DOT HS 812 933 May 2020

Special Crash Investigations:

Child Restraint System Crash
Investigation;
Vehicle: 2003 Ford Escape;
Location: Utah;
Crash Date: April 2018
 DISCLAIMER

This publication is distributed by the U.S. Department of Transportation, National

Highway Traffic Safety Administration, in the interest of information exchange.
The opinions, findings, and conclusions expressed in this publication are those of
the authors and not necessarily those of the Department of Transportation or the
National Highway Traffic Safety Administration. The United States Government
assumes no liability for its contents or use thereof. If trade or manufacturers’
names are mentioned, it is only because they are considered essential to the object
of the publication and should not be construed as an endorsement. The United
States Government does not endorse products or manufacturers.

Suggested APA Format Citation:

Dynamic Science, Inc. (2020, May). Special Crash Investigations: Child Restraint System Crash
Investigation; Vehicle: 2003 Ford Escape; Location: Utah; Crash Date: April 2018 (Report No.
DOT HS 812 933). National Highway Traffic Safety Administration.
 Technical Report Documentation Page
1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.
DOT HS 812 933
4. Title and Subtitle 5. Report Date:
Special Crash Investigations: Child Restraint System Crash Investigation; May 2020
Vehicle: 2003 Ford Escape;
6. Performing Organization Code
Location: Utah;
Crash Date: April 2018
7. Author 8. Performing Organization Report No.
Dynamic Science, Inc. DS18009
9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)
Dynamic Science, Inc.
26141 Marguerite Parkway, Suite C
Mission Viejo, CA 92692 11. Contract or Grant No.
DTNH22-12-C-0271
12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
National Highway Traffic Safety Administration Technical Report
1200 New Jersey Avenue SE April 2018
Washington, DC 20590
14. Sponsoring Agency Code

15. Supplementary Notes

Each crash represents a unique sequence of events, and generalized conclusions cannot be made concerning the
crashworthiness performance of the involved vehicle(s) or their safety systems. This report and associated case
data are based on information available to the Special Crash Investigation team on the date this report was
published.

16. Abstract
This report documents the investigation of the child restraint systems (CRSs) used by two occupants of a 2003
Ford Escape involved in a multiple-vehicle crash and the disparate injuries sustained by the occupants of the
vehicle. A 2-year-old female occupant restrained in a CRS in the second-row right position sustained severe
injuries and was pronounced deceased on-scene. A 7-month-old female occupant restrained in a CRS in the
second-row left position sustained serious injuries and was hospitalized for 11 days. The 31-year-old male driver
and 30-year-old female front right occupant sustained moderate and serious injuries, respectively, and were
transported and treated for unknown durations. The investigation focused on what role CRS usage played in the
occupants’ kinematics and injury mitigation. The other involved vehicles were a 1999 Dodge RAM driven by a
37-year-old male and occupied by an 8-year-old male and a 38-year-old female, a 2011 Mercedes-Benz E63 AMG
driven by a 63-year-old male and occupied by a 63-year-old female, and a 2015 Toyota Sienna driven by a 32-
year-old male. All four vehicles were traveling southbound. The Ford, Mercedes, and Toyota were stopped in the
left turn lane at the intersection. The Dodge was traveling in a southbound through lane when the driver became
distracted. The Dodge crossed into the left turn lane and the front plane struck the back plane of the Ford. A chain
reaction occurred when the Ford was displaced forward striking the Mercedes, and the Mercedes was displaced
forward, striking the Toyota. The Toyota came to a controlled stop and the other vehicles came to rest engaged in
front-to-back configurations.

17. Key Words 18. Distribution Statement

Document is available to the public
child restraint system, air bag, deployment, injury, fatality from the National Technical
Information Service, www.ntis.gov.
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price
Unclassified Unclassified 31
Form DOT 1700.7 (8-72) Reproduction of completed page authorized

i
 Table of Contents

BACKGROUND .......................................................................................................................1
SUMMARY ...............................................................................................................................2
Crash Site ..............................................................................................................................2
Pre-Crash ..............................................................................................................................2
Crash .....................................................................................................................................2
Post-Crash .............................................................................................................................3
2003 FORD ESCAPE ................................................................................................................4
Description ............................................................................................................................4
Exterior Damage ...................................................................................................................4
Event Data Recorder .............................................................................................................5
Child Restraint Systems.........................................................................................................6
Interior Damage ....................................................................................................................8
Manual Restraint Systems .....................................................................................................8
Supplemental Restraint Systems ............................................................................................8
NHTSA Recalls and Investigations........................................................................................9
2003 FORD ESCAPE OCCUPANTS .......................................................................................9
Driver Demographics ............................................................................................................9
Driver Injuries .......................................................................................................................9
Driver Kinematics ...............................................................................................................10
Front Row Right Occupant Demographics...........................................................................10
Front Row Right Occupant Injuries .....................................................................................10
Front Row Right Occupant Kinematics ...............................................................................11
Second Row Left Occupant Demographics ..........................................................................11
Second Row Left Occupant Injuries ....................................................................................11
Second Row Left Occupant Kinematics ...............................................................................12
Second Row Right Occupant Demographics .......................................................................12
Second Row Right Occupant Injuries ..................................................................................13
Second Row Right Occupant Kinematics ............................................................................14
1999 DODGE RAM 3500 ........................................................................................................14
Description ..........................................................................................................................14
Exterior Damage .................................................................................................................15
Occupant Data .....................................................................................................................15
2011 MERCEDES-BENZ E63 AMG......................................................................................15
Description ..........................................................................................................................15
Exterior Damage .................................................................................................................15
Occupant Data .....................................................................................................................15

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2015 TOYOTA SIENNA .........................................................................................................15
Description ..........................................................................................................................15
Exterior Damage .................................................................................................................15
Occupant Data .....................................................................................................................15
CRASH DIAGRAM ................................................................................................................16
APPENDIX: 2003 Ford Escape Event Data Recorder (EDR) Report ...............................1

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 Special Crash Investigations
Child Restraint System Crash Investigation
Case Number: DS18009
Vehicle: 2003 Ford Escape
Location: Utah
Crash Date: April 2018

BACKGROUND

This report documents the investigation of the

child restraint systems (CRSs) used by two
occupants of a 2003 Ford Escape (Figure 1)
involved in a multiple-vehicle crash and the
disparate injuries sustained by the occupants of
the vehicle. A 2-year-old female occupant
restrained in a CRS in the second-row right
position sustained severe injuries and was
pronounced deceased on-scene. A 7-month-old
female occupant restrained in a CRS in the
second-row left position sustained serious injuries
and was hospitalized for 11 days. The 31-year-old
male driver and the 30-year-old female front right Figure 1. The 2003 Ford Escape.
occupant sustained moderate and serious injuries,
respectively, and were transported and treated for unknown durations. The investigation focused
on what role CRS usage played in the occupants’ kinematics and injury mitigation. The
investigation was initiated by the Special Crash Investigations (SCI) group of the National
Highway Traffic Safety Administration in May 2018 in response to a notification by Dynamic
Science, Inc., identifying the incident in an online news article. SCI obtained the police report,
on-scene photos and permission to inspect the Ford and CRSs. The inspections were completed
in May 2018. The Ford was supported by the Bosch Crash Data Retrieval (CDR) system and the
vehicle’s event data recorder (EDR) was imaged during the inspection.

The crash involved four vehicles and occurred during an afternoon in April 2018. The crash site
was a four-leg intersection in a suburban mixed use area in Utah. All four vehicles were traveling
in the southbound lanes where the posted speed limit was 80 km/h (50 mph). The other vehicles
included a 1999 Dodge RAM driven by a 37-year-old male and occupied by an 8-year-old male
and a 38-year-old female, a 2011 Mercedes-Benz E63 AMG driven by a 63-year-old male and
occupied by a 63-year-old female, and a 2015 Toyota Sienna driven by a 32-year-old male. The
Ford, Mercedes, and Toyota were stopped in the left turn lane at the intersection. The Dodge was
traveling in a southbound through lane when the driver became distracted, the vehicle crossed
into the left turn lane and the front plane of the Dodge struck the back plane of the Ford. A chain
reaction of events occurred when the Ford was displaced forward striking the Mercedes, and the
Mercedes was displaced forward striking the Toyota. The Toyota proceeded through the
intersection and came to a controlled stop and the other vehicles came to rest engaged in front-to-
back configurations.

1
The 2-year-old female occupant of the Ford restrained in a CRS was pronounced deceased on-
scene, the 31-year-old male driver and 30-year-old female were transported by ambulance, and
the 7-month-old female restrained in a CRS was transported by helicopter. The driver of the
Dodge was transported by ambulance and the other occupants were transported by private
vehicle. The occupants of the Mercedes were transported by ambulance and the driver of the
Toyota was not transported. All four vehicles were towed due to damage.

SUMMARY

Crash Site
The crash site was a four-leg intersection including a two-way, non-divided north/south roadway
and a two-way, non-divided east/west roadway (Figure 2). The intersection was configured with
three-phase overhead traffic signals for all
directions of travel. The southbound approach to
the intersection was configured with a shared right
turn lane/bike lane, two through lanes, and a left
turn lane. This roadway was straight and level.
The through lanes were separated by a dashed
white painted stripe and the turn lanes were
bordered by solid white painted stripes. Lane
markings including a solid white painted stripe
and white painted arrows began 41 m (135 ft)
north of the stop line. The asphalt surface and Figure 2. Crash site looking south.
painted stripes for all roadways were in good
condition. The posted speed limit was 80 km/h (50 mph) and conditions at the time of the crash
were daylight, clear, and dry. A crash diagram is included at the end of this report.

Pre-Crash
The Toyota was lead vehicle facing south and stopped at the stop line of the intersection,
followed by the Mercedes and the Ford. The Dodge approached the intersection traveling
southbound in the third lane from the right at a witness-estimated speed at or near the speed limit
of 80 km/h (50 mph). According to the police report, the driver of the Dodge became distracted
when the female occupant placed her hand on his shoulder and he turned his head in response.
The vehicle traveled into the left turn lane on a trajectory approaching the Ford. The evidence
suggested the driver of the Dodge took no evasive action. In a police interview he indicated his
next recollection was the deployment of his frontal air bag.

Crash
The crash included three events. The front plane of the Dodge struck the back plane of the Ford
(Event 1), the Ford was displaced in a forward trajectory where its front plane struck the back
plane of the Mercedes (Event 2), and the Mercedes was displaced in a forward trajectory where
its front plane struck the back plane of the Toyota (Event 3). Police-reported evidence indicated
the Ford traveled 20 m (66 ft) from point of impact to final rest, the Dodge traveled 21 m (69 ft)
from point of impact to final rest, the Mercedes traveled 16 m (52 ft) from point of impact to
final rest, and the Toyota traveled an unknown distance from point of impact to final rest as it
was driven through the intersection and came to a controlled stop. The Dodge, Ford, and

2
Mercedes came to rest in a linear configuration with the Mercedes having been displaced slightly
right and the Ford and Dodge having rotated slightly clockwise. The Ford’s back plane remained
engaged with the Dodge’s front plane and its front
plane remained engaged with the Mercedes’ back
plane (Figure 3).

For the Ford in Event 1, the “Missing” algorithm

of the WinSMASH program calculated a total
delta V of 137 km/h (85 mph), longitudinal delta V
of 137 km/h (85 mph), lateral delta V of 0 km/h
and a barrier equivalent speed (BES) of 104 km/h
(65 mph). The collision fits the model but the
results appear high. The vehicle’s EDR report did
not include delta V data for this event.
Figure 3. Final rest overhead view looking
For the Dodge in Event 1, WinSMASH calculated east (police photo).
a total delta V of 58 km/h (36 mph), longitudinal
delta V of -58 km/h (-36 mph), lateral delta V of 0
km/h and a BES of 82 km/h (51 mph). The results for the Dodge fit the model and appear
reasonable.

For the Ford in Event 2, the “Missing” algorithm of the WinSMASH program calculated a total
delta V of 23 km/h (14 mph), longitudinal delta V of -23 km/h (-14 mph), lateral delta V of 0
km/h and a BES of 20 km/h (12 mph). According to the vehicle’s EDR, this was a deployment
level event. The collision fits the model and the results appear reasonable.

The Ford’s EDR report included a maximum longitudinal delta V of 2.40 km/h (1.49 mph) at 75
ms. Since the EDR was not configured for rear impacts it is presumed the velocity change data
was related to the frontal impact for Event 2. The delta V data appears inconsistent with the crash
dynamics given the severity of the crash. It should be noted the crash pulse data timed out at 116
and the air bags deployed at 174.25 ms. This suggests the velocity change was under- reported
because the maximum velocity change occurred after the crash pulse data timed out. For the
Mercedes in Event 2, WinSMASH calculated a total delta V of 21 km/h (13 mph), longitudinal
delta V of 21 km/h (13 mph), lateral delta V of 0 and a BES of 24 km/h (15 mph). The results fit
the model and appear reasonable.

Post-Crash
Following the crash, the driver of the Ford exited the vehicle through the left front door and was
assisted to the roadside by a passerby. He sustained moderate injuries, was transported by
ambulance to a local hospital, and was treated for an unknown duration. The front right occupant
was removed from the vehicle while unconscious through her side door after emergency
responders cut her seat belt. She sustained serious injuries, was transported by ambulance to a
local hospital, and admitted for an unknown duration. The second row left occupant was
removed while unconscious through her side door after responders cut the shoulder straps of her
CRS harness. She sustained serious injuries, was transported by helicopter to a hospital, and
admitted for 11 days. The second-row right occupant was pronounced deceased prior to being

3
removed from the vehicle. She was transported by ambulance to a local hospital and an autopsy
was performed.

The driver of the Dodge was transported by ambulance and the other occupants were transported
by private vehicles. The occupants of the Mercedes were transported by ambulance and the
driver of the Toyota was not transported. All four vehicles were towed due to damage.

2003 FORD ESCAPE

Description
The 2003 Ford Escape was a 4-door sport utility vehicle (SUV) identified by the Vehicle
Identification Number (VIN) 1FMCU93113Kxxxxxx. It was manufactured in December 2002
and the odometer reading was 245,465 km (152,525 mi). The vehicle was equipped with a 3.0-
liter, 6-cylinder gasoline engine, 4-wheel drive and antilock brakes. The vehicle manufacturer
recommended P235/70R16 tires with a recommended pressure of 205 kPa (30 psi) for the front
and rear. The Ford was equipped with Michelin LTX M/S2 tires of the recommended size
manufactured in 2015 (rear) and 2016 (front).

The vehicle was configured with two rows of seating for five occupants. The front row was
equipped with bucket seats and adjustable head restraints. The driver’s seat cushion was in the
middle track position and the seat back was reclined following the crash. The head restraint had
been removed. The front right passenger’s seat cushion was in the middle track position. The
seat back was deformed forward and rotated slightly clockwise, and revealed evidence of loading
from the second-row right occupant. The head restraint was present and unremarkable. The
second row was configured with a 60/40 split bench seat with folding and adjustable head
restraints for the outboard seat positions. The left and center seat backs were displaced and
deformed forward by intrusion of the cargo area. The left position head restraint was unevenly
inserted into the seat back in a slanted configuration. Attached to the head restraint was an Eddie
Bauer First Adventure dual-facing mirror. The right seat back was displaced forward to a fully
upright position and the head restraint was in contact with the intruding roof header. The left and
right seat positions were equipped with Lower Anchors and Tethers for Children (LATCH)
anchorage systems to be used for installing
LATCH-equipped CRSs. The lower anchors were
located in the seat bight and the tether anchors
were positioned behind the seating position on the
backlight headliner of the cargo area. Both
LATCH systems in the second row were used to
secured CRSs at the time of the crash. This is
discussed further in the Manual Restraint Systems
and CRS discussions in this report.

Exterior Damage
The Ford sustained severe damage to the back
plane damage caused by the impact with the Figure 4. Right side view, the 2003 Ford
Dodge in Event 1. Direct damage was distributed Escape.
laterally from bumper corner to bumper corner and

4
vertically from frame to above the belt line. Both rear tires were displaced forward in restricted
positions shortening the wheelbase. The rear hatch was jammed shut. Induced damage extended
to the left, right, top and bottom planes. The back bumper fascia was displaced and the backing
bar was used to measure crush. Ten measurements were taken at bumper level by the Nikon
Total Station and the Faro Blitz program computed crush measurements in six increments as
follows: C1 = 63 cm (24.8 in), C2 = 89 cm (35.0 in), C3 = 101 cm (39.8 in), C4 = 107 cm (42.1 in),
C5 = 108 cm (42.5 in), and C6 = 110 cm (43.3 in). Maximum crush located at the back right
bumper corner and the Collision Deformation Classification (CDC) for the Ford in Event 2 was
06BDAW6 (Figure 4).

The Ford sustained minor damage to the front

plane damage caused by the impact with the
Mercedes in Event 2. Direct damage was
distributed laterally from bumper corner to
bumper corner and vertically from frame to above
the belt line. The front bumper fascia was
displaced and the backing bar was used to
measure crush. Thirteen measurements were taken
at bumper level by the Nikon Total Station and the
Faro Blitz program computed crush measurements
in six increments as follows: C1 = 0 cm, C2 = 2 cm
(0.8 in), C3 = 14 cm (5.5 in), C4 = 11 cm (4.3 in),
C5 = 7 cm (2.8 in), and C6 = 5 cm (2.0 in). Figure 5. Front view, the 2003 Ford
Maximum crush located 15 cm (5.9 in) left of the Escape.
longitudinal centerline and the CDC for the Ford
in Event 2 was 12FDEW1 (Figure 5).

Event Data Recorder

The Ford’s EDR was imaged during the vehicle
inspection using the Data Link Connector (DLC)
method and CDR software version 17.7.1. and
reported using version 19.3. The EDR report
included limited data common among pre-1999
General Motors restraint control modules (RMCs).
The module recorded longitudinal deceleration
data for the purpose of understanding the input
data the RCM used to determine whether or not to
deploy restraint devices. The EDR recovered one
deployment event in which the frontal air bags and Figure 6. Baby Trend Flex-Loc ISS.
seat belt pretensioners deployed at 174.25
milliseconds (ms). No Diagnostic Trouble Codes (DTCs) were active when the event occurred.
The complete EDR report is included in this report as Appendix A.

5
Child Restraint Systems
Baby Trend Flex-Loc Infant Safety Seat (ISS)
The 7-month-old female was seated in a Baby Trend Flex-Loc ISS (Figure 6) identified by the
model number TJ98017 with a manufacture date of August 15, 2012. This ISS was configured as
a rear-facing-only seat with a removable stay-in-vehicle base, adjustable 5-point harness system,
removable seat pad, canopy, adjustable carry handle, height-adjustable back, one set of
adjustable harness slots, seat angle indicator and LATCH (lower anchors only, no tether). The
ISS was intended to be installed using either LATCH or the vehicle’s seat belt and with or
without the base. In this case the CRS was installed using the base and LATCH on the second
row left seat cushion. The LATCH connectors were attached to the left and right LATCH
anchors, spaced 24 cm (15 in) apart.

The Baby Trend was found installed in the second

row left seat position of the Ford at the time of the
SCI vehicle inspection. Both lower latch
attachments were in place on the anchors. It
appeared to have been installed with no slack in
the LATCH straps. The harness shoulder straps
were positioned through the available set of slots
and the seat back was set to 2/3 of maximum
height. Both harness shoulder straps were cut
during post-crash activities. The buckle and
retainer clip were in place. They were examined
for functionality and exhibited no damage. At
impact with the Dodge in Event 1, the ISS was Figure 7. Baby Trend Flex-Loc ISS
displaced forward and compressed between the shell with damage.
second row left seat cushion and back, and the
front row left seat back. The compression caused damage to the ISS as follows: The carry handle
was bent and discolored beginning at the upper aspect and extending 7 cm (2.8 inches to the left.
The handle was discolored in an area measuring 6 x 6 cm (2.4 x 2.4 in) located at the left release
button. The shell sustained a linear fracture measuring 17 cm (6.7 in) located on the right aspect
lateral to the adjustable back and just below the headrest. The shell sustained a multi-directional
fracture measuring 17 cm (6.7 in) total located around the slot where the right harness strap fed
through the bottom. The right aspect of the shell lateral to the seat area was bent 8 cm (3.1 in) to
the left. The left side, right side, and seating area of the shell revealed multiple areas of
discolored plastic caused by stress deformation and occupant loading (Figure 7).

