VIEW POINT MOBILITY Download PDF Report
Viewpoint Mobility, LLC, submitted a model 2008 Chrysler Vision Conversion, gasoline-powered 4 seats (including the driver) + one wheelchair position 16-foot converted mini van, for a 4 yr/100,000 mile STURAA test. Testing started on January 6, 2009 and was completed on March 9, 2009. The Check-In section of the report provides a description of the bus and specifies its major components.
The primary part of the test program is the Structural Durability Test, which also provides the information for the Maintainability and Reliability results. The Structural Durability Test was started on January 29, 2009 and was completed on February 25, 2009.
The interior of the bus is configured with seating for 4 passengers including the driver and 1 wheelchair position. There is no free floor space. The resulting potential passenger load is 4 + 1 wheelchair position. At 150 lbs per person, this load results in a measured gross vehicle weight of 5,550 lbs. The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 5,550 lbs. The middle segment was performed at a seated load weight of 5,550 lbs and the final segment was performed at a curb weight of 4,430 lbs. Note: the design of the vehicle does not allow for standing passengers; therefore, GVW and SLW are the same.
Accessibility, in general, was adequate, components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) along with all other components encountered during testing, were found to be readily accessible and no restrictions were noted.
The Reliability section compiles failures that occurred during Structural Durability Testing. Breakdowns are classified according to subsystems. The data in this section are arranged so that those subsystems with more frequent problems are apparent. The problems are also listed by class as defined in Section 2. The test vehicle encountered no failures during Structural Durability Testing.
The Safety Test, (a double-lane change, obstacle avoidance test) was safely performed in both right-hand and left-hand directions up to a maximum test speed of 45 mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration and gradeability test data are provided in Section 4, Performance. The average time to obtain 50 mph was 11.85 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.142 inches with a permanent set ranging between 0.000 to 0.003 inches under a distributed static load of 2,100 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. No water leakage was observed throughout the test. All subsystems operated properly.
The test vehicle submitted for testing was not equipped with any type of tow eyes or tow hooks, therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed by means of a front-lift tow. The towing interface was accomplished using a hydraulic under-lift wrecker. The test vehicle was towed without incident and no damage resulted from the test. The manufacturer does not recommend towing the vehicle from the rear; therefore, a rear test was not performed. The Jacking and Hoisting Tests were also performed without incident. The bus was found to be stable on the jack stands, and the minimum jacking clearance observed with a tire deflated was 2.8 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 13.80 mpg, 16.11 mpg, and 25.74 mpg respectively; with an overall average of 16.70 mpg.
A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively.