 x 9.81 x gross vehicle weight (Newton)

Vertical 4 x 9.81 x gross vehicle weight (Newton)
Longitudinal 1 x 9.81 x gross vehicle weight (Newton)
Test Procedure
Testing described in this report performed the lateral, vertical and longitudinal load
components of the test. The same ROPS was used for the three tests.
The ROPS was bolted to a jig to simulate as closely as possible the mounting system in the
vehicle. The jig is designed to be universal to allow testing in vertical, lateral and
longitudinal cases and is therefore provided with facsimiles of the vehicle’s seat belt
mountings for the longitudinal test. However these are oriented all to one side of the ROPS,
so that in the lateral load case the stamp pushes the ROPS away from the belt mounts. In
this test, no bolts are installed in these mounts.
For the lateral test the ROPS was mounted on its side
to allow a vertical ram to apply the load perpendicular
to the ROPS. The ROPS is mounted this way to best
simulate the side impact in a ¼ turn rollover. A load of
4510 kgf was applied using the special load distribution
device.
Typical Lateral Test

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BDA-1203-01 D. Gould 5/3/12 1
For the vertical test the ROPS was mounted

horizontally as it would sit in the passenger
compartment of the vehicle. A load of 4490 kgf was
applied vertically via a flat plane load distribution
device.
Typical Longitudinal Test
Typical Vertical Test
For the longitudinal test the ROPS was mounted on

its back. A load of 480 kgf was applied along the
forward edge of the top of the hoop. Steel strips
were placed under the load distribution device to
ensure that the load was borne by the top member
only and not distributed along the vertical members.
For the dual cab, C hoop vertical testing was also

performed in a similar fashion to the original vertical
testing. A load of 4480 kgf was applied vertically via the LDD and a deflection of 15.9mm
was observed. Subsequently, C Pillar Ultimate Testing was performed. Associated data is
shown in Appendix D and E.

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Manual measurements
“B” Pillar Hoop “C” Pillar Hoop
E F
B A C
Initial Lateral Unloaded Vertical Unloaded Longitudinal Final

Loaded Loaded Loaded Deformed
A 1190 1190 1150 1150
B 1560 1583 1568 1568
C 1548 1520 1523 1523
D 920 940 898 898
E 1320 1360 1350 1350
F 1310 1300 1300 1300
All dimensions mm. Approx measurements with tape measure. Accuracy +/- 5mm

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Test Results
Load Type Required Applied Total Hoop Hoop Plastic

Load Load Deflection Deformation
(kgf) (kgf) at Applied (mm)
Load (mm)
Lateral 4,800 4,840 66.2 36.9
Vertical 12,800 12,950 47.9 4.6
Longitudinal (1) 3,200 650 4.8 0.4
Note 1: The test protocol provides an allowance for the strength contribution from the
tagged seat belt mounts of 6.75kN per seat belt mount. Thus the test requirement is
reduced to 480 kgf,
Deformation Limits
Cabin space DLV Clearance Deformation Margin
Vertical 1024 923 (2) 101 47.9 53.1

(H61 headroom)
Lateral 1440 515 x 2 205 (3) 66.2 138.8

(W3-1 shoulder room)
Longitudinal n/a - ROPS deforms away from DLV

Note 2: ISO 3164 DLV is 1020mm high from seat reference point. 99th percentile male H
point is 97mm above seat reference point. Therefore DLV height is 923mm above H-point.
Note 3. This clearance is obtained by subtraction of two 99th percentile male shoulder
widths from the W3-1 width. It does not allow for the fact that the 2 occupants can lean into
each other (creating additional clearance) without injury.
Notes
H61 & W3-1 dimensions are defined in SAE J-1100. The W3-1 figure used is taken from a
Ford brochure. The H61 dimension was made by Test-Trak by using a template rather than
a weighted dummy. Therefore the correct measurement will be larger by the amount of seat
base compression due to body weight.
The load deflection graphs tabled in the appendices indicate that the ROPS achieves the
required load at an allowable deflection.
Kilogram’s force (kgf) has been used in the report instead of Newton (N) for consistency
with the data logger graphs.
Overall the deflections evident in the lateral & vertical tests are so low that they indicate
significant reserve strength of the ROPS.

