types of mobility vehiclesfeb 07, 2016 · cleveland heights, oh, most buy-ers imagine only minor...

31February 2016

might for any other vehicle. VMI and NorCalVans also offer conversions of full-size vans as well.

The MV-1 purpose-built mobility vehicles produced by AM General (of HUMMER fame) are a recent addi-tion to the mobility van market. Un-like its competitors, the MV-1 is not a converted vehicle, but is engineered and produced from the ground up as a wheelchair van on a beefy truck chassis. All of its components are, of course, covered under factory war-ranties. This article will compare and contrast the various options available on mobility vehicles.

Types of Mobility VehiclesMobility vehicles can be divided into several categories. One class is ex-terior-lift vehicles. These may be as simple as a rear platform to transport a mobility scooter, a Segway or other similar device. Such vehicles work well for those who can still enter and exit their automobiles under their own power. The exterior lift makes them somewhat longer than their unmodified counterparts, although some designs allow the lift platform to be stowed vertically when parked. Rear visibility may be compromised, and weight distribution will obvious-ly be affected. There are also some roof-mounted wheelchair storage and transport options, though they re-quire that your customers watch for low clearances.

Ramped vans, the next class of vehicles, may be further subdivided into rear-entry or side-entry types. Rear-entry ramps generally deploy without the need to modify the rear suspension, except insofar as neces-sary to accommodate the increased weight of equipment. Side-entry styles usually involve modifications to allow “kneeling” in at least one corner. Kneeling is generally accom-plished using pneumatic air shocks and/or air springs.

Ramps can be stowed and deployed inside the passenger compartment or

under the floor. Depending on the orig-inal configuration, exhaust and/or fuel tank modifications may be required. These are generally done as part of the conversion process, but they may im-pact how you proceed when repairs or maintenance are needed in the future. With the exception of the MV-1, full-size vehicles typically employ a lift be-cause a ramp would present too steep an angle for most scooters or wheel-chairs. The MV-1’s dual-length ramp can extend far enough to keep the ap-proach angle reasonable.

To help your customers make the best decisions, you should be pre-pared to point out the advantages and disadvantages of each style. For example, a side-entry ramp gener-ally allows more interior space for maneuvering a scooter, and is easi-ly adaptable to a normal front-pas-senger seating position. Rear-entry configurations are generally aimed at second-row seating positions, which may be more suitable for children. Side-entry vans require an adjacent free parking place to deploy the ramp or lift. An interior-stowed fold-out ramp is less likely to accumulate de-bris than is an underfloor-mounted ramp, and offers a bit more flexibility in height deployment if parked next to an abnormally high curb.

On the other hand, the fold-out version takes up interior space, may be more prone to rattles and makes it much more difficult for other passen-gers to get in or out. Manual fold-out ramps avoid the added weight pen-alties of automated ramps, and are generally slightly more reliable and somewhat cheaper. However, man-ually deployed ramps increase the likelihood of repetitive stress injuries to the companion driver and often re-quire more exposure to the elements during inclement weather.

Side-entry vans may not be prac-tical in some home garages, mak-ing rear-entry the default choice. Rear-entry ramps or lifts require a safe loading/unloading zone as well,

which may be difficult to find and manage in some environments. In general, rear-entry vehicles offer greater ground clearance, with un-derfloor-ramp side-entry models of-fering the least. In some instances, extended-height vehicles are avail-able. These may offer a better seating position and easier entry and exit, particularly for those who sit high in their chairs, but, again, may not fit in many standard-height home garages.

Most conversion vans, whether full-size or mini, involve a lowered floor, usually by a nominal 10 or 14 in. Pas-sengers who sit tall in their chairs, with a head height of more than 55 in. above the floor, may need to look into a full-size package. This is also true for those who anticipate a total driver, passenger and cargo weight in excess of 1000 lbs. VMI and NorCalVans are the two largest converters of full-size vans; others do minis.

Mobility vans of this sort are usu-ally bought by couples. According to Jennifer Ross, a mobility consul-tant at Motorcars Mobility Center in Cleveland Heights, OH, most buy-ers imagine only minor incremen-tal changes in the disabled partner’s physical condition, and only a few re-alize the likelihood of gradual chang-es in the nondisabled partner’s phys-ical condition and abilities. This is likely unrealistic, at least in the long run, and often results in purchasing a vehicle which will need replace-ment sooner than anticipated. Be-cause discussions of disability must be unblinkingly personal if they’re to be useful, many folks are initially ret-icent to discuss the realities of their situation frankly. This requires great sensitivity on shop personnel’s part. Decisions should never be made un-der pressure; the stresses of daily life with limited mobility may be much greater than you might suppose.

