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This SAE Recommended Practice provides a systematic method for the identification of End Mills. It is intended to assist in the cataloging and supplying of these tools. NOTE 1— Caution must be taken when assigning codes for designation to prevent specifying cutting tools that cannot be physically or economically manufactured. NOTE 2— In particular without limitation, SAE disclaims all responsibility for the accuracy or completeness of information contained within this report if the standards of this report are retrieved, combined, or used in connection with any software.

This SAE Recommended Practice provides a systematic method for the identification of End Mills. It is intended to assist in the cataloging and supplying of these tools. NOTE 1— Caution must be taken when assigning codes for designation to prevent specifying cutting tools that cannot be physically or economically manufactured. NOTE 2— In particular without limitation, SAE disclaims all responsibility for the accuracy or completeness of information contained within this report if the standards of this report are retrieved, combined, or used in connection with any software.

The scope of this SAE Recommended Practice is restricted to the testing of original equipment on passenger vehicles and to provide for a uniform industry test procedure.

The scope of this SAE Recommended Practice is restricted to the testing of original equipment on passenger vehicles and to provide for a uniform industry test procedure.

This SAE Recommended Practice provides a minimum standard for evaluating squeeze-type resistance spot welding (STRSW) equipment and minimum weld performance criteria for two-sided automotive collision repair welding. This document contains several standardized test methods that are designed for evaluating equipment performance in a laboratory environment.

This SAE Recommended Practice provides a minimum standard for evaluating squeeze-type resistance spot welding (STRSW) equipment and minimum weld performance criteria for two-sided automotive collision repair welding. This document contains several standardized test methods that are designed for evaluating equipment performance in a laboratory environment.

Almost all light trucks now are being manufactured with at least a driver side air bag and all will have dual air bags by 1998. The driving forces behind this feature are occupant safety, federal regulations, and competition in the industry. Along with the booming popularity of pickups and SUVs, they are commonly accessorized with a wide variety of products. Many accessories for four-wheel drives in particular are mounted on the front of the vehicle. These products include grille/brush guards, winches, snow plows, replacement bumpers, bicycle carriers, etc. Concerns have arisen over the compatibility of these accessories with the vehicle’s air bag system. The vehicle manufacturers are concerned because of their huge investment in design and crash test verification of the complete vehicle system and keen awareness of the federal regulations. The crushability of the front bumper and supporting structure are key elements in the system, so alterations to that area become logical concerns.

Almost all light trucks now are being manufactured with at least a driver side air bag and all will have dual air bags by 1998. The driving forces behind this feature are occupant safety, federal regulations, and competition in the industry. Along with the booming popularity of pickups and SUVs, they are commonly accessorized with a wide variety of products. Many accessories for four-wheel drives in particular are mounted on the front of the vehicle. These products include grille/brush guards, winches, snow plows, replacement bumpers, bicycle carriers, etc. Concerns have arisen over the compatibility of these accessories with the vehicle’s air bag system. The vehicle manufacturers are concerned because of their huge investment in design and crash test verification of the complete vehicle system and keen awareness of the federal regulations. The crushability of the front bumper and supporting structure are key elements in the system, so alterations to that area become logical concerns.

This SAE Recommended Practice establishes a dynamic test procedure for evaluating Type 1 lap belt assemblies for pelvic restraints and Type 2 assemblies for combination pelvic and upper torso restraints, as defined in SAE J4c. Uniform test requirements, test procedures, a seat belt assembly loading device, and data recording requirements are specified. The intent of the recommended practice is to provide an acceptance procedure employing a dynamic test method for determining the ability of seat belt assemblies to meet minimal requirements for restraining a seat belt assembly loading device. A simple dynamic test is described which will yield repeatable and comparable results while simulating the loading condition a seat belt assembly is subjected to in a frontal accident. The impact conditions generate belt loads representative of those obtained in a motor vehicle striking a rigid barrier head on at 30 mph as stated in SAE J850.

The scope of this document is limited specifically to the following types of passenger vehicles: automobiles, light trucks, and sport/utility vehicles. This document addresses modifications as they apply to legal use of the vehicle, and examines suspension modification as it applies to stock (as manufactured) ride height, and changed (raised or lowered) ride height. Note that modifications of ride height are considered, exclusive of wheel and/or tire modifications, which can also have potentially serious side effects, and are outside the scope of this document.

The scope of this document is limited specifically to the following types of passenger vehicles: automobiles, light trucks, and sport/utility vehicles. This document addresses modifications as they apply to legal use of the vehicle, and examines suspension modification as it applies to stock (as manufactured) ride height, and changed (raised or lowered) ride height. Note that modifications of ride height are considered, exclusive of wheel and/or tire modifications, which can also have potentially serious side effects, and are outside the scope of this document.

This SAE Recommended Practice describes a test procedure for evaluating the abrasion resistance characteristics of webbing when used in hardware of seat belt assemblies such as those described in SAE J140.

This SAE Recommended Practice establishes uniform test procedures for evaluating vehicle hood latch systems. It specifically pertains to those latch systems on hoods, which when the hood is fully opened (assuming the absence of hood stops) extend at any point above a horizontal plane through the uppermost edge of the steering wheel in the straight ahead driving position with the vehicle in a horizontal position. The following optional tests are described. a Vehicle Performance Tests—On-the-road evaluation under an established pattern of vehicle driving situations. b Laboratory Dynamic Tests—Dynamic simulation in the laboratory of the loads and forces which the latch system encounters on the road. c Laboratory Static Tests—Simplified test procedures intended to permit static simulation of the loads which road tests have indicated the latch system may encounter. The test procedures outlined in this recommended practice are based on current engineering test methods.

This SAE Recommended Practice establishes uniform test procedures for evaluating vehicle hood latch systems. It specifically pertains to those latch systems on hoods, which when the hood is fully opened (assuming the absence of hood stops) extend at any point above a horizontal plane through the uppermost edge of the steering wheel in the straight ahead driving position with the vehicle in a horizontal position. The following optional tests are described. (a) Vehicle Performance Tests—On-the-road evaluation under an established pattern of vehicle driving situations. (b) Laboratory Dynamic Tests—Dynamic simulation in the laboratory of the loads and forces which the latch system encounters on the road. (c) Laboratory Static Tests—Simplified test procedures intended to permit static simulation of the loads which road tests have indicated the latch system may encounter. The test procedures outlined in this recommended practice are based on current engineering test methods.

This SAE Recommended Practice describes the performance requirements for abrasion resistance of webbing when used in adjustment hardware normally used to adjust the length of seat belt assemblies such as those described in SAE J140. These requirements are applicable to tests conducted according to the procedure described in SAE J339. Although adjustment hardware is normally the primary source of webbing abrasion in a seat belt assembly, consideration should be given to other areas of normal webbing contact in the restraint system that may provide a more severe condition of webbing abrasion.

This SAE Recommended Practice describes performance requirements for hardware used in motor vehicle seat belt assemblies when tested in accordance with the test procedures specified in SAE J140. Test procedures and performance requirements for retractors will be covered in separate SAE Recommended Practices to be issued later.

This SAE Recommended Practice describes performance requirements for hardware used in motor vehicle seat belt assemblies when tested in accordance with the test procedures specified in SAE J140. Test procedures and performance requirements for retractors will be covered in separate SAE Recommended Practices to be issued later.

This SAE Recommended Practice applies to all portions of the vehicle, but design efforts should focus on components and systems with the highest contribution to the overall average repair cost (see 3.7). The costs to be minimized include not only insurance premiums, but also out-of-pocket costs incurred by the owner. Damageability, repairability, serviceability and diagnostics are inter-related. Some repairability, serviceability and diagnostics operations may be required for collision or comprehensive loss-related causes only. Some operations may be for non-collision-related causes only (warranty, scheduled maintenance, non-scheduled maintenance, etc.). Some may be required for both causes. The scope of this document deals with only those operations that involve collision and comprehensive insurance loss repairs.

This SAE Recommended Practice applies to all portions of the vehicle, but design efforts should focus on components and systems with the highest contribution to the overall average repair cost (see 3.7). The costs to be minimized include not only insurance premiums, but also out-of-pocket costs incurred by the owner. Damageability, repairability, serviceability and diagnostics are inter-related. Some repairability, serviceability and diagnostics operations may be required for collision or comprehensive loss-related causes only. Some operations may be for non-collision-related causes only (warranty, scheduled maintenance, non-scheduled maintenance, etc.). Some may be required for both causes. The scope of this document deals with only those operations that involve collision and comprehensive insurance loss repairs.