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Discussion
At the conclusion of the test, the ROPS was in generally good condition with no significant
crimping of tube bends or deformation of the tube. The ROPS mounting plates showed
some small sign of diction (bending away from the floor). The only significant deformation
was caused by the initial lateral test.
It should be noted that when installed in the vehicle, the “C” pillar hoop is adjacent to the
rear wall of the cabin which will enhance both lateral and longitudinal strength.

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Equipment
Load Cell PT LPX-25000

Load Cell Amplifier Action G448-0002
Voltage Calibrator Time Electronics 1044 For Load cell calibration
Data Logger Motec ADL
Linear Potentiometer Motec X24
Tape measure “Stanley” 8m Not calibrated
Note: Load cell amplifier was powered up more than 30 minutes before the test to achieve
thermal stability.

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BDA-1203-01 D. Gould 5/3/12 1
Ford Ranger T6 ROPS Lateral Test Ford Ranger T6 ROPS Vertical Test
Ford Ranger T6 ROPS showing Ford Ranger T6 ROPS Vertical Test

deformation under Lateral load
Ford Ranger T6 ROPS showing Ford Ranger T6 ROPS at conclusion of tests

deformation under Lateral load

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Worksheet: Default / LAT Cursor: Time 3:27.037 [s] Distance 0 [m]
Print Date: 5/03/2012 11:55:23 PM
M [3:02.745] N, 12:26:01 PM, 3/02/2012, , workshop, T6 Lateral [20120203-0314800_1_1_2.ld], T6 Lateral
No Lap
132 Hoop Displacement [mm] N/A 62.9 129.1 102.7

130
128
126
124
122
120
118
116
114
112
110
108
106
104
102
100
98
96
94
92
90
88
86
84
82
80
78
76
74
72
70
68
66
64
62
60
5.0 Ram to Stamp Force [t] N/A 0.00 4.84 2.98
4.8
4.6
4.4
4.2
4.0
3.8
3.6
3.4
3.2
3.0
2.8
2.6
2.4
2.2
2.0
1.8
1.6
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
-0.2
m:s 0:10 0:20 0:30 0:40 0:50 1:00 1:10 1:20 1:30 1:40 1:50 2:00 2:10 2:20 2:30 2:40 2:50 3:00
Print Date: 6/03/2012 12:00:23 AM
M [4:23.873] N, 12:24:01 PM, 3/02/2012, , workshop, T6 vertical [20120203-0314800_2.ld], T6 vertical
No Lap
Hoop Displacement [mm] 68.6 68.5 117.2 103.3

118
116
114
112
110
108
106
104
102
100
98
96
94
92
90
88
86
84
82
80
78
76
74
72
70
68
13.5 Ram to Stamp Force [t] 0.00 0.00 12.98 9.22

13.0
12.5
12.0
11.5
11.0
10.5
10.0
9.5
9.0
8.5
8.0
7.5
7.0
6.5
6.0
5.5
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0.0
-0.5
m:s 0:10 0:20 0:30 0:40 0:50 1:00 1:10 1:20 1:30 1:40 1:50 2:00 2:10 2:20 2:30 2:40 2:50 3:00 3:10 3:20 3:30 3:40 3:50 4:00 4:10 4:20
Print Date: 6/03/2012 12:10:22 AM
M [0:36.931] N, 12:25:01 PM, 3/02/2012, , workshop, T6 Longitudinal [20120203-0314800_1_2.ld], T6 Longitudinal
No Lap
73.2 Hoop Displacement [mm] 68.6 68.2 73.0 69.6

73.0
72.8
72.6
72.4
72.2
72.0
71.8
71.6
71.4
71.2
71.0
70.8
70.6
70.4
70.2
70.0
69.8
69.6
69.4
69.2
69.0
68.8
68.6
68.4
68.2
68.0
0.68 Ram to Stamp Force [t] 0.00 0.00 0.65 0.13
0.66
0.64
0.62
0.60
0.58
0.56
0.54
0.52
0.50
0.48
0.46
0.44
0.42
0.40
0.38
0.36
0.34
0.32
0.30
0.28
0.26
0.24
0.22
0.20
0.18
0.16
0.14
0.12
0.10
0.08
0.06
0.04
0.02
0.00
-0.02
m:s 0:02 0:04 0:06 0:08 0:10 0:12 0:14 0:16 0:18 0:20 0:22 0:24 0:26 0:28 0:30 0:32 0:34 0:36
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TEST CONFIRMATION
TEST OBJECT Ford Ranger T6 Dual Cab ROPS
PART No. / RMA AUTOMOTIVE PART NUMBER TBA

DESIGNATION
MANUFACTURER Brown Davis Automotive
CLIENT Brown Davis Automotive
DATE OF TEST 2/2/12
TEST SPECIFICATION RMA test protocol

Lateral Load: 4,800 kgf
Vertical Load: 12,800 kgf
Longitudinal Load: 445 kgf
TEST PERFORMED Lateral, vertical & longitudinal load tests
TEST REPORT BDA 1203-01

TEST RESULT
The ROPS passed the test successfully
W.D.Gould
B.E. (Mech) MBA MIE (Aust) MAICD
110 Enterprise Ave; Berwick, Victoria,3806 Australia. Ph +61 (3) 9769 9766
Test Trak
Test-Trak
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operates in the areas of durability and dynamic testing where we apply engineering principals to
areas where dead-reckoning has previously been accepted as normal practice. We regard the
collection, analysis and presentation of data derived from the testing activity as the core service
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vehicles used in military & mining applications.
Before establishing Test-Trak, Doug had over 20 years of experience in industry and consulting.
Doug entered consulting after a successful career with a range of well-known Australian and
International companies in engineering, marketing, corporate, and general management roles.
Doug has worked as an employee with the following automotive companies: Yazaki Australia,
Exide Batteries, South Pacific Tyres and Beaurepaires. His automotive consulting clients include:
GUD limited, Repco, Pennzoil, BMW and Hyundai. Doug has presented technical papers at the
Asian Battery Conference and Automotive Testing Expo. He is a John O. Miller award winner for
academic distinction.
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Doug has been a successful rally navigator and currently competes in circuit sprint events. Doug
is a multi engine command instrument rated commercial pilot.
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LIGHT VEHICLE ROLLOVER PROTECTION STRUCTURE (ROPS)
TEST PROTOCOL
Contents
1.0 Overview ........................................................................................................................................... 2
2.0 Rationale ........................................................................................................................................... 3
3.0 Terms & definitions ........................................................................................................................... 4
4.0 Symbols ............................................................................................................................................. 5
5.0 Validation Matrix .............................................................................................................................. 5
6.0 Test Methodology ............................................................................................................................. 5
6.1 ROPS mounting ................................................................................................................................... 5
6.2 Lateral loading..................................................................................................................................... 6
6.4 Vertical loading ................................................................................................................................... 7
6.5 Longitudinal loading ............................................................................................................................ 8
7.0 Deformation limits ............................................................................................................................ 9
7.1 Deformation limit ................................................................................................................................ 9
7.2 Lateral energy absorption ................................................................................................................... 9
8.0 Padding ........................................................................................................................................... 10
9.0 Component Tracking and Approval ................................................................................................ 10
10.0 Measurement, Tracking and Data Acquisition................................................................................ 10
11.0 Design Changes, alterations ............................................................................................................ 11
12.0 Test Report ...................................................................................................................................... 11
13.0 Reference Documents:.................................................................................................................... 11
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LIGHT VEHICLE ROLLOVER PROTECTION STRUCTURE (ROPS)
TEST PROTOCOL
1.0 Overview
This test protocol has been developed by RM Asia – Automotive to apply to internal rollover
protection structures (ROPS) intended for fitment to the commercially available light commercial
vehicles such as; Ford Ranger, Mazda BT50, Ford Everest, Mitsubishi Triton, Nissan Navara, Toyota
Hilux, Toyota Landcruiser, Nissan Patrol.
The protocol has been developed because no existing standard is applicable to this class of vehicle.
Rollover standards exist for passenger vehicles, racing vehicles, earth moving machinery and tractors.
However, light utility vehicles are not covered by any of these.
Primarily the requirement for ROPS fitment to these vehicles arises when they are used in mining,
remote and off road environments typically purchased as fleet vehicles.
The typical ROPS structure for the class of light commercial vehicles is different from other vehicles
because the A pillar hoop is frequently not utilised. In this case, the hoop located at the B pillar
protects the front seat occupants by virtue of the occupants head being within a line between the top of
the hoop and the top of the front edge of the bonnet.
Additionally, the ROPS structure for this class of vehicle is mounted inside a unitary body and fixed to
the body through mounts on the “feet” as well as seat belt mounts and potentially other additional
mounting points. Thus, in a rollover, the ROPS structure is combining with the structure of the unitary
body to enhance the inherent strength of the vehicle.
Crushing elements of the unitary body during the rollover also serves the purpose of absorbing roll
energy, so that energy absorption by the ROPS structure itself is less important than in (say)
earthmoving machinery where the ROPS structure is the first point of contact with the ground.
The guiding principle in the creation of this test protocol has been to distill the relevant elements of
existing standards that are relevant to the intended vehicles rather than establish a new one.
The ROPS structures in these installations are designed to augment the existing cabin strength to
reduce the cabin crush and therefore reduce the potential for head injuries in a rollover. It is important
to note that compliance with this test protocol does not certify that the vehicles are safe in a rollover
situation, or that injury to occupants will be avoided or reduced.
Furthermore, it is important to note that fitment of a ROPS structure does not in any way reduce the
requirement to wear seatbelts, which is the single most important piece of safety equipment in the
event of rollover.

2.0 Rationale
The protocol has been created with reference to other similar standards, particularly ISO 3471 and
FMVSS 216.
This protocol allows for physical testing only. Finite Element Analysis (FEA) is allowed by some
standards for demonstration of acceptability of the ROPS structure. In the case of ROPS covered by
this protocol, FEA analysis has been rejected for the following reasons:
a. Physical testing is relatively easy compared with some other applications
b. Manufacturing variances in the components (eg tube diameter changes associated with bends,
heat affected zones from welding, etc) are difficult to model and can have a significant impact
on performance.
c. The mounting points of the ROPS structure are complex to model in FEA and small changes
in the assumptions of stiffness imparted to the ROPS frame can have a significant effect on
the results.
There are some proponents of dynamic rollover testing. The NHTSA in its recent review of FMVSS
216 notes that these tend to be organizations with established facilities for this type of testing. In its
recent review of FMVSS 216, the NHTSA considered and rejected dynamic testing in favour of quasi-
static testing for the following reasons:
The primary advantage of a static test procedure is the simplicity and repeatability of the test. It is a
well known procedure and modifications or adaptations to perform tests on different ROPS structures
are simple to accomplish.
While quasi-static testing is not representative of real world loading rates, there is correlation between
real world performance and quasi-static testing. This was the subject of extensive testing by the
NHTSA (see Rains & Van Voorhis, 1998) where dynamic & quasi-static test results were correlated
over tests performed on a number of vehicles. Furthermore, they determined that the roof failure
modes were identical in both tests.

3.0 Terms & definitions
DLV, Deflection limiting volume is the orthogonal approximation of a 95th percentile US male seated
occupant, defined in ISO 3164.
Deflection of ROPS is the combined plastic and elastic movement of the ROPS as measured adjacent
at the load application point (LAP) at the point of localized maximum deflection excluding any
movement of the test fixtures
FEA, Finite Element Analysis is a numerical technique that allows detailed visualization of where
structures bend or twist, and indicates the distribution of stresses and displacements.
LDD, load distribution device is a device used to prevent localized penetration of the ROPS members
at the load application point (LAP)
LAP; load application point is a point within a defined range at which the test load force (F) is
applied.
Representative specimen is a ROPS structure complete with all normally supplied mounting
hardware that is within the range of material and manufacturing variances designated by the
manufacturer’s production specifications. The intent is that all ROPS manufactured to these
specifications are capable of meeting or exceeding the stated level of performance.
ROPS; rollover protective structure is a system of mechanical members whose primary purpose is to
reduce the possibility of a seat belted vehicle occupant being fatally injured in a vehicle rollover
Hoop; a continuous member of the ROPS that is shaped to follow one of the vehicle pillars (A, B, C
or D) from floor to roof, then across the roof and down the corresponding pillar of the other side of the
vehicle.
“A” Pillar. The front most roof support pillar containing the windscreen.
“B” Pillar. The second roof support pillar from the front. Between the front & rear doors of a 4 door
car
“C” Pillar The third roof support pillar from the front.
Typical mining application ROPS with B & C pillar hoops