There is also the issue of language. Mobility-limited or differently abled are usually acceptable terms, but best—as always!—is to ask the custom-

Mobility.indd 2 1/21/16 11:25 AM

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The number of vehicles that accommodate passengers with special needs is poised to double in the near future. Your customers will need your help in selecting, evaluating and servicing these vehicles.

WHAT TO KNOW ABOUT MOBILITY

VEHICLES

Evidence from friez-es and paintings indi-cates that the ancient Greeks and Chinese were using wheeled chairs and beds to

transport disabled loved ones at least as long as 2500 years ago. Fast forward to today, when the aging baby-boom-er generation is rapidly changing the nation’s demographic profi le. A high-er number of seniors remain fi t and active than at any time in history, but those same demographic realities also translate into an unprecedented num-ber of folks who need mobility aids. Better treatments for chronic illnesses mean that more and more people with disabilities are living longer and need effi cient and reliable transportation to participate in the activities of daily liv-ing. Wounded warriors returning from various combat zones are now often eligible to receive benefi ts covering as much as $40,000 toward the purchase of a mobility vehicle. Recent national sales figures show 10,000 to 15,000 units per year, with major industry players predicting volumes of 30,000 to 45,000 units per year by 2020.

For many decades, most consum-er-owned wheelchair-accessible vehi-cles were conversion vans of one sort or another, with the majority being customized by small local shops op-erating under no uniform standards. Federal regulations have since been adopted, leading to increased pas-senger safety, but resulting in a sub-stantial consolidation of the industry. Most personally owned wheelchair vehicles are now based in conver-sions of popular Chrysler, Dodge, Honda or Toyota vans performed by Braun Mobility or Vantage Mobili-ty International (VMI). The minivan manufacturers have, in most cases, agreed to allow the original factory warranty coverage to remain in effect in spite of the conversions, with cer-tain common exceptions. This allows customers to maintain powertrain and emissions warranties just as they


nite plus for those living in the coun-try’s Snow Belt.

Meanwhile, the Town & Country offered a more carlike ride, not sig-nificantly different from that of its un-converted siblings with similar mile-age. A drop-floor model, it features lower ground clearance and kneels during the loading/unloading process. Its interior configuration left Patti in her scooter seated a little further back than the driver to access cupholders, for example. While still acceptable, this was not optimal in her view. The interior featured plush carpeting, but had a clear plastic mat screwed down

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er’s preference. Also remember that just because someone needs a wheel-chair or scooter to get around, he or she is still a person and should be in-cluded in every conversation. Address-ing your conversation (and eye con-tact) only to an able-bodied partner, for instance, is highly insulting. When you want to know the mobility-limited person’s opinion, ask directly.

A Dealership VisitHere are some notes captured during a recent discussion after visiting a local mobility vehicle dealership. My friend Patti Substelny and her hus-band Mike wound up test-driving a used six-year-old Town & Coun-try conversion van and a new pur-pose-built MV-1 after checking out a half-dozen alternatives.

Talking about a rear-entry min-ivan, Patti said, “I feel like I’m lost back here, stuck on a ramp like lost luggage. I can’t move far enough up front, can’t be an adult. It’s too much like Driving Miss Daisy.” Mobility Consultant Ross of Motorcars Mobili-ty Center added, “Rain is an issue, too, with any of these rear-ramp models.”

She admitted that rain would always be an issue in an open parking lot, but stressed that many facilities, especially hospitals and medical office buildings, offer covered loading/unloading zones suitable for side-entry ramp use.

Speaking about a side-entry conver-sion, Patti said, “I can zip in and turn.” As to side-entry options, Ross said ma-ny standard door height conversions don’t work well if the user can’t bend above the waist.

We got down to brass tacks compar-ing the new MV-1 to the used Town & Country. Since Mike is employed full-time, Patti relies on many differ-ent drivers to help her get around, so accommodating their needs becomes an important factor. The MV-1 fea-tures electrically adjustable driver’s seat height. The T&C driver’s seat was not good for short people (poor visibil-

ity) and was not adequately adjustable. However, the MV-1’s touchscreen controls for HVAC, audio, etc., were unanimously characterized as a bad idea, especially given that there would be many different drivers. The analog controls in the older T&C were more intuitively operable by feel.

The MV-1’s ride is very trucklike, but quite competent. Comfort was acceptable even over rough terrain, and handling remained well-con-trolled even during a simulated “moose test” maneuver. The MV-1 offers a higher ride height, with rel-atively high ground clearance, a defi-

What to Know About Mobility Vehicles

Don illustrates the tight clearance between Peggy’s seat and his in their Sienna conversion minivan during the loading/unloading procedure. A slide board is used to help Peggy get in.

This main fuse protects the conversion circuitry. If a jump becomes necessary, it should be removed before the jumper cables get hooked up. This is partially because a low-voltage condition or a voltage spike may damage control devices, circuitry or actuators, and par-tially because either may result in unintended equipment operation.

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a bucketful of additional fasteners, coated several exposed lines, lubricat-ed everything that should move and generally prepared for the inevitable onslaught of salty Cleveland winters.

So far, Mike and Patti are very happy with the choice they made. I spoke to several of their drivers. They all preferred the MV-1 over any of Patti’s previous vans.

I also met with friends Don and Peggy, who had recently purchased a conversion minivan. At my request, they invited two other couples using similar vans in their neighborhood. All three couples had selected side-ramp vehicles, each of which knelt at the right rear corner. Kneeling func-tions were all switchable for loading to and from sidewalks with curbs vs. parking spots at grade level.

over it both to protect it and to make it more scooter-friendly. But that ren-dered the center-mounted floor an-chors unusable. (The mat could have been removed or cut away as needed.)

During our discussion, I noted that more complexity means more poten-tial failure points, and that older ve-hicles are intrinsically less reliable. As part of the conversion process, the exhaust had been relocated uncom-fortably close to the rear HVAC lines and, at rest, sat within 15mm of a wir-ing harness that already showed signs of slight chafing and minor surface changes likely due to heat.

I also noted some specific MV-1 issues likely to affect its life in Cleve-land. As built, there was no splash shield beneath the radiator and ex-tending back to the front crossmem-

ber. This might result in the accesso-ry drivebelt hydroplaning on its pul-leys, potentially causing a momentary loss of power steering when going through a puddle in the middle of a turn. Additionally, a steel power steering line is mounted to the front crossmember in a rubber bushing in a front-to-rear facing steel clamp where highly corrosive road salt would surely accumulate. The front control arm alignment cams were un-protected from salt and would inevi-tably seize unless treated.

Once Mike and Patti decided to buy the MV-1, we fabricated a shield from high-density polyethylene, removed and antiseized the align-ment cams and properly protected the power steering line. While we were at it, we removed and antiseized

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The amount of time required to properly load and secure a passenger, whether riding

in a wheelchair, scooter or perma-nently mounted passenger seat, varies greatly. In some cases, it may amount to 15 minutes or more. Cus-tomers should ask to see the entire cycle performed at least twice before making their purchase decision.

The cycle time can often be re-duced using a docking station from a manufacturer such as Q’Straint (http://www.qstraint.com/en_na/), Sure-Lok (http://sure-lok.com/) or EZ Lock (http://www.ezlock.net/index.php). These are crash-tested, SAE J2249- and ISO 10542-compliant floor-mounted anchor systems for wheelchairs and other commonly used personal mobility devices. Re-cessed or surface-mounted tracks, pockets or single-point mounts ac-commodate additional tiedowns and seat-belt and/or shoulder-harness mounting anchors in an array of op-tions to complement the docking station in a variety of configurations.

A change of vehicle, wheelchair or mobility scooter requires learning precisely how and where to dock. To aid in this, once the chair is properly anchored, colored tape can be put on

the floor to serve as alignment mark-ers until the new positions have been learned. (Overshooting the docking point may sometimes require para-medic or other rescue, as the docking station may then wedge the scooter or chair into the wrong place, and the passenger may not have the abil-ity to extricate himself without help.)

Wheelchairs that comply with ANSI/RESNA WC19 have been de-signed and crash-tested for use as seats in motor vehicles. A key fea-ture of WC19-compliant wheelchairs is the presence of four accessible attachment points on the wheel-chair frame to which tiedown straps can be attached. Ideally, in a crash, the wheelchair occupant will be ef-fectively protected with both a lap belt and a shoulder harness, while the wheelchair itself will be properly anchored to the vehicle. In the real world of daily driving, though, seat and shoulder belts do most of their work not during crashes, but during the sudden stops and avoidance ma-neuvers of normal driving.

Some passengers who can transfer from their wheelchairs into a stan-dard seat will benefit from using the original passenger seat combined with something like the Turny Evo

seat system offered by Swedish man-ufacturer Autoadapt. This combina-tion integrated seat lift and swivel allows passengers to take advantage of the factory-engineered and in-stalled integrated seat and shoul-der belts. More information can be found at www.autoadapt.com.

Any ancillary equipment such as stowed wheelchairs or scooters, or oxygen tanks and carts should al-so be properly secured to prevent additional injury in the event of a collision or rollover. Simple bungee cords alone are not usually suffi-cient to overcome inertial forces in the event of a serious collision. In the event of a rollover, gravity may work to liberate restrained objects whose weight was relied upon to keep them in their place before everything went topsy-turvy. Your ingenuity and general expertise can help you identify and solve po-tential problems of this sort before they occur, but you should also be aware of off-the-shelf solutions. Sure-Lok, for example, offers its “GO2” line of oxygen cylinder holders designed to be secured to the vehicle floor using standard track mounts (http://sure-lok.com/products/go2/).

Collision Protection & More

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yssey van might be customized with a nominal 10- or 14-in. floor drop, then equipped with a manual or electric side ramp fitted for stowage in the interior, an underfloor side ramp, or a rear ramp, each potentially with its own different suspension modifica-tions. With low production volumes spread across several makes, mod-els, equipment packages and major customizers, many problems wind up being solved one-by-one with-out standardization. Even when the main issues have been identified and “solved,” differences in skill-levels among workers at the customization facility yield widely disparate results.

Ride-alongs and test drives in a va-riety of conversion vans have con-vinced me that some noise from electric motors, ramps and chains, etc., is virtually inevitable, but some vans, like the T&C previously men-tioned, are much louder than others. Ramps which fold and stow vertical-ly inboard of a rear sliding door are quite prone to rattles. The first step is to verify that all limit switches are properly installed and adjusted, and that nothing has worked its way loose. After that, the easy fix is often some

34 February 2016

The need for such a vehicle of-ten arises suddenly. One respondent whose wife had been in the hospital and could not be transported home in their current vehicle revealed that he had not even looked at a second ve-hicle before buying the very first one he drove. In retrospect, he realizes that this might have been a mistake, as the particular Chrysler Town & Country conversion he bought used is extremely loud on the road. Also, be-cause its rear passenger footrests are spring-loaded to be able to return to the stowed position, his friends riding in the rear seat are considerably less comfortable than they might other-wise have been. This is the sort of thing one might not even think about at the outset but which becomes an irritant over time.

Don and Peggy’s Sienna, a Braun Mobility conversion, features a spe-cially modified front passenger seat in which Peggy rides. The loading sequence is complex. A transfer slide board is deployed as a slight ramp to allow Peggy to raise up enough to get into the car seat. The board is not re-quired for the debarkation maneuver because of gravity assist. Going either in or out takes three to four minutes, barring any glitches.

Watching them perform this in-tricate ballet, it was evident that the clearance between Peggy’s foot and Don’s seat during load/unload ma-neuvers was very tight. She has had to call for a stop many times to repo-sition and start over. Nonetheless, the right front passenger seat is way more comfortable for her than riding in the scooter would be. The passenger seat offers much better back support and has springs and better padding. Ad-ditionally, it’s much safer in the event of a crash.

The Sienna has a 50A main fuse positioned in a holder atop the bat-tery. It protects the ramp circuitry and must be removed before any jump start. Because the power slid-ing doors and ramp are often run with the key off during loading or unloading in the parking garage, the van needs an extra beefy battery. The main control electronics module for ramp and suspension is under the right rear seat. From time to time, the entire system fails to respond to any of the electrical controls. Don has learned to disconnect the orange connector for minimum of 5 minutes to reset the system.

At about 60,000 miles, Bill and Sil-via’s Odyssey needed some exhaust work and a new a/c line under the vehicle due to scraping caused by its lowered ground clearance. Theirs is a right-hand ramp deployed from below the floor. The exhaust must be custom-fabricated and installed. Conversion dealer training and com-pany certification are required for any warranty or authorized repair work so technicians don’t run afoul of ramp, suspension or other modifications.

According to exhaust specialist Shawn Peterson of 5-Star Auto Care in Mentor, OH, there is little or no standardization at the customizer’s end and initial quality is very spot-ty. This is probably a heritage of the “custom” individuality of this type of vehicle modification. The same Od-


Watch out! Before attempting to drive a ve-hicle with special controls, take an extra few minutes to revert to standard operation. Old habits are ingrained, and you certainly don’t want to step on the wrong pedal.

The conversion ECUs and related wiring are located under the right rear seat of this Braun-converted Toyota Sienna.



for an able-bodied service technician. I service only one vehicle equipped this way, and it takes all of my con-centration to drive it. I’ve learned that this is one instance where removing the adaptive device for the duration of the service visit makes a lot of sense. Since removal or installation takes only about a minute, I’d rather just do that than risk backing into the parking lot wall a second time.

ConclusionThe need for and numbers of adap-tive and mobility-challenged accessi-ble vehicles are poised to double in the near future. Many first-time buy-ers especially will need to purchase a used mobility vehicle on short notice, often without adequate opportunity to research the subject. Your knowl-edge, guidance and compassion can be critical to a good outcome.

foam-backed tape, usually on the out-board edges of the ramp. Look for bright shiny witness marks indicating repeated contact.

Adaptive ControlsMy neighbor David Clough suffers from MS but is still able to drive with appropriate adaptive controls. His number one concern is reliability. He’s currently driving his third Hon-da Odyssey. He uses a “suicide knob” for steering with his right hand, while his left hand takes over brake and accelerator duty via a lever mounted just below the steering wheel.

Recently, the lack of a means to op-erate the turn signals without taking one hand or another off the controls has become problematical. There’s an available solution—added push buttons on the brake/accelerator control rod—but it’s not part of his setup. Since he’s not the only driver, all adaptations have to be engineered and fitted so as not to interfere with normal operation.

Over the years, small changes in David’s physical condition have re-quired larger changes in adaptations. Where he once relied on a manual rear ramp for his scooter, he now uses a “Joey-lift.” For entry into the driver’s seat, a smooth floor plate (no raised sill) is critical. Electric sliding doors have become absolutely necessary. He realizes it’s important now to plan ahead as his condition continues to worsen. Overall, he’s very happy with his Odyssey. The large windshield and high seating position give him good forward visibility, complemented by the brighter, whiter headlights we in-stalled for him. Brighter reverse lights and a newly installed backup camera give David greater rear visibility, a ne-cessity with much of the interior rear-view mirror blocked by his scooter and the head of the lift.

Left-foot gas pedal adaptations are one of the simplest of adaptive control systems to install. However, these can present an extraordinarily difficult task

35February 2016

This article can be found online at www.motormagazine.com.

A thorough test drive and your shop’s normal prepurchase inspection checklist should

provide a good basis for evaluat-ing a mobility vehicle. Supplement these as needed to account for the special nature of such vehicles. Be sure you charge adequately for the time you’ll spend, often an extra half-hour or more beyond your usual inspection time. Here are some addi-tions you may want to consider:q Test all functions for each remote key fob.qTest all ramp, lift and power door switches.qVerify that all doors close securely.qTest all manual deployment con-trols, including manual overrides.qTest all controls for all seats.qTest all starter and shifter inter-lock functions.qTest all nonstandard interior light functions and controls.qTest all kneeling suspension functions.

qTest the battery. Battery tests are critical, as mobility vehicles often consume a significant portion of the reserve capacity during key-off load-ing and unloading operation.qTest current draw during ramp or lift operation. (Note: Lift testing requires a properly weighted load. Use a high-range inductive amp-clamp during ramp deployment or lifting operations to judge whether there is sufficient margin before a fuse blows or a breaker trips. For lift-equipped vehicles, perform this test with the actual passenger and equip-ment—or the equivalent weight—that the lift will normally carry. A “pass” result from unloaded lift tests will not provide meaningful data.)q Test climate control systems throughout their full range regard-less of current weather.qCheck rear HVAC, if the vehicle is so equipped.qCheck for exhaust leaks.q Inspect exhaust and wiring clear-

ances in all suspension/deployment modes. Previous improper repairs may have failed to examine change-able clearances, especially on vehi-cles equipped with a kneeling sus-pension, or during deployment or stowage of ramps, lifts, etc. Make sure your work considers these.q Identify all suspension rattles and noises.q Identify all undercarriage rattles.qCheck that the evap monitor has run to completion, especially if the fuel tank and/or fill neck have been modified. Check for OBD II codes or pending codes. (Note: Monitor status will reset to incomplete when codes are cleared or if the battery is disconnected. It’s common to en-counter numerous nonpowertrain codes related to customization. These may or may not indicate ac-tual problems that need to be ad-dressed. Read and record all of them so you and your customer will at least have a baseline status.)

Used Vehicle Prepurchase Inspection Checklist


types of mobility vehiclesfeb 07, 2016 · cleveland heights, oh, most buy-ers imagine only minor...

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