Labeling on the CRS indicated the seat was intended for use by children meeting the following
parameters:

• 5 - 30 lbs (2.2 - 13.6 kg)

• 30 inches (76.2 cm) or less
The 7-month-old female occupant met the weight and height parameters. The occupant’s injuries
were consistent with the crash severity and reduction of space in the second row caused by
intrusion. The investigation revealed no evidence that this safety seat’s functionality or usage
contributed to the occupant’s injuries.

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Safety 1st Everfit 3-In-1 CRS
The Safety 1st Everfit CRS (Figure 8) was
identified by the model number CC150-EHZ with
a manufacture date of 3/7/2017. The Everfit was a
combination type CRS intended to be used rear-
facing, forward-facing or as a belt-positioning
booster safety seat. It was configured with an
adjustable 5-point-harness system, adjustable
headrest, recline adjustment handle, removable
seat pad, cup holders, one set of adjustable harness
slots, seat angle indicator and LATCH. The CRS
was designed to be installed using either LATCH
or the vehicle’s seat belt. In this case the CRS was
installed forward-facing on the second-row right Figure 8. Safety 1st Everfit CRS.
seat cushion using LATCH and the 5-point
harness system. The LATCH connectors were
attached to the left and right LATCH anchors spaced 24 cm (15 in) apart. The lower connectors
appeared to have been installed with no slack in the LATCH straps. The tether strap was used
incorrectly. Instead of being attached to the available tether anchor located at the backlight
headliner it was routed behind the vehicle seat back and attached to seat hardware. The vehicle’s
head restraint was in place and the tether passed between the head restraint and seat back.
According to the vehicle owner’s manual, the head restraint should be removed and stowed when
the tether is used. Labeling on the CRS indicated the seat was intended for use by children
meeting the following parameters:

• 22 - 40 lbs (10.1 - 18.0 kg)

• 29 - 43 inches (73.6 - 110.1 cm)
• At least 1 year old

The 2-year-old female occupant met the weight,

height, and age parameters.

The CRS inspection revealed evidence of damage

to the harness system and shell. The left shoulder
strap had been cut during post-crash activities. The
shell had been compressed between the intruding Figure 9. Safety 1st Everfit CRS shell with
second row seat back and the front row right seat damage.
back, and the seat cushion and intruding roof
header causing fracturing and deformation particularly in the seating area of the shell. The
seating area of the shell was bent up and back relative to the back rest (Figure 9). A linear
fracture measuring 12 cm (4.7 in) in length began at the left slot for the forward-facing belt path
and extended downward to the seating area. The shell exhibited areas of discoloration in the
plastic. The upper aspect of the headrest revealed scuff marks and fabric transfers caused by
contact with the vehicle roof header. The occupant’s injuries were consistent with the crash
severity and reduction of space in the second row caused by intrusion. The investigation revealed
no evidence that this safety seat’s functionality or usage contributed to the occupant’s injuries.

7
Interior Damage
The Ford sustained interior damage resulting from impact forces, air bag deployments and
occupant contacts. The windshield was fractured, the second-row rear windows, backlight and
right side windows were disintegrated. The front row seat belts revealed evidence of pretensioner
actuation and occupant loading, the frontal air bags deployed, all five seat backs were deformed
by impact forces or occupant loading and the front
row right seat back revealed occupant contact from
the second-row right occupant (Figure 10). The
roof header was buckled by impact forces. The left
side doors were sprung and would not close or
latch. The right front door hinges were separated
during post-crash activities and the right rear door
was jammed shut. The front row was reduced by
vertical intrusion of the roof header and lateral
intrusion of the right roof side rail. The second row
was reduced by longitudinal intrusion of the seat
backs and seat cushions, lateral intrusion of the
right B-pillar and right roof side rail and vertical
intrusion of the roof. The cargo area was reduced Figure 10. Interior second-row view from
by longitudinal intrusion of the backlight header the driver’s side.
and rear hatch.

Manual Restraint Systems

The front row was equipped with driver and front right passenger lap and shoulder seat belts.
The driver’s belt was equipped with continuous loop belt webbing, a sliding latch plate,
emergency locking retractor (ELR), and an adjustable D-ring in the full-up position. The front
right occupant’s seat belt was configured similar to the driver’s with the addition of a switchable
automatic locking retractor/ELR retractor and an adjustable D-ring in the full-down position. The
front row belts were configured with retractor-mounted seat belt pretensioners which, according
to the EDR report, actuated at 174.25 ms of the Event 2 frontal impact with the Mercedes (the
EDR was not configured for rear impacts). Examination of the belt assemblies confirmed both
front row occupants were belted at impact. The driver’s belt assembly revealed scuff marks
caused by loading at the D-ring, latch plate and webbing. The front right occupant’s belt was cut
during post-crash activities and the webbing, latch plate and D-ring trim were missing at the time
of the inspection. The D-ring revealed evidence of occupant loading.

The second row was configured with lap and shoulder seat belts for all three seat positions.
These belts were not used by the occupants in the second row at the time of the crash. Both CRSs
were installed using LATCH.

Supplemental Restraint Systems

The Ford’s supplemental restraint systems (SRSs) included driver’s and passenger’s frontal and
seat-mounted side impact air bags. The frontal air bags deployed at impact with the Mercedes at
174.25 ms of Event 2. The driver’s frontal air bag deployed from the steering wheel hub. It was
configured with two vent ports and two tethers, and was unremarkable. The passenger’s frontal
air bag deployed from the top right instrument panel. It was configured with two vent ports and

8
exhibited dried blood deposits on the lower aspect of the front panel. The seat-mounted side
impact air bags did not deploy.

NHTSA Recalls and Investigations

A query using the Ford’s VIN revealed no open recalls as of January 2020.

2003 FORD ESCAPE OCCUPANTS

Driver Demographics
Age/sex: 31 years/male
Height: Unknown
Weight: Unknown
Eyewear: Unknown
Seat type: Bucket
Seat track position: Middle
Manual restraint usage: Lap and shoulder seat belt used
Usage source: Vehicle inspection
Air bags: Frontal air bag deployed, seat-mounted side air bag not deployed
Alcohol/drug data: None
Egress from vehicle: Exited under own power
Transport from scene: Ambulance to hospital
Type of medical treatment: Treated, duration unknown

Driver Injuries
Injury Involved IPC
Injury
Injury Severity AIS Physical Components Confidence
No.
2015 (IPC) Level

1 Fracture NFS, thoracic spine 650416.2 Seat back Probable

2 Fractures NFS, ribs 450210.2 Seat back Probable

3 Abrasion, right face 210202.1 Frontal air bag Probable

4 Abrasion, right wrist 710202.1 Frontal air bag Possible

Minor lacerations and

Door panel, unknown
5 abrasions, left upper arm and 710602.1 Probable
quadrant
elbow

Shoulder portion seat

6 Abrasion, left shoulder 710202.1 Certain
belt
Source: police report.

9
Driver Kinematics
The belted 31-year-old male driver was seated in an unknown posture while braking the stopped
vehicle at a red traffic signal. At impact with the Dodge, the driver was displaced rearward in
response to the direction of force. He loaded the seat back and the seat back was contacted by the
CRS in the second row left position. The driver sustained unspecified fractures to the spine and
ribs. The Ford was displaced forward striking the vehicle stopped ahead and the driver was
displaced forward in response to the direction of force. His frontal air bag deployed and seat belt
pretensioner actuated. He loaded the belt with his chest and loaded the deployed air bag with his
chest, face and head. He sustained abrasions to the face and left shoulder. The driver remained
held in place in his seated position by the pretensioned belt until the vehicle came to rest. He
exited the vehicle and was assisted out of the street and to the curb by a passerby. The driver was
transported by ambulance to a local hospital where he was treated for an unknown duration.

