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For The Defense, November 2012 - DRI Today

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Product Liability<br />

Be Armed with<br />

Good Science<br />

By Douglas R. Morr<br />

and Gary J. Heydinger<br />

Defending Claims<br />

Against ROV<br />

Manufacturers<br />

Reliable and scientifically<br />

valid information on<br />

how restraint systems<br />

work in real-world events<br />

can be the backbone of<br />

a strong defense against<br />

opinions based on<br />

inaccurate theories.<br />

One of the critical components of any successful product<br />

liability defense is comprehensive knowledge of the product.<br />

This includes having a firm understanding of the performance<br />

characteristics, capabilities, and limits of the<br />

product. Knowledge of this type coupled<br />

with an evaluation of the product under<br />

circumstances specific to a claimed event<br />

is desirable. Inaccurate opinions and<br />

accusations can be combated with clear,<br />

comprehensive, and credible scientific<br />

information. <strong>The</strong>se statements are true for<br />

all products, including Recreational Off-<br />

Highway Vehicles (ROVs).<br />

ROVs, also known as side by sides, differ<br />

from on-road passenger vehicles in<br />

both their intended uses and their features.<br />

In general, ROV customers want vehicles<br />

with superior levels of “off- roading” capability,<br />

the ability to maneuver through<br />

narrow spaces, and a tight, low-speed<br />

turning radius. Accordingly, ROVs are<br />

designed to travel over rough terrain with<br />

a track width narrow enough to fit on<br />

many existing off- highway trails. To satisfy<br />

this demand, manufacturers provide<br />

high ground clearances, large ranges of<br />

suspension deflections, large low- pressure<br />

tires, and responsive steering. Some consumers<br />

also want vehicles that are capable<br />

of higher speeds. This desire has led to the<br />

development of more powerful ROVs.<br />

As with many cases involving onhighway<br />

vehicles, accidents involving ROVs<br />

are often attributed to insufficient levels of<br />

stability or safety. Assertions such as “<strong>The</strong><br />

vehicle’s center of gravity height is too<br />

high and its track width is too narrow,”<br />

or “<strong>The</strong> vehicle’s tip-up resistance is not<br />

high enough,” or “<strong>The</strong> vehicle’s occupant<br />

restraint system is inadequate,” are often<br />

made regarding ROVs. Although these<br />

types of allegations are generally vague,<br />

they must be addressed to defend a product<br />

liability case successfully.<br />

Claims against ROV manufacturers stem<br />

from allegations of one or more occupants being<br />

injured while riding in an ROV, and purportedly<br />

involve one or more of the following:<br />

■ Douglas R. Morr, M.S., P.E., leads S-E-A’s Biomechanical Group in conducting investigations and research<br />

relative to injury mechanisms and causation. He oversees research and testing programs at S-E-A’s Research<br />

Center, including Roll Simulator testing of occupant response and protection, as well as Minor Impact Simulator<br />

and Drop Tower testing. Gary J. Heydinger, Ph.D., P.E., is the Director of Vehicle Dynamics for S-E-A,<br />

and was integral to the design of the Vehicle Inertia Measurement Facility (VIMF), which measures vehicle CG<br />

height, moments of inertia and SSF for automotive manufacturers and the National Highway Traffic Safety Administration’s<br />

New Car Assessment Program.<br />

<strong>For</strong> <strong>The</strong> <strong>Defense</strong> ■ <strong>November</strong> <strong>2012</strong> ■ 73

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