Frame Materials In the 1997 model year, car manufacturers were mandated to comply 100% with Federal Motor Vehicle Safety Standard (FMVSS) 214, Side Impact Protection. This section of the standard mandates the dynamic requirements of t-bone type side impact tests that the manufacturers must meet on all vehicles with a GVWR of 10,000 lbs or less. This encompasses all passenger cars. Over the past several years, auto manufacturers have been caught between government fuel economy mandates and higher safety standards. In order to meet both requirements, the manufacturers have begun to use materials that have both less mass and much higher strength properties. We will look at two, HSLA (high strength low alloy) steel, and Micro Alloy steel. HSLA: Not really a new material but increased use due to rollover strength requirements and swept back windshield designs. Where Located: Crash Sensitive Areas Surrounding Passenger Compartment: Posts/Pillars (A, B, C posts) Roof Rails Rocker Channels Dashboard Reinforcement Problems In Rescue: Can be difficult to cut with older design tools. Increased strength means it is harder to push or spread. Can be filled with structural/sound absorbing material which may bind reciprocating saws MICRO ALLOY: Used in side intrusion bars for side impact protection, also in the cross-cowl member (runs from A-post to A-post) to preserve passenger compartment survival space and provide a stable "launch" platform for front airbags. Where Located: Side Impact Bars Dash Reinforcement/Cross-cowl Member Problems In Rescue: Very difficult to cut. Material strength is beyond the capacity of some older rescue tool designs. In offset frontal collisions this structural member breaks free from its welds and can be driven into A and/or B post creating a "deadbolt" situation. Often the cross-cowl member is attached to the floor pan by a steel support. During a dash lift or roll if it is not detached it can bring the floor up as the dash is raised.