Every year automakers introduce amazing technology innovations for vehicles, such as devices that help drivers see better, eliminate blind spots, get better mileage, or eliminate the use of gasoline altogether. But these technologies could come at a high cost if they break or are damaged in a collision, as many of them cost a bundle to replace. Therefore, it is important for insurance appraisers to acquire sufficient knowledge about collision repair procedures for these types of vehicles.
Even the most common repair or replacement can cost a shocking amount to fix. My daughter constantly loses the keys to her 1993 Volvo, so I went to the hardware store to have several copies cut. The cost was a reasonable $1.50 per copy, which frankly makes me wonder why I waited so long to get around to it. However, I would be singing a different tune if we owned a new Volvo. This is because it would cost a cool $350 to replace the keyless entry for a new Volvo — and that's not even the most expensive key on the market.
In fact, an owner of a high-end luxury car like the Mercedes SL might have to shell out close to $1,000 to replace a keyless entry card, and keys aren't the only parts with rising price tags. I recently replaced the shattered sealed beam headlamp on a project car I'm restoring and didn't mind paying a reasonable $7.50 at the local auto parts store. Had I owned a Cadillac Escalade, that halogen headlamp unit would have cost $765. Keys and headlamps aren't the only pricey items, according to a list complied by the Insurance Institute for Highway Safety (IIHS). This list highlights high-tech items that could be damaged in common collisions, and the prices are astounding — that is for each part, without factoring in labor. Just how astounding are the customary prices? Check out these replacement costs for various luxury-car components:
2005 Mercedes C Class
?Adaptive cruise-control system, which maintains a set distance from the car in front: $3,742
?Xenon headlight with washer: $1,659
?Parking sensor $345
2005 Lexus RX330
?Adaptive headlight with washer: $1,627 per light
?Backup camera: $4,217
?Adaptive cruise control: $1,318
2005 BMW 5 Series
?Adaptive headlight with washer: $2,035
?Parking sensor: $372
?Adaptive cruise sensor: $2,222
2004 Cadillac Escalade
?Ultrasonic rear-parking assist: $934
?Xenon headlight: $765
?Heated side mirror with turn indicator: $997
These expensive parts can take a beating in minor collisions, shocking vehicle owners who previously would not report a claim because they believed the damages would fall below their deductibles. For example, when the IIHS ran low-speed bumper tests, it produced some shocking repair costs. This organization conducts various "full front" tests, which replicate a passenger car hitting a barrier that represents the average height of an SUV bumper at 6 miles per hour (mph). So what's the cost to repair a collision-damaged vehicle moving at a rate that is equivalent to the speed at which most of us walk through a parking lot? For the Pontiac G6, which is not considered to be a high-priced luxury car, the cost was an astounding $4,588.
How does this scenario play out when an older vehicle is involved? When comparing the amount to repair the Pontiac G6 with the cost of repair for the same test performed on a 1981 Ford Escort, one learns that the repair using all new Ford parts would be $86. Now some readers would point out that $86 would still total out a 1981 Escort, and they are probably correct. IIHS also performs an even slower speed test, a 3-mph bump into a flat corner barrier. Three miles per hour is the speed at which a toddler can walk across a room, and certainly slower than most of us drive in a parking lot. Even so, the cost to repair a 2006 Chrysler Sebring after such a collision is said to be $2,061.
Consider the Design
Yes, the cost of high-tech parts mounted in vulnerable locations is a significant reason collision-damaged vehicles cost so much to repair, but the other factor is the design. In 1974, the U.S. government forced automakers to comply with a mandate to equip all vehicles with "5-mph bumpers," meaning there was to be no appreciable damage when the vehicle hit a flat barrier at 5 miles per hour. If you look at cars from this era, it seems as if the auto designers were caught off guard. To meet the standards, they simply installed shock absorbers and moved the chrome bumpers out a few inches, filling the gaps with pliable plastic fillers between the bumper and body panels. While this may have seemed like a viable plan, there were a few problems.
These bumpers were unattractive to say the least, but the design also trapped snow and ice — causing body panels to prematurely rust and plastic fillers to fade and crack with age. Slowly, auto designers adapted, using plastic body-colored bumpers to save weight and conform to a more cohesive design. Automakers also lobbied the government, and in the late 1980′s, the standard was relaxed to 2.5 mph. As a result, automakers were able to drop the heavy shock absorbers in favor of foam "absorbers," which met the government standard but often provided little protection for expensive headlamps and other components near them in real-world collisions.
High-Tech Repair Methods
As I was driving to the airport last week, I pulled in behind a car with a bumper sticker that read, "If you think education is expensive, [then] try ignorance." The vehicle owner was likely a university professor defending the rising costs of a college education. However, this sentiment also applies to today's collision repair environment.