Front Row Right Occupant Demographics

Age/sex: 30 years/female
Height: Unknown
Weight: 59 kg (130 lb)
Eyewear: Unknown
Seat type: Bucket
Seat track position: Middle
Manual restraint usage: Lap and shoulder seat belt used
Usage source: Vehicle inspection
Air bags: Frontal air bag deployed, seat-mounted side air bag not deployed
Alcohol/drug data: None
Egress from vehicle: Removed while unconscious
Transport from scene: Ambulance to hospital
Type of medical treatment: Hospitalized, duration unknown

Front Row Right Occupant Injuries

Injury Involved IPC
Injury
Injury Severity AIS Physical Components Confidence
No.
2015 (IPC) Level

Cerebral concussion with

1 coma lasting greater than 6 161009.3 Head restraint Probable
hours

2 Abrasions, bilateral hands

710202.1 Instrument panel Possible
3
4 Abrasions and contusions, Lap portion seat belt Certain
bilateral hips 810202.1
5
Source: EMS, police report.

10
Front Row Right Occupant Kinematics
The belted 30-year-old female occupant was seated in an unknown posture in the stopped
vehicle. At impact with the Dodge, the occupant was displaced rearward in response to the
direction of force. She loaded the seat back and head restraint and the seat back was contacted by
the occupant and the CRS in the second-row right position. She sustained a cerebral concussion
with loss of consciousness. The Ford was displaced forward striking the vehicle stopped ahead
and the occupant was displaced forward in response to the direction of force. Her frontal air bag
deployed and seat belt pretensioner actuated. She loaded the belt with her chest and loaded the
deployed air bag with her chest, face and head depositing blood deposits on the front panel. She
sustained abrasions and contusions to her hips. The occupant remained held in place in her seated
position by the pretensioned belt until the vehicle came to rest. She was removed from the
vehicle while unconscious by emergency responders through the right-side door and transported
by ambulance to a local hospital where she was admitted for treatment of an unknown duration.

Second Row Left Occupant Demographics

Age/sex: 7 Months/female
Height: 69 cm (27 in)
Weight: 8 kg (18 lb)
Eyewear: None
Seat type: Split bench with folding backs
Seat track position: Not adjustable
Manual restraint usage: LATCH with rear-facing CRS and 5-point harness
Usage source: Vehicle inspection
Air bags: None available
Egress from vehicle: Removed from vehicle due to age
Transport from scene: Helicopter to hospital
Type of medical treatment: Hospitalized for 11 days

Second Row Left Occupant Injuries

Injury Involved IPC
Injury
Injury Severity AIS Physical Components Confidence
No. 2015 (IPC) Level
Complex fractures, basilar
skull, extending from left
1 150200.3 Seat back Probable
orbital roof to left
squamosal suture, displaced

Intraparenchymal
2 hemorrhage, cerebrum, left 140638.3 Seat back Probable
frontal lobe
Subdural hemorrhage, left
3 140650.3 Seat back Probable
front
4 Cephalhematoma NFS 140630.3 Seat back Probable

11
 Injury Involved IPC
Injury
Injury Severity AIS Physical Components Confidence
No. 2015 (IPC) Level
Fractures, vault skull,
calvarial sagittal suture
5 extending to posterior left 150402.2 Seat back Probable
parietal and left lambdoid
suture

Subgaleal hematoma,
6 110402.1 Seat back Probable
cerebrum
Hematoma, left periorbital,
7 210402.1 Seat back Probable
upper eyelid
Source: medical records.

Second Row Left Occupant Kinematics

The occupant was restrained in a rear-facing CRS with a 5-point harness system. At impact with
the other vehicle, the occupant and CRS were displaced toward the rear of the vehicle in response
to the direction of force loading the CRS shell, harness and the vehicle’s seat back. The second-
row seat back intruded longitudinally in a forward direction reducing the occupant space and
compressing the occupant and CRS shell. She sustained complex fractures of the basilar and
vault skull, as well as multiple cerebral hemorrhages and hematomas. The Ford was displaced
forward striking the stopped vehicle ahead and the occupant and CRS were displaced forward in
response to the direction of force contacting the front row seat back and further loading the CRS
shell. The occupant remained held in place by the CRS harness until the vehicle came to rest.
She was removed by emergency responders due to her age and perceived serious injuries and
transported by helicopter to a hospital where she was admitted for treatment for eleven days.

Second Row Right Occupant Demographics

Age/sex: 2 Years/female
Height: 93 cm (36 in)
Weight: 15 kg (33 lb)
Eyewear: None
Seat type: Split bench with folding backs
Seat track position: Not adjustable
Manual restraint usage: LATCH with forward-facing CRS and 5-point harness
Usage source: Vehicle inspection
Air bags: None available
Egress from vehicle: Removed from vehicle after being declared deceased
Transport from scene: Ambulance to hospital
Type of medical treatment: None, declared deceased on-scene

12
Second Row Right Occupant Injuries
Injury Involved IPC
Injury
Injury Severity AIS Physical Components Confidence
No.
2015 (IPC) Level

Fractures, comminuted and Critical IPC 2-point

Probable
1 linear, basilar involving all 150206.4 Second row seat back,
Probable
cranial fossae front row seat back

Critical IPC 2-point

Laceration, basilar portions Probable
2 140688.3 Second row seat back,
of the frontal lobes, brain Probable
front row seat back

Fracture, depressed, left

Critical IPC 2-point
frontal skull, with linear
3 150404.3 Second row seat back, Probable
fracture to left posterior
front row seat back
parietal skull

Subarachnoid hemorrhage, Critical IPC 2-point

Probable
4 right inferior temporal lobe, 140693.2 Second row seat back,
Probable
cerebrum front row seat back

Critical IPC 2-point

Fracture, displaced, maxilla Probable
5 250800.2 Second row seat back,
with laceration Probable
front row seat back