4.0 Symbols
F = load force expressed in kilo Newton
GVM = manufacturers specified “gross vehicle mass” in kg
U = energy absorbed by the structure expressed in kilo Joules
Δ = deflection of the ROPS, expressed in mm
g = gravity constant 9.8 m/s2
5.0 Validation Matrix
Lateral Load Force Vertical Load Force Longitudinal Load Force

N N N
1.5 x g x GVM 4.0 x g x GVM 1.0 x g x GVM
6.0 Test Methodology

Quasi-static testing has been adopted for this protocol. This protocol follows the US government
National Highways Traffic Safety Administration (NHSTA) recommendation of quasi-static testing
for the US test standard FMVSS 216. The NHSTA found that a quasi-static test procedure is
repeatable and capable of simulating real world deformation patterns. They concluded that dynamic
tests can have an undesirable amount of variability in vehicle and occupant kinematics.
The 3 tests are to be conducted on the same ROPS structure. That is, the second and third tests will be
conducted on a deformed structure, except that minor straightening after each test is allowed for the
purpose of fitting correctly in the test rig.
6.1 ROPS mounting

The ROPS shall be mounted for the test in a manner that replicates as closely as possible to the
manner in which it is fitted to a vehicle. Each mounting plate will be fixed to the test rig in the same
location as the mounting bolt points. The method of mounting will be no stronger than the method
used in the vehicle (typically grade 8.8 bolts).
Mounting of the ROPS and any test fixtures should not affect the base structure of the ROPS, ie the
ROPS structure may not have fittings welded to it, nor suffer any heat affected zones. The test fittings
and / or LDD must not cause localized deformation of the ROPS structure.

6.2 Lateral loading.
The principal is that the load should be applied as close as possible to the top of the structure in a way
that represents the top of the vehicle hitting the ground at the ¼ roll position. The loading point is clear
when the top section slopes inward in the car to fit the body shape. The load should be applied across a
maximum length of 30% of the total leg length of the hoop of all designs. Where there are 2 hoops the
load should be applied to both. There must be provision for articulation of the LDD so that the load
distribution is not affected by differential deflections between the hoops.
The load application may be complicated by the radius of the ROPS hoops at the top and other
components shaped to fit the vehicle interior. The LDD should avoid these components and be
constructed in such a way to avoid point loading and local deformation of the tube. The stiffness of the
LDD should be high compared with the ROPS.
The initial direction of the lateral loading shall be perpendicular to a straight section of the main hoop
upright adjacent to the top bend to the horizontal section.
The loading must be applied at less than 5mm/s deflection of the ROPS structure in order to be
considered quasi-static.
The loading is to continue until the specified force level is achieved. The structure shall support this
load for a period of 1 minute or until any deflection has ceased, whichever is shorter. The plastic and
elastic movement of the ROPS should be measured adjacent at the load application point (LAP) at the
point of localized maximum deflection excluding any movement of the test fixtures
The B & C pillar seat belt mounts may not be utilised for this part of the test. This is because the
contribution of the body structure to lateral load resistance is indeterminate.
Lateral load (dual cab ROPS shown) Lateral load (dual cab straight
hoop leg ROPS shown)

6.4 Vertical loading
After completion of the lateral loading, a vertical load shall be applied to the top of the ROPS. The
ROPS structure should not be straightened nor any components replaced.
The centre of the vertical load shall be applied symmetrically with both the longitudinal & lateral
centrelines of the top of the deformed ROPS structure. The load should be distributed uniformly along
all elements of the ROPS structure that would contact a horizontal plane laid across the top of the front
and rear hoops. There must be provision for articulation of the LDD so that the load distribution is not
affected by differential deflections between the hoops.
The vertical load should be applied within +/- 5 degrees of an axis at 90 degrees to the plane of the top
of the ROPS structure (double hoop vehicles) or relative to the roof line of a single hoop vehicle.
Therefore, if the hoop is installed in a vehicle at an angle to the roof, the force should not be applied in
the plane of the ROPS hoop, but in a manner representative of the rollover impact.
The loading must be applied at less than 5mm/s deflection of the ROPS structure. The loading is to
continue until the specified force level is achieved. The structure shall support this load for a period of
1 minute or until any deflection has ceased, whichever is shorter. The plastic and elastic movement of
the ROPS should be measured adjacent at the load application point (LAP) at the point of localized
maximum deflection excluding any movement of the test fixtures
The B & C pillar seat belt mounts may not be utilised for this part of the test. This is because the
contribution of the body structure to vertical load resistance is indeterminate.
Vertical load (single cab ROPS shown)

6.5 Longitudinal loading
The longitudinal load in the case of ROPS for the class of light commercial vehicles covered by this
protocol is different from other vehicles because the A pillar hoop may not be utilised. In this instance,
the vehicle’s original structure absorbs the longitudinal force during a roll. Therefore the primary
requirement for the longitudinal test is to ensure that the ROPS structure has sufficient strength to
maintain the main hoop(s) in a vertical position to sustain the vertical load.
The required longitudinal strength of the stand-alone ROPS structure is further complicated by the
varying longitudinal support given to the ROPS structure by the body shell. For instance a station
wagon body (eg 76 series Landcruiser) offers only the seat belt mounts as longitudinal support.
However, a single cab utility where the hoop is closely constrained at the side and rear by the cabin
structure will give significant longitudinal support to the ROPS structure.
After completion of the vertical loading, a longitudinal load shall be applied to the ROPS. The ROPS
may not be straightened or components replaced in order to properly connect to the test rig.
The longitudinal load shall be applied to the upper structural members of the ROPS distributed
symmetrically about the longitudinal centerline of the ROPS. In the case of a multiple hoop ROPS, the
load shall be applied to the front hoop only.
The B & C pillar seat belt mounts are not utilised for this part of the test. However, a theoretical
strength derived from the seat belt mounts is added to the test result.
The certification requirements of seat belt mounts mean that a minimum longitudinal strength of 13.5
kN is required for each seat belt mount (see ADR 5/05 or UN ECE 14/06), so a longitudinal strength
of 6.75 kN per anchorage point can be assumed. The test apparatus to apply a force limited to the
maximum known limit of the seat belt mounts is complex. An alternative is simply to add 6.75 kN per
certified seat belt anchorage to the test result.
Each seat belt mounting point on the ROPS must be demonstrated to have a minimum longitudinal
strength of 6.75 kN by either testing or design calculation.
The loading must be applied at less than 5mm/s deflection of the ROPS structure. The structure shall
support this load for a period of 1 minute or until any deflection has ceased, whichever is shorter. The
plastic and elastic movement of the ROPS should be measured adjacent at the load application point
(LAP) at the point of localized maximum deflection excluding any movement of the test fixtures
Longitudinal load (dual cab ROPS shown)

7.0 Deformation limits
7.1 Deformation limit
The class of light vehicle covered by this test protocol typically has greater headroom than passenger
vehicles. The headroom also varies significantly from “troop carrier” type vehicles to single cab
utilities. Therefore a survival space or “Deflection Limiting Volume” (DLV) measure of allowable
deformation is more appropriate than specific deformation limits.
The DLV should be that defined by ISO 3164, excluding the foot section.
7.2 Lateral energy absorption

Some test standards include a test to determine minimum energy absorption. This is on the basis that
deformation of the ROPS structure to absorb roll energy is desirable. This absorption of the roll energy
helps to slow or stop the roll. This requirement predominantly exists in standards for equipment ROPS
(eg ISO 3471) or external ROPS structures. In the case of the internal ROPS structures covered by this
protocol, it is believed that energy absorption through deformation of body panels combined with
probable load shedding of the rear load box contents deals adequately with reducing the roll energy
and energy absorption of the ROPS structure does not need to be considered.

8.0 Padding
Any foam or similar padding should be removed from the ROPS structure prior to testing.
However, the installed ROPS should be fitted with padding in all areas where contact from head and /
or limbs is likely. In most cases this will require padding from the elbow point upwards.
The padding should be closed cell foam with a minimum density of 80 kg/m3.
9.0 Component Tracking and Approval

The ROPS structure submitted for test should be accompanied with specification sheets for:
• All steel material use; tube, mounting plates, etc
• Bolts & other connecting material
• Manufacturing specifications on dimensional tolerances, etc.
These documents should be kept on file as a record of the production level of the tested ROPS.
10.0 Measurement, Tracking and Data Acquisition

Equipment used to measure force and deflection shall be generally in accordance with ISO 9248,
except that the force measurement capability shall be within +/- 5% of the maximum value.
Measurements shall be preferably made with electronic data logging equipment at a logging rate of at
least 20 Hz. A graph should be prepared of force / deflection so that an analysis of plastic vs elastic
deformation can be made. A load / displacement graph should be part of the test report.

