BRAUN CORPORATION Download PDF Report
The Braun Corporation of Winamac, Inc. submitted a model 2005 Chevy Uplander Entervan, gasoline-powered 6 seat (including the driver) 15-foot converted mini-van, for a 4 yr/100,000 mile STURAA test. Testing started on June 7, 2005 and was completed on August 19, 2005. 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 June 27, 2005 and was completed on August 10, 2005.
The interior of the bus is configured with seating for 6 passengers including the driver. Note: the test vehicle (converted mini-van) is not designed for standing passengers. At 150 lbs per person, this load results in a measured gross vehicle weight of 5,240 lbs. The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 5,240 lbs. The middle seated load segment was performed at the same 5,240 lbs and the final segment was performed at a curb weight of 4,350 lbs. Durability driving resulted in unscheduled maintenance and failures that involved a variety of subsystems. A description of failures, and a complete and detailed listing of scheduled and unscheduled maintenance is provided in the Maintainability section of this report.
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 bus encountered no Class 2 or Class 4 failures. The two Class 1 failures were the result of low pressure fuel line being used in a high pressure fuel line application. Of the seven reported failures, two were Class 1 and five were Class 3.
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 15.81 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.094 inches with a permanent set ranging between -0.003 to 0.006 inches under a distributed static load of 2,250 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 submitted test vehicle had no tow eyes or tow hooks, therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed by winching the test vehicle onto a rollback flatbed tow vehicle. The towing interface was accomplished securing the test vehicle to the bed of the wrecker. The bus was towed without incident and no damage resulted from the test. 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 3.6 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 11.93 mpg, 15.01 mpg, and 24.44 mpg respectively; with an overall average of 15.00 mpg.
A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively.