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A series of full-scale car barrier crashes and an additional series of sled tests were carried out. The tests involved two types of three-point restraint harness, anthropomorphic dummies, and in some tests a human subject. These tests evaluated the effectiveness of the harnesses under various conditions, i.e., different hardness of seat cushion, slack in harness loops, and angled frontal impacts. The loads in anchorage points and the retardation of the dummy as well as that of the vehicle were recorded. The restraint kinematics were further evaluated by means of high-speed motion-picture cameras. The effectiveness of the two harness systems was found to be high and about equal, but, with respect to retardation and general restraint features at the rebound stage, somewhat favorable to the harness system which employed a single sliding strap at the strap junction. Harder seat cushions and slack in harness gave increased retardation and loading figures in some recording points.

The value of the three-point safety belt has been evaluated by a statistical analysis of more than 28,000 accident cases, which concerned mainly two cars only and in which 37,511 unbelted and belted front-seat occupants were involved. The safety harness concerned is the Volvo three-point combined lap and upper torso harness with a so-called slip-joint. The average injury-reducing effect of the harness proved to vary between 0 and 90%, depending on the speed at which the accident occurred or the type of injury. Unbelted occupants sustained fatal injuries throughout the whole speed scale, whereas none of the belted occupants was fatally injured at accident speeds below 60 mph. Slight injuries only, mostly single rib cracks, bruises, etc., caused by the safety belt were reported in some cases. The three-point belt proved to be fully effective against ejection out of the car. Almost all cars involved were equipped with safety belts, of which, however, only 26% on an average were used.