As claim professionals and collision repair facilities, we have one responsibility to our customers: Return them to a properly repaired vehicle. Technological advances have original equipment manufacturers (OEMs) using new materials called advanced high-strength steel (AHSS). These steels require new repair procedures. In my observations of repairs that I have seen, I have found great concern for both repairers and insurers. While some collision repair facilities and insurance companies are on top of this change, others are not even aware of it.
Looking Back at Repairs
In the past, vehicles were designed mainly of mild and other forms of traditional high-strength steel. These steels allowed more repair flexibility, since the repairer could use heat to stress-relieve the steel. Sectioning and splicing were also procedures that were very common and carried out on a daily basis. These repair procedures were only to be used if the OEMs required it, yet obtaining the information from the OEM was not easy to accomplish. While some of the OEMs have repair information, others did not as it was not mandatory to do so.
Over the years, repair technicians were taking on the role of structural engineer. They made repairs to the structure where they thought it was safe to do so. But now with the complexity of new technology, the average backyard repair will become an unsafe repair as they are lacking the large investment in the correct equipment.
Why AHSS?
AHSS steels were designed to be lighter in weight and stronger than traditional steels. The two main reasons for these advancements are to reduce bodily injury to occupants and reduce fuel consumption.
During the 1970s, the National Highway Traffic Safety Administration (NHTSA) established the New Car Assessment Program (NCAP), which tested vehicles for frontal impact safety. In the 1990s, they began to test vehicles for side impact and rollover collisions. These safety ratings led to a five-star safety rating system.
Only recently, the Safe, Accountable, Flexible, and Efficient Transportation Equity Act required OEMs to place NCAP star ratings on the "Monroney sticker" of the vehicle. The Monroney sticker is the price sticker that comes with a new vehicle at the time of sale. Given this, NHTSA will implement a revised and more advanced safety test program beginning with 2011 model years. This is a very significant change and the OEMs are working hard to comply with these changes so they can promote five-star safety.
Additionally, newer materials such as AHSS, aluminum, alloy products, and carbon fiber will help reduce total weight of vehicles, thus reducing the demand for fuel. OEMs are competing to offer the best miles per gallon and safety, as these two factors are in demand by consumers.
Identifying and Repairing AHSS
The fastest way to detect AHSS within a vehicle is to use a metal strength tester such as the Bor-On steel analyzer produced by the Swedish company JNE Safe Repair Equipment. The Bor-On analyzer operates through a clamp that is fastened onto a vehicle's flange. A click of the tester provides a digital measurement of the metal's strength. Some estimating programs and OEM web sites will also tell you where the steel is, but the information is not always available.
Most claim professionals have mobile Internet service. When estimating a damaged unibody or frame, we must locate the repair procedures from the OEM. In most cases, this can be achieved by going to the OEM's web site and obtaining frame repair information. Also, there is a company called ALLDATA that, with a monthly subscription fee, allows one to gain access to the technical repair information for most of the OEMs. A few of the OEMs, like GM, offer the information for free.
An example of a repair would be the replacement of the B-pillar on the driver's side of the vehicle. If the pillar is AHSS, it will likely need to be replaced at the factory joints or at an OEM-recommended area. Sectioning the center of most A- and B-pillars is becoming taboo; another reason to follow manufacturer procedures.
Since there is a higher margin of error with AHSS, many OEMs have recently made statements to not use salvaged structural parts. There are several concerns regarding the use of salvaged parts. One is that the part could be damaged. Two, the removal of factory spot welds of the salvaged part would create a second weld cycle on the new vehicle, thus comprising the integrity of the AHSS.
One of the biggest concerns in repairing AHSS is the use of heat. Previously, heat could be applied to steel to straighten vehicle frames and structures, but when heat is applied to AHSS, the material becomes weaker. This is why many collision centers are upgrading their equipment to tackle the latest advancements in AHSS.
OEMs often recommend that portable squeeze type resistant spot welders (STRSW) to be used on accessible AHSS in a vehicle. When these welders first started being used in collision repair shops, many of them came from industrial applications not intended for automotive steels. The benefit of STRSW is that they can create factory-type welds. These welders are put through rigorous testing. It is very important that the collision repair center has welding equipment that can produce a correct weld. Most OEMs only recommend Mig Welding in areas that STRSW cannot access.
Education Is Key
Recently, I met with an owner of a large collision repair facility who has a great reputation for quality repairs. On a particular repair job, I was told that that he needed to replace (not repair) a frame rail that was AHSS. However, the claim manager told him that if he did not repair the rail, he would be removed from the DRP program. The owner continued to follow safe repair guidelines for the customer, yet he received notice that he was dropped as a DRP by the insurance company.
I would assume that the reason for being dropped by the DRP program is that the claim manager had a lack of education for the proper repair. It is important that insurers train their managers and estimators on the proper techniques for repair so that vehicles are returned back on the road safely.
The industry will continue to see more AHSS in newer vehicles in conjunction with new adhesives and different types of foams. With continued education, we can have safe vehicles, safe occupants, and a unity between insurance companies and the repair facilities.
John Leddy owns and operates LDC Equipment and LDC Consulting, which provides repair information to insurance companies and collision repair facilities. For 34 years, he has been involved in the collision repair industry, working as an auto body technician, and collision shop owner. He may be reached at 877-862-4442, john.leddy@ldc-consultants.com, www.ldc-consultants.com.
Interested in more auto-claim news and in-depth articles? Head over to Claims' auto-claim channel for more information.
© Arc, All Rights Reserved. Request academic re-use from www.copyright.com. All other uses, submit a request to TMSalesOperations@arc-network.com. For more information visit Asset & Logo Licensing.