Five sled tests were performed with a Hybrid III (H-III) 10-year-old child sized Anthropomorphic Test Device (ATD) positioned in the 2nd row left seat of a three row 2006 Sport Utility Vehicle (SUV). A HYGE Sled buck was positioned to represent/replicate a side impact collision to the passenger (right) side of the SUV, with a Principal Direction of Force (PDOF) of 60 degrees, resulting in a far side side-impact for the ATD. Of the 5 tests performed, three of the five tests were performed with a delta-V of 17 mph, and two of the tests at a delta-V of 24 mph. Of the 17 mph tests, one test was performed with a properly restrained ATD, and two tests performed with improper restraint positioning. Both of the 24 mph tests were performed with improper restraint positioning, effectively identical to the two 17 mph delta-V tests. The two improper restraint use tests (at both 17 and 24 mph delta-V) included two different improper restraint scenarios. The first scenario of improper restraint positioning involved moving the torso belt from the left shoulder, over the head, and onto the right shoulder. The second scenario involved the same belt re-positioning as the first scenario, but additionally a disengaged latch plate from the buckle, essentially creating a condition of seat belt entanglement. Each of the five tests utilized its own salvage-vehicle-harvested seat belt assembly, originating from the same model series of SUV. All tests were documented with 4 high-speed video cameras. Occupant kinematics and seat belt physical evidence were analyzed and compared across the test series. Head accelerations and upper neck loads were also evaluated. The results demonstrated the uniqueness of physical evidence left behind on components of the seat belt system, both in terms of locations of the evidence as well as the extent and geometric orientation of the evidence, across the three demonstrated scenarios (proper, improper, and improper and unbuckled). Additionally, the three scenarios exhibited significant differences with respect to the head accelerations and neck loads experienced by the ATD.