Subscapular and subgaleal

hemorrhage of the left
6 frontal, left parietal and 110402.1 CRS shell Probable
central occipital regions,
scalp

7 Fracture, nasal bone 251000.1 Front seat back Probable

Abrasions, contusions and
8 210202.1 Front seat back Certain
lacerations, face

Abrasions and contusions,

9 310202.1 CRS harness Certain
left neck

Abrasions and contusions,

10 510202.1 CRS harness Certain
abdomen

13
 Injury Involved IPC
Injury
Injury Severity AIS Physical Components Confidence
No.
2015 (IPC) Level
Abrasions and contusions,
11 710402.1 CRS harness Certain
bilateral shoulders
Contusion, right posterior
12 710402.1 CRS shell Probable
forearm
Laceration, minor, right
13 710602.1 Fractured glass Possible
anterior wrist

14 Contusions, left thigh 810402.1 Front row seat back Probable

15 Contusions, left lower leg 810402.1 Front row seat back Probable
Source: autopsy report.

Second Row Right Occupant Kinematics

The occupant was restrained in a forward-facing
CRS with a 5-point harness system. At impact
with the other vehicle, the occupant and CRS were
displaced rearward in response to the direction of
force loading the CRS shell, harness and vehicle
seat back. The front and second row seat backs
intruded longitudinally and the roof intruded
vertically reducing the occupant space and
compressing the CRS shell. The Ford was
displaced forward striking the vehicle stopped
ahead and the occupant and CRS were displaced Figure 11. The 1999 Dodge Ram 3500
forward in response to the direction of force (police photo).
further loading the CRS shell. The occupant’s
head and face contacted the front row right seat back causing injuries including complex
fractures to the basilar and vault skull, fractures to the face, lacerations and hemorrhages to the
brain, and multiple abrasions, contusions and lacerations to the face, torso and extremities. She
loaded the CRS harness causing abrasions and contusions to the neck, shoulders and chest. The
occupant remained held in place by the CRS harness until the vehicle came to rest. She was
declared deceased on-scene prior to her being removed by emergency responders and transported
by ambulance to a local hospital.

1999 DODGE RAM 3500

Description
The 1999 Dodge RAM 3500 (Figure 11) was a full-size pickup identified in the police report by
the VIN 3B6MF366XXMxxxxxx. The Dodge was manufactured as an incomplete cab/chassis
vehicle and equipped with aftermarket tool boxes and cargo bed for use as a city utility service
vehicle. It was configured with a 6-cylinder, 5.9-liter diesel engine and hydraulic brakes. The
police verified a vehicle weight of 4,082 kg (9,000 lb).

14
Exterior Damage
The Dodge sustained moderate front plane damage caused at impact with the Ford in Event 1.
Damage at front bumper level was distributed laterally from corner to corner and the estimated
CDC was 12FDEW2.

Occupant Data
According to the police report, the occupants of the GMC included an unbelted 37-year-old male
driver, a belted 8-year-old male and a belted 38-year-old female occupant. All three occupants
sustained police-reported non-incapacitating injuries. The driver was transported by ambulance
and the other occupants were transported by private vehicle to a local hospital. Their level and
duration of treatment was unknown.

2011 MERCEDES-BENZ E63 AMG

Description
The 2011 Mercedes-Benz E63 AMG was a full-size sedan identified in the police report by the
VIN WDDHF7HB0BAxxxxxx. The vehicle was configured with an 8-cylinder, 6.2-liter gas
engine and rear-wheel drive.

Exterior Damage
The Mercedes sustained minor back plane damage caused at impact with the Ford and minor
front plane damage caused at impact with the Toyota (Figure 12). The estimated CDC for the
Mercedes in Event 2 was 06BDEW1 and the CDC in Event 3 was 12FDEW1.

Occupant Data
According to the police report, the occupants of
the Mercedes included a belted 63-year-old male
driver and belted 63-year-old female passenger
who sustained police-reported incapacitating
injuries and were transported by ambulance to a
local hospital. Their level and duration of
treatment was unknown.

2015 TOYOTA SIENNA

Figure 12. The 2011 Mercedes-Benz E63
Description AMG (police photo).
The 2015 Toyota Sienna was a passenger van
identified in the police report by the VIN 5TDKK3DC5FSxxxxxx. The vehicle was configured
with a 6-cylinder, 3.5-liter gas engine and front-wheel drive.

Exterior Damage
The Toyota sustained unspecified damage to the back plane caused at impact with the Mercedes
in Event 3.

Occupant Data
According to the police report, the driver of the Toyota was a belted 32-year-old male who was
not injured or transported.

15
CRASH DIAGRAM

16
 1
APPENDIX: 2003 Ford Escape Event Data Recorder (EDR) Report

1
The EDR Report contained in this technical report was imaged using the current version of the Bosch CDR
software at the time of the vehicle inspection. The CDR report contained in the Crash View application may differ
relative to this report.

1
IMPORTANT NOTICE: Robert Bosch LLC and the manufacturers whose vehicles are accessible using the CDR System urge
end users to use the latest production release of the Crash Data Retrieval system software when viewing, printing or exporting
any retrieved data from within the CDR program. Using the latest version of the CDR software is the best way to ensure that
retrieved data has been translated using the most current information provided by the manufacturers of the vehicles supported
by this product.

CDR File Information

User Entered VIN 1FMCU93113K******
User
Case Number
EDR Data Imaging Date
Crash Date
Filename DS18009_V1_ACM.CDRX
Saved on
Imaged with CDR version Crash Data Retrieval Tool 17.7.1
Imaged with Software Licensed to (Company
NHTSA
Name)
Reported with CDR version Crash Data Retrieval Tool 19.3
Reported with Software Licensed to (Company
NHTSA
Name)
EDR Device Type Airbag Control Module
Deployment
Event(s) recovered

Comments
No comments entered.

The retrieval of this data has been authorized by the vehicle's owner, or other legal authority such as a court order or search
warrant, as indicated by the CDR tool user on .

Data Limitations
Important Limitations on Bosch Crash Data Retrieval (CDR) Tool Capabilities.

Disclaimer: This Restraint Control Module (RCM) records longitudinal deceleration data for the purpose of understanding the input
data the Restraint Control Module used to determine whether or not to deploy restraint devices. This module does not record
vehicle speed, throttle position, brake on-off, and other data, which may be recorded in some 1999 model year and later General
Motors modules. The deceleration data recorded by Ford's module during a crash can subsequently be mathematically integrated
into a longitudinal Delta-V. Delta-V is the change in velocity during the recording time and is NOT the speed the vehicle was
traveling before the accident, and is also not the Barrier Equivalent Velocity. The Bosch CDR Tool will read and interpret both
acceleration in G's and Delta-V in mph. RCM's in Ford vehicles that can be read by the Bosch CDR tool are listed in the Bosch
Help Files.