11.0 Design Changes, alterations
Any change to the design of the ROPS requires repeat physical testing unless:
a. It can be determined that the design change is a minor change to an existing design which was
physically tested, and
b. the changes have no adverse effect on the performance of the ROPS.
12.0 Test Report

The test report shall include:
• ROPS identification details
• Maximum lateral force attained
• Maximum vertical force attained
• Maximum longitudinal force attained
• Test ambient conditions and temperature of ROPS components
• Force – deflection load curve
• Photo of specimen
(before test commencement at the point of each peak load and after each test stage).
• Date of Test
• Name and address of test facility
• Test Engineer’s name
13.0 Reference Documents:

SAE J1100
Anglo American spec 264073
BHP Fatal Risk Protocol
ISO 9248
FMVSS 216
ISO 3471 – 2008
ADR 5/05 (UN ECE 14/06)
ISO 3164


RMA T6 ROPS Physical Test Binder

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Document No.: Created by: Issue Date: Issue No.

BDA-1203-01 D. Gould 5/3/12 1

Roll Over Protection Structure Physical Test

The test specimen was a prototype version made by Brown Davis

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

Contents Page no.

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

Measurements were made as follows:

Lateral 1.5 x 9.81 x gross vehicle weight (Newton)

Typical Lateral Test

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

For the vertical test the ROPS was mounted

Typical Longitudinal Test

Typical Vertical Test

For the longitudinal test the ROPS was mounted on

For the dual cab, C hoop vertical testing was also

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

“B” Pillar Hoop “C” Pillar Hoop

Initial Lateral Unloaded Vertical Unloaded Longitudinal Final

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

Load Type Required Applied Total Hoop Hoop Plastic

Cabin space DLV Clearance Deformation Margin

Vertical 1024 923 (2) 101 47.9 53.1

Lateral 1440 515 x 2 205 (3) 66.2 138.8

Longitudinal n/a - ROPS deforms away from DLV

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

Load Cell PT LPX-25000

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

Ford Ranger T6 ROPS showing Ford Ranger T6 ROPS Vertical Test

Ford Ranger T6 ROPS showing Ford Ranger T6 ROPS at conclusion of tests

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

M [3:02.745] N, 12:26:01 PM, 3/02/2012, , workshop, T6 Lateral [20120203-0314800_1_1_2.ld], T6 Lateral

132 Hoop Displacement [mm] N/A 62.9 129.1 102.7

M [4:23.873] N, 12:24:01 PM, 3/02/2012, , workshop, T6 vertical [20120203-0314800_2.ld], T6 vertical

Hoop Displacement [mm] 68.6 68.5 117.2 103.3

13.5 Ram to Stamp Force [t] 0.00 0.00 12.98 9.22

M [0:36.931] N, 12:25:01 PM, 3/02/2012, , workshop, T6 Longitudinal [20120203-0314800_1_2.ld], T6 Longitudinal

73.2 Hoop Displacement [mm] 68.6 68.2 73.0 69.6

TEST OBJECT Ford Ranger T6 Dual Cab ROPS

PART No. / RMA AUTOMOTIVE PART NUMBER TBA

MANUFACTURER Brown Davis Automotive

CLIENT Brown Davis Automotive

DATE OF TEST 2/2/12

TEST SPECIFICATION RMA test protocol

TEST PERFORMED Lateral, vertical & longitudinal load tests

TEST REPORT BDA 1203-01

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

Test-Trak seeks to be the most professional automotive testing company through:

Key Service Areas

SOUTHERN HEMISPHERE FIELD TESTING OF AUTOMOTIVE SYSTEMS AND COMPONENTS

RMA Group Assembly and Distribution Centre

RMA Group Assembly and Distribution Centre

RMA Group Assembly and Distribution Centre

Typical mining application ROPS with B & C pillar hoops

RMA Group Assembly and Distribution Centre

5.0 Validation Matrix

Lateral Load Force Vertical Load Force Longitudinal Load Force

1.5 x g x GVM 4.0 x g x GVM 1.0 x g x GVM

6.0 Test Methodology

6.1 ROPS mounting

RMA Group Assembly and Distribution Centre