We have already addressed the advances in design and vehicle parts and technology, but that is only part of the issue. Advanced materials, alloys, and electrical systems require advanced education for vehicle repair. Ignorance of the proper repair procedures can lead to faulty repairs and possibly dangerous vehicles being put back on the road. In the case of hybrids, which produce extremely high voltage, improper handling of the vehicle post-accident could be fatal. I would argue that education on advanced technology is equally as important for insurance appraisers, who should also know the necessary procedures for accurate estimating and repair allowances.
Shocking Technology
Let's consider the Toyota Prius. It features the Toyota Hybrid System (THS), which uses two power sources: a gasoline engine and an electric motor. After reading the sentence above stating that improper handling of a hybrid could be fatal, many may be skeptical. The fact is there are circuits in the Toyota Prius capable of producing more than 275 volts and more than 100 amps. This is more than enough to provide a fatal shock if an open circuit is handled, or if a collision has caused a panel to be charged with this voltage. This is obviously more than enough reason to take extreme care and be aware of safety procedures before beginning to repair a hybrid.
While all high-voltage wiring is color-coded orange, and "high-voltage" caution labels also identify the high-voltage battery pack and other high-voltage components, extreme care should still be exercised. Insulated gloves must be worn when disabling the high-voltage system by disconnecting the negative terminal of the battery prior to performing repairs on the body. Disconnecting the auxiliary battery shuts down the high-voltage circuit to help ensure the safety of the technician. For additional protection, the technician may remove the service plug. Even after the plug has been removed, Toyota still recommends waiting at least 5 minutes to ensure a full discharge of the system.
While high-voltage wiring is a major concern, it's not the only component that can be hazardous. A ruptured battery cell in the Prius can be dangerous as well. The electrolyte in these nickel-metal hydride batteries, potassium hydroxide is a liquid that can burn human skin. Additionally, this electrolyte is highly reactive with common metals such as tin, zinc, and aluminum and can produce a flammable hydrogen gas.
Batteries are not the only new piece of complicated auto design that warrants specific repair training. For instance, one should consider the new Volkswagen Passat or Ford Fiesta set to launch in the United States this year. These vehicles would hardly be considered exotic, but their use of boron-infused steel calls for some unorthodox repairs. For example, because the Passat's B-pillar is laser-welded at the factory, many technicians may assume that the replacement pillar should be welded in place as well. However, by referencing Volkswagen's repair procedures, one discovers that the approved procedure is to adhesive-bond the inner and outer panel pieces together. Improper repair can cause weakened repair joints or warping of the metal, leading to fit and finish problems.
What Can Be Done?
Consumer appeal and the need to meet safety standards are definitely driving the expanding use of technologically advanced parts and systems. Therefore, we will constantly face more advanced design technology, and the need for fuel economy and weight savings will drive increased use of high-strength alloys and exotic repair procedures. Although little can be done to stem this tide, there is plenty that can be done to properly prepare for the eventual appraisal and repair need for these vehicles. Immense improvements can be made in the ability to access detailed, vehicle-specific repair procedures. Today, auto manufacturers have done a respectful job of providing repair knowledge for their specific vehicles on the internet; however, we're still not all the way there yet in terms of a comprehensive solution.
Repair procedures are mainly located on corporate websites, and there are as many as there are vehicle nameplates sold. That hiccup makes finding an exact repair procedure a daunting and time-consuming task. Many insurance appraisers may either lack the necessary high-speed wireless capabilities or, more importantly, the time to search for and access the specific repair procedure for each individual repair. As it stands right now for collision repairers, the best-case scenario is for repairers to exit the estimating application; search the internet; and hopefully find the repair procedure documented in enough detail to affect a proper repair.
In this high-tech world, that is simply not a very high-tech solution. What we need is a centralized information center that gives insurance appraisers a single access point to comprehensive databases containing accurate, critical repair information such as detailed, step-by-step procedures by VIN number. Photos of attachment points, manufacturer-recommended cutoff points, and video demonstrations of the procedure would be ideal — along with summaries of the procedures for appraiser needs, which would be a vast improvement as well. True, the gathering and publication of such a centralized information center doesn't come without expense, but think of the time and frustration savings. Or, if all else fails, remember the sentiment of the bumper sticker "If you think education is expensive, try ignorance."
Greg Horn is vice president of industry relations at Mitchell International. He may be reached at greg.horn@mitchell.com.
Interested in more auto-claim news and in-depth articles? Head over to Claims' auto-claim channel for more information.
PAGE
© 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.