Important

If there is any question that the restraint system did not perform as it was designed to perform, please read the system only through
the diagnostic link connector. The Bosch CDR kit provides an RCM interface cable to plug directly into the restraint control module.
The Bosch CDR RCM Interface Cable connects only power, ground, and memory read pins to the relevant vehicle restraint control
module. The other RCM pins normally connect to inputs, such as sensors, and outputs, such as airbags, are not connected when
you use the RCM Interface Cable to plug directly into the module. Since the vehicle restraint control module is constantly
monitoring airbag system readiness (when powered), it will detect that the sensors and airbags are not connected. The restraint
control module may record a new diagnostic trouble code into memory for each device that is not connected. These new
diagnostic trouble codes may record over previously written diagnostic trouble codes present prior to the accident and spoil
evidence necessary to determine if the restraint system performed in the accident as it was designed to perform. Not only could
this prevent Ford from being able to determine if the system performed as it was designed to perform, but, regardless of innocent
inadvertence, you could raise issues of evidence spoliation in any litigation that may arise out of the accident. If you cannot read
the module via the diagnostic link connector, and if you suspect improper system performance, contact Ford Motor Company and
request their assistance to read the module with a proper vehicle simulator attached.

While data stored in RCM's is accurate, accident reconstructionists must be aware of the limitations of the data recorded in Ford's
control modules and should compare the recorded data with the physical evidence at the accident scene using professional
accident reconstruction techniques (i.e. vehicle crush characteristics, skid marks, etc) before making any assumptions about the
import and validity of the data recorded in the module with respect to the crash event being analyzed. The following describes
specific limitations that must be considered when analyzing recorded data. Investigators should obtain permission of the vehicle
owner or have sufficient legal authority prior to reading any data.

1FMCU93113K****** Page 1 of 8 Printed on: Friday, January 24 2020 at 09:06:25

1. There may be no deceleration data recorded in the module.
Loss of power (cut wires, damaged battery, crushed fuse box) to the module during or immediately after the crash may prevent the
crash data from being recorded. A backup power supply within the module has sufficient power to continue to analyze the
deceleration data and deploy restraint devices if needed, but there is no backup power for recording.

If the deceleration input does not create a vehicle longitudinal Delta-V above 4 mph within 100 milliseconds, there may not be any
data recorded.

2. In unusual circumstances, deceleration data stored in the module may be from a crash other than the one you are currently
analyzing.
The module will record data from some non-deploy events. If, after the module has recorded data from a non-deploy event, and
there is a subsequent event in which there is a loss of power and no new recording is made for that subsequent event, the
deceleration data in the module's memory may be from the prior event. If the new, subsequent event is a deploy event and
recording has occurred, the deployment times should be recorded. If there are no deployment times recorded, but airbags or other
restraint devices are observed to have deployed, the recorded data that you read are most likely from a prior event.

Once an airbag or other restraint device has been commanded to deploy, the data recorded in connection with that deployment are
"locked", and subsequent crashes cannot be recorded.

If a vehicle is being repaired, the RCM should be replaced after any crash in which restraint devices deploy. Early printed shop
manuals refer to re-using modules by clearing the "crash data memory full" code, but this is no longer true and the latest on-line
electronic shop manual directs that modules be replaced.

Crashes that involve multiple impacts will record only one of the impacts. If there is a deployment, the deployment event will be
recorded and locked. If no restraint device is commanded to deploy, the recorded data are not "locked", and subsequent impacts
may record over any previous recorded data. Further analysis will be required to determine which of the events was actually
recorded.

3. The computed longitudinal Delta-V may understate the total Delta-V

Many real-world crashes can last longer than the memory has the capacity to record. Therefore, the actual Delta-V of the event
may be higher than the Delta-V calculated and displayed by the Bosch CDR System output. Review the end of the longitudinal
acceleration/deceleration pulse - if it has not settled to zero G's by the end of the recording, the vehicle longitudinal Delta-V is most
likely understated. If there is a clear decaying trend line you may choose, at your own risk, to estimate the total Delta-V by
extrapolating the decay trend to zero and to calculate the additional Delta-V not captured.

Under some circumstances where power is interrupted, during the recording of data, or the module re-sets during the recording of
data, a partial recording may occur. This will be shown as "no data" in the data table and will not be plotted on the graph of
acceleration. When some portion of the acceleration data is not recorded, the Delta-V during that time cannot be calculated. A
Delta-V will be calculated for the points that are valid, but the user must be aware that the partial Delta-V calculated will further
underestimate the actual event total Delta-V.

4. This module records only longitudinal acceleration/deceleration of the vehicle. You must compute lateral or resultant total
acceleration based on your estimated Principal Direction of Force (PDOF).

5. Vertical acceleration/decelerations are not recorded. Vehicle spin about a point not centered on the Restraints Control Module
sensor may add or subtract from bulk vehicle motion.

6. This module is not intended to record acceleration/deceleration in a side-impact event. If the side impact generates a
longitudinal deceleration component sufficient to wake up the frontal deployment algorithm, there may be a recording of longitudinal
deceleration in a side impact event.

Any Longitudinal Delta-V determined by using data read from the air bag module should be verified with physical evidence from the
crash (such as vehicle crush, skid marks) and assumed accident sequence. Multiple impacts, angular collisions, side impacts,
vehicle spin, etc should be considered in addition to the data read from the air bag module.

02001_RCM-1_r002

1FMCU93113K****** Page 2 of 8 Printed on: Friday, January 24 2020 at 09:06:25

System Status At Deployment
Diagnostic codes active when event occurred 0
Passenger Airbag Switch Position During Event Activated
Time From Side Safing Decision to Left (Driver) Side Bag Deployment (msec) Not Deployed
Frontal and Pretensioner Fire time (ms) 174.25

1FMCU93113K****** Page 3 of 8 Printed on: Friday, January 24 2020 at 09:06:25

 1FMCU93113K****** Longitudinal Crash Pulse
6

ACC
4
Acceleration (g) Cumulative Delta V (MPH)

CDV

-1

-2
1 11 21 31 41 51 61 71 81 91 101 111
Time (msec)

1FMCU93113K****** Page 4 of 8 Printed on: Friday, January 24 2020 at 09:06:25

 Crash Pulse Data

Long. Acceleration Long. Cumulative

Milliseconds
(Gs) Delta V (MPH)
1 2.06 0.05
2 4.63 0.15
3 5.14 0.26
4 3.08 0.33
5 0.51 0.34
6 2.06 0.38
7 5.14 0.50
8 1.54 0.53
9 -0.51 0.52
10 3.08 0.59
11 4.63 0.69
12 4.63 0.79
13 1.54 0.82
14 -1.03 0.80
15 2.06 0.85
16 3.08 0.91
17 2.57 0.97
18 0.00 0.97
19 2.06 1.02
20 1.54 1.05
21 1.03 1.07
22 0.51 1.08
23 0.51 1.09
24 0.51 1.11
25 0.51 1.12
26 1.03 1.14
27 -0.51 1.13
28 0.00 1.13
29 -0.51 1.12
30 0.00 1.12
31 0.00 1.12
32 -1.03 1.09
33 -0.51 1.08
34 -0.51 1.07
35 0.00 1.07
36 0.00 1.07
37 0.51 1.08
38 1.03 1.11
39 0.51 1.12
40 0.51 1.13
41 0.51 1.14
42 0.51 1.15
43 0.51 1.16
44 0.51 1.17
45 1.03 1.20
46 0.51 1.21
47 0.00 1.21
48 0.51 1.22
49 0.00 1.22
50 0.00 1.22
51 0.00 1.22
52 1.03 1.24

1FMCU93113K****** Page 5 of 8 Printed on: Friday, January 24 2020 at 09:06:25

 Long. Acceleration Long. Cumulative
Milliseconds
(Gs) Delta V (MPH)
53 0.00 1.24
54 0.51 1.25
55 0.00 1.25
56 1.03 1.28
57 1.03 1.30
58 1.03 1.32
59 1.54 1.35
60 0.51 1.37
61 0.00 1.37
62 1.03 1.39
63 1.03 1.41
64 1.03 1.43
65 0.51 1.44
66 -0.51 1.43
67 0.00 1.43
68 0.00 1.43
69 0.00 1.43
70 0.00 1.43
71 0.00 1.43
72 0.51 1.44
73 0.51 1.46
74 1.03 1.48
75 0.51 1.49
76 -0.51 1.48
77 -1.03 1.46
78 0.00 1.46
79 0.00 1.46
80 0.00 1.46
81 0.00 1.46
82 -0.51 1.44
83 0.00 1.44
84 -0.51 1.43
85 0.00 1.43
86 0.00 1.43
87 0.00 1.43
88 0.51 1.44
89 0.00 1.44
90 0.00 1.44
91 -0.51 1.43
92 0.00 1.43
93 0.00 1.43
94 -1.03 1.41
95 -1.03 1.39
96 -0.51 1.38
97 -1.03 1.35
98 -1.03 1.33
99 -1.03 1.31
100 -1.03 1.29
101 -1.03 1.26
102 -0.51 1.25
103 -1.03 1.23
104 -1.03 1.21
105 -1.03 1.18
106 -1.03 1.16
107 -1.03 1.14
1FMCU93113K****** Page 6 of 8 Printed on: Friday, January 24 2020 at 09:06:25
 Long. Acceleration Long. Cumulative
Milliseconds
(Gs) Delta V (MPH)
108 -1.54 1.11
109 -1.54 1.07
110 -0.51 1.06
111 -1.03 1.04
112 -1.03 1.02
113 -1.03 0.99
114 -1.03 0.97
115 -0.51 0.96
116 -0.51 0.95

1FMCU93113K****** Page 7 of 8 Printed on: Friday, January 24 2020 at 09:06:25

Hexadecimal Data
Data that the vehicle manufacturer has specified for data retrieval is shown in the hexadecimal data section
of the CDR report. The hexadecimal data section of the CDR report may contain data that is not translated
by the CDR program. The control module contains additional data that is not retrievable by the CDR
system.

0800: AA 42 40 5F 14 A2 58 2D 0D 23 0F 2D 38 57 C8 FF
0810: 10 FF 2C 12 3C 78 F1 9E 08 A2 F9 EF 19 99 52 49
0820: 2D 03 B3 43 1E 0A F5 0A A1 5E 03 0E 1D 1E 00 25
0830: 3C 3C 80 28 05 28 01 09 A0 0C 0A 18 03 84 B7 03
0840: 03 01 01 01 E4 67 11 01 F4 00 55 00 C0 12 5C 01
0850: 40 01 5E 02 6C 00 A5 00 A5 19 64 00 15 01 2C 06
0860: A4 27 10 03 84 00 00 00 00 00 00 00 C6 04 7E 7D
0870: 00 00 82 00 2C 00 BB 11 94 03 E8 01 2C 04 28 01
0880: DC 01 EA 00 53 00 96 00 C8 1E 00 08 4A 08 E6 02
0890: 14 96 0A E1 03 96 27 14 67 32 02 18 45 01 0D D0
08A0: 14 FF 50 C3 60 CC 40 FF FF FF FF FF FF FF FF 8A
08B0: 45 02 05 F8 0F 9F 84 45 02 05 F8 09 B7 0F 00 FF
08C0: 04 FF FF FF FF FF 72 04 64 59 4C 38 46 04 05 10
08D0: 32 FF 80 03 FF 80 04 FF 80 2F FF 80 16 FF 80 FF
08E0: 02 FD 80 09 FE 80 0A FE 80 21 FE 80 23 FE 80 FF
08F0: 1D 06 C0 01 0A 80 04 FF FF FF FF FF FF FF 00 00
0900: 02 FF 81 34 01 6C 11 FF FF FF FF FF 33 03 42 80
0910: FF 13 01 42 80 54 01 42 80 18 31 23 66 63 FF FD
0920: A2 A7 A8 A4 9F A2 A8 A1 9D A4 A7 A7 A1 9C A2 A4
0930: A3 9E A2 A1 A0 9F 9F 9F 9F A0 9D 9E 9D 9E 9E 9C
0940: 9D 9D 9E 9E 9F A0 9F 9F 9F 9F 9F 9F A0 9F 9E 9F
0950: 9E 9E 9E A0 9E 9F 9E A0 A0 A0 A1 9F 9E A0 A0 A0
0960: 9F 9D 9E 9E 9E 9E 9E 9F 9F A0 9F 9D 9C 9E 9E 9E
0970: 9E 9D 9E 9D 9E 9E 9E 9F 9E 9E 9D 9E 9E 9C 9C 9D
0980: 9C 9C 9C 9C 9C 9D 9C 9C 9C 9C 9C 9B 9B 9D 9C 9C
0990: 9C 9C 9D 9D 9E BD 7E 65 CA 99 02 CD 00 00 00 00
09A0: 03 13 03 51 02 A7 02 B9 02 B9 02 AD 00 00 00 81
09B0: 02 AA 00 00 02 B9 00 00 03 E9 00 00 00 00 00 00
09C0: 00 02 B9 FF 01 FF FF 07 BB 00 FF FF FF FF FF FF
09D0: FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF
09E0: FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF
09F0: FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF

Disclaimer of Liability
The users of the CDR product and reviewers of the CDR reports and exported data shall ensure that data and information
supplied is applicable to the vehicle, vehicle's system(s) and the vehicle ECU. Robert Bosch LLC and all its directors, officers,
employees and members shall not be liable for damages arising out of or related to incorrect, incomplete or misinterpreted
software and/or data. Robert Bosch LLC expressly excludes all liability for incidental, consequential, special or punitive
damages arising from or related to the CDR data, CDR software or use thereof.

1FMCU93113K****** Page 8 of 8 Printed on: Friday, January 24 2020 at 09:06:25

DOT HS 812 933
May 2020

14743-050720-v3